metro mining appendix h2 - metro mining community and ... · 2-1 2 description of the project this...

Metro MiningBauxite Hills Project

Environmental Impact Statement

Metro MiningChapter 2 - Description of the Project

Environmental Impact Statement

Metro MiningAppendix H2 - Metro Mining Community andSocial Responsibility Policy

i

Table of Contents

2 Description of the Project ................................................................................................................. 2-1

2.1 Project Overview .................................................................................................................................... 2-1 2.2 Location ...................................................................................................................................................... 2-2

2.2.1 State Context ...................................................................................................................................... 2-2 2.2.2 Regional Context .............................................................................................................................. 2-2 2.2.3 Local Context ..................................................................................................................................... 2-2 2.2.4 Disturbance Area ............................................................................................................................. 2-8

2.3 Tenure, Land Use and Access ........................................................................................................... 2-9 2.3.1 Tenure .................................................................................................................................................. 2-9 2.3.2 Site Access ....................................................................................................................................... 2-11

2.4 Resource Base and Mine Life ......................................................................................................... 2-11 2.4.1 Regional Geology .......................................................................................................................... 2-11 2.4.2 Local Stratigraphy ........................................................................................................................ 2-12 2.4.3 Estimated JORC Resource Summary .................................................................................... 2-16 2.4.4 Ongoing Evaluation and Exploration Activities .............................................................. 2-17

2.5 Project Needs and Alternatives .................................................................................................... 2-17 2.5.1 Global Bauxite Demand ............................................................................................................. 2-17 2.5.2 Supply and Demand Drivers .................................................................................................... 2-19 2.5.3 Project Benefits ............................................................................................................................. 2-21 2.5.4 Alternatives to the Project ........................................................................................................ 2-22 2.5.5 No Development Scenario ........................................................................................................ 2-23 2.5.6 Alternatives ..................................................................................................................................... 2-24

2.6 Infrastructure Requirements ........................................................................................................ 2-30 2.6.1 Mine Infrastructure ..................................................................................................................... 2-30 2.6.2 Barge Loading Facility ................................................................................................................ 2-32 2.6.3 Roll On/Roll Off Facility ............................................................................................................. 2-38 2.6.4 Materials Handling....................................................................................................................... 2-40 2.6.5 MIA Sediment Basin .................................................................................................................... 2-40 2.6.6 Site Power and Water ................................................................................................................. 2-40 2.6.7 Site Communications .................................................................................................................. 2-43 2.6.8 Lighting ............................................................................................................................................. 2-43 2.6.9 Site Waste Management ............................................................................................................ 2-43 2.6.10 Workforce Accommodation ..................................................................................................... 2-46

2.7 Construction .......................................................................................................................................... 2-50 2.7.1 Overview .......................................................................................................................................... 2-50 2.7.2 Construction Program ................................................................................................................ 2-50 2.7.3 Onshore Infrastructure .............................................................................................................. 2-52 2.7.4 Barge Loading Facility ................................................................................................................ 2-54 2.7.5 Roll On/Roll Off Facility ............................................................................................................. 2-61 2.7.6 Ancillary Construction Requirements ................................................................................. 2-62 2.7.7 Construction Waste Management ......................................................................................... 2-63 2.7.8 Construction Site Management and Security ................................................................... 2-63

2.8 Operations ............................................................................................................................................. 2-64 2.8.1 Mining Method ............................................................................................................................... 2-64 2.8.2 Mine Plant and Equipment ....................................................................................................... 2-64 2.8.3 Operation ......................................................................................................................................... 2-65 2.8.4 Mining Sequence ........................................................................................................................... 2-67 2.8.5 Product Handling.......................................................................................................................... 2-70 2.8.6 Barge Operations .......................................................................................................................... 2-71

2.9 Workforce .............................................................................................................................................. 2-85

Bauxite Hills Project Description of the Project

ii

2.9.1 Workforce Management ............................................................................................................ 2-86 2.10 Rehabilitation and Decommissioning ........................................................................................ 2-87 2.11 ToR Cross-reference .......................................................................................................................... 2-88

List of Figures

Figure 2-1 Regional location of the Project...................................................................................................... 2-4 Figure 2-2 Project location Cook Shire ............................................................................................................. 2-5 Figure 2-3 Project infrastructure ..................................................................................................................... 2-6 Figure 2-4 Mine infrastructure area layout ...................................................................................................... 2-7 Figure 2-5 Mining lease tenements and cadastre .......................................................................................... 2-10 Figure 2-6 Depositional basins with Great Artesian Basin ............................................................................. 2-12 Figure 2-7 Surface geology ............................................................................................................................. 2-14 Figure 2-8 Typical stratigraphic profile of Western Cape region ................................................................... 2-15 Figure 2-9 Supply of bauxite by country ........................................................................................................ 2-18 Figure 2-10 Bauxite reserves by country ....................................................................................................... 2-18 Figure 2-11 Alumina output by country ......................................................................................................... 2-19 Figure 2-12 Bauxite price ............................................................................................................................... 2-20 Figure 2-13 Chinese bauxite imports by source ............................................................................................. 2-21 Figure 2-14 Potential outloading berth locations .......................................................................................... 2-28 Figure 2-15 Indicative haul road cross section ............................................................................................... 2-31 Figure 2-16 Indicative barge loading facility concept .................................................................................... 2-34 Figure 2-17 Indicative barge loading facility loading berth design ................................................................ 2-35 Figure 2-18 Longitudinal cross section of the barge loading facility concept ................................................ 2-36 Figure 2-19 Barge loading facility concept typical design .............................................................................. 2-37 Figure 2-20 Roll on/roll off facility design ...................................................................................................... 2-39 Figure 2-21 Proposed water management network ...................................................................................... 2-41 Figure 2-22 Indicative accommodation camp design .................................................................................... 2-48 Figure 2-23 Indicative accommodation camp design – 3D layout ................................................................. 2-49 Figure 2-24 Bent construction sequence step 1 ............................................................................................ 2-56 Figure 2-25 Bent construction sequence step 2 ............................................................................................ 2-57 Figure 2-26 Bent construction sequence step 3 ............................................................................................ 2-57 Figure 2-27 Bent construction sequence step 4 ............................................................................................ 2-58 Figure 2-28 Bent construction sequence step 5 ............................................................................................ 2-58 Figure 2-29 Bent construction sequence step 6 ............................................................................................ 2-59 Figure 2-30 Bent construction sequence step 7 ............................................................................................ 2-59 Figure 2-31 Dolphin construction using SEP .................................................................................................. 2-60 Figure 2-32 Completed dolphin ..................................................................................................................... 2-61 Figure 2-33 Estimated total annual DSO bauxite production rates ............................................................... 2-66 Figure 2-34 Estimated annual DSO bauxite production rates for each pit .................................................... 2-66 Figure 2-35 Mine development sequence ..................................................................................................... 2-69 Figure 2-36 Indicative barge specifications for year 1 operations ................................................................. 2-71 Figure 2-37 Indicative barge specifications for year 2 to 12 operations ........................................................ 2-72 Figure 2-38 Indicative OGV anchorage area .................................................................................................. 2-78 Figure 2-39 Indicative general arrangement of a double skinned barge ....................................................... 2-80 Figure 2-40 Schematic of mooring and barge ................................................................................................ 2-81 Figure 2-41 Indicative barge mooring locations ............................................................................................ 2-82 Figure 2-42 Indicative barge mooring layout ................................................................................................. 2-83 Figure 2-43 Indicative day mooring design .................................................................................................... 2-84


iii

List of Tables

Table 2-1 Project disturbance area by Regional Ecosystem ............................................................................ 2-8 Table 2-2 Project tenure .................................................................................................................................. 2-9 Table 2-3 Mining tenements in the immediate vicinity of Project .................................................................. 2-9 Table 2-4 Stratigraphy .................................................................................................................................... 2-12 Table 2-5 Mineral and ore reserve estimates ................................................................................................ 2-17 Table 2-6 Indicative haul road design criteria ................................................................................................ 2-32 Table 2-7 Mine water demands ..................................................................................................................... 2-42 Table 2-8 Waste material calculations for the life of the Project .................................................................. 2-45 Table 2-9 Indicative construction schedule ................................................................................................... 2-51 Table 2-10 Indicative plant and equipment ................................................................................................... 2-65 Table 2-11 5 Mtpa mining schedule ............................................................................................................... 2-65 Table 2-12 OGV class specifications ............................................................................................................... 2-75 Table 2-13 Indicative Project staffing numbers ............................................................................................. 2-85 Table 2-14 ToR Cross-reference – project description .................................................................................. 2-88

List of Plates

Plate 2-1 Port of Skardon River infrastructure ................................................................................................. 2-3 Plate 2-2 Logistics barge loaded with construction materials ....................................................................... 2-51 Plate 2-3 Typical Self Elevating Platform, Fuji ................................................................................................ 2-55 Plate 2-4 Typical onshore management area for PASS .................................................................................. 2-62 Plate 2-5 Typical shallow draft tugboat that will be used during barge operations ...................................... 2-73 Plate 2-6 Example of a typical floating crane that would be use to transfer bauxite to the OGV ................. 2-74 Plate 2-7 Shallow draft work boat ................................................................................................................. 2-74 Plate 2-8 Supramax Class OGV ....................................................................................................................... 2-75 Plate 2-9 Ultramax Class OGV ........................................................................................................................ 2-76 Plate 2-10 Panamax Class OGV ...................................................................................................................... 2-76 Plate 2-11 Mini Capesize OGV ....................................................................................................................... 2-77 Plate 2-12 Logistics barge loaded with mining equipment ............................................................................ 2-79

2-1

2 Description of the Project

This chapter describes the Bauxite Hills Project (the Project) location, resource base, alternatives

considered as part of concept and design, mining methods, including the timing of operations,

disturbance areas, products and operational infrastructure and workforce. The contents of the

chapter are cross-referenced against the requirements of the Terms of Reference (ToR) (Table 2-

14) to demonstrate how this chapter satisfies those requirements.

2.1 Project Overview

Aldoga Minerals Pty Ltd, a wholly owned subsidiary of Metro Mining Limited (herein referred as

Metro Mining) is proposing to develop an open cut bauxite mine and barging/transhipment

operation on a greenfield site on the western coastline of Cape York (the Project) (see Figure 2-1

and Figure 2-2). The Project is expected to have a life span of 12 years at the maximum production

rate of 5 million tonnes per annum (Mtpa). It is characterised by several shallow open cut pits that

will be connected via internal haul roads, which in turn, will be connected to a main north-south

haul road linking the Mine Infrastructure Area (MIA) and Barge Loading Facility (BLF) located on

the Skardon River (see Figure 2-3 and Figure 2-4).

Key components of the Project include:

Shallow open cut pits (Bauxite Hills 1 (BH1), Bauxite Hill 6 (BH6) east and west pits);

Internal haul roads and access roads;

BLF and Roll on/Roll off (RoRo) facility on the Skardon River;

MIA including the run-of-mine (ROM) stockpile, bauxite stockpiles, barge loading conveyor load

point, earthmoving equipment hard park, administration offices, workshops and fuelling

facilities;

Accommodation camp;

Raw and potable water supply; and

Sewage treatment plant.

The operations of the Project is expected to require 254 employees at its peak, with additional

contractors as needed. The Project will be 100% fly-in fly-out (FIFO) due to its remote location. The

mine will operate two 12 hour shifts per day for eight months of the year, shutting down operations

during the wet season. Contractors will most likely work a two week on, and one week off roster;

however, this will be decided by the selected mine operator. The Project workforce, comprising all

staff and contractors throughout the life of the Project, will be required to follow Project workforce

management plans and strategies to ensure environmental and social impacts are minimised.


2-2

2.2 Location

2.2.1 State Context

The Project is located on the western side of Cape York in far north Queensland (FNQ),

approximately 95 kilometres (km) north of Weipa. Bauxite deposits in this area are expected to be

more than 3,000 million tonnes (Mt), which are the largest deposits in Australia (Australian

Government, 2015). The Project bauxite deposits are located within the Carpentaria Basin, a sub-

basin of the Great Artesian Basin. The location of the Project and its proximity to nearby towns is

shown in Figure 2-1.

2.2.2 Regional Context

The Project is located within the Cook Shire Regional Council local government area (Cook Shire).

The Cook Shire extends from Bloomfield River in the south to just north of the Jardine River (Figure

2-2). The Cook Shire spans an area of 100,000 square kilometres and covers 80% of the Cape York

Peninsula.

The Cook Shire has a population of approximately 5,000 people. There are no major towns in close

proximity to the Project with Weipa being the closest major town located approximately 95 km,

south of the Project.

2.2.3 Local Context

The Project area is remote from any township with the nearest town Mapoon (population 300),

located approximately 35 km in a direct line to the southwest of the proposed MIA. Access to

Mapoon from the BLF is approximately 40 km by sea and approximately 350 km by four wheel drive

(via Weipa) from the accommodation camp. There are no reserves, stock routes, easements or

public road reserves within the Project area.

The Project is located on bauxite plateaus that surround the Skardon River. The plateaus are non-

undulating and exhibit moderate slopes with steeper slopes along the fringes of the Skardon River.

The BH1 boundary is surrounded to the north and south by tidal zones of the Skardon River and

main tributary, respectively. To the east, a ridge rises between these major drainage lines and is

characterised by tributary gully formations that feed the main channels.

The BH6 West is divided by a ridgeline running parallel to the main tributary of the Skardon River.

The western boundary is characterised by a series of swamps, coastal dunes and low lying coastal

zones that are tidally influenced. The eastern boundary rises up a ridge that forms the divide

between the Skardon River and Namaleta Creek catchments.

The Project is located entirely within Lot 11 on SP204113 and Lot 13 on SP204113, both of which

are freehold tenures, being Aboriginal freehold land. These are held by the Old Mapoon Aboriginal

Corporation with whom the company has a Conduct and Compensation Agreement for exploration

and has successfully negotiated a Conduct and Compensation Agreement for mining in January

2016.

The land is intermittently used by Traditional Owners for cultural activities, hunting and fishing.

The land is not used for agriculture or logging. There are no pastoral properties in the vicinity of the

Project. Road access to the Project area is possible via the Telegraph Road and a 90 km,

unmaintained bush track, allowing a small number of tourists to camp on the beach near the mouth

of the Skardon River. Any access must currently be approved by the OMAC land owners, who charge


2-3

a nominal camping fee. The area is only accessible via four wheel drive during the dry season. The

land use is discussed in further detail in Chapter 4 – Land.

The Project area overlaps waters within the Port of Skardon River. The Port of Skardon River covers

an area of 2,489 hectares (ha) and was established in 2002 with the objective to facilitate regional

trade, specifically relating to the proposed kaolin mine operations at the time. The Port facilities are

privately owned and are located downstream of the proposed barge loading area and include a

barge loading and unloading ramp, diesel transfer pipeline and storage tank and ancillary support

buildings (see Plate 2-1).

Plate 2-1 Port of Skardon River infrastructure

152°0'0"E

152°0'0"E

150°0'0"E

150°0'0"E

148°0'0"E

148°0'0"E

146°0'0"E

146°0'0"E

144°0'0"E

144°0'0"E

142°0'0"E

142°0'0"E

140°0'0"E

140°0'0"E

138°0'0"E

138°0'0"E

10

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10

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"S

12

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28

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30

°0'0

"S

2

DISCLAIMER

CDM Smith has endeavoured to ensure accuracy and completeness of the data. CDM Smith assumes

no legal liability or responsibility for any decisions

or actions resulting from the information contained

within this map.

GCS GDA 1994 Zone 54

/0 50 10025

Kilometres

Figure - 1

Regional location of the ProjectDESIGNED

Details

MD

©COPYRIGHT CDM SMITH

This drawing is confidential and shall only be

used for the purpose of this project.

DATA SOURCE

MEC Mining 2015;QLD Government Open Data Source;

Australian Government Bureau of Meteorology.

CLIENTDate

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DESIGNER

COOK SHIRE LGA

Project location

TELEGR

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WENLO

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JARDINE RIVERELIOT CRE

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DUCIE RIVER

COCKATOO CREEK

DULH UNTY RIVER

MCHENRYRIVER

MYA LL CREEK

NOR TH ALICE

CREEK

MISSION RIVER

EMBLEYRIVER

PALM CREEK

SKARDON R IVER

JACK

EY JACKEY CREEK

DOUGHBOY RIVER

CHOLMONDELEY CREEK

JACK

SON

RIVE

R

DUCIERIV

ER

J A CKSON RIVER

Peninsula Dev Road

WEIPA

MAPOON

550000

550000

600000

600000

650000

650000

700000

700000

86

00

00

0

86

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86

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Legend

Town

Watercourse

Road

Haul Road

Barge Loading Area

Mine Lease Boundary

Cook Shire LGA

WA

NT

QLD

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NSW

VIC

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ACT

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!(

SKARDON RIVER

DU CIE RIVER

DUCIE

RIV

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0 5 102.5

Kilometers

Barge Loading Area

Haul Road

COOK SHIRE LGA

COOK SHIRE LGA

Airport Strip

BH1 Haul RoadMLA 10048

Accommodation Camp

BH6 EastMLA boundary

(ML 20688)Camp Access

Road

Port AreaMLA 100051Port Haul Road

MLA 100047

BH1 MLA boundary(ML 20676)

BH6 West MLA boundary

(ML 20689)SK ARDON RIVER

NAMALETA C REEK

NAMALETA CREEK

SKARDON RIVER

605000

605000

610000

610000

615000

615000

620000

620000

625000

625000

8690

000

8690

000

8695

000

8695

000

8700

000

8700

000

Figure 2-3

DATE

DISCLAIMERCDM Smith has endeavoured to ensure accuracy

and completeness of the data. CDM Smith assumes no legal liability or responsibility for any decisions or actions resulting from the information contained

within this map.

