hapter 5 – proje t des ription€¦ · dry plant area at the port of skardon river, including dry...

CHAPTER 5 – PROJECT DESCRIPTION

GULF ALUMINA LTD – SKARDON RIVER BAUXITE PROJECT

Skardon River Bauxite Project Chapter 5 – Project Description

Page 5-i

TABLE OF CONTENTS

5.1 Site History ........................................................................................................5-1 5.2 Existing Kaolin Mine Infrastructure and Disturbance Areas ..................................5-1 5.2.1 Port of Skardon River ................................................................................................. 5-7 5.2.2 Plant Decommissioning .............................................................................................. 5-7 5.2.3 Water Management ................................................................................................... 5-7 5.2.4 Camp and Effluent Management ............................................................................... 5-7 5.2.5 Airstrip ........................................................................................................................ 5-8 5.2.6 Haul Road ................................................................................................................... 5-8 5.2.7 Borrow Pits ................................................................................................................. 5-8 5.2.8 Historical, Decommissioned Landfill .......................................................................... 5-9 5.2.9 Existing Landfill ........................................................................................................... 5-9 5.2.10 Communications ........................................................................................................ 5-9 5.3 Interaction of the Kaolin Mine and the Project ....................................................5-9 5.3.1 Port of Skardon River ................................................................................................. 5-9 5.3.2 Decommissioned Kaolin Wet Plant Area .................................................................... 5-9 5.3.3 Decommissioned Kaolin Dry Plant at Port of Skardon River .................................... 5-11 5.3.4 Accommodation Camp ............................................................................................. 5-11 5.3.5 Airstrip ...................................................................................................................... 5-11 5.3.6 Haul Road ................................................................................................................. 5-11 5.3.7 Water Pipeline .......................................................................................................... 5-11 5.3.8 Landfill ...................................................................................................................... 5-11 5.4 Construction .................................................................................................... 5-12 5.4.1 Port Infrastructure Area ........................................................................................... 5-12 5.4.2 Haul Road ................................................................................................................. 5-16 5.4.3 Barge Load Out / Wharf Construction...................................................................... 5-18 5.4.4 Construction Workforce and Camp .......................................................................... 5-18 5.5 Operations ....................................................................................................... 5-19 5.5.1 Summary .................................................................................................................. 5-19 5.5.2 Resource Exploration ............................................................................................... 5-23 5.5.3 Resource Description ............................................................................................... 5-23 5.5.4 Bauxite Mining ......................................................................................................... 5-25 5.5.4.1 Vegetation Clearance ............................................................................................... 5-25 5.5.4.2 Topsoil Harvesting and Management ...................................................................... 5-27 5.5.4.3 Subsoil Removal and Management .......................................................................... 5-27 5.5.4.4 Bauxite Extraction .................................................................................................... 5-27 5.5.4.5 Bauxite Road Transport ............................................................................................ 5-28 5.5.5 Mine Schedule .......................................................................................................... 5-28 5.5.6 Project Footprint ...................................................................................................... 5-30 5.5.7 Bauxite Stockpile ...................................................................................................... 5-30 5.5.8 Product Reclaim ....................................................................................................... 5-31 5.5.9 Mining Equipment .................................................................................................... 5-31 5.5.10 Workforce................................................................................................................. 5-32 5.5.11 Accommodation Camp ............................................................................................. 5-32 5.5.12 Workforce Transport ................................................................................................ 5-32 5.5.13 Airstrip ...................................................................................................................... 5-32 5.5.14 Power Supply ............................................................................................................ 5-33 5.5.15 Fuel Use .................................................................................................................... 5-33 5.5.16 Bulk Fuel Storage and Refuelling .............................................................................. 5-33


Page 5-ii

5.5.17 Offices and Control Room ........................................................................................ 5-33 5.5.18 Hydrocarbon and Chemical Storage and Handling .................................................. 5-33 5.5.19 Materials, Equipment and Fuel Supply .................................................................... 5-34 5.5.20 Barge Loading ........................................................................................................... 5-36 5.5.21 Transhipment ........................................................................................................... 5-36 5.5.22 Bed Levelling ............................................................................................................ 5-38 5.5.23 Bulk Carriers ............................................................................................................. 5-42 5.6 Water Management ......................................................................................... 5-43 5.7 Rehabilitation and Decommissioning ................................................................ 5-43

Tables

Table 5-1 Mine Schedule Annual Quantities ............................................................................ 5-28 Table 5-2 Project Footprint ...................................................................................................... 5-30 Table 5-3 Estimated Mine Equipment...................................................................................... 5-31 Table 5-4 Estimated Annual Fuel Use ...................................................................................... 5-33

Figures

Figure 5-1 Existing Kaolin Mine Footprint ................................................................................... 5-2 Figure 5-2 Wet Plant Area – Processing and Mining ................................................................... 5-3 Figure 5-3 Wet Plant Area – Water Management Pits ................................................................ 5-4 Figure 5-4 Dry Plant Area ............................................................................................................ 5-5 Figure 5-5 Aerial Photo of Skardon River Landing and Decommissioned Dry Plant June

2013 ............................................................................................................................ 5-6 Figure 5-6 Existing Camp Layout ................................................................................................. 5-8 Figure 5-7 Former Kaolin Mine and Proposed Bauxite Mining Areas ....................................... 5-10 Figure 5-8 Wharf and Port Plan Options ................................................................................... 5-13 Figure 5-9 Port Infrastructure Area and Wharf Layout – Option 1 (South) .............................. 5-14 Figure 5-10 Port Infrastructure Area and Wharf Layout – Option 2 (North) .............................. 5-15 Figure 5-11 Crossing Locations, Aerial Imagery and Contours .................................................... 5-17 Figure 5-12 Life of Project Activities and Infrastructure ............................................................. 5-21 Figure 5-13 Offshore Transhipment Location ............................................................................. 5-22 Figure 5-14 Life of Project Resource Areas for Mining ................................................................ 5-24 Figure 5-15 Clear and Grub Schedule .......................................................................................... 5-26 Figure 5-16 Mine Schedule by Year ............................................................................................. 5-29 Figure 5-17 Typical Barge and Tug Supply ................................................................................... 5-35 Figure 5-18 Typical Barge Load .................................................................................................... 5-36 Figure 5-19 Indicative Barge Design ............................................................................................ 5-38 Figure 5-20 Example of Barge Loading a Bulk carrier .................................................................. 5-38 Figure 5-21 Bed Levelling Illustration .......................................................................................... 5-39 Figure 5-22 Typical Bed Levelling Vessel ..................................................................................... 5-39 Figure 5-23 Initial Bed Levelling .................................................................................................. 5-41 Figure 5-24 Example of Panamax Bulk Vessel ............................................................................. 5-43


Page 5-1

5. PROJECT DESCRIPTION

5.1 Site History

Gulf Alumina Ltd (Gulf) is a public company registered on 23 February 2004 in Sydney, NSW to explore and develop bauxite deposits in and around Australia. Gulf gained full ownership of the three Skardon River mining leases from ACC Ecominerals in January 2012. Gulf is currently the sole holder of the Environmental Authority (EA) EPML 00967013 for the Project’s three mining leases (MLs) - ML 40082, 40069 and 6025.

The current EA comes under the Environmental Management Overview Strategy (EMOS) submitted to Queensland Mines and Energy in August 1998, by the original owner of the Skardon River Mine, Australian Kaolin Ltd (AKL). The EA was amended for removal of kaolin processing (not mining) on 6 October 2011, authorisation of a new landfill on 22 November 2011 and for a revised water monitoring schedule on 25 January 2013.

Australian Kaolin Ltd (AKL) started construction of kaolin processing plants and commenced mining and commissioning of the processing plants in 1992. The AKL operation was licensed to mine kaolin, brick clay and quartz. ACC Ecominerals Ltd (ACC) purchased the mine in 2002 from AKL and went into liquidation in July 2010 and terminated its interests in October 2011. Liquidators terminated their involvement in January 2013

A Plan of Operations (PoO) for the Skardon River Mine was submitted by Gulf in accordance with the EA EPML 00967013 for the 12 month period from February 2015 to February 2016. The Plan covers the decommissioned kaolin mining and processing operation under care and maintenance, processing plant decommissioning and includes Gulf’s rehabilitation plan for the former kaolin mine.

Kaolin mine decommissioning and rehabilitation does not form part of this EIS as these activities are already approved under the existing EA and PoO. Never-the-less Section 5.2 describes the former kaolin activities and infrastructure in order to identify potential interactions between the Project and the former kaolin mine. Where there is potential interaction between kaolin mining infrastructure or former mining areas and the infrastructure and activities for the Project, then these are considered in the EIS.

5.2 Existing Kaolin Mine Infrastructure and Disturbance Areas

The kaolin mine comprised the following (refer Figure 5-1):

wet plant area, including mine pits which now function as water storage and management pits, kaolin

stockpiles, overburden stockpiles, settlement dam, and processing plant infrastructure

airstrip and accommodation camp

dry plant area at the Port of Skardon River, including dry plant processing infrastructure, fuel storage,

settlement dam, waste storage, landfill and Skardon River landing

haul road connecting the wet plant and dry plant areas, via the camp and airstrip.

The footprint of the kaolin mine is approximately 153 ha.

The previous activities and disturbances associated with the:

wet plant area are shown in Figure 5-2 and Figure 5-3

dry plant area at the Port of Skardon River is shown in Figure 5-4 and Figure 5-5.

!(

ML40069

ML 6025

ML 40082

Port ofSkardon River

Skardon River

NamaletaCreek

Camp Area

Haul

Road

605000 610000 61500086

8500

0

8685

000

8690

000

8690

000

8695

000

8695

000

8700

000

8700

000

8705

000

8705

000

±

Figure 5-1

LegendMining Lease BoundariesExisting Disturbance Footprint

!( Port of Skardon RiverG:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch05_Construction_Operations\FIG_5_1_Existing_Kaolin_Mine_Footprint_150716.mxd

Revision: R1

Date: 16/07/2015 Author: malcolm.nunn1:100,000Map Scale:

Coordinate System: GDA 1994 MGA Zone 54

Existing Kaolin Mine Footprint

0 1 2 3 4 5Kilometers

Gulf Alumina Limited

!

