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Integrated Land Management and Planning

Constitution Hill Quarry

Proposal

Supplement to DPEMP

Barry Leon Williams

Date Issue Circulation Organisation

23 February 2011 Draft 1 Robert Hazell HBG

23 February 2011 Draft 2 Adam Friend EPA

21 April 2011 Final Adam Friend EPA

CONSTITUTION HILL QUARRY PROPOSAL Final

Integrated Land Management and Planning | 2

Contents Supplement to DPEMP .................................................................................................................... 1

Section A Introduction: ........................................................................................................................... 3

A: Relevant Public Submissions........................................................................................................... 3

Section B: Introduction ......................................................................................................................... 25

B. Referral agency comments ........................................................................................................... 25

Section C: Introduction ......................................................................................................................... 28

C. Council comments ........................................................................................................................ 28



Section A Introduction:

A proposal to develop a quarry on Bob Howlett’s land at Dysart was advertised for public comment

on 6 November 2010. Representations were received by the Southern Midlands Council from local

community members and from local and state government agencies. The Environment Protection

Authority reviewed the representations and produced a document titled “Hazell Bros. Constitution

Hill Quarry, Dysart - Summary of Public, Agency and Council comments”.

The following sections respond to the representations made by the local community members

interested in the quarry proposal. The summary of the comment in red is followed by a short

statement either elaborating on information found in the Development Proposal and Environmental

Management Plan or introducing new information to address the comment.

A: Relevant Public Submissions

Environmental

Issue number

Issue Details

1 Alternative sites It is considered that the DPEMP fails to adequately define criteria for comparison of alternative sites in accordance with the Environment Protection Authority DPEMP General guidelines. It is thus considered that a proper assessment of alternative site is not carried out against clearly defined criteria.

2 Dolerite resource is widespread within the region and thus it is considered that a significant number of alternative sites for a quarry must be available

Following is a list of the criteria that were used to evaluate the alternative sites and comment on the

merits of the Constitution Hill site. The sites that were rejected through this process are not

described because the landowners and other interested parties may not wish to be identified.

Criterion Description Constitution Hill Site

Resource

Tenure Either Crown land or landowner that is interested in sharing in a quarry development.

Land is currently combined grazing and plantation forestry. Landowner keen for a complimentary development

Quality Dolerite, preferably massive with little fracturing to make consistent angular product.

Dolerite outcrop appears massive, drilling shows depth and consistency.



Overburden Overburden thin to make stripping economic and minimal wasted space in stockpiling.

Initial stages no overburden, latter stages overburden will constrain extraction.

Proximity Located close to existing and future markets. Adjacent to possible future road development.

Access Direct access to major transport corridor Private access to Harbachs Road then 200 metres to Midland Highway.

Access road arrangement

Tenure Access road should be covered by mining lease to provide surety of access rights

Single landowner has title to road reserve.

Visibility Where a new access road is required its visual impact should be considered

The access road will follow the existing alignment.

Gradient 10% or less to be comfortably negotiated by trucks.

Existing access less than 10 % for all but a short section that can be reconstructed.

Construction The surface and alignment should be easily maintained, few large cuttings or embankments

Existing road is well formed and constructed with no high cuttings or embankments.

Natural Values

Flora and fauna

Is stripping likely to affect threatened species, high conservation value vegetation communities or watercourses?

The quarry will disturb a small area of degraded woodland where the dolerite out crops. The balance is plantation and is already disturbed. No disturbance to the forest of Spences Hill will occur.

Are production activities likely to disturb sensitive species?

Quarry site outside recommended separation distances from recorded wedge-tailed eagle nests. (Status of nests confirmed by survey).

Can emissions from the activity affect natural habitats?

Runoff from access road must be managed to protect Bagdad Rivulet.

Aboriginal cultural values

Is it likely that stripping or the construction of stormwater control facilities will affect artefacts or significant sites?

Aboriginal camps more likely on the plains and through lower passes on softer ground. (Status confirmed by detailed ground survey)

European cultural values

Will the activities affect heritage sites or buildings through vibration or visual backdrop?

Historic buildings are located in Dysart on the opposite side of the Midland Highway.

Community

Public buildings

Are hospitals, schools, nursing homes located near to the site on access road?

The closest school is in Bagdad, well outside the area of influence.

Neighbours Are dwellings located closer than 1 kilometre to the proposed crusher site?

The nearest dwelling in other ownership is 1.7 kilometres distant. (confirmed by noise and blasting modelling)



Are dwellings located on the access route frontage likely to be affected by quarry traffic?

No dwellings in other ownership are located adjacent to the access route until after quarry traffic has merged with Midland Highway traffic.

Traffic

Traffic flow and safety

Will traffic generated by the quarry impact on the smooth flow of traffic on public roads

Only a very short section of Harbachs Road will be affected before quarry traffic merges with Midland Highway traffic through recently upgraded junction. (confirmed by traffic impact assessment)

Another site was investigated but failed because there was a significant risk of disturbing a

threatened species and potentially affecting breeding behaviour.

Two more sites were evaluated in the same region as the Constitution Hill site. One was rejected

because there was a risk of an adverse impact to heritage listed buildings and an historically

significant view field. Another was rejected because the only plausible access brought traffic too

close to dwellings on a small Council road.

3 Dust General concerns regarding dust nuisance

4 Effect of crystalline silica dust on human health and wildlife. The assertion that the dolerite would contain less than 1% crystalline silica queried. A level of 56% crystalline silica in continental flood basalt flows is referred to. The representor argues that the statement that there are no reports in the literature of individuals developing silicosis from non-occupational levels of silica dusts is in error. An article relating to silicosis caused by non-occupational exposure is referred to.

Mining activities (blasting, crushing screening and bulk earthworks) typically generate dust particles between 1micron (one thousandth of a millimetre) and 100 microns. Respirable dust is that portion less than 2.5 microns in size. Typically the proportion of dust generated by mining activities less than2.5 microns in size is around 2 to 5 percent. (Environmental Defenders Office (NSW), 2006)

Analysis of dust within the Proponent’s Leslie Vale crushing plant found that the respirable portion of the dust generated from processing dolerite rock had a maximum silica component of 7.5 percent (Injury Prevention Management, November 2008).

The overall proportion of respirable silica in the dust generated by the quarry is likely to be no more than 0.075 x 0.05 or 0.4 percent.

The literature referred to in the representation deals with environmental exposure to dust containing crystalline silica from natural sources, not dust generated from quarries.



5 Dust What constituents other than crystalline silica will be present in the dust?

Chemical analysis of dolerite is unwarranted

6 Dust No baseline dust sampling undertaken to compare impacts against. How can a goal of 2 mg/m2 be monitored without a baseline study?

The Dust Management Plan stipulates the establishment of a control gauge located in an area that will not be affected by quarry dust emissions (see Appendix 2 DPEMP). The background air quality will be affected by seasonal variation so unless gathered over a number of years baseline data will not be representative.

7 Dust No dust emission dispersion modelling undertaken.

The Environment Protection Authority is the responsible agency for regulating activities that can affect air quality. The EPA has not requested dust dispersion modelling for this proposal.

8 Dust Concerns raised regarding dust impact on Bagdad (including Bagdad Primary School and water supply).

At over 4 kilometres distant, the township of Bagdad is outside the area of influence for this proposal.

9 Dust Concerns raised regarding dust impacts on water quality.

Dust emanating from the quarry is made up of fine particles of dolerite rock The particles are inert and insoluble and cannot taint a water supply.

10 Dust A schedule of water quality monitoring for the life of the project considered necessary.

The Environment Protection Authority will receive reports from the Dust Monitoring Program. The EPA can call for an extension to the program if the deposition targets are exceeded within the first three years of operation.



11 Dust The target for dust deposition rate set by the proponent is considered too high, based upon calculation of total deposition rates and on exposure limits for respirable quartz. A deposition rate of 0.4 mg/m2 of silica dust per month is calculated by the representor and compared against an exposure limit of 0.1 mg/m3

Target is consistent with deposition targets elsewhere and consistent with other quarries. The deposition target of total dust above background per square metre cannot be compared with an exposure limit of a single component of the dust per cubic metre.

12 Blasting Landslip risks and the effects of blasting on sensitive geological features. Barren Rock and Devils Den are referred to as well as plans to realign the Midland Highway through Dysart. It is stated that past forestry operation resulted in noise nuisance and rock fall near Barren Rock.

Landslip hazard analysis and mapping shows the area west of the Midland Highway is prone to landslip, particularly in areas underlain by talus derived from sedimentary rock. Landslip is more often associated with a localised increase in hydrostatic pressure as a result of changed groundwater movement or a high intensity rain event.

