Environmental Impact Statement

Transcription

1 for South of Embley Project Section 12 Visual Amenity

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3 12 VISUAL AMENITY This section describes the current visual amenity of the Project area, identification of visual receptors, and the assessment methodology and evaluation of Project visual impacts. This assessment considers the visual impacts within the Project footprint and surrounding public areas that are likely to provide a view of the proposed Project components Evaluation Methodology The visual evaluation methodology is based on the assumption that the visual quality of the landscape increases as: relief and topographic ruggedness increases; vegetation patterns become more diverse; the proportion of natural and agricultural landscapes increases and the proportion of built (unnatural) landscapes decreases; and the presence of water forms increases. Visual impacts are predominantly subjective and strongly related to the sensitivity of the viewing source. Potentially sensitive locations can include: residences (especially those within 1km); major and secondary roads; recreational areas and tourist destinations; and heritage sites. The visual impact assessment for the Project area involved the following components: targeted visual site appraisal conducted in August Other visual assessments and photography were completed during the course of environmental field work, which included both wet and dry season inspections (between October 2007 and May 2009); 3D modelling of the proposed port; and an assessment of the potential impact of the proposed infrastructure on the existing landscape character Existing Visual Characteristics The Project area is located south of Weipa and consists of terrestrial, freshwater and marine environments. The Project area is situated in a remote location and is not easily accessible from surrounding communities. Current land access to the Project area is restricted to dirt tracks (via Beagle Camp Access Road), which are accessible only during the dry season. The Project area can also be reached by boat. There are no buildings or infrastructure present within the footprint of the area to be disturbed by mining and related infrastructure, the proposed port area or the Hey River barge/ferry terminal area. The proposed Humbug barge terminal is adjacent to the existing Humbug Wharf and the proposed Hornibrook ferry terminal is adjacent to the existing Lorim Point East Wharf. The Project area is predominantly a homogenous relatively flat bauxite plateau landform covered by 25 to 35m high Darwin Stringybark woodlands (refer Plate 12-1). The Project area is mostly undisturbed apart from vehicle tracks and lines cleared for exploration drilling. Section 12 Visual Amenity Page 12-1

4 Plate 12-1 Exploration Drilling Track through Darwin Stringybark Woodland The main freshwater watercourses within the Project area include the Ward River, Norman Creek and Winda-Winda Creek. These watercourses are relatively undisturbed (refer Plate 12-2). Norman Creek and the Ward River flow into large mangrove-lined estuaries. The Embley and Hey Rivers border the northern portion of the mine lease area (ML 7024) and separate it from Weipa. The Embley River's estuary is up to 3km wide and includes a built environment view of wharf structures and buildings in the Port of Weipa, while the Hey River is relatively undisturbed along its length. The visual contrast within the largely uniform landscape of the Project area occurs where the bauxite plateau meets streams, estuaries or the coast. Section 12 Visual Amenity Page 12-2

5 Plate 12-2 Ward River The western portion of the Project area (excluding the proposed port infrastructure outside ML 7024) is bound by the Gulf of Carpentaria. Bauxite cliffs from 7 to 20m high occur along various parts of the coastline, most notably between Boyd Point and Thud Point. The red bauxite overlaying a band of white kaolin clays forms an aesthetically prominent landscape (Abrahams et al. 1995; Plate 12-3 and Plate 12-4). Section 12 Visual Amenity Page 12-3

6 Plate 12-3 Bauxite Cliffs between Pera Head and Boyd Point Plate 12-4 Bauxite Cliff Section 12 Visual Amenity Page 12-4

7 12.3 Visual Receptors There are no permanent residences in the Project area and the nearest communities are located away from the main Project components (refer Figure 12-1). The nearest residential areas are in Weipa and Napranum, located 40km north of the proposed port, and Aurukun, located 40km south of the proposed port. The closest mining areas are 4km from Napranum and 15km from Aurukun. Cattle grazing is the predominant agricultural land use in the wider Weipa region. However, the Project area is not grazed and no rural homesteads are located near the Project area. The closest cattle stations to the Project area are: "Watson River", located approximately 50km south-east; "York Downs" (previously called "Sudley"), located approximately 50km north-east; and "Merluna", located approximately 70km east. The primary viewpoint of the Project is from coastal and estuarine waters. The Gulf of Carpentaria waters adjoining the Project area are used by professional, recreational and tourguided fishing operations. There are five estuaries in the vicinity of the Project area, only one of which occurs entirely within it (Norman Creek estuary). The others only partially occur within the Project area but have catchments that drain it (Ward River, TriluckRoberts Creek, Leithen Creek and the EmbleyHey River system). Estuaries within the Project area are utilised by recreational and tour guided fishing groups on an intermittent basis. The Embley River is used by commercial and recreational vessels utilising the Port of Weipa. Traditional Owners regularly visit outstations in the Project area, including Amban (False Pera Head), Waterfall (near Ina Creek), and Six Ti-Tree (located a short distance south of Ina Creek) during the dry season to go camping, fishing and undertake other activities. The major Project components are not visible from these locations. However, they may be visible while travelling en route to these areas. Access to these locations is discussed in Section There are no gazetted public roads that traverse the Project area south of the Embley River and hence no viewpoints accessible from public roads. However, the general public do use various tracks in the Project area. Members of the general public wishing to access the lands covered by the Project area require a permit from the Aurukun Shire Council (refer Section ). Section 12 Visual Amenity Page 12-5