!

!

!

Queensland

CAIRNS

BRISBANE

TOWNSVILLE

ROCKHAMPTON

±Dry Plant

AreaHa

ul Ro

ad

LandfillPip

eline

WasteManagement

Areas

PortSediment

Dam

Fuel Storage Skardon RiverLanding

Airstrip

Haul Road

Fluvial Pit

Kaolin Piles

Claystone Overburden PileClaystone Pit

Water Pit

Borrow Pits

Borrow Pits

Settlement Dam

Previous Wet Plant

Fluvial Overburden Pile

Sand WasteContainment Dam Previous Pilot Plant

Settlement Pond

Bio-remediation Pad

No warranty is given in relation to the data (including accuracy, reliability, completeness or suitability) and accept no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of or reliance upon the data. Data must not be used for direct marketing or be used in breach of privacy laws. Imagery sourced from Gulf Alumina (2014). Tenures © Geos Mining (2015). State Boundaries and Towns © Geoscience Australia (2006).

Scale 1:40,000

Scale 1:20,000

Sk

ard

on

Riv

er B

auxi

te P

roje

ct

C

hap

ter

5 –

Pro

ject

Des

crip

tio

n

Pag

e 5

-3

Fig

ure

5-2

W

et P

lan

t A

rea

– P

roce

ssin

g a

nd

Min

ing

Sk

ard

on

Riv

er B

auxi

te P

roje

ct

C

hap

ter

5 –

Pro

ject

Des

crip

tio

n

Pag

e 5

-4

Fig

ure

5-3

W

et P

lan

t A

rea

– W

ate

r M

an

ag

emen

t P

its

Sk

ard

on

Riv

er B

auxi

te P

roje

ct

C

hap

ter

5 –

Pro

ject

Des

crip

tio

n

Pag

e 5

-5

Fig

ure

5-4

D

ry P

lan

t A

rea

Sk

ard

on

Riv

er B

auxi

te P

roje

ct

C

hap

ter

5 –

Pro

ject

Des

crip

tio

n

Pag

e 5

-6

Fig

ure

5-5

A

eria

l Ph

oto

of

Ska

rdo

n R

iver

La

nd

ing

an

d D

eco

mm

issi

on

ed D

ry P

lan

t Ju

ne

20

13


Page 5-7

5.2.1 Port of Skardon River

Far North Queensland Ports Corporation Limited, trading as Ports North, is a company Queensland Government Owned Corporation responsible for the development and management of the declared Ports, including the Port of Skardon River. Skardon River was declared a port in February 2002, and the Port limits cover an area of 2,489 ha. As the port manager, Ports North's role is to maintain the port to facilitate trade. The marine facilities are located upstream on the Skardon River and incorporate a barge ramp. To date, limited shipments of product (kaolin) have been shipped via the Port.

The loading ramp in the estuary is used for barge supplies. Pylons and an attached walkway secure the barge against tidal currents. A pipeline installation enables conveyance of diesel from a barge to the bulk diesel storage tank with approximately 2 million litres capacity. A second loading ramp lies adjacent to and upstream of the barge loading ramp. This infrastructure will be retained for the Project.

5.2.2 Plant Decommissioning

The kaolin wet plant, pilot plant and dry plant (Figure 5-2) have been demolished and equipment and materials shipped off-site. The dry plant shed will be retained for the Project. The wet plant and pilot plant sheds have been demolished and materials removed from site. Some demolition work remains, as well as export of scrap metal from site and transport of waste material to landfill. A contractor is conducting final demolition work and removal of scrap metal and waste material.

5.2.3 Water Management

Stormwater from kaolin product stockpiles at the dry plant area is directed to a settlement dam (Figure 5-4).

All runoff from kaolin stockpiles and the wet plant is contained by bunding and directed via stormwater drains to a settlement dam (Figure 5-2).

All water from overburden stockpiles in the wet plant area drains into the three mining pits as shown in Figure 5-3. The Claystone Pit currently takes stormwater flow from the claystone overburden pile and the east side of the fluvial overburden pile. A pipe directs water flow from the Claystone Pit to the Water Pit. Overflow from the Water Pit is directed through the approved point of discharge into Namaleta Creek. Stormwater flow from the west side and most of the fluvial overburden pile flows into the Fluvial Pit, as shown in Figure 5-3. Overflow from Fluvial Pit is over an undisturbed native vegetation area into Namaleta Creek. All releases of water from kaolin mine water management infrastructure are authorised and managed under the existing EA and PoO.

5.2.4 Camp and Effluent Management

The camp (Figure 5-1 and Figure 5-6) was designed to accommodate 50 and includes 25 units with showers and toilets, kitchen, mess/dining room, recreation rooms and storage rooms.

Potable water for the site is pumped from borehole, AKP01, located approximately 2 km north of the wet plant. Water is piped to the camp and transported by water tanker to the dry plant area. The natural pH of the bore water is raised by a potash feed at the pump to reduce pipe and tank corrosion and improve drinking water quality.

The existing sewerage treatment plant consists of a proprietary package plant (biocycle) operating on an extended aeration process. Sewage is broken down by bacterial activity with a slow accumulation of sludge remaining to be disposed. The plant treats wastewater to a tertiary level producing a clear water effluent. The plant consists of 3 units, each with a capacity to handle sewage generated by 20 people (total 60). The whole system can operate to maximise bio-efficiency and dispersal of effluent through 3 irrigation lines. A clearly signed grassed area (3 ha), north of the camp, can be irrigated through poly pipes with effluent waters. A wet weather storage pond (20 by 20 m with 2 m depth) provides a back-up effluent


Page 5-8

storage, should it be required during the wet season. This pond has the capacity to take effluent discharge for up to 24 days full capacity camp operation, including allowance for storm surge.

Figure 5-6 Existing Camp Layout

5.2.5 Airstrip

The disturbed area of the airstrip is approximately 52 hectares. This vital transport link provides routine personnel and freight access, as well as emergency access to the site. The grass is slashed in areas within non-trafficked sections of the airstrip including both ends of the airstrip (i.e. the flight paths).

5.2.6 Haul Road

A transport and services corridor 16 km long links the wet plant area and accommodation village with the dry plant area and Port. The haul road was constructed to manage a 25-year ARI. The road base is laterite and bauxite gravel.

5.2.7 Borrow Pits

Eight borrow pits were required for the bulk earthworks and infrastructure phase of the kaolin project and some of these pits are utilised for ongoing road maintenance. The pits are located adjacent the haul road. Some of these pits have been rehabilitated. One of these pits, near the dry plant, is used as the site landfill


Page 5-9

5.2.8 Historical, Decommissioned Landfill

A landfill used by AKL was abandoned in about 1993 after two years due to wet season flooding. This landfill was located approximately 1,200 meters north of the current camp site. The site was rehabilitated and has stabilised, and will not be used for the Project

5.2.9 Existing Landfill

A current landfill (2 ha) is situated approximately 500 m south west of the Skardon River landing. A narrow slot 1.5 m wide and 20 m long is used for putrescibles waste from the camp. A large slot 3 m deep and 7 m wide has been used for scrap metal disposal and is now only used for metal (mainly engines) from a third party contractor for burning of illegal fishing boats under a Commonwealth Government programme. This landfill is not currently used for disposal of metal, plastic or wood scrap from demolition work.

5.2.10 Communications

A Telstra telecommunication tower is located at Skardon River Landing and linked to the Mapoon exchange.

5.3 Interaction of the Kaolin Mine and the Project

The Project will include use of existing infrastructure from the kaolin mine, including the haul road, airstrip, camp and the Port of Skardon River.

The area to be mined will include portions of the areas already disturbed by kaolin mining, including the decommissioned wet plant area. The proposed area of bauxite mining and the current footprint of the kaolin mine are shown in Figure 5-7.

5.3.1 Port of Skardon River

The infrastructure at the Port to be retained for the Project includes the warehouse, fuel storage and boat ramp. Some existing infrastructure may be expanded or upgraded including a new fuel storage tank (if required) and the fuel delivery pipeline from the Port to the fuel tank. As described in Section 5.1.1, additional infrastructure will be constructed at the Port for loading of bauxite onto barges.

5.3.2 Decommissioned Kaolin Wet Plant Area

The decommissioned wet plant area, including kaolin stockpiles and settlement dam could be mined for bauxite. The area does not contain any registered or known contaminated sites. Under the current EA, financial assurance allows for a contamination assessment to be conducted prior to final closure of the area. Should bauxite mining be planned in this area, Gulf will engage a suitably qualified person to conduct a contaminated site survey prior to any mining. While it is not expected that any contamination will be found, treatment of contaminated material would be conducted if uncovered. There is an existing, bunded remediation pad within this area.

The Raw Water Pit and Claystone Pit will be retained for the life of the mine as a water supply for the Project’s dust suppression and vehicle washdown activities.

!(

ML40069

ML 6025

ML 40082


Skardon River

NamaletaCreek

Camp Area

Haul

Road

605000 610000 61500086

8500

0

8685

000

8690

000

8690

000

8695

000

8695

000

8700

000

8700

000

8705

000

8705

000

Figure 5-7

LegendMining Lease Boundaries

!( Port of Skardon RiverExisting Disturbance Footprint

Southern Haul RoadBauxite Infrastructure AreaProposed Bauxite Mining Areas

G:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch05_Construction_Operations\FIG_5_7_FormerKaolinMine_PropBauxiteAreas_150716.mxd

Revision: R1



Former Kaolin Mine andProposed Bauxite Mining Areas



!

!

!

!

Queensland

CAIRNS

BRISBANE

TOWNSVILLE

ROCKHAMPTON

±



Page 5-11

5.3.3 Decommissioned Kaolin Dry Plant at Port of Skardon River

Gulf may keep the following kaolin dry plant area infrastructure for use in the Project’s operations:

dry plant shed

two water tanks

2.2-megalitre bulk diesel storage tank, bunded by compacted earth and clay lining

offices, crib room and toilets

a concrete and besser brick bunded lay down yard for storage of waste oils prior to shipping off site

a laydown yard for scrap material

settlement dam and drainage bunds.