An assessment of the risk of earthworks associated with the access road construction activities triggering a landslip is included in Part C and appears in this document as Appendix 4.

13 Blasting Not all residences on the eastern side of the Highway are identified. It is considered that failure to identify all residences including residences outside those identified as most sensitive to blasting may result in an inaccurate representation of the scale of the blasting impact.

The blast modelling and report has been prepared in accordance with industry best practice techniques. The report identifies those residences that are at most risk of an adverse environmental impact from ground vibration and air blast overpressure because of their proximity to the activity or topographic conditions. The modelling shows that impact at these residences does not approach or exceed acceptable levels. It can therefore be predicted that the impact at residences with a lesser exposure will also be within acceptable levels.

14 Blasting Blast modelling fails to take into account of the effect of wind.

The blast modelling and report has been prepared in accordance with industry best practice techniques. Weather effects such as temperature inversion, low heavy cloud cover and wind direction are taken into account in the blast design and blast planning hazard analysis and risk assessment.



15 Blasting As the land under conservation covenant is within area affected by ground vibration and airblast over pressure, the assertion that the conservation covenant will not be affected by the operation is queried.

The effects of air blast overpressure and ground vibration on native animals is poorly researched. Wedge-tailed eagles are known to be sensitive to disturbance at certain times of the year especially during breeding. For wedge-tailed eagles a blast is likened to a thunder clap, in that it is very short duration and although can startle is not necessarily threatening. Far more threatening to nesting wedge-tailed eagles are humans approaching their nest trees on foot. The eagles perceive this action to be a direct threat to their nest and when it occurs it can cause the eagles to abandon a nest for the season.

The conservation covenant land is on adjacent property, there will be a 10 metre wide buffer between the quarry and the land and no person will have any reason to enter onto that land from the quarry. The aerial survey conducted to establish the status of the wedge-tailed eagle nest trees in proximity to the quarry site also covered the conservation covenant land and failed to find a wedge-tailed eagle nest or many suitable potential nest trees (see DPEMP Appendix 7 and further comment in this document Appendix 2).

16 Traffic noise Noise nuisance generated by additional truck movements through Dysart. The impact of the dividing barrier on the Midlands Highway at Dysart in relation to the number of truck movements past residential properties is raised.

The proposal will make only a nominal contribution to the existing vehicle traffic on the Midland Highway passing through Dysart.

The impact on traffic movement associated with the proposal is covered in detail in Section 4.20 and Appendix 12 of the DPEMP.

A net effect is that vehicles travelling from the south must use the Clifton Vale Road junction to cross to the southbound lane before entering Harbachs Road and the quarry access road. Although this is not an ideal arrangement for accessing the quarry efficiently it will prevent any safety hazard associated with trucks standing in the passing lane on Constitution Hill waiting to make a right turn.

17 Traffic noise Noise nuisance generated by the use of engine brakes at Dysart. The representor points to DIER technical advice sheet N. 9 regarding the use of signs relating to the use of engine brakes in residential areas.

The Midland Highway is a major freight corridor for goods travelling north and south. A significant number of heavy trucks already use the Midland Highway at various times of the day. Any decision to install signage advising trucks against using exhaust brakes is the responsibility of the Department of Infrastructure Energy and Resources, Traffic and Infrastructure Branch.



18 Traffic noise The impact of different uphill and downhill speed limits on noise generated by additional traffic movements is raised.

Truck noise on the Midland Highway through the township of Dysart is addressed in Appendix 3 pages 2 and 3. This section reveals that the additional truck movements attributed to the quarry does not significantly affect predicted noise level L1018hr . The majority of trucks will approach the quarry empty from the south and leave laden towards the south. Given the manoeuvrers required at Clifton Vale Road it is unlikely that the trucks will be travelling at the speed limit through Dysart.

19 Traffic noise The impact of heavy loads being carried by vehicles on noise generated is raised.

The noise modelling and report has been prepared in accordance with industry best practice. The modelling uses the worst case conditions to evaluate the possible noise impact on residences located near to the quarry. The sound power level used for the source trucks at 115 dBA is considerably louder than the legal noise level of a truck exceeding 12 tonnes GVM, which is 103 dB(A). It should be noted that sound power level is measured in a logarithmic scale hence doubling the sound power level equates to an increase in 3 dBA. The findings of the report are very conservative and actual noise impacts are likely to be much less than predicted.

20 Traffic noise Concerns regarding noise nuisance at houses close to the Clifton Vale Road exit lane in Dysart Drive. The representor argues that there are 5 houses on Dysart Drive that may be exposed to noise at 60-65 dB as a result of additional truck movements associated with the proposal.

This issue is addressed Appendix 3 of this document. The assessment found that for receivers located 50 metres from the roadside “the additional quarry traffic does not significantly affect the 18hour L10 sound level”.

21 Traffic noise The use of Leq rather than Lmax to model the impact of noise from trucks is queried. It is argued that discrete truck noise is particularly disturbing and that individual trucks are significantly louder than the background traffic.

The noise modelling and report has been prepared in accordance with industry best practice.



22 Other noise General concerns raised regarding noise nuisance

In response to the community’s concern regarding exhaust brake noise from trucks the Proponent has made an extra commitment.

Proponent will ensure that all the heavy vehicles accessing the quarry, including sub-contractors vehicles, will have the latest proprietary exhaust silencing system.

Extra Commitment 1.

23 Other noise Noise sampling techniques and instrumentation calibration not provided.

All noise recording has been undertaken in accordance with industry best practice and accepted noise monitoring techniques. Noise monitoring equipment is calibrated in accordance with the Noise Measurement Procedures Manual issued by the Director and notified in the Gazette on 11 August 2004, as amended on 13 July 2005.

24 Flora and fauna Concerns raised regarding impacts on wedge-tailed eagle and eagle nesting habitat.

The threat of disruption to wedge-tailed eagle breeding behaviour from impacts associated with the quarry operation is addressed in the Flora and Fauna Assessment Report included in the DPEMP as Appendix 7 and summarised in Section 4.7. Biodiversity and Natural Values. Additional commentary is included in the Flora and Fauna Consultant’s response to the Policy and Conservation Assessment Branch in Part B included in this document as Appendix 2.

25 Flora and fauna Concerns raised regarding impacts on Tasmanian devils. The presence of devil scats in the area is referred to.

The threat of disruption to any Tasmanian devil population from impacts associated with the quarry operation is addressed in the Flora and Fauna Assessment Report included as Appendix 7 and summarised in Section 4.7. Biodiversity and Natural Values.

In response to uncertainty surrounding the possible presence of a Tasmanian devil den within the new access road route the Proponent has decided to relocate the quarry access onto the existing road formation. To accommodate the change in access the mining plan has been amended, see alternative mining plan details included as Appendix 1.

The Proponent will not construct a new section of access road around the mid slope of Spences Hill but rather use the existing road formation.

Extra Commitment 2.



26 Flora and fauna Concerns raised regarding general impacts on wildlife.

The threat of disruption to wildlife generally from impacts associated with the quarry operation is addressed in the Flora and Fauna Assessment Report included as Appendix 7 and summarised in Section 4.7. Biodiversity and Natural Values.

In response to uncertainty surrounding the possible presence of a Tasmanian devil den within the new access road route the Proponent has decided to locate the quarry access on the existing road formation. To accommodate the change in access the mining plan has been amended, see alternative mining plan details included as Appendix 1.

27 Flora and fauna Concerns raised regarding maintenance/impacts on wildlife corridors.

The total area of disturbance associated with the quarry is around 6 hectares much of which is at present a rocky outcrop. The woodland that is currently located along the boundary between conservation covenant land and the quarry site will be maintained and enhanced by the vegetation management prescriptions. The net effect will be to strengthen the connection between Spences Hill and the conservation covenant land.

The Proponent’s new commitment to leave undisturbed the forested area on the mid slope of Spences Hill will reduce the impact on wildlife corridors.

28 Hazardous substances

The nature of materials to be imported to the site for blending not considered to be fully detailed.

The Proponent plans to batch concrete on the site in the future and hence some raw materials will be transported to the site. These materials will include bulk sand and bulk cement. Sand will be stockpiled on the site and cement will be carted in bulk and discharged into the batching plant silo. All handling will take place within the catchment of the stormwater management infrastructure.

The chemical composition of the sand and cement will be as per standard specifications for concrete production.

29 Hazardous substances

Queries the number of vehicles using the refuelling facilities at the site. Will vehicles transporting goods and servicing the quarry be refuelling at the quarry or at local service stations.

All vehicles used on the site will be refuelled using a purpose built refuelling facility as described in Section 4.6.3.