GCS GDA 1994 MGA Zone 54

/0 1,000 2,000500

Metres

Project infrastructure©COPYRIGHT CDM SMITH

This drawing is confidential and shall only be used for the purpose of this project.

APPROVEDDRAWN

02/05/16

CHECKED

LegendMine Infrastructure AreaWatercourseHaul RoadPit ExtentsMine Lease AreaAccommodation Camp

DATA SOURCEMEC Mining 2016;

QLD Government Open Source Data;Australian Hydrological Geospatial Fabric

(Geofabric) PRODUCT SUITE V2.1.1 DRG Ref: BES150115-002-R3_PROJ_INFRA

DESIGNER CLIENT

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Barge Loading

Area

Mine Infrastructure

Area

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142°3'39.648"E11°44'41.983"S

142°3'58.611"E11°44'50.543"S

142°3'57.718"E11°44'52.548"S

142°3'38.755"E11°44'43.987"S

Floating Crane Moorings

Tug and BargeMoorings

Port AreaMLA 100051

ROAD

ROAD

ROAD

ROAD

RO

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617000

617000

617500

617500

86

98

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within this map.


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DESIGNER

PRODUCT AREA 2

LAYDOWN

FUEL FARM

SED TRAP

SED TRAP

PRODUCT AREA 1

HAUL ROAD

ORE LOADING CONVEYOR

ADMIN/OFFICE &WORKSHOP

MATERIAL LAYDOWN AREA

ROLL-ON/ROLL-OFF

FACILITYWASTE STORAGE

RECYCLING STORAGE

HOPPER

CONVEYOR

TRANSFER POINT

SEDIMENT TRAPGRILL/GRATE


2-8

2.2.4 Disturbance Area

The combined Mining Lease Application (MLA) areas cover a combined area of approximately 4,060

ha. The mine area comprises of three open cut pits and associated haul roads, the MIA, a BLF and

RoRo facility. A workers’ accommodation camp will be located in the south of BH6 East (MLA 20688)

and will be separate to other mine infrastructure but connected by an internal road. The general

arrangement of the mine area is shown at Figure 2-5.

The disturbance area for the Project comprises approximately 1,466.94 ha or 37% of the total MLA

area. A breakdown of the disturbance area by Regional Ecosystem (RE) for each Project component

is shown in Table 2-1 and discussed further in Chapter 5 – Terrestrial and Freshwater Ecology. The

final landform footprint, including the rehabilitated mined pits and decommissioned and

rehabilitated infrastructure areas are discussed in Chapter 4 – Land.

Table 2-1 Project disturbance area by Regional Ecosystem

Project component RE VM / BD Status Area (ha)

BH1 – Pit Extraction Area 3.5.2 LC / NC 664.39

BH6 East – Pit Extraction

Area

3.3.14 LC / NC 7.90

3.5.2 LC / NC 284.30

BH6 West – Pit Extraction

Area 3.5.2 LC / NC 394.65

Mine Infrastructure Area 3.5.2 LC / NC 6.05

Accommodation Camp 3.5.2 LC / NC 11.41

Camp Roads 3.3.14 LC / NC 0.62

3.5.2 LC / NC 0.74

Barge Loading Area 3.1.1a/3.1.3 LC / NC 0.25

3.5.2 LC / NC 0.03

RoRo Facility 3.1.1a/3.1.3 LC / NC 0.15

3.5.2 LC / NC 0.04

Northern Haul Road

3.1.1 LC / NC 7.89

3.1.1a/3.1.3 LC / NC 2.83

3.5.2 LC / NC 36.43

Southern Haul Road

3.1.1 LC / NC 1.85

3.1.1a/3.1.3 LC / NC 7.49

3.1.6 LC / NC 0.25

3.3.12 OC / OC 0.60

3.3.22 LC / NC 0.43

3.3.49b/3.3.9 LC / NC 7.22

3.5.2 LC / NC 20.43

Western Haul Roads 3.5.2 LC / NC 10.99

Total clearing per RE

3.1.1 LC / NC 9.74

3.1.1a/3.1.3 LC / NC 10.72

3.1.6 LC / NC 0.25

3.3.12 OC / OC 0.60

3.3.14 LC / NC 8.52

3.3.22 LC / NC 0.43

3.3.49b/3.3.9 LC / NC 7.22

3.5.2 LC / NC 1429.46

Combined RE Clearing Area 1466.94


2-9

2.3 Tenure, Land Use and Access 2.3.1 Tenure

Approval is sought for the construction, operation and decommissioning of Project activities and all

works anticipated to be associated with the six existing MLAs outlined in Table 2-2.

Note that the transhipment activities and the location of mooring buoys in the Skardon River will be

outside of the MLA area boundaries.

Table 2-2 Project tenure

Tenure Project activity Applicant Application submission date

MLA 20676 Open cut BH1

Internal access roads Aldoga Minerals Pty Ltd 19 October 2012

MLA 20688

Open cut BH6 East

Accommodation camp

Internal access roads

Aldoga Minerals Pty Ltd 19 October 2012

MLA 20689 Open cut BH6 West


Aldoga Minerals Pty Ltd 19 October 2012

MLA 100051 MIA, BLF and RoRo facility Aldoga Minerals Pty Ltd 10 July 2015

MLA 100047 Port haul road Aldoga Minerals Pty Ltd 10 July 2015

MLA 100048 BH1 haul road Aldoga Minerals Pty Ltd 10 July 2015

The Metro Mining tenements are adjacent to MLAs held by Gulf Alumina (MLA 40082 and MLA

40069) and Rio Tinto Alcan (MLA 7024 and MLA 7031) and EPMs held by other companies. The

Project will not overlap with any other mineral tenements. Details of the existing EPCs, MDLs and

MLs are provided in Table 2-3 and Figure 2-5. Metro Mining is currently in discussions with Gulf

Alumina regarding obtaining their consent to construct two haul roads connecting BH6 West (MLA

20689) and the Port Haul Road (MLA 100047). These would simplify access within the Project but

are not essential to the operation of the Project.

Table 2-3 Mining tenements in the immediate vicinity of Project

Tenure Authorised holder name

Exploration Permit for Minerals other than Coal

EPM 18384 Gulf Alumina Ltd

EPM 19001 Oresome Australia Pty Ltd


EPM 16899 Cape Alumina Pty Ltd

EPM 15376 Cape Alumina Pty Ltd



Mineral Development Licence

MDL 423 Gulf Alumina Ltd

MDL 425 Gulf Alumina Ltd

Mining Licence

ML 7024 Rio Tinto Alcan

ML 7031 Rio Tinto Alcan

ML 40082 Gulf Alumina Ltd

ML 40069 Gulf Alumina Ltd

Airport Strip

BH1 MLA boundary (MLA 20676)


(MLA 20689)

BH6 East MLA boundary

(MLA 20688)

ML 7024

ML 7031

ML 40082

ML 6025

ML 40069

SKARD

ON

RIVER

SKARDON RIVER

610000

610000

615000

615000

620000

620000

625000

625000

86

90

00

0

86

90

00

0

86

95

00

0

86

95

00

0

87

00

00

0

87

00

00

0

DATE



within this map.


/0 1,000 2,000500

Metres

Figure 2-

Mining lease tenements

cadastre

©COPYRIGHT CDM SMITHThis drawing is confidential and shall only be used

for the purpose of this project.

APPROVED

DRAWN

15/03/16

CHECKED

Legend

Watercourse

Haul Road

Pit Extents

Mine Infrastructure MLA Boundary

Metro Mining Mine Lease Area

Mine Lease Area (Gulf Alumina)

Mine Lease Area

DATA SOURCEMEC Mining, 2015;


(Geofabric) PRODUCT SUITE V2.1.1 DRG Ref: BES150115-003-R2_MINE_TEN

DESIGNER CLIENT

1:55,000Scale @ A3 -

-DESIGNED

CHECKED -

MD

MD

-

R Details Date

05/08/151

Notes:

2

-

-

-

-

-

F:\1_PROJECTS\BES150115_Bauxite_Hill\GIS\DATA\MXD\TEMP\BES150115-003-R2_MINE_TEN.mxd

For Information

Updated Pit Extents

-

-

-

-

-

BH1 Haul RoadMLA 100048

Port Haul RoadMLA 100047

Port AreaMLA 100051

21/10/15


2-11

2.3.2 Site Access

Access to the Project area will be by air, with secondary access via sea transport. Metro Mining is

currently in discussions with Gulf Alumina with regards to consent to utilise the Skardon River

Bauxite Project (SRBP) airstrip. Employees and contractors will be flown in to the SRBP airstrip and

accommodated onsite. The existing SRBP airstrip, approximately 1 km from the Project’s southern

boundary will be used to transfer staff to and from the Project site.

The SRBP airstrip is suitable for small commercial passenger aircrafts. Flights into the site will

originate from either Weipa or Cairns and depending on the originating location of the workforce,

there may also be regular flights from the Bamaga and Cooktown Airports.

Further information about site access is provided in Chapter 17 – Transport and Chapter 19 - Social

and Economic.

2.4 Resource Base and Mine Life

2.4.1 Regional Geology

The Project is situated within the Jurassic – Cretaceous intracratonic Carpentaria Basin, which lies

beneath the Gulf of Carpentaria, in offshore northern Australia, and extends onshore, into

Queensland and the Northern Territory. The Carpentaria, Eromanga and Surat basins together form

the Great Artesian Basin, Figure 2-6 shows the depositional basins (Smerdon, 2012). The Project

lies within the Weipa sub-basin (Munson et al., 2013). In this region, the Carpentaria Basin is

overlain by Cenozoic sediments of the Karumba Basin and Quaternary alluvial sediments.

Bauxite occurs in the upper part of a loose, pisolitic, laterite profile, which is up to 20 metres (m) in

thickness (CSIRO, 2009). It is formed from weathering and leaching of shales and siltstones of the

underlying formations.


2-12

Figure 2-6 Depositional basins with Great Artesian Basin

2.4.2 Local Stratigraphy

The stratigraphic units present within the study area are summarised in Table 2-4 and a map of

surface geology of the study area is presented in Figure 2-7.

Table 2-4 Stratigraphy

Period Sub-group/formation Dominant lithology

Quaternary

Surficial Beach Sand

Deposits Sands.

Valley Cut and Fill

Deposits

Silts and sands of alluvium channel deposits (creek estuarine areas).

Alluvium can be very kaolinitic as a result of re-working of source

material from the pallid zone of the Rolling Downs Group or Bulimba

Formation.

Tertiary Bulimba Formation

(Wyaaba Beds)

Variable lithology, ranging from claystone (often kaolinitic) to coarse

grained unconsolidated sands, or cemented cobble conglomerate.

Bauxite laterite develops at the top of the formation. Comprises

localised sandy, permeable deposits of ancient stream channels.

Mesozoic Rolling Downs Formation

Marine clays, fine grained clastics, mudstones and some sandstone

lenses.

Gilbert River Formation Sandstone interbedded with siltstone and conglomerate units.


2-13

Exploration holes were drilled to a maximum depth of 30 m with most holes being around 5 m depth.

The lithological logs indicate that the general stratigraphic profile beneath the Project site can be

summarised as:

Topsoil of 0 to 0.6 m;

Bauxite 0.6 to 5 m;

Ferricrete 5 to 6 m;

Mottled silty clay (kaolin) 6 to 30 m; and

Grey siltstone or sandstone greater than 30 m.

Overall, the underlying sequence consists of about 800 m of shales, siltstones and sandstones

overlying granite and metamorphic basement rocks which form the ancient, stable rock platform of

the continent.

BH6 West MLA boundary(MLA 20689)

14 mAHD

12 mAHD10 mAHD8 mAHD6 mAHD

4 mAHD2 mAHD

10 mAHD

8 mAHD6 mAHD4 mAHD BH1 MLA boundary

(MLA 20676)

BH6 East MLA boundary(MLA 20688)

W

TQd\a

Ti

Ti

Qpcb

Qac

Qhcb

Qac

TQd\a

Ti

Ti

Ti

Qac

Qac

Qpcb

Qac>Kr

Ti

Qhcb

Qpa

Qac Qpa

TQd\a

TQd\a

Qpa

600000

600000

605000

605000

610000

610000

615000

615000

620000

620000

8690

000

8690

000

8695

000

8695

000

8700

000

8700

000

Figure 2-7

DATE



within this map.


/0 1,000 2,000500

Metres

Surface geology©COPYRIGHT CDM SMITH

This drawing is confidential and shall only be used for the purpose of this project.

APPROVEDDRAWN

03/05/16

CHECKED

LegendBarge Loading AreaContour (mAHD)WatercourseHaul RoadPit ExtentsAccommodation CampMetro Mining Mine Lease Area

Geology Rock Unit - SurfaceTERTIARY

Bulimba Formation (Ti)TQd\a - Aluminous laterite, including bauxite

HOLOCENEQhcb - Beach Sand

PLEISTOCENEQpa - Sand RidgesQpcb - Sand Ridges

QUARTENARYQac - Alluvium

DATA SOURCEMEC Mining; Geology from DEEDI, 1994;


(Geofabric) PRODUCT SUITE V2.1.1 DRG Ref: BES150115-023-R2_GEOL

DESIGNER CLIENT

1:70,000Scale @ A3 -

-DESIGNEDCHECKED -

MDMD-

R Details Date

03/05/161

Notes:

2-----

F:\1_PROJECTS\BES150115_Bauxite_Hill\GIS\DATA\MXD\FINAL\ERA\BES150115-023-R2_GEOL.mxd

For InformationUpdated Pit Extents-----

Barge Loading Area

Haul Road

Haul Road

Accommodation Camp

12 mAHD

15/07/15


2-15

A typical stratigraphic profile of the Western Cape region is presented in Figure 2-8, which is after

AGE (2011). At the Project site, the kaolinite clay locally reaches a thickness of up to 12 m (AGE,

2011).

Figure 2-8 Typical stratigraphic profile of Western Cape region

2.4.2.1 Surficial Beach Sands

The Surficial Beach Sands have limited areal extent and thickness and are found on the beach ridges,

overlying marine muds and clays.

2.4.2.2 Valley Fill Deposits

The Valley Fill Deposits are Quaternary alluvial sediments that occur within drainage valleys and

estuarine areas that have been incised into the deeper formations. These deposits comprise of clays,

silts and sands and can be very kaolinitic due to the source material derived from the pallid zone of

the Rolling Downs Group or Bulimba Formation.

2.4.2.3 Bulimba Formation

The Cenozoic Bulimba Formation comprises of fluvial sediments (Radke et al., 2012), derived mainly

from the weathering of the Gilbert River Formation outcrop (CSIRO, 2009). Lithologies are variable,

ranging from claystone (often kaolinitic) to coarse grained unconsolidated sands or cemented

cobble conglomerate (SRK, 2014a).


2-16

The Bulimba Formation has undergone several episodes of lateritic weathering resulting in the

formation of a pisolitic bauxite cap and kaolinite clay. It comprises of numerous vugs and fissures

formed from volume changes associated with lateritic weathering. These macropores, combined

with the inter-granular pore space, produce relatively high permeability (Pettifer and Smart, 1976).

The regolith profile typically comprises the bauxite (aluminium rich laterite) layer, which grades

into ironstone (ferricrete) and kaolinite clay, and then into siltstone/claystone.

2.4.2.4 Rolling Downs Formation

The Rolling Downs Formation is of Mesozoic age and is mainly comprised of marine argillaceous

clays, fine grained clastics, mudstones and some hydraulically unconnected sandstone lenses. In the

study area, the upper part of the unit is laterised and has a strongly kaolinitic pallid zone.

There is some uncertainty as to whether the siltstone underlying the kaolinite clay layer represents

the top of the Rolling Downs Formation or a transitional zone from the Bulimba Formation to the

Rolling Downs Formation i.e. weathered zone. A groundwater exploration hole was drilled into the

Rolling Downs Formation in 1994 at the Kaolin Dry Process Plant, approximately 2.7 km north of

BH6 and 400 m from the Skardon River (SRK, 2014a). At this location the top of the Rolling Downs

Formation was reported to be approximately 15 m below ground level (bgl), which is similar to the

depth to the top of the siltstone encountered during drilling within BH1 and BH6. The siltstone was

also noted to be highly weathered and it is therefore, assumed to represent the weathered upper

part of the Rolling Downs Formation.

2.4.2.5 Gilbert River Formation

The Gilbert River Formation was formed in the Jurassic-Cretaceous period and comprises of fine to

coarse-grained quartzose sandstone with pebble conglomerate and siltstone (CSIRO, 2009). It is the

most extensive sandstone unit in the Carpentaria Basin and outcrops in the eastern portion of the

Western Cape region, more than 30 km to the east of the Project. An indicative thickness of the

Gilbert River Formation around Weipa is 140 m (McConachie et al., 1997).

2.4.3 Estimated JORC Resource Summary

To date significant drilling has been conducted at the Bauxite Hills deposit.

At the Project, the company has announced (June 2 2015 ASX release) Resources and Reserves of

Direct Shipping Ore (DSO) bauxite as follows:

Resources (all categories): 53.6 Mt at 50.6% Al2O3 and 11.7% SiO2; and

Reserves (all categories and included in resources): 48.2 Mt at 50.2% Al2O3 and 11.2% SiO2.

A breakdown of the reserves is shown in Table 2-5. The stated reserves represent the marketable

product tonne as this is a DSO, with no beneficiation and is saleable at ROM moistures.