If not used for the Project, these structures will be decommissioned and materials removed from site.

5.3.4 Accommodation Camp

While most of the current camp is likely to be demolished, the current site will be used for a new camp for both construction and operations. Structures no longer required will be decommissioned and removed from site. Some additional land clearing will be required. The existing camp water supply bore and pipeline supply infrastructure will be maintained. The existing sewerage system will be upgraded.

5.3.5 Airstrip

Gulf intends to mine below the airstrip during the mine life. The airstrip will be moved on to previously mined land, parallel and to the south of the existing airstrip to enable mining of bauxite beneath the current airstrip. As the new airstrip will be on previously mined land, the airstrip area will be backfilled to surface elevation and compacted so that it is suitable for aircraft movements.

5.3.6 Haul Road

The haul road will be upgraded for the Project. This upgrade will include raising the height of the road and construction of more and larger culverts as sections of the current road flood during heavy rainfall events.

The haul road currently includes a low flow culvert across Namaleta Creek. This will be upgraded to allow for access to the south of Namaleta Creek during periods of rainfall and flow in the Creek, using a series of pipes and / or culverts.

The bauxite haul roads will be designed around the existing overburden piles so that runoff is contained and these areas can be rehabilitated. The haul road system will make use of the existing kaolin mine road infrastructure around stockpiles and rehabilitated areas, as shown in Figure 5-11. Rehabilitation of the overburden piles is subject to the existing EA conditions and does not form part of this EIS. However environmental management for the kaolin mine, including rehabilitation and decommissioning is included in the environmental management plan (EM Plan) in Appendix 13.

5.3.7 Water Pipeline

An existing pipeline linking the wet plant area at Namaleta Creek with the Skardon River landing will be used to pump water from the Claystone Pits and Water Pit to existing water storage tanks at the dry plant area for dust suppression of haul roads and the product stockpile.

5.3.8 Landfill

The existing landfill located approximately 500 m south west of the Skardon River landing will be used for disposal of metal, plastic or wood scrap from demolition work. This landfill facility can accommodate at


Page 5-12

least 5 linear trenches, two of which have been excavated. Putrescible waste will be fenced to minimise scavenging by native animals. This landfill is likely to be sufficient for waste disposal for the life of the mine.

Bunds constructed around the perimeter of the landfill divert surface flows away from the pit. When a landfill cell has attained maximum storage capacity, it will be capped with bauxite waste, kaolin clay overburden material and topsoil. Revegetation by native grasses, shrubs and trees is expected to occur by natural recruitment from surrounding vegetation.

A new landfill site was approved through an amendment to the EA on 22 November 2011. This landfill is not currently active, and is situated in an area scheduled for mining. Therefore this location is not now expected to be used as a landfill location.

Non mining waste is detailed in Chapter 8.

5.4 Construction

Construction of the infrastructure for handling and transfer of DSO bauxite is planned for the 2016 dry season. Bauxite mining is expected to start in early 2017 after the wet season period. Cleared land, previously used for kaolin processing, adjacent to Skardon River landing, will be used for the bauxite mining infrastructure. Construction will include:

upgrade to the existing haul road network

small ROM stockpile to feed mobile crushers

bauxite product stockpile

conveyor from the product stockpile to the barge load out / wharf

export barge load out / wharf with conveyor and ship loader

water supply from the kaolin mine pits to Skardon River landing for haul road watering and product

dust suppression

augmented camp facilities increasing capacity up to 150 people

airstrip relocation during mining.

5.4.1 Port Infrastructure Area

The Port infrastructure area is shown in Figure 5-8, including wharf and Port plan options. Two barge load out / wharf options (Option 1 and Option 2) are under consideration as part of the conceptual Port design. These options are upstream (north) and downstream (south) of the existing barge ramp, with the final location selection dependent on consideration of factors such as operability of the wharf and existing barge ramp, and final design of the barges. As a result, there are two options for the general layout of the Port infrastructure area, north and south of the current infrastructure. The final layout of the Port infrastructure area will be decided during detailed design and may differ slightly from both options. However, both options are considered in the EIS, thereby providing a worst case assessment of project impacts. For example the footprint of both Port layout options is within the Port infrastructure area (refer hatched area in Figure 5-8), which is used as the basis for assessing the footprint of the Project as a whole. Both Port infrastructure area layouts and wharf options contain the same infrastructure but in slightly different locations, with the option to the south (Option 1) shown in Figure 5-9 and the option to the north (Option 2) shown in Figure 5-10.

ExistingLandfill

ExistingHaul Road

Existing PortSediment Dam

DryPlantArea

Conveyor

Wharf

FuelStorage

Tank

Proposed Haul Road Loop

BauxiteStockpile

New Port Sediment Dam Drainage

New PortSediment

Dam

WharfProposed Haul Road Loop

Drainage

New PortSediment

Dam

BauxiteStockpile

Conveyor

616000 616200 616400 616600 616800 61700086

9910

0

8699

100

8699

300

8699

300

8699

500

8699

500

8699

700

8699

700

8699

900

8699

900

8700

100

8700

100

8700

300

8700

300

No warranty is given in relation to the data (including accuracy, reliability, completeness or suitability) and accept no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of or reliance upon the data. Data must not be used fordirect marketing or be used in breach of privacy laws. State Boundaries and Towns © Geoscience Australia (2006). Imagery sourced from Gulf Alumina (2014).

LegendMining Lease BoundariesExisting Disturbance FootprintPort Infrastructure Area

Wharf and Port Plan OptionsOption 1Option 2Both Options

Figure 5-8 Gulf Alumina Limited

G:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch05_Construction_Operations\FIG_5_8_Wharf_Plan_151007.mxdRevision: R1

Date: 7/10/2015 Author: malcolm.nunnMap Scale: Coordinate System: GDA 1994 MGA Zone 54

Wharf and Port Plan Options

1:6,000

0 100 200 300 400 500Meters

±

Sk

ard

on

Riv

er B

auxi

te P

roje

ct

C

hap

ter

5 –

Pro

ject

Des

crip

tio

n

Pag

e 5

-14

Sou

rce:

Em

tek,

Dra

win

g SR

-51

00

-DR

G-M

E-0

08

, Rev

C

Fig

ure

5-9

P

ort

Infr

ast

ruct

ure

Are

a a

nd

Wh

arf

La

you

t –

Op

tio

n 1

(So

uth

)

Sk

ard

on

Riv

er B

auxi

te P

roje

ct

C

hap

ter

5 –

Pro

ject

Des

crip

tio

n

Pag

e 5

-15

Sou

rce:

Em

tek,

Dra

win

g SR

-51

00

-DR

G-M

E-0

01

2

Fig

ure

5-1

0 P

ort

Infr

ast

ruct

ure

Are

a a

nd

Wh

arf

La

you

t –

Op

tio

n 2

(N

ort

h)


Page 5-16

5.4.2 Haul Road

The existing main haul road will be upgraded to a two-way mine-truck haul road. Ironstone will be used as the top capping, 600 to 800 mm thick. Ironstone will be sourced from six existing borrow pits along the road or from fluvial overburden piles, if available. Fill materials for the road upgrade will include laterite and low grade bauxite excavated from mining. A haul road network from the pits will be progressively connected to the main haul road as mining advances.

The haul road will be extended south of Namaleta Creek in later years of mine life to access the two mine pit areas south of the Creek. The crossing involves upgrading the existing crossing of Namaleta Creek and constructing a new crossing of a low lying drainage feature between Pits 14 and 15 near the eastern boundary of the mining lease, as shown in Figure 5-11.

The crossings will facilitate access to the two pits areas (Pit 14 and Pit 15) to the south of Namaleta Creek (scheduled for Year 7, 8 and 9 of the mine life). The southern haul road crossing of the drainage feature links Pit 14 and Pit 15.

The design of these crossings will involve pipes and / or culverts. Drainage from the Namaleta Creek crossing section of the road will be directed away from the Creek. The design of the crossings is further described in Chapter 6, Chapter 14 and Chapter 16, but it is likely to be constructed in accordance with the Department of Agriculture, Fisheries and Forestry (DAFF) Code for self-assessable development; Minor waterway barrier works Part 3: culvert crossings.

The upgraded Namaleta Creek crossing has the added benefit of advancing the rehabilitation of the former kaolin mine infrastructure. The claystone overburden material should be suitable for constructing the core of the haul road crossing. Ironstone and/or bauxite could be used to cap the claystone to stabilise the surface against erosion and provide a non-sticky road surface.