30 Aboriginal heritage

Aboriginal heritage impacts are only considered in the quarry footprint. However significant aboriginal heritage exists in the region. Heritage landscape/regional impacts are not considered.

Aboriginal heritage protection legislation in Tasmania refers to sites and relics not landscape values. The Aboriginal community consultation included discussion about landscape scale values. The aboriginal heritage assessment report recommendations and the community consultation section included were accepted by Aboriginal Heritage Tasmania.

31 Aboriginal heritage

The endorsement by the Tasmanian Aboriginal Land Council of the Aboriginal Heritage Officer contributing to the Cultural Heritage Reports is queried.

The aboriginal heritage assessment report recommendations and the community consultation section included were accepted by Aboriginal Heritage Tasmania.

Planning

Issue number

Issue Details

32 Amenity The quarry is considered incompatible with rural values of the area.

The Southern Midlands Planning Scheme states:

6.2.3

The intent of Rural Forest Zone is to:

(a) give priority to maintaining the larger remaining timbered areas for multiple use including forestry, extractive industry ......

33 Amenity The representor is concern regarding the impact the proposal may have on any beatification plans for the region (eg. visual impact on the skyline).

The visual impact of the proposal is covered in Section 4.12. Visual Effects.

The mature Eucalypt trees that currently stand on the western side of the quarry footprint will not be disturbed. These trees appear on the skyline when viewed from the Dysart direction (see mining plan Figure 8 and cross section Figure 16 DPEMP and amended mining plan Figure 3 this document.



34 Amenity It is considered that there are insufficient community offsets for the negative impacts without any significant benefits.

The DPEMP demonstrates that the development will have minimal negative impacts while providing a conduit to channel public and private investment into the local community and boost employment opportunities.

35 Amenity Considers there to be an inconsistency with Council’s vision statement.

A community spirit based on friendliness, co-operation and self help:-

The Proponent chose to introduce the proposal to the community with a community information day that provided for an open and friendly exchange of ideas and information. This gave interested members of the community the best possible access to all the relevant information.

An environment which encourages local creativity, enterprise and innovation:-

This enterprise will provide employment opportunities, inject investment into the community and provide ready access to high quality construction materials at competitive prices. Employment, investment and quality materials will encourage creativity and innovation.

A diversified local economy creating employment opportunities through sustainable agriculture, heritage tourism, forestry and viable historic towns / service centres:-

The introduction of a medium scale quarry will further diversify the local economy.

Development based on the proper management of local resources and the physical environment:-

The DPEMP demonstrates how a local natural resource can be tapped to provide high quality materials, while managing the physical environment so that adverse effects are mitigated.

A range and standard of services within the Southern Midlands which meet local needs and are affordable and efficient:-

The Council will have access to a local source of high quality construction and maintenance materials with which to better service the community.



36 Amenity Raises effects on amenity of the Barren Rock Falls Scenery Reserve and the Woodfield Centre.

The Barren Rock Falls is protected by the Barren Rock from disturbance through noise or visual impacts resulting from the quarry operation. It is more likely that traffic noise emanating from the Midland Highway will be noticed at the reserve than noise from the lesser number of vehicles accessing the quarry.

The Woodfield Centre is separated from the quarry operation by a distance of 2.6 kilometres. The Woodfield Centre (House C) was one of the representative residences used in the Noise Assessment, Appendix 5. The noise report states that “House C is essentially unaffected by the quarry”.

An assessment of the possible impact to the Woodfield Centre is discussed in Part C of this document.

37 Traffic impact assessment general

The following items listed on DIER’s checklist for traffic impact assessments are not included in the Traffic Impact Assessment (TIA):

Actual speed of passing traffic

Estimated cost of recommended improvements

Environmental impacts

The Traffic Impact Assessment produced by Milan Prodanovic and included in the DPEMP as Appendix 12 was accepted by the regulating agency, DIER’s Traffic and Infrastructure Branch. Supplementary information to the original DPEMP that is required by the agency is presented in Part B of this document as Appendix 5.

In this assessment the actual speed of passing traffic was not required for the assessment, no improvements were recommended and the environmental impacts were dealt with in the DPEMP.


The TIA states that “trucks make up around 10% of the daily traffic”. What size vehicles are included in the definition?


Registration requirements define heavy vehicles as those with a GVM exceeding 4.5 tonnes, these would generally be considered as trucks.




The volume of traffic of various vehicle sizes passing through Dysart not provided. The representor has calculated a 357% increase based on registration figures for heavy goods vehicles in Tasmania. Actual data on the proportion of various vehicle sizes passing through Dysart is sought.


Appendix 3 of this document includes current traffic count data which states average total vehicles per 18 hour period is 5500 including 15 percent trucks.


TIA does not take into account vehicle movements associated with the import of raw materials to the site for cement production.


It would be uneconomic for trucks supplying raw materials other than cement to be leaving the quarry un-laden. Cement is a minor proportion of the concrete mix so these trucks will visit the site infrequently.


TIA does not take into account effect of future traffic impacts on the township of Dysart. Plans for the realignment of Midland Highway to bypass the township are referred to.

The Traffic Impact Assessment produced by Milan Prodanovic and included in the DPEMP as Appendix 12 was accepted by the regulating agency DIER’s Traffic and Infrastructure Branch. Supplementary information to the original DPEMP that is required by the agency is presented in Part B of this document as Appendix 5. Appendix 5 suggests that if the Midland Highway bypasses Dysart the old highway will have a much lower traffic function. The volume of traffic accessing the quarry will not approach the heavy traffic that currently uses this section of road.




With regard to the access road / Harbachs Road junction it is argued that the TIA fails to address the planning scheme in relation to determination of 85th percentile speed and required sight distance, line of sight requirements and additional clearance required from lateral sight obstructions.


No 85th percentile speeds are available for Harbachs Road and the Author of the report used his experience in road safety assessment to calculate sight distances using a maximum practical speed of 40 km/hr for this section of Harbachs Road.

The TIA identifies a lack of adequate sight distance at the access road / Harbachs Road junction on Harbachs Road to the south. It is recommended that sight benching is undertaken to alleviate the problem and the Proponent has made a commitment to undertake this work, see commitment 31, Appendix 13 of the DPEMP.


Calculations presented in the TIA regarding requirements for an acceleration lane southbound on the Midland Highway from the Harbachs Road junction are queried.

The line of sight distance of 361 metres used in the TIA is queried. It is argued that a line of site of 222 metres is more accurate if the obstruction of the highway dividing barrier and northbound traffic is ignored. Otherwise it is argued that the line of sight is 160 metres if sighting along the southbound traffic lane only.

It is argued that blockages and interference with the line of sight across the Midland Highway dividing barrier are more significant than the impression given by the proponent.


Page 27 of Appendix 12 to the DPEMP shows a vehicle clearly visible over the dividing barrier in the direction described. The calculations refer to approaching vehicle speeds of 85 and 95 km/hr. The speed limit on the downhill section of the Midland Highway has since been reduced to 80 km/hr.




The length of the acceleration lane exiting Clifton Vale Road south bound stated in the TIA is queried. It is argued that the actual effective length is 180 metres, not the 360 metres stated.


The Traffic Impact Assessment was prepared using the design drawings for this intersection. As stated in Appendix 5 the intersection was constructed with a 80 km/hr speed environment in mind and the acceleration lane lengths were adjusted accordingly.


The estimation in the TIA of 10 trucks existing and ten trucks entering Harbachs Road from Midland Highway per hour is queried.

Based on the DPEMP hazard analysis and risk assessment it is inferred that the proponent envisages up to 120 trucks per hour using the Harbachs Road Midland Highway junction.


The hazard analysis and risk assessment refers to staggering trucks exiting the quarry by one or two minutes. To infer that this control suggests a total traffic movement of 120 trucks per hour is envisaged is totally incorrect.


Section 8.9.2. Table 8.7 of the planning scheme recommends closure of the Harbachs Road/Midlands Highway junction. Section 8.9(d) states that this ruling does not apply for less than 100 vehicle movements per day, however more than 100 additional vehicle movements per day will be generated by the quarry.

8.9.1 (c) states: “a material change in traffic volume on the side road at a Deficient Junction shall be prohibited until such time as the junction has been upgraded to current national ‘AustRoads’ standards and certified accordingly by the relevant road authority.” (Southern Midlands Council, 2007)

The junction between Harbachs Road and the Midland Highway has recently been upgraded by the relevant road authority, commentary on this point appears in the supplementary information to the original DPEMP that is required by the agency and is presented in Part B of this document as Appendix 5.




Concerns raised regarding impact of traffic of additional vehicles refuelling at local service stations as a result of the proposal.