2-17

Table 2-5 Mineral and ore reserve estimates

Area Category DSO2 Tonnes (Mt)1

DSO Bauxite Qualities (Dry Basis)

Total Al2O3 (%)

THA3

(%) Total SiO2 (%)

Rx Si4

(%)

BH1 and BH6 Measured Resource (Dry In-situ) 41.8 51.0 39.2 11.0 6.1

BH1 and BH6 Indicated Resource (Dry In-situ) 8.3 49.3 37.1 14.0 6.8

BH1 and BH6 Inferred Resource (Dry In-situ) 3.4 48.4 35.9 14.8 7.2

Total resource 53.6 50.6 38.6 11.7 6.3

BH1 and BH6 Proved Reserve5

(ROM at 10% Moisture) 41.8 50.7 38.6 10.9 6.3

BH1 and BH6 Probable Reserve6

(ROM at 10% Moisture) 6.4 49.3 36.8 13.4 6.9

Total Marketable Ore Reserves 48.2 50.2 38.4 11.2 6.4

1 For BH1 and BH6 the tonnages are calculated using the following default bulk densities determined from a program of sonic drilling; 1.6g/cm3 for BH1 and 2g/cm3 for BH6. Actual values are used where measurements have been taken 2 DSO is defined as bauxite that can be exported directly with minimal processing and beneficiation. 3 THA is trihydrate available alumina (gibbsite alumina + kaolinite alumina – low temperature desilication product (DSP) alumina) at 1,500oC. 4 RxSi is reactive silica at 150oC. 5 Proved Reserve - the proved reserve is included in the BH1 and BH6 Measured resource 6 Probable Reserve - the probable reserve is included in the BH1 and BH6 Indicated resource

2.4.4 Ongoing Evaluation and Exploration Activities

Exploration by Metro Mining is ongoing within the Project area and will continue to be undertaken

throughout the mine life. The aim of the exploration program will be to better define the measured

resource estimate for ongoing operational requirements of the mine. Exploration activities will be

carried out according to the Projects Environmental Management Plan and in consultation with key

stakeholders, as appropriate.

2.5 Project Needs and Alternatives

2.5.1 Global Bauxite Demand

Australia is the largest producer of bauxite in the world (see Figure 2-9). The majority of this

production is from five long-term established mines at Weipa, Gove, Huntly, Boddington and

Willowdale. Indonesia was a major producer, until legislation changes prevented the export of

bauxite ore. In recent times, new bauxite production from Malaysia has come online to replace

Indonesia’s supply, albeit of a low quality. Due to environmental concerns, the Malaysian

government has recently announced a three month ban on bauxite exports beginning 15 January

2016. This creates uncertainty over Malaysia as a future steady supplier of bauxite, which would

push the bauxite price in the short to medium term.


2-18

Traditionally, Australia has had an integrated bauxite-alumina-aluminium industry but the rise of

Chinese alumina refineries and smelters, along with the industry changes in Indonesia, has created

new market opportunities for direct export of bauxite ore.

Figure 2-9 Supply of bauxite by country

Guinea has the world’s largest reserves of bauxite (see Figure 2-10); however, the development of

bauxite mines in the country has been hampered by a lack of supporting infrastructure. Australia

has the second largest reserves of bauxite.

Figure 2-10 Bauxite reserves by country


2-19

2.5.1.1 Global Bauxite Production and Reserves

China is the world’s largest producer of alumina accounting for approximately half of global

production (see Figure 2-11). The emergence of alumina smelters and refineries in China has paved

the way for a direct export market of bauxite.

Figure 2-11 Alumina output by country

2.5.2 Supply and Demand Drivers

2.5.2.1 China

In the past decade, there has been a transformation of the global third party bauxite market, brought

about by the emergence of Chinese merchant alumina refining capacity treating imported bauxite.

The majority of these refineries were configured to process ‘low temperature’ Indonesian bauxite.

However with the change in legislation in Indonesia banning mineral exports, Chinese merchant

refineries have been forced to look for other supply sources.

The Indonesian ban on exports pushed imported bauxite prices into China to record highs. However,

since these peaks, the emergence of low cost Malaysian bauxite has seen a reduction in these

imported bauxite prices (see Figure 2-12).

Since the Indonesian bans, the major Chinese merchant refineries have been working to develop

new global bauxite sources in Fiji, Australia, Guinea, Ghana and other countries. This strategy has

been implemented to diversify the supply base and avoid the potential replication of the

concentrated supply base that is prominent in the iron ore sector (see Figure 2-13).


2-20

Despite concerns over the Chinese economy, the demand for aluminium is forecast to remain strong

with much of the industry forecasting 8 to 10% growth over the decade ahead. The demand for

imported bauxite is expected to remain strong due to a number of factors:

Growth in the demand for aluminium;

Existing demand from merchant refineries; and

Depleting reserves and grades for domestic producers forcing domestic supply to be replaced

by imported supply.

Figure 2-12 Bauxite price


2-21

Figure 2-13 Chinese bauxite imports by source

2.5.3 Project Benefits

Australia is the world's largest producer of bauxite, accounting for about one-third of global output.

Bauxite production in Australia is estimated to reach 82.0 Mt in 2014-15, up from 67.8 Mt in 2009-

10. Demand for Queensland bauxite remains strong, with exports from the state reaching a record

new high of approximately 15.146 Mt valued at $546 million in 2013–14 up from 12.567 Mt valued

at $382 million in 2012–13. Using the 10% royalty rate for export this equates to approximately $54

million in royalties to the Queensland Government for the 2013-14 year alone. Additionally

domestic usage of bauxite has continued to increase and is demonstrated through alumina exports

increasing from 18.914 Mt valued at $5,342 million in 2012–13 to 18.614 Mt valued at $5,711

million in 2013–14. Similarly Aluminium (ingot metal) exports increased from 1.569 Mt valued at

$3,276 million in 2012–13 to 1.576 Mt valued at $3,477 million in 2013–14.

Economic modelling for the Project (see Chapter 16 – Social and Economic and Appendix H –

Economics Technical Report) indicates that the export revenue associated with the sale of bauxite

from this Project will facilitate the payment of royalties to the Queensland Government in the order

of $36 million per annum once the mine is fully operational.

Throughout the construction and operation phases of the Project, Metro Mining will provide

potential employment opportunities in local and regional areas. Development of the Project will add

a further 75 and 254 staff during construction and operations respectively providing a further boost

to Queensland’s and Australia’s economy, particularly at a time of global financial uncertainty and

economic uncertainty in Australia driven by the downturn in the retail sector. In addition to the

permanent workforce, it is expected the Project will result in the employment of additional workers

locally and regionally through businesses supporting the construction and operation of the mine.

Initial estimates anticipate a capital cost of approximately $35 million will be required to bring the

Project to full production. Operational expenditure is estimated to be $15 million per annum for the

life of the Project.

A significant proportion of this investment will flow directly into the regional economy from the

goods and services required during the construction and operation phases.


2-22

For example, goods and services expected to be sourced locally and from the region include:

Consumables for the camp (food, beverages etc.);

Fuel supply and transport;

Housing;

Engineering support services;

Professional and technical services;

Shipping transport services for consumables, equipment and supplies;

Tools and equipment;

Specialised environmental rehabilitation services e.g. local seed supply;

Training and personnel management services; and

Vehicle hire or purchasing.

2.5.4 Alternatives to the Project

During the Project design process, a number of scenarios were considered to evaluate the relative

social, economic and environmental advantages and disadvantages of different Project alternatives.

Results from this analysis were used to select the final Project scope in the context of fixed locations

for the Bauxite resource and MLA areas. This process ensures the Project design has been

underpinned by relevant environmental, social and economic drivers.

Alternative scenarios considered were those that are practicable, feasible and available to Metro

Mining. These included locality, technological and conceptual alternatives. The particular scenarios

assessed as part of the Environmental Impact Statement (EIS) included the following alternative

actions:

No development scenario;

Locality alternatives:

Mine pit location

MIA

BLF and RoRo facility

Conceptual alternatives:

Operational schedule

Shared and co-developed infrastructure

Mining pit configurations

Product beneficiation

MIA


2-23

Product reclaim

BLF

RoRo facility

Barging

Transhipment.

The following subsections discuss each of the aforementioned alternative scenarios.

2.5.5 No Development Scenario

The no development scenario predicts the future scenario which would exist in the absence of any

Project. The no development scenario would avoid the potential impacts of the Project on the

existing environment and existing land uses would continue.

This scenario would also have a significant impact socially and economically in the region and

broader Queensland. The construction phase of the Project is anticipated to occur over a seven

month period, making estimated contributions to the FNQ Region and rest of Queensland economies

that would not be realised under this scenario are as follows:

FNQ Region:

Output contribution of $53.57 million, comprising $38.96 million of direct

contribution and $14.61 million of indirect contribution

Household income contribution of $10.92 million, comprising $7.51 million of direct


Employment contribution of 118 full-time equivalent positions (FTEs), comprising 66

direct FTEs and 52 indirect FTEs

Value added contribution of $19.11 million, comprising $13.27 million of direct


Rest of Queensland:





Employment contribution of 60 FTEs, comprising 20 direct FTEs and 40 indirect FTEs


contribution and $4.81 million of indirect contribution.


2-24

The average annual economic contribution of the Project during the operational phase that would

not be realised under the no development scenario is anticipated to be:

FNQ Region:





Employment contribution of 254 FTEs, comprising 181 direct FTEs and 72 indirect

FTEs



Rest of Queensland:





Employment contribution of 90 FTEs, comprising 45 direct FTEs and 45 indirect FTEs



The region will not benefit from employee opportunities, training programs or receive local

business support.

In regard to royalties to the Queensland Government, the no development scenario would result in

a loss of approximately AUD $36 million in royalties per annum at full production.

Furthermore, the Project will make a significant contribution to the economic strength of the

Northern Cape region through the provision of employment and training opportunities for

traditional owners, business development and contracting opportunities for Ankamuthi and other

businesses and payment of mining benefits to the Ankamuthi People, the Northern Cape York Group

#1 and The Old Mapoon Aboriginal Corporation (OMAC) for the life of the Project. The mining

benefits are based on a percentage of the Free on Board (FOB) price received per tonne of bauxite

and could exceed $60 million over the life of the Project. These funds will be used to fund long-term

programs and benefits to a broad cross section of the Mapoon community, Ankamuthi People and

their organisations. The capacity building opportunities for the Ankamuthi People, the Northern

Cape York Group #1 and OMAC would not be realised under the no development scenario.

2.5.6 Alternatives

2.5.6.1 Operational Schedule

The climatic conditions which the Project is subject to involves a wet season (typically December –

March) and a dry season (typically April – November). Metro Mining considered the options of

operations to take place over the entire year or only during the dry season.


2-25

Metro Mining reviewed historical rainfall data and when considering its operations, deemed it

would be prudent to operate only in the dry season for the following reasons:

Inefficiencies of operating in the wet, particularly with respect to product handling of the bauxite

Greater risk of environmental issues such as control of water inundation; and

Persistent cyclone/evacuation risk.

Once ruling out operations in the wet, Metro Mining considered the duration of each operating year

during the dry season. Review of historical rainfall data showed that the dry season would generally

last for up to nine months a year, and the rainfall at the start and end of each wet season was

probably not heavy enough to warrant a shutdown of operations. However, the commencement and

end of the wet season is unpredictable and as such, Metro Mining decided on an eight month

operating window to ensure its operational targets could be met each year. A longer operating

window to achieve the same volume may result in issues associated with the export of product in

the event of a shortened dry season.

2.5.6.2 Shared and Co-Developed Infrastructure

Metro Mining is in active discussions with Gulf Alumina, the proponent for the SRBP, to enter into

an arrangement to share existing and co-develop proposed infrastructure. Ideally Metro Mining and

Gulf Alumina would utilise existing infrastructure and look to co-develop new infrastructure. This

approach has both environmental benefits through a reduction in the area to be disturbed by the

Project and cost advantages for both Project proponents through a reduction in capital expense and

synergies that would be obtained through more efficient use of infrastructure.

If such arrangements can be agreed a number of aspects of this Project would not be required (i.e.

BLF, RoRo facility, several haul roads and potentially water supply infrastructure). Similarly a

number of the proposed infrastructure requirements could be co-developed for use by both

operations (i.e. MIA, accommodation camp). Given the tangible benefits to both proponents and the

receiving environment, Metro Mining will continue to engage with Gulf Alumina to try and advance

an agreement.

2.5.6.3 Mine Location

The mining pit locations are determined by the targeted bauxite deposits and the existing and

proposed MDLs, held by Metro Mining through Aldoga and Cape Alumina, in addition to tenements

held by others. The proposed MLA boundaries are defined by existing geological conditions which

are suitable to mining based on the results of exploration studies undertaken within the MDLs. As

such alternative mine locations are not available to Metro Mining.

2.5.6.4 Mine Pit Configurations

The Bauxite deposits at BH1 and BH6 are very shallow and do not require detailed pit development

design. Based on the varying grade throughout the deposits, as predicted by Metro Mining’s

geological model, an optimisation software was utilised to develop pit shells that resulted in the

most favourable economic results. Overlayed on this mine pit design were the identified

environmental, cultural and operational buffer zones. The entirety of Big Footprint Swamp was

excised from the proposed MLAs to provide surety to all stakeholders that this significant cultural

and environmental location would not be directly impacted by any mining operations.


2-26

Mining Lease boundaries were given a 50 m clearance offset to allow for adequate haulage space

and provide an environmental buffer. In addition, areas defined as Matters of State Environmental

Significance (MSES) were treated with 100 m of clearance where possible. Some minimal impacts

to MSES are unavoidable for the MIA, BLF and haul roads. Where these impacts are predicted, an

appropriate offsets package has been proposed (see Chapter 5 – Terrestrial and Freshwater

Ecology).

2.5.6.5 Product Beneficiation

The option to beneficiate the bauxite was considered during the pre- and definitive feasibility

studies. Beneficiation of the bauxite would realise increased returns to the Project; however, there

are costs associated with the processing infrastructure and the longer terms cost associated with

the management and remediation of a tailings storage facility. The increased environmental risks

with the processing facility needing to be located close to the Skardon River, and a lack of usable

area for the tailing storage facility prevented this option from being considered further.

2.5.6.6 Mine Infrastructure Area

Two options were considered for the layout of the MIA. The original layout was changed to allow for

the relocation of the barge loading facilities and increases in the fuel farm area. The MIA option was

adopted as:

It is located near to the BLF;

It is located nearby to the RoRo facility;

It is located outside 100 year average recurrence interval (ARI) and 1,000 ARI flood levels;

There was no discernible difference in the level of environmental impact; and

It has appropriate separation from the accommodation camp which will minimise impacts to

sleep during night time and daytime operations.

2.5.6.7 Product Reclaim

The concept for the Project is to use front end loaders (FEL) to feed product onto the ship loading

conveyors from the product stockpile. The options considered for reclaiming are limited to the

means by which product is received onto the reclaim conveyor from the front end loader. The option

considered were:

Dump hopper directly onto belt;

Dump hopper onto chain/belt feeder; and

Dump hopper onto vibrating feeder(s).

Based on the relatively low tonnages required by this plant, a dump hopper onto two vibrating

feeders has been selected as the option to be progressed. High control of feed rate onto the reclaim

conveyor and its low capital cost were both considered critical factors in the decision to go with this

option for the Project.

All three processes have generally the same environmental outcomes and as such, cost was the key

driver in selecting the appropriate product reclaim plant.


2-27

2.5.6.8 Barge Loading Facility

Two potential structural forms were considered for the approach to the BLF:

Causeway and short relieving span; and

Piled approach jetty.

Comparative cost estimates show that the causeway option would be substantially less expensive

than a piled approach jetty. However the construction of a long causeway (approximately 550 m),

much of which is below the highest astronomical tide (HAT), would potentially introduce the

following issues:

Less desirable environmental outcome, due to the following:

Potential effects on river flow, particularly during floods, due to the solid nature of a

causeway

Potential creation of turbidity during construction due to some of the causeway core

material being mobilised into the water

Potential creation of "mud waves" of displaced mangrove mud during construction.

This can cause acid sulphate issues

Lack of suitable armour rock supply on site. This results in a need to import armour

rock by barge, which would be relatively expensive. A move to using clean rock fill,

rather than locally won material for the core of the causeway would mitigate the

potential for creation of turbidity during construction; however, would require that

all causeway materials be imported by barge. This would be exceedingly expensive.

Due to the issues outlined above, the long causeway was discounted in favour of a piled approach

jetty. A causeway has been selected as part of the adopted solution, but its extent has been confined

to the part of the outloading conveyor alignment that is below +6.0 m lowest astronomical tide

(LAT) and above the HAT. This means that the relatively short causeway that forms part of the

adopted solution will be constructed on dry land from locally won core materials and can be

armoured with a small volume of imported durable rock.

Two potential options were considered for the siting of the outloading berth (see Figure 2-14).

These potential locations were:

Option 1 - On the river bend at the downstream extent of the lease, in a pocket of what appears

to be naturally deep water, requiring a relatively long approach jetty; and

Option 2 - Further upstream, adjacent to the proposed stockpile location, requiring a deepened

channel from the river bend.

Comparative capital cost estimates were produced for these options. It was found that the cost of

bed-levelling the relative small volume of material (approximately 53,000 cubic metres (m3)) for

Option 2 would be substantially less than the cost of the additional length of approach jetty required

for Option 1 (approximately an additional 288 m of jetty). The required works for Option 2 would;

however, have greater potential environmental risks associated with bed-levelling and for the

subsequent disposal of the bed material. For this reason, Option 1, which is a higher cost option, but

with less potential risk to environmental values has been selected for development.