NamaletaCreek

Namaleta CreekCrossing

Drainage FeatureCrossing

NAMALETA CREEK

7.5

1

9

11

10

0.5

11

10

12.5

1

12

1

8.5

7.57

7

7

9.5

0.5

1

2.5

7.5

8.5

8

0.53

8

9

7

10

2

4

1

7

1

5

1

7.5

127.5

1

10.5

8

7

9.5

7

2

1

1

2

2

1

5

4

0.5

7

1

1

1

13

1

1

9

5

3.5

1

7

0.5

3

13

3

11

7

8

0.5

9.5

0.5

3 4

10

1

1

2

3

2.5

1716

7

0.5

9

0.5

5

1

1

7.5

3

2.5

11.5

10

1.5

3

2

1

1

1

3

1

7

3

7

0

11

1

6

11 110.5

2

1

1

7

1

3

10

3

1

1

1

9

1

1.5

4

12 11

10 8

11.5

1110.5109

8.5

9.5

7.56.55.543

875.54.5

43.5

3

7.5 5.5 3.5 2

8 7 5 3

7.57

65

42.5

98

74.5

7.5

6.56

53

2.5

6.55.55

2

6.55.5

4.53

10

9.5

8 79

8.57.5

5.5

4.53.5

7.56.55.5

65.5

4

3.52.5

5

7.56.5

3.5

2

7

6

5

9 8.5 7.5

6

5.56.5

6

4.5

8.57.5

4.55

8

7.5 76.5

1.51

5.54.5

6.5

119.59

5

3

99

8

2.51

6

5.5

3.5

4.5

8

6

32

10.5

8.5

8 7

8

10.59.5

8 7

1

1

6.5

5

43.5

3.5

2.5

6.56.5 6

4.5

8

98.55

7

6.5

8

7

6.5

2

1

1211

10

9.5

76.5

7.5

6.5

65

4

4.5

8.5

8

0.5

10

8

8

7.5

6.5

3 2

6.5

5.5

2.5

10

11.5

11

8.5

11.5

2

812

5

6.5

1

4

11

10.5

9

2

1.5

8

4

7.5

7

8.5

7.5

7.5

1 2.5

10

2

1.5

7

6.5

4.5

2.5

1.5

5

1.5

7

9.5

1.5

9.5

8

2.5

10

8.5

5.5

8.5

8.5

8

10

11

8.5

7.5

7

7

7

5

10

5.5

8

9.5

9

8

11

1

2

10.5

2

15

2

1

4.5

4.5

1

3.5

8.5

1

9

3.5

1

7.5

6.5

2.5

2

7.5

1

5

1.5

1

3.5

43

4.5

10.5

8

6.53

6.510.5

4.51

8.5

8.5

9.5

9

7

8.5

10

9.5

2.5

5.5

7

8.5

5

4

3.5

8

4

10.5

2.5

11

1.5

6.5

8.5

2.5

9.5

6.56

10

1.5

11

1.5

4

4.5

6

9

6.5

7

6.5

2.5

7

607500 608000 608500 609000 609500 61000086

8450

0

8684

500

8685

000

8685

000

8685

500

8685

500

8686

000

8686

000

8686

500

8686

500

8687

000

8687

000

8687

500

8687

500

8688

000

8688

000

8688

500

8688

500

Figure 5-11

LegendMining Lease BoundariesExisting Disturbance FootprintProposed Bauxite Mining Area

WatercoursesHaul RoadCrossingElevation Contours (0.5m)

G:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch05_Construction_Operations\FIG_5_11_Crossings_Aerial_Contours_151006.mxd

Revision: R1



Crossing Locations, AerialImagery and Contours

0 250 500 750 1,000Meters


!

!

!

!

Queensland

CAIRNS

BRISBANE

TOWNSVILLE

ROCKHAMPTON

±

No warranty is given in relation to the data (including accuracy, reliability, completeness or suitability) and accept no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of or reliance upon the data. Data must not be used for direct marketing or be used in breach of privacy laws.Imagery sourced from Gulf Alumina (2014). Tenures © Geos Mining (2015). State Boundaries and Towns © Geoscience Australia (2006). Waterways for Waterway Barrierworks © State of Queensland (Department of Agriculture and Fisheries) 2015.


Page 5-18

5.4.3 Barge Load Out / Wharf Construction

Two location options are under consideration for the barge load out / wharf construction, upstream and downstream of the existing barge ramp. Both options involve the same construction methodology. No bed levelling or dredging is proposed for the wharf area for either wharf option.

The barge load out / wharf options are shown in Figure 5-9 and Figure 5-10 construction involves:

shore abutment for the jetty constructed from local materials supplemented with geotextile fabric

interlayers to improve bank stability and locally won rock rip rap for protection against erosion by

stream flow or wave action

fixed shiploader with telescopic boom and probably luffing capability

light vehicle access via a short single lane jetty to a notional 10 m x 10 m wharf head, running parallel

to the shiploader

seven separate dolphin structures which will enable the barge to be warped (moved) along the berth

under the shiploader

catwalks to access the dolphins to enable barge mooring lines to be tended

precast concrete tubs for the dolphin tops and headstocks and precast elements for the wharf and

jetty decks.

In total, approximately 45 piles will be required (3 per dolphin, 12 for the jetty and 12 for the wharf head). Piles are open ended tubes that will be driven off a barge with a hydraulic hammer. No drilling is proposed. Piling will not result in exposure of coastal soils to air.

The shore abutment will be located on tidal margins above and below tidal influences, reaching 10 to 20m into the Skardon River. This is not expected to impede river flow or alter longshore sediment transport.

Dolphin tops, jetty and wharf headstocks will be fabricated steel units which drop over their respective pile groups and the annulus between piles and sleeves will then grouted up.

Construction will be sequential – jetty to wharf then dolphins with tops installed as piling is completed. Jetty and wharf precast units will either be installed by barge crane or from shore using a crane.

The piling campaign will take approximately 2 months and the entire barge load out construction approximately 4 months. Construction will involve 2 barges, one with a 250 t crane and piling hammer, and the other a storage / supply barge. In addition there may be two small tug boats and a workboat.

5.4.4 Construction Workforce and Camp

It is expected that an average of 100 people will need to be accommodated during the bauxite infrastructure construction period of 30 weeks with a maximum workforce of 120 people.

The camp will be upgraded to house the construction and operational workforce. Camp construction will involve:

limited vegetation clearing in areas not already cleared for the existing camp and effluent irrigation

area

civil earth works

permanent and temporary drainage

trenching and laying of reticulated services and any other underground pipelines and services

installation of powerlines

installation of demountable buildings, including bedrooms, kitchen facilities, and ablutions.


Page 5-19

5.5 Operations

5.5.1 Summary

The Project involves the construction and operation of an open cut bauxite mine in Western Cape York Peninsula. The Project involves mining a bauxite ore body of around 50 million tonnes (Mt) and is anticipated to initially produce 3 million tons per annum (Mtpa) bauxite suitable as direct shipping ore (DSO), which is expected to rise to 5 Mtpa subject to market conditions. The Project life is expected to be 10 years. DSO does not require beneficiation of the bauxite and hence beneficiation and associated tailings management are not part of the Project. The option for DSO bauxite therefore results in lower environmental impact than beneficiation of bauxite by avoiding tailings management and associated additional water and energy requirements.

The bauxite ore will be mined and transported via existing, upgraded haul roads to a crushing and stock pile facility at the Port of Skardon River. The bauxite product will be barged to bulk carriers in deep water beyond the mouth of the river for export. Construction is planned to commence in 2016 with bauxite mining and shipping in 2017, after the wet season period. For the purpose of feasibility study mine planning, it is assumed that mining commences in April 2017.

Life of Project activities and infrastructure for the Project include:

A new wharf / barge loading facility within the Project’s existing mining leases and the gazetted Port

of Skardon River, constructed using piles and dolphins.

Barging of bauxite to the offshore transhipment location in deep water approximately 15 km offshore

from the Skardon River mouth, and transfer from barges to bulk carriers.

Bulk carrier movements within Australian waters.

Bed-levelling at the mouth of Skardon River to a depth of approximately 2.2 m below lowest

astronomical tide (LAT). Bed levelling would involve underwater reprofiling of shallow areas at the

seaward extent of the Skardon River mouth by pushing the crests of sand banks into deeper gutters.

No dredging is proposed; however, annual maintenance bed levelling is likely to be required.

Upgrade of the existing boat ramp and jetty infrastructure at the Port to improve access for vessel

supply of fuel, consumables, materials and site equipment.

New bauxite ore dump facility, mobile crushers, conveyor belt system and bauxite product stockpile

facility, all adjacent to the Port of Skardon River landing.

New workshop, warehouse, administration and crib room at the Port of Skardon River.

Additional bulk fuel storage if required, new fuel transfer pipeline, diesel transfer tanks, export waste

storage and sewage treatment systems at the Port of Skardon River.

Use of existing landfills and, potentially a new landfill, for limited waste disposal.

Upgrade of the existing 15 km north-south haul road from the Port to the former wet plant area; a

new haul road system surrounding the kaolin mine overburden piles, upgrade of the crossing of

Namaleta Creek and an additional 1.5 km of haul roads south of Namaleta Creek.

Temporary branch haul roads would be used to link with the existing haul road.

Upgrade of the existing accommodation camp from 50 beds to 150 beds for the construction

workforce and maintained for mining operation.

Use of the existing airstrip and relocated airstrip later in mine life, primarily for transport of workers.

A process water pumping station at the existing kaolin mine water storage pits with existing pipeline

to transfer water to water storage tanks at the Port of Skardon River. This pipeline will run adjacent

to the existing north- south haul road.


Page 5-20

Upgrading or replacing the existing sediment retention dam for stormwater run-off from

infrastructure and stockpile areas at the Port of Skardon River.

Power will be supplied by three 1MW generators fitted on semi-trucks.

Life of Project activities and infrastructure are shown in Figure 5-12 and Figure 5-13.

The Project would require approximately 160 employees during operation. Employees will be on a shift roster and hence not all employees will be at site at any one time.

The offshore transhipment location (Figure 5-13) is a defined area approximately 15 km west of the Skardon River mouth where bulk carriers (e.g. Panamax ships) will anchor. Barges will anchor adjacent to the bulk carriers for loading of bauxite ore.

Two barges, with a capacity of about 4,000 to 7,000 t per barge, will transfer bauxite ore to the bulk carriers, which will have an approximate capacity of 75,000 deadweight tonnes (dwt). Barges would work 24 hours (although crossing of the Skardon River mouth would be limited to approximately 18 hours of the day to avoid low tide), 7 days a week with a loading rate up to 2,000 tonnes/hour, for approximately 40 weeks per annum (i.e. excluding the wet season). At a bauxite production rate of 5 Mtpa, this will result in approximately 1.5 bulk carrier shipping movement per week, or 65 to 70 bulk vessel movements per annum.

!(

ML40069

ML 6025

ML 40082


Skardon River

NamaletaCreek

Camp Area

Haul

Road

Existing Airstrip

New Airstrip

605000 610000 61500086

8500

0

8685

000

8690

000

8690

000

8695

000

8695

000

8700

000

8700

000

8705

000

8705

000

±

Figure 5-12


!( Port of Skardon RiverExisting Disturbance FootprintSouthern Haul Road

Proposed Bauxite Mining AreasBauxite Infrastructure Area

G:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch05_Construction_Operations\FIG_5_12_Life_Project_Activities_151006.mxd

Revision: R1



Life of Project Activitiesand Infrastructure



!

!

!

!