Traffic safety in the township of Bagdad is the responsibility of the Department of Infrastructure Energy and Resources, Traffic and Infrastructure Branch. The proposal will cause only a nominal increase in the existing traffic travelling through Bagdad.

48 Traffic safety Concerns raised regarding the safety hazard at the Clifton Vale Road / Midlands Highway junction, especially in fog. The impact of fog on sight distance not considered in the TIA.


In response to community concern regarding the potential for collisions during periods of extremely poor visibility the Proponent has made an extra commitment to curtail cartage during periods of extremely poor visibility.

The Proponent will curtail cartage operations when fog severely restricts visibility at the Clifton Vale Road / Midland Highway junction.

Extra Commitment 3.

49 Traffic safety General concerns raised regarding the safety hazard at the Harbachs Road / Midlands Highway junction.

The Harbachs Road / Midland Highway junction is treated in detail in the Traffic Impact Assessment Appendix 12 of the DPEMP.

50 Traffic safety The safety hazard at access points to the Bagdad Roadhouse, Community Club and Post Office and on other Bagdad and driveway accesses not considered.




51 Traffic safety Concerns raised regarding the safety hazard for school bus usage and tourist usage of Harbachs Road. The use of the Woodfield Centre by schools and the tourism signing of the road are mentioned.

Harbachs Road and the quarry access junction are treated in detail in the Traffic Impact Assessment Appendix 12 of the DPEMP.

52 Traffic safety Concerns raised regarding the safety hazard for school buses in general in the township of Bagdad.


53 Traffic safety Suggestion that consideration be given to reducing traffic speeds to 60 km/hr through Bagdad including the Bagdad post office, 80 km/hr for northbound traffic through Dysart and 70 km/hr for southbound traffic.

Any revision of the traffic speed environment for Midland Highway is the responsibility of DIER.

54 Traffic safety TIA fails to take into account the effects of frost.

DI.E.R. has responsibility for road safety standards which includes allowances for potential adverse weather conditions.

55 Traffic safety Raises increased truck use on Elderslie Road.

The carrying capacity of Elderslie Road is the responsibility of D.I.E.R. It is not envisaged that Elderslie Road will be used by a significant number of trucks accessing the quarry.

56 Socio-economic The development of additional quarries in the region not considered necessary given the presence of the Boral quarry and a number of smaller quarries.

The Proponent already has a significant market share in the region. The materials to support this demand are currently supplied from the proponent’s Leslie Vale Quarry.



57 Socio-economic Benefit of the development is not considered to outweigh the disadvantages.

To support the existing market demand it is necessary for the Proponent to transport construction materials from Leslie Vale, taking trucks through the centre of Hobart. This proposal has significant regional advantages in savings in;

heavy traffic loading on congested city streets,

transport costs added to construction material costs, and

green house gas emissions.

The DPEMP demonstrates that the development will not have an adverse impact on the region or the local community.

58 Socio-economic Concerns about the impact on property values.

The Southern Midlands Council take into account any impact that a development may have on property values in their assessment.

59 Socio-economic Concerns about impacts on tourism eg. in relation to the Woodfield Centre and a vineyard at Winstead Road, Bagdad. The effect on Tasmania’s ‘clean green image’ is also raised.

To see Tasmania, tourists are encouraged to travel around the state gaining a better appreciation of the state’s natural beauty. Tasmania’s tourist image will be enhanced by a network of well made and maintained roads.

Ideally the construction materials required to maintain the roads would be supplied from a series of strategically located, well managed quarries run by responsible, well resourced, local companies. The Constitution Hill Quarry is one such quarry and the Proponent is one such company.

60 Socio-economic The creation of additional regional jobs as a result of the proposal is queried. It is considered that any jobs created would be offset by job losses at the Boral Quarry and smaller quarries within the region.

The Proponent already has a significant market share in the region. Demand is likely to increase significantly with future infrastructure works in the region. The Proponent will create competition in the market place by offering a higher quality product but there is no reason to suggest that any existing competitive quarry will lose existing markets or not share in future market expansion.



61 Socio-economic The benefits of a large quarry in the area for local businesses and the community, as opposed to a number of smaller quarries, are queried. The assertion that the benefits would be channelled to local business and families is considered to not be sufficiently detailed by the proponent.

A larger scale quarry has the following benefits over small scale operations:

The business is run continuously providing regular employment.

Economies of scale keep environmental management costs overheads affordable.

Modern efficient machinery produces fewer emissions per unit product.

Modern machinery and techniques product a higher quality more consistent product.

Smaller scale operations are often run on a part time basis by the operator, creating no new employment. Profit margins do not allow for proper environmental monitoring or for new efficient machinery. Products produced by small operations are often inconsistent, changing as the raw material properties change within the pit.

The Constitution Hill Quarry will be a new enterprise starting up in the region. All the products used to develop the quarry must be supplied locally or freighted in from other centres. All positions created will be supplied either from local candidates or from people who must commute long distances. Contracts to supply haulage services will be awarded locally or to businesses from other centres. What benefits the local community can derive from the development will depend on how prepared they are to engage with the enterprise.

62 European heritage

As Southern Midlands region contains a large number of heritage sites, heavy industry (such as the proposal) is considered incompatible with the landscape.

European heritage is addressed in the DPEMP in Section 4.10.

General

Issue No. Issue Details

63 Legal Concern that Hazell Bros Group has not fully disclosed their environmental record. Certainty that commitments will be abided by is queried.

The environmental record of Hazell Bros other quarrying activities is not within the scope of this DPEMP, however we understand that information regarding our environmental record in other quarrying activities is available to the public in accordance with the Tasmanian Right to Information process.

We operate our other quarrying operations as best practice regarding all aspects of Health, Safety and Environment. We cooperate fully with bodies such as the EPA with requests for testing, audits and research into aspects of our quarrying operation, to ensure we work within specified guidelines.

Hazell Bros is a company that prides itself on doing more than is expected for our people and communities. We are a member of the ‘Employer of Choice’ honour roll, and our motto ‘Safety 1st



Always Works’ is at the forefront of all we do. Our safety record is envied by competitors, and we continually seek to improve it. We are willing to lend our support to large events such as 10 Days on the Island, the Burnie 10 and the Taste of Tasmania. But our work with small charities, community groups and individuals makes enormous difference to people’s lives, and we rarely seek publicity for it.

Hazell Bros provides employment opportunities to young adults on the margins, such as those who participate in the U-Turn project, run by Mission Australia. These are people who have been in trouble with the law and have rarely been given opportunities to improve their lives. Hazell Bros provides them with paid employment, and a chance to gain vital work experience. People from U Turn have been to Hazell Bros and turned their lives around.

Hazell Bros is a company that cares for people, and We would never operate a quarry that is unsafe to our workers and local communities. Our licenses to operate can be revoked if we operate illegally; the investment required to operate a quarry is not worth wasting on cutting corners.

64 Legal Regulatory authorities insufficiently resourced to ensure compliance with relevant laws, approval conditions and standards.

N/A

65 Process Considers there has been insufficient community consultation. Further consultation is requested.

As It was recognised by Hazell Bros that the local community could react adversely to a DPEMP that was simply advertised by the Southern Midlands Council without consultation. Members of the public need time to digest such a document, and the councils 14 days would not be enough.

Hazell Bros community/stakeholder engagement plan included but was not limited to:

A commitment by Hazell Bros to an open dialogue with the community and stakeholders

Making soft and hard copies of the DPEMP freely available four weeks before advertising

A public information session at Bagdad four weeks before advertising

Allowing community member’s access to representatives from Integrated Land Management and Planning, who Hazell Bros engaged to develop DPEMP

Newspaper and local flier advertising of meeting and availability of DPEMP

Ongoing dialogue between Hazell Bros and individuals/groups from local community until representations finished

Regular communication with The Environmental Protection Authority (EPA), SMC and Department of Infrastructure, Energy & Resources (DIER) to clarify issues

After the Council, Government Agencies and the public had provided their comments and concerns about the proposal the Proponent has undertaken extra work to research the issues and either changed the proposal or added extra commitments to mitigate the effects.

The consultation process has been thorough and the input from all stakeholders has been incorporated into what is now an improved proposal.



66 Process Considers there to be a lack of sensitivity by the proponent to community concerns above legal minimum requirements.

Hazell Bros has taken into account the community when putting this proposal forward. We have remained friendly and professional in all correspondence with community members/stakeholders, and answered questions as best as possible, and in good faith. Our studies were performed by external providers that considered all the varying legislation, standards and guidelines and results were often well above the minimum legal requirements.