8 I I RTA Mining Lease boundary Township Road/track Tailings storage facility Mining Years 1-13 Fig. 12-1: Project Components and Visual Receptors Mining Years km thh. Datum/Projection: GDA94/MGA Zone 54 Date: 01/04/2011

9 12.4 Potential Impacts and Mitigation Measures The main visual elements of the Project and potential impacts on receptors are discussed below in terms of day and night Port The proposed port would be constructed between Boyd Point and Pera Head and include an approach jetty, wharf (four berths) and two ship loaders (at full capacity). The approach jetty would be approximately 568m long and the wharf, at maximum capacity, would be approximately 696m long. The proposed port would consist of an "I" berth aligned perpendicular to the shoreline (refer Figure 12-2). A 3D simulation for Stage 1 of the proposed port facilities, which includes two berths and one ship loader, is presented in Figure Total height of the wharf and jetty would be approximately 17m above lowest astronomical tide (LAT) and the top of the ship loaders would be approximately 40m above LAT. The height of the proposed port facilities would be comparable with the height of the Darwin Stringybark woodlands on top of the bauxite cliffs. Where possible, the approach jetty, wharf and ship loaders would be painted in a colour that minimises visual impacts, while adhering to marine safety standards. The proposed port infrastructure would be directly visible from vessels using Gulf of Carpentaria waters in the vicinity of Boyd Point and Pera Head, although the visual impacts are anticipated to be low, owing to the height of the natural cliffs and vegetation and the transitory nature of visits to the area. Lighting would be required at the proposed port for night operations. Due to the remote location of the site and lack of other lighting sources, lights on the proposed port would be visually prominent and are expected to create a "glow" in the night sky. RTA would implement a lighting plan at the port to mitigate the potential effects of altered above water, night-time light regime on sea turtle hatchlings (refer Section ). RTA would work with the Western Cape Communities Coordinating Committee and Department of Environment and Resource Management (DERM) through an adaptive approach to minimise the impacts of changes to the light regime during both the construction and operation phases of the proposed port on marine turtles, while still allowing a safe working environment. The following factors would be considered: ensuring lighting is minimised overall to that which is essential for safe and efficient operation of the facility; reducing lighting when there are no ships at berth or being piloted in the area; shielding and/or recessing lights to minimise light spill; installing long wavelength lights; and any other lighting options that further reduce impacts to marine turtles while allowing for the safe and efficient operation of the port facility. RTA propose an adaptive approach to work with the Traditional Owners and DERM to minimise the impacts of changes to the light regime during both the construction and operation phases of the proposed port on marine turtles, while still allowing a safe working environment. Nocturnal fauna in the immediate vicinity may be affected by lighting, although any impacts are expected to be localised Mine Infrastructure Areas The bauxite product stockpiles would be located a few hundred metres east of the proposed port site (refer Figure 12-2), behind a natural vegetation buffer of 25m to 35m high Darwin Stringybark woodlands. The stockpiles would include two stackers and two reclaimers (at maximum capacity) to handle the product bauxite. The maximum height of the stockpiles and stackers/reclaimers would be approximately 30m. The stockpiles and facilities would not Section 12 Visual Amenity Page 12-7