Queensland

CAIRNS

BRISBANE

TOWNSVILLE

ROCKHAMPTON

±Dry Plant Area

Haul

Road

Landfill

WasteManagement

Area

BargeLoaders

New Airstrip

Airstrip

Haul Road

Fluvial Pit

Kaolin Piles

Claystone Overburden PileClaystone Pit

Water Pit

Borrow Pits

Borrow Pits

Settlement Dam

Previous Wet Plant

Fluvial Overburden Pile

Sand WasteContainment Dam Previous Pilot Plant

Settlement Pond

Bio-remediation Pad


Scale 1:40,000

Scale 1:15,000

Camp Expansion Area

Existing Camp Facility

1:15,000

Wharf and PortPlan Options

Option 1Option 2Both Options

! (Sk

ardo

n Rive

rML

4008

2ML

4006

9Port

ofSk

ardo

n Rive

r

ML 60

25

Gulf o

fCa

rpenta

ria

Namaleta Creek

5900

0059

5000

6000

0060

5000

6100

0061

5000

6200

0062

5000

8685000

8685000

8690000

8690000

8695000

8695000

8700000

8700000

8705000

8705000

!

!

!

!

ROCK

HAMP

TON

BRIS

BANE

CAIR

NS

TOW

NSVIL

LE

Quee

nslan

d

No w

arran

ty is

given

in re

lation

to th

e data

(inclu

ding a

ccura

cy, re

liabil

ity, c

omple

tenes

s or s

uitab

ility)

and a

ccep

t no l

iabilit

y (inc

luding

with

out li

mitat

ion, li

abilit

y in n

eglig

ence

) for a

ny lo

ss, d

amag

e or c

osts

(inclu

ding c

onse

quen

tial d

amag

e) rel

ating

to an

y use

of or

relia

nce u

pon t

he da

ta. D

ata m

ust n

ot be

used

for d

irect

marke

ting o

r be u

sed i

n bre

ach o

f priv

acy l

aws.

Imag

ery so

urced

from

Gulf A

lumina

(201

4). Te

nures

© G

eos M

ining

(201

5). S

tate B

ound

aries

and T

owns

© G

eosc

ience

Aus

tralia

(200

6).

±

Figur

e 5-13

Gulf A

lumina

Limi

ted

Lege

nd Minin

g Lea

se B

ound

aries

! (Po

rt of S

kardo

n Rive

rOf

fshore

Tran

shipm

ent A

reaBe

d Lev

elling

Area

02.5

57.5

10Kil

ometr

es

G:\C

LIENT

S\E-TO

-M\G

ulf Al

umina

\GIS

\Map

s\EIS\

Ch05

_Con

struc

tion_

Oper

ation

s\FIG

_5_1

3_Of

fshor

e_Tr

ansh

ipmen

t_151

006.m

xd

Revis

ion: R

1

Date:

6/10

/2015

Auth

or: m

alcolm

.nunn

1:150

,000

Map S

cale:

Co

ordin

ate S

ystem

: GDA

1994

MGA

Zone

54

Offsh

ore T

ransh

ipmen

t Loc

ation


Page 5-23

5.5.2 Resource Exploration

Bauxite exploration drilling has been conducted on the Project’s tenements over a number of years in order to define the bauxite DSO resource. This has created minimal additional disturbance to that from the previous kaolin mine operations.

Bauxite exploration work has been largely completed. Any further work will be in-fill drilling within the exploration grid and the known resource area. While there are no immediate plans, in-fill exploration is likely to be conducted both before bauxite mining commences and during operations. As exploration will occur within the total Project mining footprint, no additional disturbance is created over the life of the Project.

There is minimal disturbance from exploration as tracks are pushed around large trees. Topsoil and rootstock is not disturbed. It has been demonstrated that by following this methodology, vegetation re-grows within one season. Tracks are created just wide enough for access and safe working at each drill site and are generally less than 4m wide. Exploration work includes excavation of small test pits for bulk density and material handling characteristics determinations, each no more than 30 m3. All material is backfilled on completion. Topsoil is excavated and stockpiled separately for placement back on top of the soil profile.

5.5.3 Resource Description

The DSO deposit is 16 km long and up to 4 km wide but the base of the DSO horizon is seldom more than 3 to 5 m from surface. Resource models have demonstrated that the geomorphology best suited to DSO bauxite mining is in topographically higher areas above the water table, with an absence of diluting coastal sand dunes and low lying swampy areas.

The life of Project resource areas for mining are shown in Figure 5-14.

!(

ML40069

ML 6025

ML 40082


Skardon River

NamaletaCreek

Camp Area

Haul

Road

1

2

3

4

5

6

7

8

91011

12

13

14

15

605000 610000 61500086

8500

0

8685

000

8690

000

8690

000

8695

000

8695

000

8700

000

8700

000

8705

000

8705

000

Figure 5-14


!( Port of Skardon RiverExisting Disturbance FootprintBauxite Infrastructure AreaSouthern Haul Road

Pit Number12345

678910

1112131415 G:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch05_Construction_Operations\FIG_5_14_Life_Project_Resource_Areas_151006.mxd

Revision: R1



Life of Project Resources Areasfor Mining



!

!

!

!

Queensland

CAIRNS

BRISBANE

TOWNSVILLE

ROCKHAMPTON

±

No warranty is given in relation to the data (including accuracy, reliability, completeness or suitability) and accept no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of or reliance upon the data. Data must not be used for direct marketing or be used in breach of privacy laws.Imagery sourced from Gulf Alumina (2014). Tenures © Geos Mining (2015). State Boundaries and Towns © Geoscience Australia (2006).


Page 5-25

5.5.4 Bauxite Mining

The general DSO bauxite mining method is:

1. clear and grub 2. harvest topsoil by strip-to-floor 3. mine and transfer subsoil to open mine floor 4. mine DSO bauxite 5. some topsoil and subsoil may need to be stockpiled initially – this will be placed on open mine floor

as soon as possible 6. place mined subsoil on mined pit floor 7. place harvested topsoil on placed subsoil in mined out areas 8. rehabilitate mined areas.

Mining of DSO bauxite is planned to occur during the dry season with shut down during heavy rain periods of the wet season, approximately 3 months from January to March.

5.5.4.1 Vegetation Clearance

The experience of Gulf’s mine planner at other bauxite projects on Cape York has shown that it is best to clear and grub vegetation as soon as possible after the wet season which is typically at the end of March or April. After this initial post wet season period, the soil dries out rapidly and if clearing is left too late the tree trunks snap off during vegetation clearing leaving the stumps and roots in the ground. This creates a major problem for the topsoil harvesting. If vegetation removal, using bulldozers, is conducted while the soil is still damp and soft most of the tree trunks and roots, which are shallow in this area, will be pulled over. Bulldozers with stick rake blades will follow up the clearing to push the pulled trees and shrubs into windrows and to remove most of the remaining roots and small stumps. Windrows may be burned later in the dry season.

Clearing and grubbing is scheduled (in the mine plan) in two campaigns (Year 1 and Year 5) to cover the whole area, as shown in Figure 5-15. The approach in the mine plan was taken to provide flexibility in the areas available for mining in developing the mine plan and is not necessarily the proposed mining approach. Gulf is more likely to undertake annual vegetation clearing, windrowing and burning in advance of proposed mining, with areas to be cleared subject to ongoing review of the proposed areas of mining. For the purpose of assessing impacts, both a two campaign clearing program and an annual clearing program result in the same extent of clearing, however the two campaign clearing program has been assessed as the short term impacts are expected to be greater than annual clearing.

Topsoil will be removed on an annual basis ahead of mining. Therefore, since these areas will be cleared, grasses and small shrubs will be allowed to regrow between the vegetation clearing campaigns to minimise erosion and to maintain viability of the soil for plant growth.

Consideration will be given to the selective extraction of structural grade timber in the Project area prior to mining, where practicable, beneficial or commercially viable for a third party.

!(

ML40069

ML 6025

ML 40082


Skardon River

NamaletaCreek

Camp Area

Haul

Road

605000 610000 61500086

8500

0

8685

000

8690

000

8690

000

8695

000

8695

000

8700

000

8700

000

8705

000

8705

000

Figure 5-15



Clear and Grub (year)15

G:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch05_Construction_Operations\FIG_5_15_CAG_151006.mxd

Revision: R1



Clear and Grub Schedule



!

!

!

!

Queensland

CAIRNS

BRISBANE

TOWNSVILLE

ROCKHAMPTON

±



Page 5-27

5.5.4.2 Topsoil Harvesting and Management

Topsoil is generally 100 to 200 mm thick. It will be harvested by scrapers over the nine month mining period each year. If the soil becomes too hard some light ripping assistance may be required. Grass and light regrowth from the clearing will be harvested with the topsoil and will help to promote regrowth in the rehabilitation areas.

During the first month of mining it will be necessary to stockpile approximately 30,000 bcm of topsoil but within a month of commencing DSO mining there should be enough mined out pit area backfilled with subsoil to allow topsoil to be hauled straight from harvesting to final placement in the rehabilitation areas. Smaller temporary topsoil stockpiles may be required as mining shifts between pit areas but the thin height of the DSO horizon will mean that areas will be mined out at the rate of 10 to 25 ha per month so new areas for subsoil and topsoil final placement will always become available.

Preliminary modelling of the mining sequences indicates that average topsoil haul distances will be 500 to 1,000 m from the harvesting location to the rehabilitation site.

5.5.4.3 Subsoil Removal and Management

The average subsoil thickness is 0.6 m, ranging between 0.1 m and 2.0 m. The average DSO bauxite thickness is 1.7 m thick, ranging between 1.1 and 2.7 m.

Subsoil removal will be scheduled over the full nine month mining period each year. During the first month of Year 1 it will necessary to stockpile approximately 70,000 bcm of subsoil until sufficient DSO bauxite has been mined to provide mined out areas for subsoil placement. Smaller temporary subsoil stockpiles may be required as mining shifts between pit locations but the rate of mining advance will ensure that final placement areas will always become available.

Some of the subsoil may contain bauxite that it not suitable for DSO. This may be used for construction purposes such as hardstands and roads.