Figure 2-14

DATE



within this map.


/0 100 20050

Metres

Barge loadout facility options



APPROVED

DRAWN

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CHECKED

Legend

Barge Loading Area

Haul Road


QLD Government Open Source Data. DRG Ref: BES150115-051-R1_BARGE_OPT

DESIGNER CLIENT

1:5,000Scale @ A3 -

MIDESIGNED

CHECKED MI

MD

MD

19/02/16

R Details Date

15/07/151

Notes:

2

-

-

-

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F:\1_PROJECTS\BES150115_Bauxite_Hill\GIS\DATA\MXD\FINAL\ERA\BES150115-051-R1_BARGE_OPT.mxd

For Approval

Updated Pit Extents

-

-

-

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21/10/15SK

ARDO

N RI

VER


Barge Loadout Facility Option 2

Barge Loadout Facility Option 1 (Preferred)


2-29

2.5.6.9 Roll On/Roll Off Facility

The location on the river bank adjacent to the proposed stockpile locations, which has the minimum

width of mangrove fringe is an obvious choice for the location of the RoRo facility. This location will

minimise the requirement for excavation of mangrove mud and will minimise the required volume

of imported rock fill. The structural configuration is a very conventional design and represents the

lowest cost option for provision of a ramp to suit Landing Craft Barges (LCT) operations.

As this option provides both the least environmental impact and the lowest cost, there are no serious

alternatives to this configuration.

2.5.6.10 Barging

Various options were considered for the barging activities including the barging channel, the design

of the barges and the need for dredging and/or bed-levelling. In regard to the barge channel, Metro

Mining has positioned the barge channel in the deepest water that still provide a safe navigation

channel. Once the preliminary channel was finalised, optimisation of the channel was undertaken to

further improve the navigability and further minimise environmental impact. In particular, Metro

Mining has undertaken an assessment of the current navigation channel by using bathymetric and

tidal to minimise the extent to which propeller scour will occur.

Various barge design options were considered during the Definitive Feasibility Study (DFS). The

final barge design was developed to remove the need for dredging and/or bed-levelling. This

incorporated the use of shallow draft tugs, barges and work boats in addition to 24 hour barge

operations over the approximate eight month operational schedule. The benefit of the decision to

use shallow draft barges over normal barge configurations is the ability to light load during low

water period, and then heavy load during high water periods such that overage tonnages can be

scheduled to coincide with awaiting ocean going vessels (OGVs).

A further benefit of the option to use of shallow draft vessels is the removal of the need to undertake

bed-levelling and/or dredging of the barge channel as the shallow draft permits a longer operational

duration. In addition to operational enhancement, the removal of the need to bed level and/or

dredge ensures a better environmental outcome for the Project.

2.5.6.11 Transhipment

Several OGV anchorage areas have been considered for the offshore transhipment activities. The

most cost effective anchorage area option is located to the west of the mouth of the Skardon River.

This option provides an easier and shorter access from the Skardon River to the anchorage and

thereby reducing to transit time to and from the anchorage. During fieldwork investigations it was

found that this anchorage area included scattered reef assemblages that would potentially be at risk

from impacts relating to anchoring activities. This option was not considered further due to the

potential environmental risks to the isolated reef assemblages. A 1 km buffer area was applied to

the reef assemblages.

A second area to the south of the preferred anchorage was also found to contain isolated reef

assemblages and was not considered further due to environmental concerns. A 1 km buffer area was

also applied to these areas.

The option for the OGV anchorage area being progressed for the Project is located to the north of

the reef assemblages and to the northwest of the Skardon River mouth. Whilst this area requires a

longer and less direct transit it was progress as this option afforded a lesser risk of environmental

harm then the above two options.


2-30

2.6 Infrastructure Requirements

2.6.1 Mine Infrastructure

Infrastructure required for the life of the Project is shown in Figure 2-3. The following sections

describe the infrastructure necessary to support the operation of the mine.

Gulf Alumina’s SRBP is located generally directly to the south of the Project, with a component that

dissects BH6 West (MLA 20689) and BH6 East (MLA 20688). The SRBP is in the planning phase and

the EIS went to public comment that ended on 11th December 2015. Where possible, Metro Mining

will seek to develop and utilise shared infrastructure with Gulf Alumina in order to minimise

potential construction and operational impacts. Discussions in this regard are continuing; however,

due to the uncertainty of sharing infrastructure, Metro Mining is seeking approval for a standalone

Project.

2.6.1.1 Mine Infrastructure Area

The MIA will comprise a level site of approximately 5.5 ha and will include:

ROM dump site;

Screening;

Bauxite stockpiles;

Load point for the barge loading conveyor;

Earthmoving equipment hard stand;

Administration offices;

Workshops; and

Fuel storage.

The MIA will include diversion drains to prevent stormwater entering the site from the surrounding

catchment and sediment control measures to control runoff water. The site will also include an

isolated runoff control system around the workshops incorporating oil separators. As the mine will

not be operating during the wet season sediment build up will be limited during this time and

sediment control measures will be designed to manage all runoff without maintenance for the

duration of the wet season.

2.6.1.2 Fuel Delivery and Storage

Diesel consumption is estimated at approximately 20 kilolitres per day for the mining equipment,

power generation and tugs. Onshore storage for up to 1 megalitre (ML) will be provided via a tank

farm with self bunded containment. Fuel will be delivered via double skinned transport barges and

piped from the BLF to the fuel farm.

All fuel tanks, bunding and transfer pipes will meet Australian Standard (AS) 1940-2004: The

Storage and Handling of Flammable and Combustible Liquids and AS1692-2006: Steel Tanks for

Flammable and Combustible Liquids. Spill control measures will be in place according to AS1940-

2004: The Storage and Handling of Flammable and Combustible Liquids.


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2.6.1.3 Haul Roads

Haul road routes are required to transport product ore to the MIA for stockpiling and loading to

barges. Haul roads will be constructed from BH6 to the MIA and BLF, and from BH6 to BH1.

Haul roads will be constructed using local materials (i.e. ironstone, laterite or low grade bauxite)

taken from within the proposed haul road corridor or from the mining pits. The haul road design

will be based on acceptable road design standards such as the Austroads Guide to Rural Road Design

and the Queensland Road Planning and Design Manual. The basic design criteria adopted for the

indicative design process is presented in Table 2-6 (see Figure 2-15 for indicative haul road design).

Haul road design will include suitable culverts and over flow structures to allow the free flow of

water during the wet season, when the mine is not operating.

A number of borrow pits will be required to supply material for the construction and ongoing

maintenance of the haul roads and for bulk earthworks. The borrow pits are proposed to be located

adjacent to the haul roads. Borrow pits that are not required past the initial construction period will

be rehabilitated. It is not anticipated that any State-owned quarry material administered under the

Forestry Act 1959 will possibly be sterilised or restricted from utilisation (including offsets and loss

of access for existing operations authorised under the Forestry Act 1959).

Figure 2-15 Indicative haul road cross section


2-32

Table 2-6 Indicative haul road design criteria

Design Element Criteria

Typical Cross Section

Design vehicle Multi-train haul truck

Number of traffic lanes 2 lanes (one lane each travel direction) except across culverts where one way traffic is designated to minimise area of disturbance

Traffic lane width 4 m

Traffic lane crossfall 3%

Shoulder width 2 m

Shoulder crossfall 4%

Cut batter slope 2H:1V

Fill batter slope 4H:1V

Horizontal Alignment

Design vehicle Truck

Design speed 90 km/h

Minimum curve radius 250 m

Vertical Alignment

Design vehicle Truck

Design speed 90 km/h

Maximum longitudinal gradient 8%

Minimum K value for crest curves 40

Minimum K value for sag curves 35

2.6.2 Barge Loading Facility

The proposed BLF will be located adjacent to the MIA containing the product stockpiles. The

proposed berth is to be located at the river bend at the downstream extent of the MLA in the deep

water to achieve an alongside depth of 4.5 m at LAT. Design drawings are shown at Figure 2-16,

Figure 2-17, Figure 2-18 and Figure 2-19.

The BLF consists of the following components:

Causeway. A causeway of approximately 100 m in length, with a 6 m wide crest will be

constructed along the alignment of the outloading conveyor. The causeway will start at a ground

level of +6.0 m LAT and finishing at a ground level of approximately 3.8 m LAT, which is the HAT

level.

Piled jetty. This jetty will consist of a 6 m wide concrete deck, supported on steel girders, which

are in turn supported by steel headstocks, each on two driven steel tubular piles. The piled

headstocks are at 12 m centres along the alignment of the jetty. The 6 m wide deck has sufficient

width to accommodate the outloading conveyor, as well as to providing an access roadway for

light vehicles and for small rough terrain telehandlers.

Loading head deck. The purpose of this deck is to support the barge loader, to provide a small

working deck for maintenance access to the barge loader, to provide access to berthed vessels

and to allow turn-around space for vehicles. This will be a 12 m x 12 m concrete deck supported

on steel longitudinal beams and steel headstocks on driven steel tubular piles. This deck will be

set back from the quay line and will not have fendering, as it is not intended that the water vessels

make contact with this structure.


2-33

Berthing Dolphins. The purpose of the berthing dolphins is to act as a series of structures to

berth the vessel against and to provide mooring points for the vessel. Since the barge loader is

longitudinally fixed relative to the berth, it will be necessary to warp (or pull) the barge fore and

aft in order to fill the barge with product. For this reason, four berthing dolphins are provided on

either side of the loading head, to provide an extended quay line.

The berthing dolphins will each consist of a steel tubular monopile, with a fender pile in front

which is separated from the monopile by a resilient fender unit. These resilient fender units

(cone fenders) will absorb the energy of the berthing impacts against the dolphins, while limiting

the reaction applied to the dolphins. The fender piles provide a vertical facing, ensuring proper

engagement with the vessel over the full range of vessel draft conditions and tidal level, while

ensuring that there is no snagging of vessel belting with the top or bottom of the fender

arrangement. The fender piles will also accommodate a wide range of barge types with different

freeboards. Access walkways will be provided to allow safe access to the bollards on the

dolphins, for crew to man the lines.

Marine structures will be designed for a 25 year design life, with durability provided in the following

ways:

Piles in the water will be provided with sacrificial anode cathodic protection to protect the extent

of the pile that is in the water;

All structural steel work will be provided with an ultra-high-build epoxy coating system. This

will protect the piles, headstocks and longitudinal beams above the water level; and

The reinforcement in the concrete decks will be protected from corrosion by ensuring that the

concrete is dense and well-compacted and therefore is of low permeability to chloride ions from

seawater. Sufficient clear cover of concrete to the reinforcement will be provided.

0 20 40

SCALE 1: ,000 AT A3 SHEET SIZE

60 80 100mFigure 2-16 Indicative barge loading facility concept

0 5 10

SCALE 1:500 AT A3 SHEET SIZE

15 20 25m

0 10 20


30 40 50m

0 1 2


3 4 5m


2-38

2.6.3 Roll On/Roll Off Facility

A RoRo facility will be constructed adjacent to the MIA. The facility includes a concrete barge ramp

designed for LCTs, to facilitate the unloading and loading of cargo to and from logistic barges (see

Section 2.8.6.1). Cargo will include the loading and offloading of plant, equipment and machinery,

delivery of stores and building materials to site and the removal of waste materials from site. The

ramp will be located at approximately mean sea level to allow access at high tide by barges with a

maximum draft < 2.0 m. To limit mangrove removal the ramp will be located at the narrowest

section of mangroves that adjoins the MIA.

Design drawings are provided in Figure 2-20 and the following provides a summary of the facility.

The barge ramp consists of precast concrete slab panels placed over rock fill. The slope of the ramp

is at 1:7, which is the preferred ramp slope for the operation of LCTs. Ramp top level will be set at

Highest Astronomical Tide level, to place it above normal high tide events.

There is a requirement to clear mangroves to provide a construction clearance width of 15.0 m to

allow for a ramp width of 7.2 m that is selected to match a typical 400 gross register tonnage barge

(length overall = 40 m, beam = 10.6 m, max draft = 2.0 m, ramp width = 6.0 m, cargo capacity =

200 t). The access roadway is reduced to 5.0 m nominal width, with ends of the reno-mattress

providing protection to the edge of the fill.

The design allows for the excavation of the mangrove mud below the ramp and its replacement with

gravel fill to minimise settlement. A reno-mattress layer will be used to prevent erosion of the fill

material in a flood situation. A filter cloth layer will be placed below the reno-mattress to prevent

the loss of fines from the fill due to tidal action. A layer of crushed gravel above the reno-mattress

to protect the reno-mattress and provide a uniform running surface. This layer will require periodic

re-levelling and trimming.

Durability of the structures, for a 25 year design life, will be achieved through the use of precast

barge ramp panels of dense, low permeability concrete and provision of adequate clear concrete

cover to the steel reinforcement.

B4176-40-DWG-CI-00006EXTENDED LAYOUT PLAN/SECTION

PIONEER ROLL ON ROLL OFF FACILITYBAUXITE HILLS

METRO MINING NOT FOR CONSTRUCTION

A

1211

B

C

D

10987

E

F

G

H

121110987

654321

A

B

C

D

6543

E

F

G

21

H

SCALE

REV REVISION DESCRIPTIONDATE

IN THE ABSENCE OF THE APPROVED SIGNATURE, THIS DRAWING SHALL BE TREATED AS PRELIMINARY

TITLE

CLIENT

DWG NO REV

PROJECT

A1SIZEDATUMGRID

DRAWING STATUSDATEDRAWN

DATEDESIGNED

DATECHECKED

DATEENGINEER

DATEAPPROVED

Copyright"This document is & shall remainthe property of WAVEINTERNATIONAL. The documentmay only be used for the purposefor which it was commissioned & inaccordance with the terms ofengagement for the commission, ie.as defined in 'WAVE INTERNATIONAL'standard terms & conditions'.Unauthorised use of this documentin any way is prohibited."

DRAWING NUMBER

DRAWING REFERENCE

DESCRIPTION


2-40

2.6.4 Materials Handling

The materials handling system for the port facilities consists of elements from the product stockpile

reclaim through to the barge loading conveyor.

Loading will comprise of a single stream fed from front end loaders operating on the stockpile area.

The front end loader will feed through a hopper/feeder arrangement to control the flow onto the

reclaim conveyor. The reclaim conveyor will transfer onto the jetty conveyor which runs along the

length of the jetty out to the loading berth. A telescopic stacker will be installed at the berth (which

can fully retract onto the berth) such that the barge can moor berth without interference between

the stacker and the barge masts and aerials in an empty condition at high tide.

A product sampler will be installed, either as a cross belt sampler (at either the head end of the

reclaim conveyor or the tail end of the jetty conveyor) or as a falling stream sampler at the transfer

point between the reclaim conveyor and jetty conveyor.

The single stream materials handling system has a capacity of 1,700 tonnes per hour (t/hr), with a

target average loading rate onto the barge of 1,500 t/hr, to cater for the 5 Mtpa scenario. The

elevated conveying system rate is designed to cater for movements of the barge during loading.

Further discussion regarding materials handling is at Section 2.8.5 – Product Handling.

2.6.5 MIA Sediment Basin

The sediment basin is sized in accordance with the EHP Stormwater Guideline - Environmentally

Relevant Activities (EHP 2014). The sediment basins capture runoff from product stockpiles and as

such is assessed as a high erosion hazard site under the guidelines. For high erosion sites, provision

to capture and treat the 1 in 10 year ARI, 24 hour storm duration event is recommended. This design

event is conservatively applied to the Bauxite Hills Project where operation is planned during the

dry season only. The product stockpiles do not exist during the wet season as all stock will be

exported or removed back to the pits for storage. Sediment basins will have sediments removed

prior to the commencement of the wet season to provide a maximum storage capacity. For these

reasons, and due to the short mine life, it is not recommended that more extreme design events be

considered, which would result in a larger basin and create a larger region of disturbance.

The guidelines specify a maximum total suspended solids release concentration of 50 mg/L. This

treatment efficiency will be achieved through detailed design of the basin where site topographical

constraints, basin depth, basin dimensions and the use or otherwise of internal baffle walls will be

assessed.

2.6.6 Site Power and Water

2.6.6.1 Site Power Generation

Power requirements will be sourced from onsite generators located within the MIA and the

accommodation camp. The likely generator configuration is:

Two generators (e.g. CAT generator) to provide 1 Megawatt for the operation of the conveyors,

ship loader and MIA which will operate at 75% load; and

Two 250 Kilowatt (kW) CAT generator to provide 500 kW for the operation of the

accommodation camp, which will operate at 50% load.


2-41

Metro Mining is committed to minimising energy use throughout the Project life. A range of energy

minimisation and energy efficiency strategies will be developed for both the construction and

operational phases of the Project. These will be incorporated into detailed design and will be

pursuant to the relevant legislation and policies the ClimateQ: Towards a Greener Queensland

strategy. Further details on energy efficiency are provided in Chapter 12 – Air Quality.

2.6.6.2 Site Water Supply

A schematic of the proposed water management network for the Project is shown in Figure 2-21.

The proposed water supply is via shallow and/or deep aquifer bores to meet a total annual demand

of 420 ML. Assuming 240 days of operation per year and 20 hours of daily pumping time, a total

yield of 22 litres per second is required from the combined bores. Polyethylene storage tanks are

proposed to buffer between supply from the bores and operational demand. The polyethylene tanks

will include a peaking factor to accommodate temporary increases in water demand and to protect

against irregularities in supply from the bores. A peaking factor of between one day and one week

will equate to polyethylene tanks with a total storage of between 2 to 10 ML. The number of tanks

required will be based on balancing the need to locate water storage near the water use versus

trucking water to where it is used.