67 Process DPEMP is considered too technical for proper consideration by the general public.

The DPEMP seeks to inform both the public and the regulating agencies. It is necessary to satisfy regulating agencies that environmental effects have been thoroughly researched and assessed. To demonstrate the assessment process it is necessary to use a rigorous scientific process. It is necessary to document the process in the DPEMP which makes parts necessarily technical. Most of the technical information is confined to the appendices.

The body of the document is set out, worded and illustrated in a manner that is accessible to the majority of the public audience.

68 Hazard analysis and Risk assessment

Hazard analysis and risk assessment considered inadequate as it represents a desire for approval rather than accurate interpretation of risks. In particular it is considered that the following risks should be rated as extreme:

Excessive noise impact on neighbours

Excessive impact from air blast and vibration on neighbours

Poor timing of truck causes excessive traffic impacts

The definition of ‘Moderate’ consequence in the table of Risk Assessment is “serious environmental harm, possible prosecution, local and state publicity, possible temporary permit and lease restrictions.”

The separation distance between the quarry and the nearest residences already has a significant attenuating effect on noise, air blast over pressure and ground vibration so any impact will be minor. To award a moderate consequence for this case is considered conservative.

The impact of poor timing of trucks leaving the quarry is likely to be excessive congestion and hence long standing times at the Midland Highway / Harbachs Road junction. This may cause frustration for motorists on Harbachs Road. This effect would be considered a nuisance, which would normally be categorised as a minor risk. Trucks are unlikely to congregate into groups because they will exit across a weighbridge where they will be required to stop, have their load weighed, receive a weighbridge docket and sign off before proceeding.



69 General General impacts on Harbachs Road residences.

The Proponent will undertake earthworks on the quarry access road and Harbachs Road junction to ensure that the sight distance is sufficient to allow the safe negotiation of the junction, see Section 4.20.2 of the DPEMP.

The Proponent will enter into a maintenance agreement with the Southern Midlands Council to ensure that the short 200 metre long section of Harbachs Road that will be trafficked by the trucks will be properly constructed and maintained, see Appendix 13 Commitment 30 of the DPEMP.



Section B: Introduction

Representations were received from the Policy and Conservation Assessment section, the E P A division of DPIPWE. Mineral Resources Tasmania and the Traffic and Infrastructure Branch of DIER requested additional information. The following sections address these requests.

B. Referral agency comments

Agency

Environmental

Policy and Conservation Assessment (DPIPWE)

It is noted that there have been 5 recorded wedge –tailed eagle nest site within 2 km of the proposal site. More specific information is thus required to support the statement that “suitable nest trees are very limited” (Appendix 7 Section 3.4).

More detail is required regarding what is suitable habitat for maternal devil dens and a more thorough search of devil dens undertaken if the potential for maternal devil dens cannot be discounted.

Plans for a targeted survey Glycine latrobeana within the habitat of the Glenfern Conservation Covenant during the spring flowering are required.

More specific commitments to avoid impact to the stand of Candle Bark (Eucalyptus rubida) are recommended.

A 10 metre wide buffer of trees and shrubs indigenous to the site must be maintained or established on the boundary of the Conservation Covenant to protect it from edge effects is recommended. Appropriate commitments should be considered.

North Barker Ecosystem Services prepared and submitted a response to the comments above. This document, titled ‘Constitution Hill Quarry, Dysart – Vegetation Survey and Fauna Habitat Assessment (Supplementary Information) is included as Appendix 2.

Agency

Environmental

EPA Division – Noise specialist

In relation to transport noise, the following information is required:

A better estimate of the average number, and range of trucks per day moving to and from the quarry.

Identification of residences on the western side of the midland highway in Dysart that may be subject to traffic/truck noise.

Discussion of the impact of noise from trucks on the highway, based on comparison of the change in overall heavy truck numbers.



Consideration of the issue of engine/exhaust brake noise.

Some additional discussion regarding the assumptions surrounding the haul truck operating near house B, as shown in Figure 4, must be provided.

Vipac Engineers and Scientists have prepared and submitted a response to the comments above. This document titled ‘Constitution Hill Quarry Development Acoustics – Response to EPA’ is included as appendix 3.

Agency

Environmental

EPA Division – Extractive industries unit

Details on the nature and quantities of raw materials to be transported to the quarry and how they will be transported and stored are required. eg. in what form is lime to be imported and what materials are to be made at this site?

It is the Proponent’s intention to batch concrete at the site if market conditions demand. It will therefore be necessary to import the following materials to the site;

bulk cement in closed tankers to be stored in a closed silo, and

sand will be imported in trucks that will be ‘back loaded’ with quarry product.

The Proponent will also produce stabilised Fine Crushed Rock (FCR) at the site, using agricultural lime as the stabilising agent.

The DPEMP states that the total volume of the inputs will be around 15,000 cubic metres per annum.

Agency

Environmental

DIER – Mineral Resources Tasmania

The DPEMP does not provide much information regarding geology of the access road, and only a brief geotechnical report has been provided for the quarry site. Recent on-ground surveys by MRT have identified previously unknown landslides. Further information is required in relation to the geology of the area particularly of the access road route. MRT must be contacted to discuss information requirements.

Ken Morrison (geologist) has undertaken a specific and detailed geological stability assessment on three areas of the access road where significant earthworks were proposed. A report of the investigation and findings titled ‘Report on Geological Investigations – Access Road Sites’ is included as Appendix 4.



Agency

Planning

DIER – Traffic and Infrastructure Branch

The following additional information in relation to the Traffic Impact Assessment is required:

Number of additional vehicle movements associated with the transport of raw materials to the site for manufacture of various products at the site and the impact of these additional vehicle movements.

Consideration of the impact on the township of Dysart of potential traffic movements following completion of the planned bypass of the township by the Midland Highway, including consideration of possible future alternative access arrangements.

Clarification of the length of the acceleration lane exiting Clifton Vale Road to the Midland Highway southbound and review of commentary on the impact of existing traffic.

Management measures regarding vehicle movements during periods where visibility at the Clifton Vale Road / Midland Highway junction is affected by fog.

Details of modifications to Harbachs Road between the quarry site access junction and the Midland Highway junction to provide for two way traffic in accordance with requirements discussed with DIER.

Further assessment of the adequacy of the Swan Street / Midland Highway junction in accordance with requirements discussed with DIER.

Milan Prodanovic has prepared and submitted a response to the comments above. This document titled ‘Response to Traffic Concerns – Environment Protection Authority – Proposed Constitution Hill Quarry – Harbachs Road, Dysart.’ is included as Appendix 5.

In response to concerns about the adequacy of the pavement thickness at the Swan Street Midland Highway junction, the Proponent has made a commitment to undertake investigations and repairs if required.

Subject to the issue of a permit to operate the proposed quarry at Constitution Hill and if the information provided by the Traffic and Infrastructure Branch is inadequate the Proponent will investigate the strength of the pavement at the Swan Street junction and make repairs if required.

Extra commitment 4.



Section C: Introduction

Representations were received from the Southern Midlands Council requesting additional information. The following sections address these requests.

C. Council comments

Issue Details

Additional Information Required

Quarry access road / Harbachs Road junction

Revision of the TIA is required to address the planning scheme in relation to the adequacy of the sight distance at the quarry site access junction and Harbachs Road. If the quarry access junction cannot be modified to comply with requirements under the planning scheme then an alternative solution for the quarry access must be provided.

Discussion is required of recommendations made in Section 8.9.2. Table 8.7 of the Planning Scheme in relation to the Harbachs Road / Midland Highway junction with reference to recent modifications of the Midland Highway and their effect on the safety of the junction.

Milan Prodanovic has prepared and submitted a response to the comments above. This document titled ‘Response to Traffic Concerns – Environment Protection Authority – Proposed Constitution Hill Quarry – Harbachs Road, Dysart.’ is included as Appendix 5.

Issue Details

Other Impact assessment on tourism (especially the Woodfield Centre), and impact on school bus usage of Harbachs Road associated with the Woodfield Centre is required.

Impact assessment on the amenity of the Barren Rock Falls reserve is required. The impact assessment should also determine if blasting and quarry operation may cause landslip or rock fall in this reserve.

A meeting was convened between Mr Bill Harbach (owner of the Woodfield Centre) and Mr Simon Scouller (leases the Woodfield Centre) and Mr David Calvert (an interested resident, not on Harbachs Road) to discuss the potential for the quarry operation to impact on the operation of the Woodfield Centre. The party travelled from the Woodfield Centre up to the proposed quarry site and actions to mitigate the r isk of impacts on the environment and residents were discussed on-route.