The DSO bauxite normally forms more than half the depth of mining so the post mining landform after placement of the mined topsoil and subsoil will be below the level of the original landform. This means that after one month of mining it will be possible to surcharge mined out areas with subsoil, rather than forming out of pit stockpiles, without rising above the pre-mining topography.

The options being considered for removal of subsoil are one or two scrappers or front end loaders, with dump trucks to haul the subsoil. Preliminary modelling of the mining sequences indicates that average subsoil haul distances will be 500 to 1,000 m from the harvesting location to the rehabilitation site.

5.5.4.4 Bauxite Extraction

The bauxite within the mining leases is less than 3 m thick, with an average DSO thickness of 1.7 m, and does not extend more than 6 m below the surface. Conventional open cut mining will be carried out after removing the topsoil and subsoil. Mining will occur 24 hours per day, 7 days per week. Drilling and blasting is not required as the ore is generally free flowing and areas of the mining equipment will be capable of mining any cemented bauxite.

Mining for a DSO product requires the excavating machine to follow the true DSO horizon extremely closely to avoid roof and floor dilution causing the product to go out of specification while maximizing the tonnes of bauxite extracted.

A number of options are under consideration for extraction of the bauxite, namely:

hydraulic excavators (2 x 200 t)

front end loaders with trucks (2 x 120 m3) – the preferred option

continuous surface miners (2 x 110 t).


Page 5-28

Front end loaders and hydraulic excavators would be supported by GPS controlled bulldozers to ensure accurate separation of subsoil and bauxite.

The final selection of equipment depends on a number of factors including ability to accurately mine subsoil and bauxite separately, maintain production rates, flexibility to mine multiple areas, ability to mine various bauxite thicknesses, integration with other mining fleet and cost. All options will have a similar environmental impact as they are mining the same resource area.

5.5.4.5 Bauxite Road Transport

Bauxite will be transported along the Project’s dedicated haul road (i.e. not a public road) from the pit areas to the ROM stockpile at the Port. Branch haul roads will link active mining areas with the main haul road. The haul road will be unsealed and upgraded suitable for use in all-weather except the monsoonal wet season period. The options under consideration for hauling bauxite are:

road trains towing up to five trailers with total payloads up to 350 t (the preferred option)

dump truck with a custom built bottom dump trailer instead of a tray with up to 200 t capacity

long haul, higher speed dump trucks with 60 to 80 t payload.

The final selection depends on a number of factors including manoeuvrability, operability, flexibility for use in other aspects of mining (e.g. subsoil transport) and cost. All options will have a similar environmental impact.

5.5.5 Mine Schedule

A schedule of estimated quantities of topsoil, subsoil and DSO bauxite removed during each year of mining is presented in Table 5-1. The proposed mine schedule, showing the pit areas to be mined in Years 1 to 10 is provided in Figure 5-16.

Table 5-1 Mine Schedule Annual Quantities

Year Topsoil (t) Subsoil (t) Bauxite (t)

2017 1,084,000 670,000 2,891,150

2018 1,100,000 866,250 3,000,250

2019 825,000 976,250 5,000,050

2020 687,500 1,306,250 5,000,050

2021 756,250 1,581,250 5,000,050

2022 825,000 2,131,250 5,000,050

2023 893,750 2,337,500 5,000,050

2024 756,250 2,200,000 5,000,050

2025 525,530 1,274,799 5,000,050

2026 0 43,619 2,693,171

Total 7,453,280 13,387,167 43,584,921

!(

ML40069

ML 6025

ML 40082


Skardon River

NamaletaCreek

Camp Area

Haul

Road

1

1

2

2

3

3

3

3

44

4

55

5

6

6

6

7

7

7

7

8

8

8

9

9

99

9

9

10

10

10

10

10

605000 610000 61500086

8500

0

8685

000

8690

000

8690

000

8695

000

8695

000

8700

000

8700

000

8705

000

8705

000

Figure 5-16



123

456

789

10

G:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch05_Construction_Operations\FIG_5_16_DSO_151006.mxd

Revision: R1



Mine Schedule by Year



!

!

!

!

Queensland

CAIRNS

BRISBANE

TOWNSVILLE

ROCKHAMPTON

±


DSO Bauxite Pit (year)


Page 5-30

5.5.6 Project Footprint

The Port infrastructure area comprises all infrastructure in and around the Port including fuel storage, workshops, administration areas, laydown areas, waste management facilities, haul roads, bauxite stockpile, conveyor, drainage collection / sediment dam, boat ramp and wharf. There are two options for the layout of the Port, driven by the two proposed wharf location options.

For the purposes of assessing impacts it has been assumed that:

both Port layouts are part of a single Project footprint, resulting in a larger footprint than will

ultimately be created

areas between each infrastructure and activity area will also be subject to indirect disturbance and

form part of the Project footprint.

The footprint of the life of project bauxite mine pits, Port infrastructure area and camp expansion is approximately 1,515 ha. Of this total footprint 139 ha is already disturbed by the former kaolin mine activities, resulting in an additional footprint due to bauxite mining of approximately 1,374 ha.

Table 5-2 shows the approximate area of the Project footprint, overlap with the existing kaolin mine footprint and additional footprint area of the Project.

Table 5-2 Project Footprint

Footprint Aspect Footprint (ha) Overlap with Kaolin Mine Footprint (ha)

Additional Footprint from Bauxite Mine (ha)

Bauxite Infrastructure Area, Haul Roads and Camp Expansion

92 45 47

Mining Areas 1,423 94 1,329

Total 1,515 139 1,376

5.5.7 Bauxite Stockpile

Bauxite will be unloaded from haul vehicles to a small ROM stockpile area located adjacent the haul road loop, from where bauxite will be continually transferred via front end loaders to two mobile crushing plants. Crushed bauxite will be transferred to a product stockpile. The ROM stockpile will hold approximately 500 t of bauxite.

When mining commences in approximately April each year, the product bauxite stockpile at the Port will be increased to a maximum of 150,000 t. The stockpile will be gradually depleted over the year and decreased to zero in January so that no stocks are held during the wet season.

Bauxite will be reclaimed from the product stockpile (refer Figure 5-8) by front end loader to feed the barge load out conveyor. If road trains are used to haul bauxite they will need a large, level and stable surface to dump ore on. This represents a realistic worst case scenario for the extent of the stockpile area.

The stockpile area will be well drained to control runoff, allow for rapid turnover of stocks to avoid build ups of wet, sticky ore. The stockpile pad will drain with an approximate 3% slope to drainage culverts and runoff directed to a sediment pond. A large area at the south east end of the Port area will be surfaced with a compacted layer of export quality DSO bauxite to a depth of 0.3 to 0.5 metres. This will provide a level, stable running surface for the road trains, allow for good drainage and prevent non-bauxite material being transferred to barges. The surface will be reclaimed at the end of the mine life.


Page 5-31

A 15 m3 front end loader will be permanently assigned to manage the product stockpile by pushing and heaping the ore up onto the stockpile. This will maintain a stockpile up to 15 metres high within 80 metres of the barge load out conveyor.

5.5.8 Product Reclaim

Reclaim of product ore will be by two front end loaders (e.g. Cat 992 Loaders), loading a ground based conveyor via a loading hopper fitted with a feeding system. The reclaim system required will extract material from the stockpile at a rate capable of filling a 6,000 t barge in 3 hours. The conveying and ship loading system will operate at a nominal capacity of 2,000 t per hour, the maximum practical ship loading rate for operators.

The land based portion of the conveying system will consist of conventional belt troughing idler conveyors. The conveying system will be constructed in the corridor shown in Figure 5-8Error! Reference source not found., avoiding possible shell middens and existing un-disturbed riparian vegetation.

5.5.9 Mining Equipment

The approximate number and type of mine equipment and vehicles required for the Project is provided in Table 5-3. The equipment list in Table 5-3 is based on preferred equipment from conceptual mine planning. Actual mine equipment may vary as feasibility studies and detailed design are progressed, but the equipment list provides a realistic scenario for assessment of impacts. Annual estimates vary depending on the volume of topsoil, subsoil and bauxite extracted, and haulage distance. There are two clear and grub campaigns requiring an additional 4 bulldozers in Year 1 and 2 bulldozers in Year 5.

Table 5-3 Estimated Mine Equipment

Vehicles / Equipment Estimated Number p.a.

Grade Control 1

Front End Loaders 5 to 7

Rigid Body - Subsoil 2 to 3

Road Trains - Bauxite 3 to 5

Scrapers 2 to 4

Bulldozers - Clear and Grub (Year 1 and Year 5 only)

2 or 4

Bulldozers - Other 3 to 6

Motor Graders 2 to 4

Water Carts 2 to 4

Service Trucks 2

Backhoe Loader 1

Tip Truck 1

Roller 1

Lighting Plants 10

Pit Pump 2

Light Vehicles 13 to 15


Page 5-32

5.5.10 Workforce

It is likely that the mining operations workforce will be employed by a contractor. Mining will operate on two 12 hours shifts for approximately nine months each year. The mining operations personnel are anticipated to work on a 14 day on, 7 day off roster flying back to Bamaga, Weipa and Cairns.

Maintenance personnel work either with the mining crews on the 14/7 roster to provide on shift support or as part of a day shift only crew on a 9 days on, 5 days off roster to carry out workshop based maintenance and overhauls.

The owner’s management and technical services team will cover mine planning, geology, grade control and survey. There will also be a Mine Superintendent and maintenance and warehouse staff who would be employed by the mining contractor. All these staff positions are assumed to work a 9/5 roster.

At full production of 5 Mtpa the average number of operators per crew is 41, with 3 crews required. With the shift supervisors added the entire operations workforce across all three crews averages 126 employees. The shift maintenance crews at full production average 6 per crew or 18 across the three crews with a further 6 on permanent day shift. The total management and technical services team has approximately 16 people, including 7 mining contractor employees.

The total number of mining employees across all rosters and including contractor and owner personnel is approximately 160.