Figure 2-21 Proposed water management network

A summary of the potential breakdown of mine water demand, which the water supply system must

satisfy, is shown in Table 2-7 and expanded on in Chapter 10 – Water Resources. The volumes shown

are considered to be worst case scenario and it is anticipated that volumes will be less. The majority


2-42

of water use is raw water for dust suppression of the dump station, haul roads and stockpiles, as

well as for washdown of the conveyor system.

Table 2-7 Mine water demands

Description Annual demand (ML)

Water type

Operations (truck fill for dust suppression) 300 Raw

Mine personnel (160 persons) 20 Potable

Firefighting (poly tank spare capacity) 10 Raw

MIA (workshop/washdown) 70 Raw/Potable*

Total 400 -

*1 ML per year potable supply to the MIA assuming 40 L/person/day

A potable water supply to the camp and MIA of approximately 20 ML per year, again a worst case

scenario, is required to be consistent with the standard outlined in the National Health and Medical

Research Council and Natural Resource Management Ministerial Council (NHMRC and NRMMC)

(2011) National Water Quality Management Strategy, Australian Drinking Water Guidelines

(ADWG). Field investigations and laboratory testing conducted indicate that the shallow aquifer

water quality is suitable for potable use. Chemical dosing may be required to control pH levels and

provide disinfection. Two potable water tanks will be required; one at the accommodation camp

and the other at the MIA. The main potable use tank will be located near the accommodation camp,

the main source of potable demand. A potable water pipeline or truck transport will be required to

transport potable water to the storage tank located at the MIA.

A sewage treatment plant (STP) is proposed to be located near the accommodation camp. Effluent

and sludge waste streams will be appropriately treated and irrigated to an area set aside for

irrigation or used as mulching and/or composting media, respectively. Sewage management is

discussed further in section 14.9.1 in Chapter 14 – Waste Management.

The daily operations of the STP will be carried out by an operator to ensure the effective operation

of the system. Pipelines and fittings associated with the effluent irrigation system will be clearly

identified and lockable valve and/or removable handles will be fitted to all release pipelines situated

in areas that are accessible to unauthorised personnel. Treated effluent from the STP will only be

discharged from discharge point/s and at compliance limits authorised under the Project’s

Environmental Authority. As the Project is only operating during the dry season, issues of irrigation

runoff during large rainfall events is largely avoided. Appropriate contingency storage for treated

effluent that cannot be irrigated during significant rainfall events will be incorporated into the STP

design.

The water management network allows for potential reuse of water collected in sumps, ponds and

slots. Allowance for reuse of water has not been incorporated into the demand analysis; however,

such an allowance will reduce the amount of water abstracted from bores. The main function of the

sumps, ponds and slots is to capture sediment laden runoff for sediment removal prior to release to

the existing environment. Oil/water separators are proposed for vehicle wash and workshop areas

prior to release or reuse of water.

Fire water supply will be provided through storage in polyethylene tanks at suitable locations

around the mine lease. A total of 5 ML has provisionally been included for the purpose of this water

resource assessment. It is anticipated that these stores be replenished post use and that the total

volume is available for firefighting activities during operations.


2-43

2.6.7 Site Communications

The communication systems for the Project will comprise both voice and data systems that will be

implemented in stages associated with early works, construction and operation. Prior to

construction, adequate communication systems must be operational to support the health and

safety for all personnel involved in the Project. Metro Mining proposes to utilise a combination of

the existing commercial Telstra mobile Next G network together with the use of the public ultra-

high frequency (UHF) radio network and satellite phones.

Radio procedures for emergency declaration will be in accordance with the standard operating

procedures as instructed during generic and site specific induction processes.

Once the MIA and accommodation camp are in place, a permanent very high frequency (VHF) radio

repeater station will be setup which will enhance voice communications over the Project area to

meet the needs of both the construction and operational phases. Alternatively, talks will continue

with the relevant parties in regards to upgrading the existing services located in Mapoon.

2.6.8 Lighting

Artificial lighting will be designed, installed, operated and maintained in accordance with

AS 4282:1997 Control of the Obtrusive Effects of Outdoor Lighting, to minimise the amount of light

spill associated with the Project. Controls stipulated in this standard include consideration of the

location and orientation of lighting as well as the selection and maintenance of luminaries. This is a

remote area with minimal risk of impact to neighbouring residents; however, specific light controls

will be implemented for environmentally sensitive areas such as marine areas and these are

discussed further in Chapter 5 – Terrestrial and Freshwater Ecology. Any further mitigation (e.g.

shielding, further restricting the use of lighting) will be implemented on an as needed basis, through

ecological studies and consultation with statutory agencies.

2.6.9 Site Waste Management

Metro Mining is committed to implementing waste minimisation and efficiency strategies. Metro

Mining will ensure that construction and operation activities are in line with the waste management

hierarchy outlined within the Environmental Protection (Waste Management) Policy 2000. This

provides preferred principles of waste management based on:

Avoid waste by optimising methods used within the construction, operation and

decommissioning phases (most preferred);

Reuse waste by identification of secondary sources that can utilise waste;

Recycle waste by identification of facilities that can recycle the particular waste stream;

Energy recovery from waste, e.g. creating energy from incineration; and

Disposal of waste at an appropriate facility (least preferred).

The principles outlined above will form the basis of Metro Mining’s waste management strategy and

will be applicable to all waste streams which may be generated throughout the life of the Project. As

an overriding principle, Metro Mining is not planning to have an onsite landfill, with all general,

recyclable and regulated wastes being removed from site for treatment and disposal at licenced

facilities. A detailed explanation of Metro Mining’s waste management procedures and strategies

are presented in Chapter 14 – Waste Management.


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2.6.9.1 Air Emissions

The operation of the Project is likely to result in minimal impacts to the local air quality and

environmental values. The main air emissions from mining operations are caused by wind-borne

dust, haul road generated dust, materials handling, stockpiles and transfers.

The Project is located in a relatively remote location with the MLA boundary approximately 16 km

from sensitive residential receptors in Mapoon, therefore no impacts to these receptors are

anticipated. Air quality modelling identified that the operation of the Project will comply with the

assessment criteria. Management and mitigation measures will be implemented as a precautionary

measure to further ensure no impacts occur. These measures will be implemented to minimise dust

emissions, including dust suppression of stockpiles and haul road and the progressive rehabilitation

mined areas.

2.6.9.2 Excavated Waste

Waste material (overburden) associated with the pit development and mining (including sub-soils

and weathered rock) will be used for construction of the MIA and other infrastructure, where

practicable, with the remainder of all overburden material being replaced into the pits following

mining. The Project does not propose to have any out-of-pit overburden dumps. Topsoil will be

retained nearby to the mine pits and reused as part of site rehabilitation (refer to Chapter 4 - Land

for further details on rehabilitation). These materials are relatively geochemically inert (e.g. testing

showing relatively neutral pH) and have low acid forming potential (refer to Chapter 4 – Land for

geochemical properties). Any suitable product material that is intercepted during the construction

process will be stockpiled at the MIA for future export.

The estimated excavated waste volumes for the life of the Project, excluding decommissioning

(2028) are shown in Table 2-8. Whilst referred to as waste, the excavated waste materials will be

returned to the pit void as part of the Projects rehabilitation program. Therefore, it is not expected

that there will be any waste material stockpiles retained out-of-pit at the cessation of mining.


2-45

Table 2-8 Waste material calculations for the life of the Project

Year 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027

Full Deposit

Total Ore 1,072,922 4,034,009 4,950,002 4,950,005 4,950,003 4,950,000 4,895,777 4,927,367 4,950,005 4,950,008 4,498,720

Total Waste Volume (t) 180,666 351,696 308,774 393,386 478,723 473,829 779,134 570,107 531,376 673,673 795,858

Disturbance Area (ha) 101 248 222 269 326 389 527 374 370 453 576

Deposit BH1

Total Ore - 2,730,351 4,950,002 4,950,005 4,950,003 4,950,000 4,895,777 140,017 - - -

Total Waste Volume (t) - 211,977 308,774 393,386 478,723 473,829 779,134 15,993 - - -

Deposit BH6

Total Ore 1,072,922 1,303,658 - - - - - 4,787,351 4,950,005 4,950,008 4,498,720

Total Waste Volume (t) 180,666 139,719 - - - - - 554,114 531,376 673,673 795,858


2-46

2.6.9.3 Solid and Liquid Waste

The generation, recycling and disposal of wastes will be reduced through effective management and

implementation of site specific recycling practices as outlined in Chapter 14 – Waste Management.

As part of the waste management strategy, Metro Mining will develop and implement a Waste

Management Plan that will provide the framework to implement good practice waste management

practices in accordance with the Waste Reduction and Recycling Act 2011.

Mining activities will result in the generation of domestic, commercial and industrial type wastes.

Waste streams generated by the Project include:

General waste suitable for disposal to offsite landfill;

Putrescible wastes suitable for onsite composting;

Reusable or recyclable materials such as wood, scrap metal, paper, cardboard, aluminium cans,

glass and plastic bottles; and

Regulated waste such as sewage, tyres, solvents, lubricants, redundant chemicals and engine

coolant.

Where possible, waste will be recycled or reused and will be separated out into various skips

according to its waste stream. In instances where the waste cannot be recycled, it will be removed

offsite by appropriately licenced contractors and taken to landfill. For any regulated waste, an

appropriately licensed waste contractor will be used to remove the waste from the Project site.

Licenced contractors will be engaged to manage waste removal, ensuring minimal waste disposal

will occur on site. Full details of solid waste disposal are included in Chapter 14 – Waste

Management.

2.6.10 Workforce Accommodation

The accommodation camp will have up to 100 rooms and will provide accommodation needs for the

workforce, any contractors required from time to time and any other visitors to the site (such as

Metro Mining staff). Personnel will be shuttled between the accommodation camp and site at shift

commencement and completion.

The construction of the accommodation camp is anticipated to occur over one month. The

construction workforce is presently estimated at 75 people for the first month which will be

maintained into the start of operations. During construction, it is anticipated that the workforce will

reside within the limited existing camp facilities until the Project’s accommodation camp is

operational. This method will reduce any demand on existing accommodation requirements within

Weipa.

Marine operations personnel will share on-site accommodate with the mining crews during years

one and two. Commencing in year three of operations, marine personnel will utilise accommodation

on board the crane barge and tug operators will live on the tugs.

The accommodation camp will most likely be operated by a specialist camp supplier. The

accommodation camp will include facilities such as:

Single person accommodation units;

Diesel generator to supply power;


2-47

Potable water sources and STP;

All catering and cleaning services;

Dining room;

Gymnasium and outdoor recreation areas;

BBQ area;

Designated outdoor smoking areas;

Service point covering basic personal needs;

An all-weather assembly point;

First aid facilities; and

Firefighting capability.

The accommodation camp will utilise diesel generators for power supply and will have its own STP.

Waste water from the STP will be treated to a class suitable for irrigation and composting. The reuse

of water is expected to minimise the need for disposal.

The accommodation camp will offer a high level of amenity, access to exercise and other recreational

facilities, along with modern communication facilities which will contribute to a healthy workforce.

The accommodation camp will be designed to take advantage of the natural features of the land (see

Figure 2-22 and Figure 2-23) and has been located well away from the workings and MIA, in order

to minimise vehicle and operational noise.

DATE



within this map. NOT TO SCALE

F©COPYRIGHT CDM SMITHThis drawing is confidential and shall only be used


APPROVED

DRAWN

06/07/15

CHECKED

DATA SOURCEMEC Mining; AMEC Foster Wheel, 2015;


(Geofabric) PRODUCT SUITE V2.1.1 DRG Ref: A3L_BES150115-001-TEMPL_v2

DESIGNER CLIENT

-DESIGNED

CHECKED -

MD

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06/07/151

Notes:

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within this map. NOT TO SCALE

F ©COPYRIGHT CDM SMITHThis drawing is confidential and shall only be used


APPROVED

DRAWN

06/07/15

CHECKED

DATA SOURCEMEC Mining; AMEC Foster Wheel, 2015;


(Geofabric) PRODUCT SUITE V2.1.1 DRG Ref: A3L_BES150115-001-TEMPL_v2

DESIGNER CLIENT

-DESIGNED

CHECKED -

MD

MD

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R Details Date

06/07/151

Notes:

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2.7 Construction

2.7.1 Overview

This section describes the various activities and their expected timing for the construction phases

of the Project. The construction works will include the concurrent construction of multiple onshore

infrastructure elements including open cut mine pits, the MIA, BLF, RoRo facility, accommodation

camp, water infrastructure including small water storage dams, bores and internal access roads.

Key elements of the Project construction program include:

Clearing, stripping and stockpiling topsoil for all disturbance areas;

Construction of mine infrastructure:


MIA (ROM and product stockpiles, load point for barge loading conveyor, earthmoving

equipment hard park, administration offices, workshops and fuelling facilities) (Figure 2-

3)

Raw water storage and mine surface water management systems

Services including power supply from diesel generators and solar panels

Preparation of open cut pits:

Removal of overburden using front end loaders, excavators and trucks. Selected excavated

material will be used as fill for construction work;

Construction of the BLF:

Clearing of vegetation for the trestle jetty structures

Conveyor

Jetty and mooring dolphins

Construction of the RoRo facility;

Installation of a STP; and

Development of the accommodation camp facilities.

2.7.2 Construction Program

The construction of the BH6 open cut pit, materials handling infrastructure, haul roads,

accommodation camp and other associated mine infrastructure is planned to commence

simultaneously in year one. The development of BH1 open cut pit will commence in year two.

All materials associated with the construction of the Project will be barged to site using shallow

draught barges from either the Port of Cairns or the Port of Weipa. The Port of Karumba may also

be used to load equipment to support construction activities. It is anticipated that approximately 30

barge movements, including both to and from the site, will be required during the construction

period for equipment and infrastructure. These barges will typically be 40 to 55 m in length with a


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maximum draft of between 2.4 to 2.9 m (see Plate 2-2 showing example barges that may be used

during construction). Some smaller barge movements may be required for consumables, anticipated

to be at four movements per week during construction. Barge movements into the Skardon River

will be coordinated with tide levels such that no bed-levelling or dredging of the river is required.

Materials brought to site will be confirmed free of contamination and will be stored on appropriately

constructed hardstand at the MIA location. Appropriate drainage and erosion protection will be

applied so as to prevent the mobilisation of sediments from the hardstand to the Skardon River.

Management of the stockpiles will be in accordance with the erosion and sediment controls

described in Appendix A3 – Certified Erosion and Sediment Control Plan.

Plate 2-2 Logistics barge loaded with construction materials

The commencement date for construction is dependent upon the timing of the Project approvals

process. An indicative timeframe has been prepared for the purpose of the EIS and is outlined in

Table 2-9.

Table 2-9 Indicative construction schedule

Works Anticipated Start Date Anticipated Duration

Vegetation clearance and site preparation Q2 2017 April to July

MIA and associated infrastructure Q2 2017 April to September

Accommodation camp and associated infrastructure Q2 2017 April to June

Development of BH6 open cut pit Q2 2017 April to September

Development of barge loading facilities Q2 2017 May to October

First bauxite export Q4 2017 October


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2.7.3 Onshore Infrastructure

This section describes the construction approach for the onshore equipment (i.e. MIA, haul roads,

accommodation camp). The construction approach for the BLF and RoRo facility are described in

Section 2.6.2 and Section 2.6.3 respectively. The description of the mining approach is at Section

2.7.4.

Site clearance will include clearance of vegetation, soil removal and storage, bulk earthworks, and

temporary drainage works. These works will be conducted in accordance with the Project

vegetation and soil management measures.

Site clearance activities will be staged during the construction phase on an as needed basis to

coincide with construction requirements and to minimise the extent and duration of cleared areas

at any one time. Suitable soil resources for use in rehabilitation will be stripped from areas where

construction and mining operations will occur. Topsoils and subsoils will be stripped, handled and

stored in a manner in line with industry best practice to prevent the deterioration of soil quality

(refer to Chapter 4 – Land which discussed rehabilitation and decommissioning). This will include

the separation of topsoil and subsoil. Topsoils can be stored as a berm around active worksites and

utilised as erosion and sediment controls provided adequate controls (including sediment fence and

appropriate cover) are in place to manage the erosion risk of the topsoil stockpile or bund itself. An

inventory of available soils will be maintained to ensure adequate materials are available for

planned rehabilitation activities.

Site preparation activities will include the following:

Site clearance;

Civil works:

Environmental protection measures

Washdown facilities

Erosion and sediment controls

Quarry materials won from on-site borrow-pits;

Mobilisation to site:

Utilisation of existing accommodation camp at site or set-up of temporary

accommodation

Crib hut

Fencing

Amenities

Access road/haul road establishment;

Establishment of work areas:

Installation of temporary water supply with potable water barged to the site until a

water treatment plant is installed

Sewerage management infrastructure


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Demountable offices

Car park

Establishment of laydown and storage areas.

2.7.3.1 Civil Works

Civil works including construction of structure foundations, permanent laydown areas and

hardstands will commence following grant of the MLA and Environment Authority. It is expected

that civil works required during the construction phase will be completed in approximately seven

months from commencement; however, there may be requirements for further civil works during

the operations and decommissioning phases. Typical civil works that will be undertaken as part of

the Project include, but are not limited to:

Civil earthworks, including foundation construction;

Installation of permanent and temporary drainage;

Trenching and laying of reticulated services and any other underground pipelines and services;

Installation of power distribution infrastructure;

Road formation construction, surfacing and finishing required for unsealed roads;

Onshore conveyor footings and BLF causeway;

Earthworks for the establishment of drainage diversions; and

Erosion and sediment controls, including sediment dams.