Of particular interest to the Woodfield Centre were improvements to the sight distance on the access road junction, maintenance of the affected section of Harbachs Road and the construction of sediment retention devices along the route to prevent silt from affecting streams flowing towards the Centre.

It was agreed that the quarry is unlikely to have a significant impact on the amenity of the Woodfield Centre and if the mitigating actions are implemented as planned, adverse



effects on the safety of Harbachs Road should be minimised, although the Centre remained concerned about the potential for conflict between buses and trucks. Another area of concern was the potential for truck noise to be intrusive from the lower section of the access road.

The proponent is required to undertake earthworks at the Harbachs Road / quarry access road junction to ensure that site distance is improved, see Section 4.20.2. This work will result in adequate sight distance for passenger vehicles for the speed environment. Higher vehicles such as buses will have a clearer line of sight to any trucks standing at the junction.

The Traffic Impact Assessment has recommended that Harbachs Road, from the Midland Highway to 40 metres south of the quarry access, is sealed to a width of 5.5 metres with at least a 0.5 metre wide shoulder either side. The net effect of the widening, sealing and sight distance benching will improve the safety standard of that secti on of Harbachs Road affected by quarry traffic.

The Proponent has made a commitment to impose restrictions; not only those trucks company owned but trucks employed by sub-contractors, to use the latest proprietary exhaust silencing system (see Supplementary noise information Appendix 3 and Extra commitment 1.). This will prevent trucks with noisy exhaust brake systems from using the quarry access road.



The Constitution Hill Quarry proposal could adversely affect the amenity of the Barren Rock Falls Reserve though the following mechanisms:

Dust from the operation could settle on the vegetation and in the rivulet affecting the aesthetics of the landscape.

The dust management plan adopted by the Proponent and Operator will ensure that visible dust wil l not cross the mining lease boundary as is a condition of the mining lease.

Silt generated from the quarry or access road could enter the rivulet affecting the aesthetics and accumulating on the bed of the rivulet changing flow patterns

The Proponent has introduced sediment retention structures on the access road at each watercourse crossing point to capture silt. These will be maintained to ensure that silt is not transported into the watercourses, some of which feed the rivulet. The active area of the quarry drain into a purpose built sediment retention structure designed to hold the runoff from a 1 in 20 year rain event.

Noise from the quarry generated by crushing operations or heavy equipment could intrude on the background forest and water flow noise spoiling the experience for visitors.

The quarry operation is 2.6 kilometres distant from the reserve and the Barren Rock forms an effective topographic barrier intervening between the reserve and the quarry. It is highly unlikely that a visitor to the reserve could discern any operating noise from the reserve.

Air blast overpressure from blasting at the quarry could disturb visitors to the reserve.

The Blast Impact Assessment (Appendix 6) provides a model of the zone surrounding the quarry that is likely to be affected by air blast overpressure. The zone is roughly circular with a radius of 1000 metres. This extent of this zone is still 1.6 kilometres away from the reserve.

The noise of trucks using the access road to the quarry could disturb visitors to the reserve.

The Noise Assessment (Appendix 5) provides a model of zone that will be affected by noise from trucks using the access road. This report shows the Barren Road Falls Reserve area as being affected by a noise level (LAeq) less than 30 dB(A). It is highly unlikely that a visitor to the reserve could discern this level of truck noise over the normal forest and falling water sounds.

Blasting at the quarry could instigate rock falls and landslips at the Barren Rock Falls Reserve.

The Blast Impact Assessment (Appendix 6) provides a model of the zone that will be affected by ground vibration levels above that considered acceptable. This zone is roughly circular with a radius centred on the quarry and ranging out 400 metres. The reserve is a further 2.2 kilometres away. Any rock falls that occur on the Barren Rock Falls are likely to be triggered by extreme rain events causing an increase in the hydrostatic pressure behind structures or from extreme flows in the rivulet physically dislodging stones or boulders.



The commitments listed below are made by the Proponent in this supplement to the Development Proposal and Environmental Management Plan and are additional to those already detailed in the DPEMP.

Item Proponent’s commitment

1 Proponent will ensure that all the heavy vehicles accessing the quarry, including sub-contractors vehicles, will have the latest proprietary exhaust silencing system.

2 The Proponent will not construct a new section of access road around the mid slope of Spences Hill but rather use the existing road formation.

3 The Proponent will curtail cartage operations when fog severely restricts visibility at the Clifton Vale Road / Midland Highway junction.

4 Subject to the issue of a permit to operate the proposed quarry at Constitution Hill and if the information provided by the Traffic and Infrastructure Branch is inadequate the Proponent will investigate the strength of the pavement at the Swan Street junct ion and make repairs if required.



Appendix 1:

Amended general arrangement and mining plans to incorporate the Proponent’s commitment to reroute the access road to conform to the existing road alignment.


Figure 1: General Arrangement main quarry infrastructure

(Image date 22 Jan 2006)

Possible road realignment

New sediment control works

Improve existing sediment

control infrastructure

Dam stabilisation works

O/H 3 phase electric power connection

Water recovery pump station

Runoff and process water swale

Water recovery rising main

Prime and seal first 700 metres of access

0 500 1000

north

Backup water supply dam

Reserve water supply dam


Figure 2: General pit layout plan – Showing main quarry infrastructure and surrounding land features

(Image date 22 Jan 2006)

0 200 400

Recovery water impoundment

670

Footprint stage 2 and 3 extraction

Footprint stage 1 extraction

Future crusher building site

Shallow cutting to R.L. 638m

Access road follows

existing alignment

Swale drain for retention

basin overflow

Property and

mining lease

boundary Spences Hill

north

630 640

650

660

Mining lease boundary

Ex. helipad

Overflow from this dam is a possible discharge point for liquid and sediment emissions

Dust from the crusher is a possible chronic source of atmospheric emissions

The following staged mining plans use this border

Footprint possible future expansion

Sediment retention basin

640

660

650

620

630

660

670

Primary sediment retention

Swale drain

Stage 1

Construct cut off drain, run-out north and south on contour for diffuse discharge.

Strip vegetation and topsoil from footprint in front of current extraction area, and stockpile separately.

Cut access road ramp to RL 640. Use weathered dolerite for access road improvements.

Excavate secondary sediment retention basin to 1.5 m deep. Form swale drain in natural ground, apply rip-rap on steep sections.

Establish primary sediment retention basin in processing hard stand area, install pump and flexible pipe connection to secondary basin.

Progress 10 to 12 m high face southward, in two 50 m wide sections.

Install rising main loop from existing irrigation dam. Install diesel driven pump to activate main.

Cut-off drain

Cut-off drain

Recovery water

rising main

Floor level 640 m

Bench level 650 m

Cu

t-o

ff d

rain

Acc

ess

Ro

ad

Ove

r-b

urd

en

EX. P

lan

tati

on

miss-close between cadastral information and imagery

Crusher screener

north

Cross Section A-A

Car parking

Face progression

Office

0 100

0 75 150

Figure 3: Mining plan stage 1 showing pit establishment over the existing outcrop and progression to the south

660

Bench

Secondary sediment retention

A

A

Process and extraction area Level 640 m

Product

stockpiles

Top

soil

Swale drain

Electrical power

supply lines

Recovery water

rising main

Discharge from sediment retention basin

into swale drain to water recovery pond.

640 650

620

630

Stage 2

Strip topsoil and over-

burden from production

areas immediately before

extraction, stockpile

separately.

Advance eastern and

northern face in 50 m

wide sections while

maintaining drainage

towards sediment

retention pond.

Establish new access ramp

and leave old ramp

formation for future road

access.

Provide electrical power

connection to pump

station and processing

area and establish fixed

crushing and screening

plant.

Relocate offices and

establish workshop and

toilet facilities beside.

Floor level 638 m

Cu

t-o

ff d

rain

EX. P

lan

tati

on

650 640

Cross Section A-A

0 75 150 Figure 4: Mining plan stage 2 showing face progression east and north - years 4 to 7

0 100

660

670

Cut-off drain

Cut-off drain

Recovery water

rising main

miss-close between cadastral information and imagery

Fixed crushing screening plant

north

Car parking

Face progression

Office

660 A

A

Process and extraction area Level 638 m

Product

stockpiles

Bench

Bench

Face progression A

cces

s ro

ad

Fall for drainage

Primary crusher and conveyor

Swale drain

Cut narrow slot to

accommodate

sediment retention

discharge. Daylight into

existing swale drain

620

630

660

670

Cut-off drain

Stripping and topsoil

Overburden and subsoil

Stage 3

Excavate trench to lower

sediment retention basin

discharge to new floor level.

Excavate new sediment

retention basin to 3 m below

new floor level.