During the three month wet season shutdown each year all of the operators will leave site. However, it is assumed that 12 maintenance employees and 5 management and supervisory staff will remain on site to carry out preventative maintenance, meet statutory requirements and ensure the mine area is set up for commencement of operations in April.

5.5.11 Accommodation Camp

Employees would be accommodated in the upgraded accommodation camp during the construction and the mining operation phases. The Project would require approximately 120 employees during construction and 160 employees during operation. Employees will be on a shift roster and hence not all employees will be at site at any one time. The camp will have capacity for approximately 150 people.

5.5.12 Workforce Transport

The Project workforce will be transported to the site by air and will be accommodated in camp on the Project area. Due to the very limited road access to the Project area it is not possible to transport the workforce from an offsite location or nearby population centre (e.g. Mapoon) to Project area on a daily basis. Further information on roads is provided in Chapter 22. The Skardon River can be reached from Mapoon by boat, however this journey would take more than one hour in a fast boat. Mapoon is a very small town without the necessary accommodation or facilities to cater for the Project workforce. Therefore the workforce will be 100% fly in fly out (FIFO).

Approximately two flights per week, assuming 40 seater plane, will be required for the Project workforce. Charter flights will be arranged from Cairns directly to site, or going via Weipa and/ or Bamaga and / or Mapoon. This will allow the local populations residing in or near Mapoon and Weipa to become part of the Project workforce. Charter flights are expected to go via Weipa to refuel and collect passengers.

5.5.13 Airstrip

The mine allows for deferral of mining of the airstrip area until a replacement strip can be built on mined out ground during the final years of mining. The new airstrip will be located parallel and to the south of the existing airstrip on backfilled and compacted bauxite mining areas.


Page 5-33

5.5.14 Power Supply

Power supply is required for the campsite, offices, water pumping, Port operations and other minor electrical equipment. The annual power supply would have an anticipated average capacity of 2 megawatts (MW) and would be supplied by three 1MW generators fitted on semi-trucks. It is envisaged that 2 generators will run continuously sharing the load. One generator will be on permanent standby.

5.5.15 Fuel Use

Estimated annual fuel use for the Project is provided in Table 5-4.

Table 5-4 Estimated Annual Fuel Use

Fuel Use ML p.a.

Mining equipment and vehicles 5

Barges 2.5

Generator 2

Plane# 0.1

Total 9.6

# It is expected that planes will fuel at Bamaga, Cairns or Weipa and that this fuel will not be supplied from site. Some aircraft

fuel will be stored on site for exceptional circumstances.

5.5.16 Bulk Fuel Storage and Refuelling

A 2.2-megalitre bulk diesel storage tank (currently bunded by compacted earth), is located at Port. The bund capacity is approximately 2.4 ML, (thereby exceeding the tank volume of 2.2 ML and conforming to AS 1940). All sections of the bund were lined with clay.

A low divider bund has been positioned to contain a small spill around the tank for easy clean-up and a smaller contaminated area. This section of the bund also contains the original oily water separation system. Any fuel spillages, stormwater runoff or wash down from the bulk diesel storage tank is directed to a 5,000 L in-ground sump where liquids can be treated.

5.5.17 Offices and Control Room

A control room adjacent to the barge loading area will be provided. The Project’s equipment will be fully automated and controlled by a programmable logic control (PLC) based system. An operator interface based around scattered control and data acquisition (SCADA) system will be provided. The system will be designed to be fail safe and meet all regulatory requirements. Local stop start stations will be provided for all major drives and sub-systems for maintenance purposes.

An amenities block will be provided at the Port area for operator usage, partially provided by existing buildings. A small office will be provided for equipment management.

5.5.18 Hydrocarbon and Chemical Storage and Handling

Installation, maintenance and operation of all plant and equipment will be in a proper manner and condition and will be undertaken to avoid hydrocarbon or chemical spills.

Facilities will be designed to ensure management of the following:

Vehicle batteries

Hydrocarbon spills


Page 5-34

Registered waste shipping

Chemical and hydrocarbon products

Potential sources of onsite contaminants are predominately diesel and other petroleum based fuel and lubricants used by excavation and construction machinery. Litter may also detrimentally impact water quality. There may be some minor releases from vehicles through spills/accidents, but these will most likely occur, and be contained within pits.

The potential impacts will be mitigated by:

the transfer of fuels and chemicals controlled and managed to prevent spills outside of bunded areas

a management system that requires any significant spillage or leakage to be immediately reported

and an appropriate emergency clean-up operation implemented to prevent possible mobilisation of

contaminants.

These measures will reduce the likelihood and the consequences of the above impacts.

Following a hazard risk assessment of the site, an Emergency Response Plan (ERP) will be developed for the Project site to minimise potential health and safety implications from accidental exposure to contaminants and to mitigate and reduce the potential impact on human health and the surrounding environment. The following information will be encompassed within the ERP:

Spillage action plan

Procedures for the handling and storage of dangerous goods

Guidance for substances used on site (i.e. material safety data sheets)

The ERP would be applicable to all employees and contractors that visit the site including all deliveries made. Additionally, all staff on site will be trained in the procedures for secure loading of materials, spill management and use of spill kits.

5.5.19 Materials, Equipment and Fuel Supply

The Project area is only accessible by barge for heavy and large loads, with the barge draft limited to the minimum depth of the Skardon River channel. These loads include:

vehicles and equipment for mining operations

construction materials, including wharf infrastructure, pre-fabricated buildings for the camp

expansion and other building materials

general cargo and supplies (e.g. workshop supplies, food and spare parts)

crushed rock and aggregate

diesel fuel.

Mining equipment and construction materials will be primarily sourced from within Australia, with some equipment and materials potentially sourced from other countries. Supplies from within Australia would most likely come by road to Weipa, which has a port suitable for loading to barge. Supplies from other countries would most likely be shipped to Weipa, which has customs and quarantine facilities, for transfer to a barge.

Large and / or heavy loads of equipment, vehicles and construction materials will be transported by a combination of tug and barge, with an example shown in Figure 5-17. A typical barge would be approximately 70 m long, 20 m wide, with a deadweight tonnage of 3,400 t, and a draft of 3.5 m, allowing it to transit the bed levelled area of the mouth of the Skardon River. An example of a barge of this type carrying mining vehicles and equipment is shown in Figure 5-18. Barges would be offloaded at the existing


Page 5-35

Port boat ramp. Approximately 15 to 20 barge loads will be required for supply of equipment, vehicles and construction materials.

A shipping services company currently operates two vessels a week into Weipa from Cairns with general cargo capabilities. These vessels could be used for general cargo supplies for the Project without increasing shipping loads within the Gulf of Carpentaria.

A shipping services company currently supplies approximately 50 ML of fuel per annum to various destination in the Torres Straits, Cape York and Gulf of Carpentaria (21 destinations in total), primarily for power generation. The Project will require approximately 10 ML of diesel per annum, which is within existing supply capabilities but can be supplemented by supply from other sources in the region. It is estimated that approximately 20 fuel supply vessels, carrying 0.5 ML fuel, would be needed to supply the Project each year. However some of these vessels movement will already be operational in Gulf.

A new fuel pipeline will be constructed to transfer fuel from supply vessels to the storage tank(s) and from the tanks to refuel barges. The fuel pipelines will be designed to minimise the risk of accidental release of fuel through safety features such as shut down mechanisms in the event of an emergency. Fuel unloading will be continually monitored during operations. The fuel delivery supply pipelines will be made from welded steel pipes with isolating valves that can be turned off in case of emergency.

Aggregate and crushed rock will be transported by combination of tug and barge, with approximately 4 barges required, with various options for sourcing this material in Cairns, or Horn Island or Badu Island in the Torres Strait.

Total annual supply vessel movements will depend on the stage of the Project, with construction requiring more equipment, vehicles and construction materials barges, but less fuel supply vessels, and operations requiring more fuel supply and general cargo supply vessels. It is estimated that between 20 and 30 supply vessel movements will be required per annum, in addition to existing shipping supply vessel movements in the Gulf.

Source: Sea Swift, www.seaswift.com.au

Figure 5-17 Typical Barge and Tug Supply


Page 5-36

Source: Sea Swift, www.seaswift.com.au

Figure 5-18 Typical Barge Load

5.5.20 Barge Loading

The new wharf and barge loader will be located near the existing boat ramp. This location has been chosen due to the presence of a naturally occurring deep hole in this part of the river. Space constraints will mean that operation at the barge load out and existing boat ramp may interfere, so co-ordination of these activities by site management may be required at certain times.

The barge loader will be a fixed design with a cantilevered telescoping boom and nominal capacity of 2000 tph. The telescoping boom is necessary to enable clearance between the barges’s bridge when docking and assist in even loading of the barge. The barge loader conveyor structure will be supported by piling in the river bed. All elevated portions of the barge loader and feeding conveyors will be fitted with access ways on either side to allow for maintenance. Control of the ship loader will be via a remote control pendant.

The barge loading conveyor will also be fitted with a telescopic chute required to accommodate the tidal movement and minimise spillage and dust. The discharge telescopic chute will be fitted with a deflector plate to enable the load to be placed near flat across the breadth of the barge.

5.5.21 Transhipment

Barges (also referred to as transhipment vessels) will be approximately 80 m to 120 m in length and 20 m to 30 m in width (depending on design) and capable of carrying between 4,000 and 7,000 t of bauxite. Two barges will be required. Barges will be designed to meet the requirements of:

all Australian and International standards,

the characteristics of bauxite and the shallow port location

maximum maneuverability and reliability.

Having the required maneuverability means that tug boats are not required for the barging operations.


Page 5-37

Barges will have built-in large diameter fender system to allow them to go alongside bulk carriers. Indicative barge design is shown in Figure 5-19. Barges will be designed with double hull protection for diesel cargo spaces. This design will protect the fuel bunker in the event of collision (side or bottom) and significantly reduces the risk of loss of containment.

Barges will have a draft of between 4 and 5 m. This draft is suitable for all parts of the Skardon River, except the mouth area on the ocean side of the headlands. Bed levelling in the mouth of the Skardon River will be to a depth of approximately 2.2 m below LAT, which will allow barge movements in this area for approximately 18 hours during a 24 hour period, avoiding the low tides. Barges will operate 24 hours per day, with an approximate 3.5 hour load time, 4 hour discharge time, 2 hour travel time each way and 0.5 hour wait time.