Installation of permanent drainage will be undertaken to accommodate drainage requirements for

both the construction and operational phase where possible. Where permanent drainage for the

operational phase cannot be installed, temporary drainage for the construction period will be

designed to appropriate RPEQ engineering practice and the ESCP that will be consistent with

International Erosion Control Association (IECA) Best Practice Erosion and Sediment Control

(BPESC) Guidelines.

Construction of internal haul roads will be phased over the life of the construction and operations

of the mine; however, the majority of the major connecting haul roads will need to be finalised in

the first three years of operation.

Quarry materials will be sourced from borrow pits for use as road base, select fill, rock protection,

sealing aggregates and other construction materials. It is not anticipated that any State-owned

quarry material administered under the Forestry Act 1959 will be sterilised or restricted from

utilisation (including offsets and loss of access for existing operations authorised under the Forestry

Act 1959).

2.7.3.2 Building and Structures

Construction of buildings and structures will occur after the civil works. Installation of plant and

related building components will follow superstructure erection, including the installation of pipe

works, cables and instrumentation. Where possible, main plant components will be pre-fabricated

and delivered complete to site to minimise the requirement for on-site assembly work.


2-54

The construction management office area will be located near the proposed MIA. The facilities will

be of a temporary nature and will be replaced by the permanent administration facilities towards

the end of construction. The temporary facilities will include:

Demountable buildings including offices, meeting rooms, crib rooms/kitchen, toilets, first aid,

communications and storage;

Car park;

A light vehicle wash down slab;

Power supply from diesel generators;

Temporary construction water storage tanks;

Temporary potable water storage, until permanent facilities are installed; and

Temporary wastewater storage, until permanent facilities are installed.

2.7.4 Barge Loading Facility

The work activities associated with the construction of the BLF are:

Construction of 35 jetty bents;

Construction of 10 dolphin structures with piles and fenders;

Construction of the loading head deck structure (piles and slabs);

Installation of the dolphin bollards;

Installation of the dolphin walkways;

Installation of jetty roadway deck units;

Installation of the jetty conveyor; and

Installation of the loading conveyor.

2.7.4.1 Pre-Construction Works

Causeway

The first component of the BLF to be constructed will be the causeway. This will be constructed as

a conventional land-based earthworks activity using conventional earthmoving equipment. This is

possible because the causeway does not extend past the point at which the existing ground level is

at the level of Mean High Water Springs (MHWS). This means that the causeway can be constructed

entirely in the dry, rather than as a marine or tidally constrained activity. The crest level of the

causeway will match the level of the approach jetty deck. The causeway will be founded on the

existing ground along the alignment.

The core of the causeway will be constructed from suitable locally-won material, which will be

placed and compacted in layers. It is envisaged that this operation will begin at the shore end of the

causeway and will advance towards the seaward end. The sides of the core will then be covered in

geotextile and then armoured using imported durable rock. Typically these rocks will have an

average diameter of approximately 350 mm. This rock armouring will prevent erosion of the


2-55

causeway in the event of seasonal flooding that extends above MHWS level. The running surface of

the causeway will be constructed of suitable granular material, which may be locally-won or

imported.

A reinforced concrete abutment will then be constructed at the seaward end of the causeway. The

purpose of the abutment is to support the landward end of the first span of the approach jetty

structure. This abutment will constructed using conventional methods, involving excavation to the

formation level, placement of blinding concrete to obtain a working base at the level of the underside

of the abutment, placement of formwork and reinforcing steel cage and placement and compaction

of the concrete. Once the abutment has been completed, the construction of the jetty proper can

commence.

Jetty Arrangement

This phase of the works includes the preparation of the self-elevating platform (jack up barge (SEP)),

shallow draft barges, tugs and other marine equipment in readiness to perform the construction

activities. Preparatory work on this equipment is undertaken at various facilities depending on the

location of the equipment prior to mobilization.

Long lead time works is associated with the design and fabrication of temporary works as necessary

to suit the jetty bent construction requirements and some dolphin access needs. An experienced

designer shall be engaged to perform the engineering and provide certification of the designed

components.

In this case an over-the-top method is used to construct the jetty with a crane travelling over the

constructed bents (i.e. jetty support structures). The crane will traverse on purpose built crane

girders that span between the bents. The associated piling system will utilise a cantilevered frame

supporting a pile leader in advance of and supported from the completed bents. Some temporary

foundations are required on land to anchor the piling framing for construction of the first bent

(following completion of the abutment).

The SEP Fuji (see Plate 2-3) is supplied with its piling gate system as currently designed for pile

driving activities. Access onto the SEP is from marine craft via the current designed landing access.

Plate 2-3 Typical Self Elevating Platform, Fuji


2-56

It is anticipated that the temporary works engineering and fabrication phase will occur over a period

of four to five months prior to commencement of jetty construction.

2.7.4.2 Over-the-Top Construction

The jetty construction is performed with an over-the-top method. Marine access in the tidal zone is

not suitable for floating equipment. The use of a SEP or floating barge and crane will construct some

of the jetty bents where accessible from the water to reduce the program duration. Consequently all

over-the-top build shall be serviced from the landward side.

Commencing from the abutment the piling frame is placed on land with the leader positioned out to

the first bent (cantilevered). Temporary restraint on land is required to stabilise the piling frame

during pile driving. A gangway is placed onto the completed bent for access to complete welding

and painting activities.

The spanning crane girders are then positioned onto the headstock and the crane driven out onto

the girders. The piling frame is repositioned in front of the crane cantilevering over the headstock

and secured to the crane girders for stability to drive the next pile set. The following bent

construction diagrams details a typical bent being built.

With the pile frame set and gates surveyed each pile is delivered along the roadway and pitched (off

the back of the transporter) directly into the pile gate. The second pile is similarly delivered and

pitched. The pile hammer is supported on the temporary structure (cradle in the vertical position).

It is attached to the crane and set onto the first pile. Each pile is in turn driven home to the specified

set (see Figure 2-24).

Figure 2-24 Bent construction sequence step 1

Utilising the access on the pile leader the piles are surveyed and marked for cutting. They are cut

and prepared for welding. The headstock is installed (suitable locators are attached to the headstock

stubs for ease of placement and alignment. The weld set up for the pile is prepared as per the

qualified weld procedure specification and the headstock welded out as per the qualified weld

procedure (see Figure 2-25).


2-57


Once completely welded and the non-destructive testing (NDT) satisfactorily completed the

painting access platform is installed to the headstock (to allow the provision of suitable

encapsulation). The piling frame is withdrawn to clear the headstock and lifted out. It is placed

behind the crane and stored on the temporary works. A temporary gangway is installed to the

headstock and the headstock platform encapsulated. The paint repairs are performed. The access

platform is removed and preparations made to relocate for the next span (see Figure 2-26).


Each crane beam is dismantled and relocated to the newly completed headstock and secured. A

temporary gangway is installed before the last girder is removed to maintain access at all times (see

Figure 2-27).


2-58


The permanent deck steelwork is installed in the space vacated due to the crane girder relocation

and the concrete deck units installed. Now the next bent construction can proceed with access

available for the next set of deliveries (see Figure 2-28).


The piling frame is then re-installed into the working position and the next set of piles delivered for

pitching (see Figure 2-29).


2-59


The process continues repeatedly until all the bents are completed (see Figure 2-30).


The construction of the jetty’s last five bents, the loading head and the dolphins are undertaken with

the SEP. From the Project developed/utilised RoRo facility the materials and equipment are loaded

onto a shallow draft barge for delivery to the SEP work front.

Commencing with the jetty bent closest to shore (that the SEP is intended to construct) each of the

five bents is constructed progressively outwards toward the loading head followed by the loading

head bents. The shallow draft barge shall be loaded with all the materials required to complete a

bent. Relocation of the SEP shall be via anchors and on-board winches. Whilst relocating the SEP,


2-60

the shallow draft barge is towed back to the RoRo facility for loading of the next bent materials and

returned ready for constructing the subsequent bent.

For each bent construction and each dolphin pile construction the SEP is to be relocated. Each pile

is driven independently (as per the leader design) with the pair driven followed by the installation

of the access platform. From here the piles are surveyed and cut to length and profiled for welding.

The headstock is placed (complete with locating stubs) and surveyed for correct position. Once

correctly set the pile joints are tacked in position around the pile prior to weld out (in accordance

with the Project approved qualified weld procedure). When completely welded and the NDT

completed, the platform is encapsulated and protective coating repairs completed. The SEP is

relocated following welding to the next bent set up position. A gangway access is installed once the

SEP is relocated to allow completion of the painting activities.

The construction sequence entails working on a maximum of two bents to maintain crane reach for

deck unit installation two spans in a rear. The loading head is similarly constructed (12 m x 12 m)

with one SEP set up per bent.

Having completed the jetty end bents and loading head structure the SEP is relocated and set for

dolphin construction. Starting from the loading head, construct the dolphin piles progressively

working in one direction out to the end dolphin. Complete in one direction and then relocate to the

other side of the loading head and continue process until all dolphins completed (see Figure 2-31).

Figure 2-31 Dolphin construction using SEP

The construction of each of the dolphins will be occurring using the following general principle:

Locate SEP (performed with on-board winches on anchors);

Drive first pile in bent group;

Using access from pile gate weld cap plate with bollard installed (pre-welded);

Install fender clamp with fender cone pre-installed;


2-61

Install bolt on dolphin access from loading head deck;

Relocate SEP to next dolphin and provide access (SEP to previous dolphin);

Install painting platform to dolphin and perform paint repairs;

Prepare to drive second dolphin pile; and

Repeat above process until all dolphins are completed (see Figure 2-32).

Figure 2-32 Completed dolphin

2.7.5 Roll On/Roll Off Facility

The construction sequence and methodology for the RoRo facility will commence with the testing of

mangrove mud for potential acid sulfate soils (PASS) prior to the commencement of construction. If

PASS is confirmed implement requirements of the Acid Sulfate Soils Management Plan (ASSMP) (i.e.

treated with lime to neutralise the acid sulphate potential). Refer to Chapter 4 – Land for further

discussion on the management of PASS.

Clearing of mangroves will occur initially by hand with silt fences installed on stakes on the

perimeter of the ramp works. The initial area of inshore mangroves will then be cleared from on-

land using a swamp dozer at low tide. This will include excavating a small volume of material from

below the low tide zone. Mangrove mud will be excavated and replaced with a gravel fill at low tide.

Mangrove mud will be taken ashore and managed in accordance with the ASSMP. An example of a

typical onshore management area for PASS is shown at Plate 2-4.


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Plate 2-4 Typical onshore management area for PASS

Imported clean rock fill will be used in order to limit the requirement for compaction, to limit

settlements and to reduce the generation of fine material (sediments) that will cause turbidity

during construction. This process will continue until the toe of the ramp has been reached. Beyond

the location of the toe of the ramp, the mangroves will be removed to allow barge access to the toe

of the constructed ramp. Filter cloth, reno-mattresses and crushed rock running surface will be

placed commencing at the seaward end of the ramp and moving landwards. The reno-mattresses

will be pre-filled onshore and lifted into place by a crane.

2.7.6 Ancillary Construction Requirements

2.7.6.1 Construction Water Requirements

Raw water will be required for the construction phase of the Project. Metro Mining’s Project has

been declared a Project of Regional Significance which allows Metro Mining to seek a water

allocation from the GAB. Metro Mining is currently in the process of applying for this allocation. On

receipt of the allocation Metro Mining will initiate the process to have a licenced well established

prior to the commencement of construction. Construction raw water will then be sourced from the

approved GAB allocation.

Separately, Metro Mining is in the process of applying for a water allocation to supply water from

the shallow aquifer. Once that water allocation is granted a bore will be constructed nearby to the

workers accommodation as a drinking water source. Given the quality of shallow aquifer water it is

not anticipated that that a water treatment plant will be required. Potable water will be monitored

and stored in compliance with the Australian Drinking Water Guideline 2011 (NHMRC and NRMMC,

2011). Potable water will initially be transported to site by logistics barge until the bore is

established in the shallow aquifer.


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2.7.6.2 Construction Materials, Plant and Equipment and Transportation

Quarry materials will be sourced from onsite deposits, typically located nearby to the haul roads.

This material has been assumed as being suitable for use in constructing the haul roads given it is

the same material that has been used previously on-site for the construction of the existing haul

roads and also the existing airstrip. The material is also used extensively throughout the Cape by

Cook Shire as part of road construction and maintenance activities. It is not anticipated that forestry

materials will be required by the Project. The exact location and suitability of the onsite deposits is

yet to be determined, although it is expected that suitable materials can be sourced from within the

Project area given the presence of existing borrow-pits associated with the previous kaolin mine.

Hazardous materials will be used and stored onsite during the construction of the mine. Hazardous

materials that will be used during construction include diesel fuels, lubrication oils, paints and

thinners, and protective coatings. Further details regarding the usage and storage are discussed in

Chapter 18 – Hazard and Safety.

All materials, plant and equipment will be delivered to the Project via barge. It is anticipated that

there will be 30 barges required to deliver various construction materials, plant and equipment over

the course of the construction phase. Loads will mostly be delivered from either the Port of Weipa,

Port of Karumba or the Port of Cairns. An assessment of the traffic and transportation is discussed

at Chapter 17 –Transport.

The Project will use standard construction equipment, general trade equipment and specialised

equipment as required.

2.7.7 Construction Waste Management

The management of the waste streams associated with the construction of the Project, in addition

to the operation and decommissioning, are discussed in Chapter 14 – Waste Management. Waste

material generated through construction will be separated into separate waste streams. Until such

time that an appropriate waste management system is in place at the site all construction wastes

will be removed from site by barge by appropriately licenced contractors to licenced recycling,

treatment and disposal facilities.

Once the site waste management system is established, compostable wastes will be retained on site

for composting for use as a soil improvement medium. Materials that can be recycled for use on site

will be retained in appropriately designed and designated storage areas. Non-compostable waste

(including regulated wastes) will be removed from site by barge by appropriately licenced

contractors to licenced recycling, treatment and disposal facilities. Waste generation from emissions

that will contribute to existing local air quality are discussed in Chapter 12 – Air Quality.

2.7.8 Construction Site Management and Security

2.7.8.1 Site Management

The Site Senior Executive (SSE) will be responsible for site management during the construction

phase. The SSE will be supported in this role by a senior site representative from the principal

construction contractor. The SSE will oversee the principal contractor during the construction of

the Project including monitoring the principal contractors’ performance to ensure that the

mitigation measures established for the construction phase are implemented and that construction

impacts and nuisance are minimised. A site Safety and Health Manager and a site Environmental

Manager will also be appointed by Metro Mining and will be present on the site during the

construction phase.


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2.7.8.2 Emergency Response

An Emergency Response Plan (ERP) will be implemented at the site as part of the overall Safety and

Health Management System (SHMS) prior to the commencement of construction activities. The

system will be modified as the site transitions into operations. The ERP will include specific

procedures aimed at identifying and minimising risks in an emergency response situation, address

rescue and escape procedures, provide for regular testing and review of emergency response

procedures and prescribe the requirement for routine auditing to ensure the consistency and

effectiveness of the system.

Designated first aid and emergency rescue facilities and equipment will be established at the site

prior to the commencement of construction and then will remain onsite throughout the life of the

Project. Appropriately trained personnel will be onsite at all times to implement emergency

response procedures when required.

Site safety inductions will include specific discussions in relation to emergency response procedures

for the site. This will include Standard Operating Procedures associated with rescue and escape

procedures in addition to onsite first aid resources and processes.

2.7.8.3 Access and Security

Access to the site will be via a manned gatehouse, during the dry season, at the RoRo facility and at

the airstrip when planes are scheduled to arrive.

Access to the site by visitors will be permissible under a strictly controlled system with defined

Standard Operating Procedures. The system will incorporate procedures to ensure visitors are fully

authorised to access the site, have satisfactorily completed site inductions and are registered into

the site SHMS. The site security system will be routinely reviewed to ensure procedures remain

current and continue to achieve security objectives.

2.8 Operations

2.8.1 Mining Method

The mining method for the Project will be open cut mining utilising front end loaders and trucks for

hauling. The material does not need any drilling and blasting; however, some ripping by dozers is

likely to be required. Front end loaders will be used for loading due to their high manoeuvrability.

Bauxite will be hauled to the product stockpile using road train trucks. Overburden material will be

initially stored ex-pit. In-pit overburden storage is expected to commence within the first six months

of production. The overburden volume is low for this deposit and it is not expected to represent an

issue in terms of waste storage or required capacity of mining equipment.

2.8.2 Mine Plant and Equipment

The mobile plant and equipment expected to be used for the Project’s construction and operational

activities, to support a maximum production rate of 5 Mtpa is shown at Table 2-10. All equipment

will be delivered and removed from site by barge through the RoRo facility proposed as part of the

Project.