Fire and excavate ramp from

processing level down to

new floor level.

Fire and extract access road

alongside sediment

retention basin, install

culvert and place fill to re-

connect access road.

Advance new face in 50 m

wide sections towards the

north and west. Leave 8 m

wide bench at 638 - 640

level to maintain maximum

face height of 12 m.

Locate workshop and toilet

facilities beside offices.

north

0 75 150

Figure 5: mining plan Stage 3 development in within existing footprint – years 7 - 12

Recovery water

rising main

Discharge from sediment retention basin

into swale drain to water recovery pond.

650 640

660

Cut-off drain

Cut-off drain

miss-close between cadastral information and imagery 660

Bench

Bench

Face progression

640 650

Bench level 638 m

Formation for access road on 350 m bench

Cu

t-o

ff d

rain

EX. P

lan

tati

on

Bench level 625 m

Cross Section A-A 0 100

Fall for drainage Car parking

Electrical power

supply lines

Product

stockpiles

Office

Pit floor RL 625 m

Culvert under access road Progressive rehabilitation on west face

A

A

Access ramp to pit floor

Primary crusher and conveyor

Swale drain

640

660

650

620

630

660 670

Bench

Lay back faces of swale drain trench

and plant with woodland species

Quarry closure

Remove machinery and

offices and break out

concrete foundations.

Collapse sides of sediment

retention basin and spread

silt over new surface.

Encourage reeds to colonise

the surrounds.

Cut benches in half to form

new 4 metre wide benches

with 5 to 6 metre faces.

Fracture rock floor to 1

metre depth on floor and

benches.

Cut ramp from natural

surface down to 350 m

bench and connect road to

existing track through

plantation.

Place overburden at the toe

of the faces, cover with

topsoil and stripping and

establish plantation trees. north

A

A

Remove machinery break out

concrete foundations, spread

overburden against toe of batter and

cover with top soil

Cut new ramp in face, form bench to align with natural ground. Construct

new road to intersect with old road formation.

0 75 150 Figure 6: Closure plan showing face treatments and

plantation on floor – after year 20

660

660

Bench

640 650

Established plantation

Ro

ad o

n o

ld b

ench

Cross Section A-A 0 100

660

650 640

00

650

Bench RL 350 m

Pit Floor RL 640 m

Access road RL 640 m Access road RL 657

Primary Crusher

Conveyor

Setback from Neighbouring Property 150 metres

Setback from Neighbouring Property 140 metres

Amenities

Office

Refuelling

Product stockpiles

Process Area RL 638 m

Secondary Crusher

/ Screener Building

Roof ridge RL 651 m

Weighbridge

Culvert

Office Amenities and

Weighbridge buildings are

standard relocatable units.

See following plans for

Secondary crusher

building details.

Figure 7: Site Plan showing general location of buildings at Stage 2.

50 0

RL 655 m

RL 640 m

Roof ridge level RL 651 m

RL 643 m

See DPEMP Figure 16 for ‘line of sight’ cross section

from Ely Street at and exaggerated scale.


Figure 8: Cross Section at AA showing natural and finished surface levels and Crusher Building

Finished surface at Stage 2 extraction RL 638 m

Natural surface level before Stage 1 extraction

25 0

Integrated Land Management and Planning |

Appendix 2:

“Constitution Hill Quarry, Dysart Hazell Bros. Group Pty Ltd (Supplementary Information)”, Author; North Barker Ecosystem Services, Dated; February 2011.

Rip Rap on steep sections

Andrew North [email protected] Philip Barker [email protected]

163 Campbell Street Hobart TAS 7000 Telephone 03. 6231 9788 Facsimile 03. 6231 9877

Constitution Hill Quarry, Dysart

Hazell Bros. Group Pty Ltd

VEGETATION SURVEY AND FAUNA HABITAT ASSESSMENT Supplementary Information

For Integrated Land Management and Planning

9 February 2011

ILM002

Constitution Hill quarry Vegetation Survey and Fauna Habitat Assessment

Supplementary Information

North Barker Ecosystem Services ILM002 09 _02_2011

2

The Development Plan and Environmental Management Plan (DPEMP) for the proposed Constitution Hill Quarry is being assessed by DPIPWE. The Board of The Environment Protection Authority has requested additional information to address several matters raised by the Policy and Conservation Assessment Branch.

Policy and Conservation Assessment (DPIPWE)

It is noted that there have been 5 recorded wedge –tailed eagle nest site within 2 km of the proposal site. More specific information is thus required to support the statement that “suitable nest trees are very limited” (Appendix 7 Section 3.4).

More detail is required regarding what is suitable habitat for maternal devil dens and a more thorough search of devil dens undertaken if the potential for maternal devil dens cannot be discounted.

Plans for a targeted survey Glycine latrobeana within the habitat of the Glenfern Conservation Covenant during the spring flowering are required.

More specific commitments to avoid impact to the stand of Candle Bark (Eucalyptus rubida) are recommended.

A 10 metre wide buffer of trees and shrubs indigenous to the site must be maintained or established on the boundary of the Conservation Covenant to protect it from edge effects is recommended. Appropriate commitments should be considered.

The last two matters relate to commitments by the applicant and do not require any further clarification relating to flora and fauna advice.

The three outstanding matters are addressed in the following submission.

Wedge tailed eagle nest

Although there are NVA records of five wedge-tailed eagle nests within 2km of the proposed quarry site, an assessment of the records and detailed survey of the area, both from aerial (helicopter) searching and on ground investigations indicate only two of these nests are still present. Both are located in dead trees and one is considered unusable. The likelihood of any nest being overlooked within 2km of the nest is considered remote.

The Recovery Plan1 states that “the wedge-tailed eagle requires intact mature forest situated on aspects that are sheltered from prevailing strong winds”. “Trees selected for nesting are greater than 27m in height, with few exceptions. Most nest sites have an

1 Threatened Species Section (2006). Threatened Tasmanian Eagles Recovery Plan 2006-2010.

Department of Primary Industries and Water, Hobart

Constitution Hill quarry Vegetation Survey and Fauna Habitat Assessment

Supplementary Information

North Barker Ecosystem Services ILM002 09 _02_2011

3

eastern, south-eastern or southern aspect and the height of the nest is usually positioned below that of the ridge to the windward side”.

Suitable nest trees considered in the report are those that conform to these criteria.

Searching indicates that there are very few suitable trees within the vicinity of the quarry site. These have all been investigated and no evidence of additional nests could be found.

Tasmanian devil

Devil dens occur in natural caves or burrows excavated by wombats. The area within and surrounding the quarry site is predominantly characterised by plantation, established on pasture with small localised remnants of native vegetation. No evidence of dens was apparent and there is no likelihood of any being overlooked due to the level of intensity of survey. Visibility in this area is relatively good with the plantation being of small stature trees. No evidence of devil activity, scats footprints etc was observed within the footprint of the quarry site. Scats were observed in the broader vicinity. The surrounding plantation land may support a maternal den if wombats have excavated burrows although the likelihood is considered low.

The rocky slopes of Spences Hill support shrubby eucalypt forest which includes more suitable habitat for dens. There is moderate potential for there to be caves within some of the larger outcrops. No evidence of dens or devil activity could be found along the proposed road access route although the potential for dens to occur n the adjacent forest cannot be ruled out.

An alternate road access utilising existing roads and tracks would reduce any risk of potential disturbance to maternal dens.

Glycine latrobeana

A single plant was recorded within the quarry site. This is a small herb which is quite cryptic other than the distinctive purple flower which appears for a brief period in spring. Preferred habitat is grassland and grassy woodland. The most prospective habitat for Glycine latrobeana within the Glenfern Conservation Covenant is confined to the more level hill crests occupying 2-3 hectares close to the eastern boundary. It is suggested that a survey concentrates on this area and presumably is provided as condition of the permit as a means of offsetting the loss of the single plant.


Appendix 3:

“Constitution Hill Quarry development Acoustics – Response to EPA”, Author; Vipac Engineers and Scientists, Dated; 15 February 2011.

VIPAC ENGINEERS & SCIENTISTSVipac Engineers & Scientists Limited A.C.N. 005 453 627 A.B.N. 33 005 453 627PO Box 476, Rosny Park, Tasmania 7018 AUSTRALIATelephone (+61 3) 6244 5556, Facsimile (+61 3) 6245 9200, www.vipac.com.au

Melbourne • Sydney • Adelaide • Perth • Brisbane • Hunter Valley • Tasmania • Singapore • Kuala Lumpur • Hong Kong • BangkokNAT A

HBMI 15 February, 2011PO Box 430Moonah, Tasmania 7009 3879_01.doc

Attention: Barry Williams

CONSTITUTION HILL QUARRY DEVELOPMENT ACOUSTICS – RESPONSE TO EPA

The Environmental Protection Authority (EPA) has reviewed the Constitution Hill Quarry DP&EMP andrequested supplementary information in regard to transport noise as:

This letter responds to this request and attempts to provides the additional information.