Barges will not operate during the wet season (approximately 3 months). This is also typically the period in which cyclones occur in the Gulf of Carpentaria, thereby reducing the risks associated with barge movements. Barges will not operate when wind conditions exceed a certain speed (e.g. 20 knots) or swell height exceeds a certain height (e.g. 1.5 m) where operations become unsafe, especially the loading of bulk carriers.

The vessels will be designed to operate with a minimum of ballast, and in all normal circumstances will operate with fresh water or potable water only as ballast. In some exceptional circumstances if sea water ballast was required, it would be from the local environment and would be retained on-board for the minimum time. In keeping essentially a fresh water only ballast system the risk of transfer of marine organisms is much reduced.

Bauxite will be discharged at rate of approximately 2000 t per hour using a robust and reliable gravity fed, conveyor based self-discharge system. Cargo holds are hopper-shaped and gravity discharge is provided through a number of hydraulically-operated gates located in the bottom of the holds. The gates feed material onto conveyor belts that run below the cargo holds for further transport to an elevating system (incline conveyor) that lifts the cargo to deck level. Deck conveyors deliver the material to a hoistable and slewable boom conveyor for discharge to the receiving vessels (bulk carriers).

An example of a barge loading ore onto a Panamax vessel is provided in Figure 5-20 – with the example showing iron ore being loaded at Whyalla, South Australia.

The vessel can be unloaded with the hatch covers closed during the entire operation. This enclosed boom system reduces spillage and dust emissions to a minimum. This ensures a dust-free operation for the crew onboard both vessels, as well as minimising environmental impact on the surrounding area.

Barges will be fuelled from the on-shore fuel storage facility at the Port using a new fuel supply pipeline designed to minimise the risk of accidental release of fuel through safety feature. The coupling system from the steel pipeline to the barges refuelling pipeline will be located above a catch tray (for minor leakages) and in a fully bunded area on the wharf head - to capture any accidental release prior to closing valves in the event of an emergency. All pipelines will comply with Australian Standards.


Page 5-38

Source: East Coast Maritime Toll – Gulf Alumina Proposal, 2014

Figure 5-19 Indicative Barge Design

Source: CSL Transhipment – Gulf Alumina Transhipment proposal, 2014

Figure 5-20 Example of Barge Loading a Bulk carrier

5.5.22 Bed Levelling

Sands in the mouth of the Skardon River naturally form peaks and troughs. Bed levelling involves shifting sands underwater so that peaks and troughs are smoothed, allowing barges to operate on the high tides.


Page 5-39

A diagram illustrating bed levelling is provided in Figure 5-21. A typical vessel used for bed leveling is shown in Figure 5-22.

Source: East Coast Maritime

Figure 5-21 Bed Levelling Illustration

Source: East Coast Maritime – Vessel Specifications

Figure 5-22 Typical Bed Levelling Vessel

The barges will be designed with bed-leveling boughs to assist passage via a channel through sand bars at the mouth of the river.


Page 5-40

It is expected that bed levelling will occur initially (i.e. prior to operations) and there will be annual maintenance bed levelling after the wet season each year. Conducting bed-levelling on the high and ebbing tides will ensure that turbid water is carried out to sea.

Bathymetric surveys of the Skardon River were undertaken in 2009 by Ports North, the Port operator. These bathymetric surveys have been used to inform the conceptual design of locations within the Skardon River mouth where the depth is too shallow to allow for efficient and economic barge movements with the proposed draft. Bathymetric surveys were also conducted in April 2015, which showed the channel alignment of the Skardon River was essential the same as that shown in the 2009 bathymetric survey. The April 2015 survey will be used to inform detailed design of bed levelling operations.

Bed levelling is proposed at the locations in the Skardon River mouth shown in Figure 5-23 to allow navigation of shallow draft barges on route to the offshore transhipment area. Approximately 37,350 m3 of sediment with a maximum depth of 2.2 m below LAT is proposed to be relocated for the initial bed leveling campaign. The 2009 bathymetric surveys show that the natural bed level of the Skardon River is at least 1.1 m below LAT. Hence to achieve a bed levelling depth of 2.2 m below LAT, a maximum depth of bed levelling of approximately 1.1 m is required with an average bed levelling depth of approximately 0.5 m.

Initial bed levelling will be undertaken by one vessel over a period of approximately 120 days, with an option for two vessels over 60 days. Maintenance bed levelling will be done by one vessel over a period of between 30 to 60 days.

! (Sk

ardon

Rive

r

ML 40

082

ML 4006

9

Port

ofSk

ardo

n Rive

r

6040

0060

6000

6080

0061

0000

6120

0061

4000

6160

0061

8000

8696000

8696000

8698000

8698000

8700000

8700000

8702000

8702000

8704000

8704000

!

!

!

!

ROCK

HAMP

TON

BRIS

BANE

CAIR

NS

TOW

NSVIL

LE

Quee

nslan

d

No w

arran

ty is

given

in re

lation

to th

e data

(inclu

ding a

ccura

cy, re

liabil

ity, c

omple

tenes

s or s

uitab

ility)

and a

ccep

t no l

iabilit

y (inc

luding

with

out li

mitat

ion, li

abilit

y in n

eglig

ence

) for a

ny lo

ss, d

amag

e or c

osts

(inclu

ding c

onse

quen

tial d

amag

e) rel

ating

to an

y use

of or

relia

nce u

pon t

he da

ta. D

ata m

ust n

ot be

used

for d

irect

marke

ting o

r be u

sed i

n bre

ach o

f priv

acy l

aws.

Imag

ery so

urced

from

Gulf A

lumina

(201

4). Te

nures

© G

eos M

ining

(201

5). S

tate B

ound

aries

and T

owns

© G

eosc

ience

Aus

tralia

(200

6).Ma

ritime

Territ

orial

Sea a

nd M

aritim

e Coa

stal W

aters

© Co

mmon

wealt

h of A

ustra

lia -

Geos

cienc

e Aus

tralia

(201

5). P

ort Li

mits

© Sta

te of

Quee

nslan

d - D

epart

ment

of Tra

nspo

rt and

Main

Roa

ds (2

015).

±

Figur

e 5-23

Gulf A

lumina

Limi

ted

Lege

nd Minin

g Lea

se Bo

unda

ries

State

Boun

dary

Port L

imits

Mariti

me C

oasta

l Wate

rsMa

ritime

Territ

orial

Sea A

rea Bo

unda

ry! (

Port o

f Ska

rdon R

iver

Bed L

evell

ing Ar

ea

01

23

4Kil

ometr

es

G:\C

LIENT

S\E-TO

-M\G

ulf Al

umina

\GIS

\Map

s\EIS\

Ch05

_Con

struc

tion_

Oper

ation

s\FIG

_5_2

3_Ini

t_Bed

_Lev

elling

_150

716.m

xd

Revis

ion: R

1

Date:

16/07

/2015

Auth

or: m

alcolm

.nunn

1:60,0

00Ma

p Sca

le:

Coor

dinate

Sys

tem: G

DA 19

94 M

GA Zo

ne 54

Initia

l Bed

Leve

lling


Page 5-42

5.5.23 Bulk Carriers

Bulk carriers will anchor within a defined area within the Gulf of Carpentaria, referred to as the offshore transhipment area (refer to Figure 5-13). This area was selected on the basis of being low risk in terms of marine ecology, benthic habitat and sediment composition with:

sonar of the zone showing no obvious outcrops across the area surveyed

underwater photography showing a relatively homogenous seabed, largely comprised of sandy and

silty sediments with shell grit

sediment samples showing metals at all offshore sites were below the ANZECC/ARMCANZ (2000)1

interim sediment quality guidelines(ISQG) screening levels

sediment samples showing particle size distribution of the majority of sediments greater than 125

µm, indicating sandy and silty sediments.

This information is further detailed in Chapter 17.

The bulk carriers will anchor, stemming into the prevailing wind and current at the time, into the transhipment area, which will have at least 2 m under keel clearance. The vessel will drop its starboard anchor which is the working anchor in the southern hemisphere. The barges will come alongside on the port side, and start loading in accordance with the bulk carrier’ Master’s direction. This is usually amidships loading then working fore and aft to bring the vessel down bodily to avoid any propeller emersion or excessive trim in case the vessel has to sail due to storm conditions.

In moving approximately 5 Mt of bauxite per year, approximately 65 Panamax vessels with a capacity of 75,000 dwt will be required. This equates to approximately 1.5 bulk vessels per week. An example of a Panamax bulk carrier, showing an 82,000 dwt vessel, is provided in Figure 5-24.

The route of Panamax vessels to Asian ports will be via the Gulf of Carpentaria in a north easterly direction from Skardon River, passing north of Arnhem Land (Northern Territory) before traveling via Indonesian waters to the west of West Papua.

1 ANZECC & ARMCANZ (2000). Australian and New Zealand Guidelines for Fresh and Marine Water Quality, National Water Quality Management Strategy, Australian and New Zealand Environment and Conservation Council & Agriculture and Resource Management Council of Australia and New Zealand.


Page 5-43

Source: http://www.tsuneishi.co.jp/english/news/release/2011/02/350/l

Figure 5-24 Example of Panamax Bulk Vessel

5.6 Water Management

Project water balance, water supply options and mine site water management are described in Chapter 6.

5.7 Rehabilitation and Decommissioning

Rehabilitation and decommissioning are described in Chapter 7.

Mine site rehabilitation will be undertaken progressively during the life of the mine. Mined areas will be rehabilitated to native woodland. However, alternative land use options may be considered by the Traditional Owners in consultation with relevant government stakeholders. The overall objective is to return the land to a post-mining native vegetation community and/or land use that is stable, self-sustaining, requires minimal maintenance, and protects downstream water quality.

source:%20http://www.tsuneishi.co.jp/english/news/release/2011/02/350/l

hapter 5 – proje t des ription€¦ · dry plant area at the port of skardon river, including dry...

Documents