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Table 2-10 Indicative plant and equipment

Year of Operation 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028

Mining

CAT 992 PIT 1 1 2 2 2 2 2 1 2 2 2 -

CAT 992 ORE - - - - - - - - - - - -

CAT 992 WASTE - - - - - - - - - - - -

CAT 992 ROM 1 1 1 1 1 1 1 1 1 1 1 -

ROM Screen 1 1 1 1 1 1 1 1 1 1 1 -

ROM Stacker 1 1 1 1 1 1 1 1 1 1 1 -

CAT 992 Port Loader 1 1 3 3 3 3 3 3 3 3 3 3 -

CAT 992 Port Loader 2 - - - - - - - - - - - -

Trucks

Ore Trucks 2 4 6 6 7 7 7 4 4 3 3 -

Scrapers 637 1 1 1 1 1 1 1 1 1 1 1 -

Ancillary

Grader 16M 1 1 2 2 2 2 2 1 1 1 1 -

D10 1 1 1 1 1 2 2 1 1 2 1 -

Water Truck 1 1 1 1 1 1 1 1 1 1 1 -

Service Truck 1 1 1 1 1 1 1 1 1 1 1 -

Fuel Truck 1 1 1 1 1 1 1 1 1 1 1 -

Support Machines

WA380 1 1 1 1 1 1 1 1 1 1 1 -

Lighting Towers 4 8 8 8 8 8 8 8 8 8 8 -

Roller 1 1 1 1 1 1 1 1 1 1 1 -

Crane 1 1 1 1 1 1 1 1 1 1 1 -

Dewatering Pumps 3 3 3 3 3 3 3 3 3 3 3 -

2.8.3 Operation

The bauxite resource is contained in BH6 West (MLA 20689), BH6 East (MLA 20688) and BH1 (MLA 20676) (see Figure 2-3).The anticipated annual production rates are shown in Table 2-11 and presented in Figure 2-33 (total production schedule) and Figure 2-34 (production schedule by pit). The mine may be extended as a result of further exploration activities at the site and subsequent optimisation of the mine plan to reflect increased reserves.

Table 2-11 5 Mtpa mining schedule

Year 2017 2018 2019 2020 2021 2022

Total Ore 1,072,922 4,034,009 4,950,002 4,950,005 4,950,003 4,950,000

Total Waste Volume 180,666 351,696 308,774 393,386 478,723 473,829

Total Ore BH1 - 2,730,351 4,950,002 4,950,005 4,950,003 4,950,000

Total Waste Volume BH1 - 211,977 308,774 393,386 478,723 473,829

Total Ore BH6 1,072,922 1,303,658 - - - -

Total Waste Volume BH6 180,666 139,719 - - - -

Year 2023 2024 2025 2026 2027 2028

Total Ore 4,895,777 4,927,367 4,950,005 4,950,008 4,498,720 -

Total Waste Volume 779,134 570,107 531,376 673,673 795,858 -

Total Ore BH1 4,895,777 140,017 - - - -

Total Waste Volume BH1 779,134 15,993 - - - -


2-66

Year 2023 2024 2025 2026 2027 2028

Total Ore BH6 - 4,787,351 4,950,005 4,950,008 4,498,720 -

Total Waste Volume BH6 - 554,114 531,376 673,673 795,858 -

Figure 2-33 Estimated total annual DSO bauxite production rates

Figure 2-34 Estimated annual DSO bauxite production rates for each pit

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2-67

2.8.4 Mining Sequence

Construction is planned to commence in April 2017, following the receipt of all necessary

environmental approvals. Detailed design and construction is estimated to take seven months. The

indicative mine development sequence is shown at Figure 2-35. The first shipment of bauxite is

planned for October 2017.

The following summarises the operational process for mining and shipping the bauxite:

Removal of vegetation. This will occur progressively ahead of operations to ensure that the

disturbed areas are minimised prior to each wet season. Prior to clearing, any trees that are

suitable for reuse as nesting or tree hollow sites will be marked and individually felled and

stored. Once cleared, vegetation will be inspected by environmental staff to identify vegetation

suitable to be placed directly onto rehabilitated areas to provide initial habitat and assist with

soil erosion control purposes. Some vegetation may also be wood-chipped to provide base

organic material for a trial composting process (see Chapter 14 – Waste Management).

Vegetation that is not used in the rehabilitation or waste management processes will be

windrowed and burned, with the burnt material incorporated into topsoil stockpiles.

Removal and storage of topsoil. Following clearing, topsoil will be collected where available

and either used directly for rehabilitation purposes or placed into clearly marked topsoil

stockpiles. This material will then be progressively replaced onto the post-mining rehabilitation

landform. The mine plan will be designed to maximise the amount of topsoil that can be placed

directly, without stockpiling.

Removal of overburden. Overburden thickness varies between 0.2 to 0.6 metres (m) over the

majority of the deposit. Select areas of BH1 have overburden thickness of between 0.8 to 1.5 m

and in some areas in BH6, the thickness varies between 0.6 to 1.0 m. The overburden is generally

low in nitrogen, phosphorus and total organic carbon. Total iron concentrations are high and

give the rich red soil colour observed during onsite surveys. Soil salinity is low and pH was

generally within the neutral range. The soils were typically not dispersive as the exchangeable

sodium percentage was below the limit of reporting (<0.1%). For the initial operation,

overburden material will be stored in temporary stockpiles, before being pushed back into the

post-mined area. All overburden that is removed before mining will then be progressively

deposited in the mined out areas.

Bauxite excavation. Final equipment details will be determined by the contract mine operator;

however, excavation of the bauxite is expected to utilise CAT992K front end loaders with 12 m3

bucket capacity. The excavated ore will be hauled using “Pit Hauler” trucks that have three

trailers with a total capacity of 200 t. No drilling or blasting is required and most of the ore will

be free dug. Some ripping may be required in areas of cemented bauxite.

Screening. In-pit screening of the bauxite before transporting to the product stockpile is

required to eliminate oversize material and remove organic material. Organic material will be

retained at the mining area and either burned with the stripped vegetation or returned into the

rehabilitated areas.

Transport of product material. Once in-pit screening is completed, ore will be transported by

haul truck to the product stockpile located at the MIA.

Stockpiling. Product bauxite will be stockpiled to a maximum height of 18 m using stackers with

dozer push out if required. Two product stockpiles will be within a 120 m x 150 m area holding

a maximum of approximately 240,000 t at any time.


2-68

Barge loading. Barges will be moored to piles in the river and loaded via a conveyor. The

conveyor gantry from the barge to shore will be supported by piles. The total length of the

conveyor will be approximately 550 m of which approximately 100 m will be causeway and the

remaining 450 m consisting of the jetty and loading head/berthing area. A conceptual design of

the BLF is shown in Figure 2-19.

Barge transport. Barges will be towed by tugs from the loading point to the transhipment

location, approximately 12 km from the mouth of the Skardon River. Six temporary mooring

buoys (four for barge and tugs and two for the floating shiploaders (commencing from year

three)) will be located in the river, downstream of the BLF. A single day mooring will be located

offshore immediately to the west of the river mouth to assist barges in transit.

Transhipment. OGVs will anchor within 12 km offshore from the Skardon River mouth in a

designated area. Under-keel depth in the transhipment area will be between 10-12 LAT to enable

loading during all tidal stages. During years 1 and 2 barges will be unloaded using cranes on

board the OGVs. During years 3 to 12 two floating cranes will be moored at the transhipment

location and will transfer bauxite from barges to the OGVs.

Sediment control in mining areas. Sediment control requirements will be ongoing and

integrated into mine planning. Sediment control will include measures to keep surface water

flow out of the mining areas as well as control runoff from the areas. With mining operations

carried out only in the dry season, the risk of significant water flow into or around the mining

operations is minimised. Pits will be designed to ensure that suitable containment measures are

in place at the start of the wet season.

Dust control. Dust will be maintained using water trucks on the haul roads and in-pit. Water

trucks and sprays will be deployed in the stockpiling, conveying and industrial area as required.

Rehabilitation of mined out areas. Mined areas will be progressively rehabilitated to meet

agreed final land use criteria. Overburden material will be placed and shaped, before being

covered with topsoil and any available composted material. Selected cleared vegetation may be

placed back onto the area to provide initial habitat and assist with soil erosion controls.

Rehabilitation may involve some direct seed placement. Where possible, locally sourced seed

will be spread across the rehabilitation area at rates that will be determined based on similar

rehabilitation projects with the selected species.

Final landform preparation. Final landform is dictated by the bauxite floor and the amount of

overburden replaced in the pit. In most areas this is expected to be stable with good drainage.

Where necessary additional excavation/earthworks will be carried out to achieve a suitable land

profile or drainage outcome. These additional works are standard for mining operations and will

be readily achieved using existing mining equipment.

The mine plan will be periodically reviewed may be subject to change. Changes may require

progressive approval and will be identified in the Plan of Operations process.


(MLA 20689)

BH1 MLA boundary(MLA 20676)

BH6 East MLA boundary

(MLA 20688)

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Figure 2-3

Mine development sequence



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Barge Loading Area

Watercourse

Haul Road

Accommodation Camp

Metro Mining Mine Lease Area

DATA SOURCEMEC Mining, 2015;


(Geofabric) PRODUCT SUITE V2.1.1 DRG Ref: BES150115-024-R1_MINE_S

DESIGNER CLIENT

1:55,000Scale @ A3 -

-DESIGNED

CHECKED -

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Haul Road

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2-70

2.8.5 Product Handling

ROM bauxite will be screened in-pit prior to being delivered to the product stockpile area by side

tipping trucks and dumped on the stockpile pad. The screens will be designed to remove organic

matter (tree roots etc.) and separate larger lumps of cemented bauxite. Bauxite will be passed

through a screen to reduce the top size to minus 100 mm. The screened bauxite ore will then be

stockpiled in-pit as final product. The bauxite is of direct shipping quality and as such no

beneficiation is required. Bauxite will be picked up from the product stockpile by front end loaders

and dumped into hoppers feeding the stacking circuit.

Screens and conveyors will be mobile with a through capacity between 800 t/hr and 1,200 t/hr.

Power will be provided by direct drive diesel engines or by electric motors powered by diesel

generators. Dust control will involve road tankers to dampen the stockpile pad and MIA and low

volume water sprays at dust generating points and over the product stockpiles.

Product bauxite will then be delivered to the MIA by haul truck and unloaded to the product

stockpiles. Bulldozers and front end loaders will be used to load bauxite from the product stockpiles

to the barge loading conveyor. The conveyor will have a belt width of nominally 1,500 mm and

approximate operating speed of 4 metres per second (m/s), and will transfer product at

approximately 1,500 t/hr from the stockpiles into the barge.

To minimise dust generation during barge loading the following features have been included into

the design of the BLF:

The jetty conveyor shall have covers and/or spill catch extensions;

Elevated sections will include a floor under the gantry structure, with down pipes reporting to

the sump pit at regular intervals;

Conveyors will be fitted with idler wind guards, to minimise wind effects on belt and associated

spillage;

Primary and secondary scrapers, along with belt washing, will be provided at conveyor head

ends;

Transfer chutes shall be fully enclosed, along with skirting; and

The jetty conveyor will be located on a concrete deck (which is curbed) so any spillage can be

collected and removed by operations.

The BLF will also include a luffing and partially slewing barge loader. The BLF will have a basic head

chute or deflector to channel the product to the barge and will luff to keep the discharge at a minimal

height from the pile on the barge. This approach will further mitigate dust generation and will

mitigate the potential for spillage during the barge loading operations.

The Project will operate a small fleet of barges and tugs to carry the bauxite from the river berth to

an OGV lying offshore. The fleet is anticipated to comprise of approximately six barges, three ocean

going tugs and two assist tugs and one crew boat. The barge design is expected to be shallow draft

barges (without their own means of propulsion) and these will be either pushed or pulled by the

tugs.

The vessels will all comply with applicable Australian Standards and Maritime Safety Queensland

requirements and will be registered as such. Refuelling of the tugs will take place either at the BLF


2-71

with fuel piped from the shore installation, in which case the mine’s fuel loading and unloading

protocols will be followed, or the tugs will refuel at a commercial installation in Weipa.

2.8.6 Barge Operations

Bauxite transportation will be via barge through the Skardon River and will occur 24 hours per day

during the eight to nine month operational period. Barges with a capacity of approximately 3,000 t

(see Figure 2-36) will be used in year one to deliver 1 Mtpa and from year two onwards barges with

a capacity of approximately 7,000 t (see Figure 2-37) will be used to deliver up to 5 Mtpa to awaiting

OGVs.

Barge dimensions are approximately 80 m length, 20 m beam to a maximum of 90 m length, 30 m

beam and draft up to 3.5 m depending on the payload. Barge loading will be carried out using a

stationary conveyor transferring the ore from the product stockpiles to the barge.

Figure 2-36 Indicative barge specifications for year 1 operations


2-72

Figure 2-37 Indicative barge specifications for year 2 to 12 operations

Each barge will be loaded taking into consideration potential navigational limitations at the time of

loading. Where loading occurs during periods of low water, barges will be light-loaded to retain

sufficient under keel depth. Conversely, during periods of high water, barges will be heavy-loaded

(but still within design specification of the barge) to cater for greater under keel depths. It is

expected that transit at the river mouth will be limited for approximately seven hours a day during

low tide. The Project feasibility has taken into consideration these restrictions and has designed the

barge system such that bed-levelling or dredging is not necessary.

The anticipated annual barge movements through the operational life of the Project are:

Year 1 – There will be approximately 333 barge movements loaded and the same return giving

an approximate total of 666 barge movements to deliver 1 Mtpa. This equates to approximately

six barge movements (including both out and return) daily over the initial operational period of

100 operational days in the first operating year after construction (i.e. three to four months of

operation prior to wet season);

Year 2 – There will be approximately 667 barge movements loaded and the same return giving

an approximate total of 1,334 barge movements to deliver 4 Mtpa. This equates to approximately

six barge movements (including both out and return) daily over the 240 operational days (i.e.

eight months per year operations); and

Years 3 to 12 – There will be approximately 833 barge movements loaded and the same return

giving an approximate total of 1,666 barge movements to deliver 5 Mtpa this equates to

approximately seven barge movements (including both out and return) daily over the 240

operational days (i.e. eight months per year operations).


2-73

Sufficient numbers of barges will be placed in service to provide for the maximum requirement

during the expected operating year. Barges will be loaded upon arrival at the BLF at a proposed rate

of 1,500 t/hr.

Shallow draft tugboats (see Plate 2-5) will standby with the barges during loading. Barges will then

be delivered to the transhipment location where they will be discharged to the awaiting carrier.

During year one barges will be unloaded using cranes on board the OGVs. During years 2 to 12, two

floating cranes (see Plate 2-6) will be moored at the transhipment location (via a single temporary

mooring) and will transfer bauxite from barges to the OGVs. The transhipment area has been

surveyed and is located away from any significant benthic habitats. Notwithstanding negligible

amounts of dust and spillage will be generated during the transhipment process and, with bauxite

being completely inert, it is anticipated that impacts to the environment from the loading process

will be low.

The shallow draft tugboats will pick up empty barges and return to the BLF. Shallow draft work

boats (see Plate 2-7) will be used for general support throughout maritime operations.

Plate 2-5 Typical shallow draft tugboat that will be used during barge operations


2-74

Plate 2-6 Example of a typical floating crane that would be use to transfer bauxite to the OGV

Plate 2-7 Shallow draft work boat

Metro Mining will monitor river depth and tidal stages at its loading location and at all critical

locations between the loading facility and downstream through the mouth of the Skardon River.

Barges will only be loaded to drafts that will adequately clear the shallowest areas of the Skardon

River. The tugboats will be of suitable design to clear the critical areas within the Skardon River at

their lowest operating draft. As volume increases, barges and tug boats will be added to the fleet to

accommodate the increased tonnage.


2-75

Bauxite will be shipped to overseas markets via a combination of Supramax (see Plate 2-8),

Ultramax (see Plate 2-9), Panamax (see Plate 2-10) and Mini Capesize (see Plate 2-11) Class Vessels.

Geared Supramax and Ultramax class OGVs will be used during year one and until such time that the

floating crane system is established. Once the floating crane is operational all four classes of OGV

will be utilised. Dependent on the class of OGV, loading will take approximately four to six days,

requiring between 15 to 20 loaded barges to complete each cargo. A summary of the dead weight

tonnage and load draft requirement is shown in Table 2-12.

The locations of the indicative OGV anchorage areas is shown in Figure 2-38.

Table 2-12 OGV class specifications

OGV Size Geared (cranes) DWT Capacity Loaded Draft (m)

Supramax Yes 50,000 - 60,000 12.8

Ultramax Yes 60,000 – 65,000 13.3

Panamax No 60,000 – 85,000 14.5

Mini Capesize No 100,000 - 120,000 14.5

Plate 2-8 Supramax Class OGV


2-76

Plate 2-9 Ultramax Class OGV

Plate 2-10 Panamax Class OGV


2-77

Plate 2-11 Mini Capesize OGV

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MLA 20676BAUXITE HILLS 1

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(BH6 WEST)

MLA 20688BAUXITE HILLS

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Figure 2-38Indicative OGV anchorage area



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Legend!! Shipping Route

WatercourseLimit of Coastal WatersAccommodation CampHaul RoadPit ExtentsMine Lease AreaSkardon River Port LimitsSkardon River Pilotage Area

West Cape York Commonwealth Marine ReserveMultiple Use ZoneSpecial Purpose Zone

DATA SOURCEMEC Mining; 1sSRTM v1.0 Geoscience Australia 2011;

Australian Government, Department of the Environment; QLD Government Open Source Data;

Australian Hydrological Geospatial Fabric (Geofabric) PRODUCT SUITE V2.1.1 DRG Ref: BES150115-002-R1_PACE_Rfs

DESIGNER CLIENT

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Barge Loading Area

Haul Road

Haul Road

Accommodation Camp

03/05/16

Camp Access

Road


2-79

2.8.6.1 Logistic Barge Operations

It is anticipated that a single logistics barge will be required each week during the operation of the

mine. The barge will be used to transport materials to site and take waste material from site on the

return transit. The logistic barges will be approximately 40 m in length with a maximum draft of

between 2.4 m (see Plate 2-12).