10 adversely affect the skyline as the height is comparable with the height of the Darwin Stringybark woodlands. The Boyd beneficiation plant would be situated approximately 1km east of the proposed port site, behind a natural vegetation buffer of Darwin Stringybark woodlands and behind the product stockpiles, and thus would not be visible from vessels using the Gulf of Carpentaria. The plant would be approximately 20m high. A tailings storage facility would be constructed adjacent to the beneficiation plant and at final capacity would be approximately 22m high. The infrastructure area would also include a power station and general infrastructure buildings (e.g. warehouse, workshops; refer Section 2). Any visual impacts from the stockpile and plant areas are considered to be low due the setback distance from the coastline and the retention of the vegetation buffer. Lighting would be required at the stockpiles and plant areas for construction and operations. Directional lighting located on the stackers and reclaimers is proposed for these areas in preference to permanent tower lighting to minimise light spill. Lighting at the Boyd infrastructure area is expected to create a "glow" in the night sky. Nocturnal fauna in the immediate vicinity may be affected by lighting, although any impacts are expected to be localised and of a minor nature. The potential impacts and management of lighting on marine turtles is discussed further in Section and other fauna in Section The Norman Creek beneficiation plant would be located approximately 15km south-east of the Boyd beneficiation plant and away from viewpoints such as the coastline or the Beagle Camp Access Road. The facilities would be similar to that of the Boyd beneficiation plant. Some lighting would be present on the beneficiation plant and mine industrial area buildings to enable night-time operations. Given the distance from the coastline and natural vegetation buffer, light glow from this facility is not anticipated to add appreciably to that from the proposed port Mining Mining would involve clearing vegetation and extraction of ore from shallow pits (refer Section 2.4). Mining involves removing around one metre of soil and overburden above the bauxite and then excavating the bauxite (which has an average thickness of 3.4m). Generally the subsoil and overburden stripped from a new mining area would be taken directly to an existing mined-out area that is awaiting rehabilitation. In circumstances when operational requirements prevent stripped material being directly re-spread, such as at commencement of operations, it would be temporarily stockpiled. The final landform would not have any out-of-pit dumps of excavated wastes or soil. The final landform would be at a lower elevation than the original landform due to the removal of the bauxite, but the overall slope of the landform would be similar. Vegetation would be retained within environmental buffers along the coastline and beside waterways. Mining would be excluded within the buffer areas (refer Section 7.9.2). There are no visual receptors within the mining areas. Given the minimal topographic changes associated with mining, the retention of vegetation buffers, the revegetation with local native species (refer Section ) and the lack of visual receptors, visual impacts are considered negligible. Lights from mining equipment are likely to have only a negligible impact, if any, on nocturnal fauna. Section 12 Visual Amenity Page 12-8

11 cron LU 0 Port Sediment Pond Mine Industrial Area ire P1/4GG' Truck Dump Station Stockpile (30Mt Production Stockpile (15Mt Production Sediment Pond 140 ML Process Water Dam Infrastructure Corridor to Norman Creek Plant and Dam C Future Sourthern Stockpile Tailings Storage Facility Aurukun Project Conveyor I 0 1km Fig. 12-2: Boyd Infrastructure Area and Port Datum/Projection: GDA94/MGA Zone 54 Date: 16/07/2010

12 1...±ra Fig. 12-3: Port Site Date: 20/07/2010

13 Barge and Ferry Terminals The proposed Humbug barge terminal and the Hornibrook ferry terminal would be located on the northern bank of the Embley River, adjacent to the existing Humbug and Lorim Point East Wharves respectively (refer Plate 12-5 and Plate 12-6). The Hey River barge/ferry terminal would be sited on the western bank of the Hey River (refer Plate 12-7) approximately 6km south of Napranum. The Hey River Terminal would not be visible from Napranum (refer Plate 12-8). The barge/ferry terminals involve minor developments on the shoreline of the Embley and Hey Rivers. The terminals would include barge landings and ferry pontoons, small car parks and covered walkways all below the skyline of the natural vegetation (refer Section 2.7.2). Lighting would also be required at the terminals, although this would be minimal and designed to minimise nuisance lighting. The Humbug and Hornibrook terminals would be situated within existing industrial areas and are not expected to affect the visual aesthetics of the area. The Hey River Terminal would be located within an undeveloped section of the Hey River. It is not directly visible from Napranum (refer Plate 12-8); however, a low glow from lighting at the terminal may be visible. The Hey River terminal would have low impact on the visual amenity of the Hey River given the small scale of the facility. Proposed location for Humbug barge terminal Plate 12-5 Proposed Location of the Humbug Barge Terminal Section 12 Visual Amenity Page 12-11

14 Proposed location for Hornibrook ferry terminal Plate 12-6 Proposed Location of the Hornibrook Ferry Terminal " kg'7' - M -7,1.- Plate 12-7 Proposed Location of the Hey River Barge/Ferry Terminal =M. Section 12 Visual Amenity Page 12-12

15 Proposed Hey River barge/ferry terminal would be located behind Hey Point (not visible) 4, Plate 12-8 View from Napranum toward Hey Point Other Infrastructure Other infrastructure such as water pipelines, overland conveyors, roads, the water supply dam and a construction camp would be required for the Project. Access to the site would be restricted and there are no anticipated public viewpoints of these elements; therefore mitigation measures are not proposed. Due to the remoteness of the site, lights from mine-related vehicular traffic would not be visible from any residences. Traffic on the Mine Access Road would be infrequent at night and lights from vehicles are unlikely to have an impact on nocturnal fauna. A temporary construction camp would be built for the initial construction phase of the Project and decommissioned once construction has been completed. The construction camp would be approximately 1km from the coastline and would be screened by a natural vegetation buffer of Darwin Stringybark woodlands. The construction camp facilities would be single storey, typically less than 10m in height and would not be visible from the coastline. Lighting would also be required at the camp, although this would be minimal and designed (e.g. shielding) to minimise night glow and nuisance lighting. Section 12 Visual Amenity Page 12-13

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