Plate 2-12 Logistics barge loaded with mining equipment

A double skinned transport barge will deliver approximately 200,000 litres of fuel each week to the

Project. Fuel will be transferred, generally coinciding with the high tide, via a pipeline connected to

the BLF to the fuel farm. A typical general arrangement of a double skinned transport barge is shown

at Figure 2-39.


2-80

Figure 2-39 Indicative general arrangement of a double skinned barge


2-81

2.8.6.2 Barge Mooring

When not in use the barges will be moored in the Skardon River clear of other river traffic. The base

case will include four sets of pile type moorings (consisting of two piles) for each tug and barge set

and two sets for each of the two floating cranes. Piles are planned to be removed at the end of mine

life. A schematic of the mooring and barge is shown at Figure 2-40 and indicative locations of the

moorings are shown at Figure 2-41. The location has been selected due to the width of the river and

area of reduced wave fetch during a cyclonic event.

The moorings will be designed to withstand cyclones (cyclone rated) and tugs and barges will be

secured to these moorings during the wet season. An indicative layout is shown at Figure 2-42.

Mooring pile parameters (i.e. pile size, diameter, spacing requirement, and required working load)

will be determined as part of detailed design work that is underway. Similarly hawser parameters

will be confirmed as part of the final design of the moorings.

A separate single “day mooring” will be established in offshore water between the mouth of the

Skardon River and the OGV loading area. The structure of the mooring will be like any other

standard mooring comprising a single weight with a buoy attached. The mooring will be of sufficient

design to be able to withstand 30 knots and 2 m seas only. The mooring will not be used in conditions

outside of the design parameters.

A pre-clearance survey will be undertaken of the seabed prior to the placement of the mooring to

ensure the mooring is positioned in an area clear of reef structures. An indicative design of the day

mooring is shown at Figure 2-43.

Figure 2-40 Schematic of mooring and barge

Airport Strip

Haul Road

Accommodation Camp

BH6 EastMLA boundary

(MLA 20688)Camp

Access Road

Haul Road

BH1 MLA boundary (MLA 20676)

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Figure 2-©COPYRIGHT CDM SMITHThis drawing is confidential and shall only be used


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Pit Extents

Mine Lease Area

Accommodation Camp



(Geofabric) PRODUCT SUITE V2.1.1 DRG Ref: BES150115-002-R2_PROJ_INFRA

DESIGNER CLIENT

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21/10/15

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142°3'39.648"E11°44'41.983"S

142°3'58.611"E11°44'50.543"S

142°3'57.718"E11°44'52.548"S

142°3'38.755"E11°44'43.987"S

Floating Crane Moorings

Tug and BargeMoorings


2-85

2.9 Workforce

Due to the poor 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 and/or Weipa) to the Project area on a

daily basis. Therefore the workforce will be 100% fly-in fly out (FIFO).

In response to the Infrastructure, Planning and Natural Resources Committee Report No. 9 Inquiry

into fly-in, fly-out and other long distance commuting work practices in regional Queensland, the

Queensland State Government detailed a range of measures to be adopted. These measures will be

released later in 2016 as part of the Government's broader policy framework for FIFO and included

inter alia:

Workforce plans that maximise the opportunity for local workers to get jobs;

Workers to live in local existing housing, or in purpose-built villages, where there is community

support; and

Accommodation that provides a safe, clean and healthy environment for workers.

Metro Mining’s approach to a 100% FIFO workforce does not contravene the Government response

to prevent 100% FIFO projects. Metro Mining is seeking to maximise local and Indigenous

employment; it is simply the lack of suitable road infrastructure, access and distances from

townships that determines the requirement for FIFO. The Project’s FIFO workforce will be

transported to the site by air and will be housed in the accommodation camp in the Project area.

Approximately ten flights per week during construction and three flights per week, assuming 40

seater planes, will be required for the FIFO workforce during operations.

Charter flights will be arranged from Cairns directly to site, or going via Weipa. Should there be

sufficient demand, charter flights will be arranged between Cooktown, Bamaga and the Project site.

Aircraft would use the Northern Peninsula Airport, which services all communities in the Northern

Peninsula Area for flights into and out of Bamaga. Cook Shire Airport will be used for flights into and

out of Cooktown. Mapoon airstrip is not considered to be suitable for a 40 seater aircraft; however,

there is potential that smaller aircraft could use this airstrip. Charter flights are expected to go via

Weipa to refuel and collect passengers which could include workers from Mapoon.

The Project will operate over two 12 hour shifts per day for approximately eight months of the year

and is expected to employ up to 254 employees during peak operations. Indicative workforce

requirements shown in Table 2-13; however, final numbers will be confirmed once the mining and

maritime operations contractors have been selected.

Table 2-13 Indicative Project staffing numbers

Year 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027

Grand total 138 240 251 251 254 254 254 240 243 243 240

Contractor Numbers 34 65 76 76 79 79 79 65 68 68 65

Loader Operator 9 15 18 18 18 18 18 15 18 18 18

Road Train 3 12 18 18 21 21 21 12 12 9 9

Scraper 2 3 3 3 3 3 3 3 3 3 3

Dozer Operator 3 3 3 3 3 3 3 3 3 6 3

Grader 2 3 3 3 3 3 3 3 3 3 3

Service Truck 2 3 3 3 3 3 3 3 3 3 3

Water Cart 1 3 3 3 3 3 3 3 3 3 3


2-86

Year 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027

Grand total 138 240 251 251 254 254 254 240 243 243 240

Contractor Numbers 34 65 76 76 79 79 79 65 68 68 65

Fuel Truck 1 2 2 2 2 2 2 2 2 2 2

Maintenance 3 10 12 12 12 12 12 10 10 10 10

Maintenance Supervisor 1 3 3 3 3 3 3 3 3 3 3

Site Manager 1 1 1 1 1 1 1 1 1 1 1

Supervisor 2 3 3 3 3 3 3 3 3 3 3

Surveyor 1 1 1 1 1 1 1 1 1 1 1

Survey / Planner 1 1 1 1 1 1 1 1 1 1 1

HSE 1 1 1 1 1 1 1 1 1 1 1

Admin/HR 1 1 1 1 1 1 1 1 1 1 1

Metro Management 9 9 9 9 9 9 9 9 9 9 9

SSE 1 1 1 1 1 1 1 1 1 1 1

Survey 1 1 1 1 1 1 1 1 1 1 1

Health and Safety Manager 1 1 1 1 1 1 1 1 1 1 1

Environment Manager 1 1 1 1 1 1 1 1 1 1 1

Admin and HR 1 1 1 1 1 1 1 1 1 1 1

Survey / Geologist 1 1 1 1 1 1 1 1 1 1 1

Community Liaison Officer 1 1 1 1 1 1 1 1 1 1 1

Accountant 1 1 1 1 1 1 1 1 1 1 1

Marketing 1 1 1 1 1 1 1 1 1 1 1

Shipping 1 1 1 1 1 1 1 1 1 1 1

Marine Personnel 80 140 140 140 140 140 140 140 140 140 140

Panel 1 40 70 70 70 70 70 70 70 70 70 70

Panel 2 40 70 70 70 70 70 70 70 70 70 70

Camp Personnel 14 25 25 25 25 25 25 25 25 25 25

Panel 1 6 11 11 11 11 11 11 11 11 11 11

Panel 2 8 14 14 14 14 14 14 14 14 14 14

2.9.1 Workforce Management

Metro Mining is continuing to develop workforce management plans and strategies and will

continue to do so as Project planning and engagement with stakeholders progresses. The

composition of the workforce and the source of workers will not be known until recruitment

commences. No positions within the Project are to be specified as being resident or non-resident

with all positions open to the ‘right’ candidate, wherever that person may reside.

The action plan for workforce management provides the flexibility for the changing labour markets

as a result of other projects. In further developing and implementing the action plan, Metro Mining

is committed to working with stakeholders to achieve the objectives of the plan.

Metro Mining has finalised an Ancillary Agreement with both Native Title Parties. The Ancillary

Agreement includes a Cultural Heritage Management Agreement (CHMA) which covers the

protection and management of all Aboriginal Cultural Heritage in the CHMA Area for the purposes

of the proposed mining and transhipment activities, agreed actions in relation to employment


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opportunities for both parties. These agreed employment actions will be incorporated into the

workforce management plans and strategies.

2.9.1.1 Construction Phase

Recruitment and management of the workforce during the construction phase will largely be the

responsibility of contractors and subcontractors appointed to undertake various components of the

Project. Metro Mining will include in the contract the requirement to meet any social or employment

commitments that have been made. The contracting strategy for the construction phase is still being

developed, however, contractors will be required to have recruitment and training programs in

place, along with an employment policy. Contractors and subcontractors will be required to report

on the following information which is regularly requested by the Office of Economic and Statistical

Research through the Queensland Treasury mining employment survey:

Number of employees, contractors, subcontractors;

Local government area of usual place of residence, plus postcode of usual place of residence;

Name of contractor, subcontractor, and number of personnel for each working on the Project;

Number of workers involved in each of the construction, operation and scheduled maintenance

activities;

Types of accommodation assistance provided to employees, contractors and subcontractors, if

any (such as: subsidised housing, accommodation camp, temporary accommodation, commercial

accommodation and other accommodation); and

Number of workers in each type of accommodation.

All contractors engaged by the Project will be encouraged to utilise Australian and Queensland

Government skills and training programs where possible, including the Australian Apprenticeship

Program.

2.10 Rehabilitation and Decommissioning

Rehabilitation and decommissioning will occur progressively during mining. Mined areas will be

progressively rehabilitated to the agreed final land use. Metro Mining aims to return the land to a

sustainable land use that requires minimal maintenance, supports the native flora and fauna and

protects downstream water quality. The rehabilitation and decommissioning process is described

in further detail in Chapter 4 – Land.


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2.11 ToR Cross-reference

Table 2-14 ToR Cross-reference – project description

Terms of Reference Section of the EIS

6. Project Description

Proposed Development

6.1 The EIS must describe and illustrate at least the following specific information about the proposed project:

the project’s title Section 2.1 – Project Overview

the project, its objectives, and expected capital expenditure Section 2.5 – Project Needs and Alternatives rationale for the project

the nature and scale of activities to be undertaken and whether it is a greenfield or brownfield site

Chapter 2 – Description of the Project

the regional and local context of the project’s footprint (with maps at suitable scales)

Section 2.2 - Location

relationship to other major projects (of which the proponent should reasonably be aware)

Chapter 1.3.1 – Inter-related Projects

the workforce numbers to be employed by the project during its various phases, where personnel would be accommodated and, where relevant, the likely recruitment and rostering arrangements to be adopted

Section 2.9 - Workforce

the proposed construction staging and likely schedule of works. Section 2.7.2 – Construction Program

6.2 Describe and show on plans, at an appropriate scale, the proposed methods and facilities to be used for product storage and for transferring product from the processing facility to the storage facilities and/or from the storage facilities to the transport facilities.

Section 2.6 – Infrastructure Requirements

Section 2.7 – Construction

Section 2.8 – Operations

Chapter 4 – Land

Chapter 14 – Waste Management

Chapter 18 – Hazards and Safety

Note: Bed-levelling is not a proposed actions as part of the Project.

Descriptions should include all infrastructure elements appropriate to the project proposal, including haul and access roads, causeways, stockpile areas, chemical storage areas, camp, sewage treatment plant, waste storage facilities, barge loading facilities and any areas of bed levelling.

Include discussion of any environmental design features of these facilities including bunding of storage facilities.

Site Description

6.3 Provide real property descriptions of the project land and adjacent properties; any easements; any underlying resource tenures; and identification number of any resource activity lease for the project land that is subject to application.

Section 2.3.1 – Tenure

Section 2.3.2 – Site Access, Section 2.2.3 – Local Context

Key transport, state-controlled roads, rail, air, port/sea and other infrastructure in the region relevant to the project and to the site should be described and mapped.

Section 2.6. – Infrastructure Requirements

6.4 Describe and illustrate the topography of the project site and surrounding area, and highlight any significant features shown on the maps. Maps should have contours at suitable increments relevant to the scale, location, potential impacts and type of project, shown with respect to Australian Height Datum (AHD) and drafted to GDA94.

Chapter 4 – Land


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6.5 Describe and illustrate the precise location of the proposed project in relation to any protected areas, waterbodies, proposed buffers surrounding the working areas, and lands identified for conservation, either through retention in their current natural state or to be rehabilitated.

Chapter 5 – Terrestrial and Aquatic Ecology

Chapter 6 – Marine Ecology

Chapter 7 – Matters of National Environmental Significance

Appendix B2 – Aquatic Ecology Technical Report

Appendix B3 – Marine Ecology and Coastal Processes

Appendix C – Offsets Strategy

6.6 Where appropriate, describe and map in plan and cross-sections the geology and landforms, including catchments, of the project area.

Chapter 4 – Land

Chapter 11 – Flooding and Regulated Structures

Show geological structures, such as aquifers, faults and economic resources that could have an influence on, or be influenced by, the project's activities.

Chapter 4 – Land

Chapter 10 – Water Resources

6.7 Where appropriate, describe, map and illustrate soil types and profiles of the project area at a scale relevant to the proposed project.

Chapter 4 - Land Identify soils that would require particular management due to wetness, erosivity, depth, acidity, salinity or other feature.

Climate

6.7 Describe the site’s climate patterns that are relevant to the environmental assessment, with particular regard to discharges to water and air and the propagation of noise.

Chapter 3 - Climate

Climate information should be presented in a statistical form including long-term averages and extreme values, and any predicted changes associated with climate change, as necessary.

Chapter 3 - Climate

6.8 Identify the vulnerability of the area to natural and induced hazards, including floods, bushfires and cyclones.

Chapter 3 - Climate

Consider the relative frequency and magnitude of these events together with the risk they pose to the construction, operation and rehabilitation of the project.

Chapter 3 - Climate

Measures that would be taken to minimise the risks of these events should be described.

Chapter 3 - Climate

Proposed Construction and Operations

6.9 Describe the following information about the proposal, and provide mapping and concept/layout plans where applicable:

existing infrastructure (including existing marine / port infrastructure) and easements on the potentially affected land

Section 2.1 – Project Overview

the proposed extractive and processing methods, associated equipment and techniques


the sequencing and staging of activities Section 2.7.2 – Construction Program

the capacity of high-impact plant and equipment, their chemical and physical processes the chemicals or hazardous materials to be used


the locations, design and capacity of new or altered infrastructure necessary for the project at all stages of its development, including on and off lease areas

Section 2.1 – Project Overview

any on or off lease project activity, particularly a prescribed environmentally relevant activity

Chapter 2 – Description of the Project

supply of goods and services including likely procurement models for both the construction and operation phases

Chapter 16 – Social and Economic and Appendix H – Economic Technical Report

product markets, including shipping details, destinations, transhipment operations, export routes

Section 2.5 – Project Needs and Alternatives


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all pre-construction activities (e.g. vegetation clearing, site access, interference with watercourses and floodplain areas, including wetlands)


times of the year and hours of operation for proposed construction works Section 2.7.2 – Construction Program

the proposed methods and facilities to be used for product storage and for transferring product from the processing facility to the storage facilities and/or from the storage facilities to the transport facilities


Infrastructure; flood levees; telecommunications; power generation and transmission infrastructure; roads; sewerage treatment and disposal areas; waste disposal locations; and water supplies and distribution systems.

Section 2.6 – Infrastructure requirements



7. Critical Matters

This section sets out the scope of critical matters that should be given detailed treatment in the EIS. A critical matter is an aspect of the proposal that has one or more of the following characteristics:

Metro mining has noted all critical matters identified in the terms of reference and addressed these issues accordingly.

a high or medium probability of causing serious or material environmental harm or a high probability of causing an environmental nuisance

considered important by the administering authority and/or there is a public perception that an activity has the potential to cause serious or material environmental harm or an environmental nuisance, or, the activity has been the subject of extensive media coverage

identified (in a referral decision) as a specific controlling provision under the EPBC Act.

7.1 Critical matters for this project are:

land, flora and fauna (see section 8.2)

Chapter 4 – Land

Chapter 5 – Terrestrial and Freshwater Ecology



water quality (see section 8.4) Chapter 9 – Water Quality

coastal environment (see section 8.14). Chapter 19 – Coastal Environment

identified matters of state environmental significance (MSES) under the State Planning Policy (July 2014). See section 8.2.12.



matters of national environmental significance (MNES) (see Appendix 2).

Chapter 4 – Land




7.2 The final scope of critical matters will be determined by the administering authority when finalising the TOR. In the course of preparing the EIS, information may become available that warrants a change of scope.

Noted


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8. Assessment of Critical and Routine Matters

The following subsections list the critical and routine matters for resource projects, with (where applicable) a reference to the objectives defined in the EP Regulation. In some cases, not all the matters may be relevant, while in others the list may not be exhaustive. Where applicable, refer to the objective and achievements of the EP Act (section 3) to ensure ecologically sustainable development is achieved and the environmental objectives and performance outcomes as defined in schedule 5, part 3, tables 1 and 2 of the EP Regulation.

Ecological Sustainable Development is discussed in various chapters within the EIS.

Section 2.5 – Project Needs and Alternatives discusses design options that have been considered as part of the project development.

Other Chapters include Chapter 14 – Waste Manage, Chapter 7 – Matters of National Environmental Significance.

The EIS should give detailed treatment to matters that have been identified as critical. For each routine matter identified below, the level of detail should be proportional to the probable scale of potential impacts.

Chapter 4 – Land




Chapter 9 – Surface and Groundwater Quality

As a minimum, the proponent should supply sufficient information that confirms the risks and impacts are not significant.

Metro Mining believes it has provided sufficient information to confirm the risks and potential impacts are not significant.

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