Quarry Truck VolumesThe quarry equipment may process 4,300 tonnes per day of ore, and this provides an upper limit on theamount of material moved from the site per day. The quarry permit allows 500,000 tonnes per year to beprocessed, and this figure defines the average daily material movements (500,000÷300=1,667 tonnes).Assuming when maximum quantities are being removed, truck trailer combinations are used, then 246truck movements are expected at worst, and 114 on average. A truck movement is one way, two truckmovements comprising a return trip.

DIER have provided traffic count data for the section of road north of Bagdad recorded in 2008.

The traffic data for the Midlands highway is then summarised in Table 1 and Figure 2.

Mon - Fri Sat

Cars per 24 hrs 4699 4913

Trucks per 24 hrs 922 761

Quarry Trucks per 24 hrs Max 246 246Avg. 114 114

Table 1: Quantity and Type of truck Movements

HBMI

Constitution Hill Quarry Development Acoustics – Response To EPA

Reference: 3879_01.doc 15-Feb-11 Page 2 of 4Commercial-In-Confidence

MIDLAND HIGHWAY TRUCK NOISE

The original report1 and subsequent letter2 focussed on the truck noise along the access road from theMidland Highway to the Quarry site. The impact of the quarry trucks on the noise environment ofrelevant Midland Highway residences is discussed here.

Trucks enter Harbacks Road from the North only as the highway is divided at the intersection. Trucksfrom the south turn around at Clifton Vale Road as indicated in Figure 1. Quarry trucks using theMidland Highway will appear as normal traffic on the highway except at the Clifton Hill Road andHarback road intersections where the trucks will be slowing / accelerating as they negotiate theintersection. On the Western side of the highway the residences thus effected are in the area of CliftonVale Road, with no residences directly to the west of Harbacks road. Three (3), potentially effectedresidences are highlighted by green circles in Figure 1.

Figure 1: Quarry Trucks on the Midland Highway

To assess the impact of the quarry truck noise, quarry vehicle volumes are compared against existinghighway vehicle volumes. This comparison is summarised in Table 2. The traffic volumes are taken fromDIER traffic count data of Table 1, and the noise level predicted using the CoRTN model with thereceiver 50m from the roadside with the maximum number of quarry truck movements from Table 1.

1 “Constitution Hill Quarry –Noise Assessment”, July 2010, Vipac Report No. 3639_012 “Dysart Quarry Development – Access Road Noise Detailed Assessment”, May 2010, Vipac Report No. 3710

HBMI



Now + Quarry

Total Vehicles per 18 hours 5500 5725

% Trucks 15 19

Predicted Noise Level, L1018hr , dBA 62.1 62.7

Table 2: Predicted Midlands Highway Traffic Noise – Mon to Friday

It is clear the additional Quarry traffic does not significantly effect the 18 hour L10 sound level.

From Figure 2 it also observed that at no time during the day are the quarry trucks the dominantcomponent of truck traffic.

Figure 2: Vehicle Numbers – Midlands Highway

ENGINE / EXHAUST BRAKE NOISE

The letter that focussed on truck noise2 used an L01 as the sound level based on B double units using theLeslie Vale quarry. It therefore represents the maximum noise the truck makes not the average. The datawas measured as the trucks arrived / departed the quarry on a rising section of road when departing.Engine brakes were used for arriving trucks, the field notes not commenting as to how strong the enginebrake noise was. The data will therefore incorporate engine brake noise, and with the maximum noiselevel used, the engine brake noise will be a strong component of the data.

Engine brake noise is influenced by the muffler condition / quality, and Hazell Brothers have stated thelatest proprietary silencing system is maintained on their vehicle fleet, and is maintained in good order.They have further stated that contractors using their own trucks will be required to meet the same level ofexhaust performance.

HBMI



HOUSE B AND HAUL TRUCK OPERATION - ASSUMPTIONS

In Figure 4 of the original report1, the impact of a haul truck using the access road and Midlands Highwayis indicated. The following is noted on how SoundPlan determined this: The sound power of a quarry haul truck was used (PWL 115 dBA). The contour plot is based on the truck travelling at a constant speed of 20 km/hr for 10 minutes. The route was chosen to be centred around house B as this is the house effected by the access road. The source sound power is “distributed” over the length of the route (a point source every 1m, the

sound power ratio'd by the route length), with the result the contours then represent an Leq level notan instantaneous level.

The model used terrain contours at 10m increments, and hence any terrain features less than this areunlikely to be modelled correctly.

Recognising that: Only average noise levels were predicted. A haul truck was used in the model, whereas road registered trucks will be used in reality, and The 10m contours did not accurately reflect the real situation,

a subsequent letter was presented2 which addressed these issues and discussed in more detail truck noiseas it effects House B.

Should you have any queries, please do not hesitate to call this office directly.Yours faithfully

VIPAC ENGINEERS & SCIENTISTS LTDBill Butler


Appendix 4:

“Proposed Constitution Hill Quarry – Report on Geological Investigations of Access Road Sites”,

Author; Mr Ken Morrison (Geologist), Dated; 19 April 2011.

HAZELL BROS GROUP

PROPOSED CONSTITUTION HILL QUARRY

REPORT ON GEOLOGICAL INVESTIGATIONS

ACCESS ROAD SITES

Ken Morrison

19 April 2011

Issue Date Recipient Organisation

1 21 Feb. 2011 Barry Williams ILMP

2 11 Apr. 2011 Barry Williams ILMP

3 19 Apr 2011 Adam Friend EPA

1

1. INTRODUCTION

1. 1. Background

The background to this report stems from the identification of three sites along the preferred access route to the proposed Hazell Bros Group (the client) dolerite quarry at Constitution Hill, needing geological investigation to assist in planning the necessary road upgrade to the quarry (Figure 1). Landforms produced by Quaternary landslips, evidence of potentially unstable slopes, erosive drainage and native trees with high conservation value have been identified in the project area by previous geomorphic and botanical surveys (Mazengarb, C & Stevenson, M, 2010) (Cultural Heritage Management Australia, 2009) (Northbarker Ecosystem Services, 2010) and it is apparent that these considerations, combined with the requirements to minimise traffic hazards, noise and visual impacts on local residents, have to be incorporated into a road alignment which is practical to use and economically viable.

1. 2. Risk assessment

A risk assessment of the hazards and consequences of a failure of the access road due to land stability was undertaken to guide the investigation. The assessment found that the consequences of a failure were minor, which suggested a qualitative risk assessment was appropriate. Minor consequences also suggest that a risk level of moderate was an acceptable risk. The qualitative risk assessment found the risk to be low which is below the acceptable level. The geological field work was confined to four locations that through general observation had the greatest potential for instability. The risk assessment can be found at the end of the report in Appendix 1.

1. 3. KC Morrison Pty Ltd

KC Morrison Pty Ltd, was engaged in January 2011 by Barry Williams, Integrated Land Management and Planning, on behalf of the client, to conduct geological mapping over the three contentious sites and to make recommendations towards optimising the detailed road alignment over the three sites. Ken Morrison is the principal of KC Morrison Pty Ltd. Ken has a Bachelor of Science degree with honours majoring in geology from the University of Tasmania. He has also attained Masters of Economic Geology from the same institution. Since qualifying, Ken has amassed thirty years practical experience in field based exploration and general site investigations. Since establishing his company in 1986 he has completed projects with Metals Exploration Ltd., Beaconsfield Gold NL, Billiton Metals Division, Paget Mining Ltd, Copper Mines of Tasmania and Delta Materials Pty Ltd.

2

2. Method

2.1. Preliminary

Mineral Resources Tasmania (MRT) made available a map produced for landslip hazard analysis on proposed highway works in the vicinity of the quarry access road. This map (Mazengarb, C & Stevenson, M, 2010) and the local broad scale geology map (Forsyth, 2006) and (Leaman, D E & Forsyth, S M, 2006) were used to determine the geological context of the three discrete study areas. Mr Ken Morrison and Mr Barry Williams conducted a preliminary site visit on 20 January 2011 to enable the extent of the study area for each site to be described in the field. The likely reason for an investigation on each site was discussed and the extent of the study area to properly assess the risk of instability agreed. The field geology required for the assessment was discussed with Mr Mazengarb, Mineral Resources Tasmania Geologist and co-author of the referenced geological hazard mapping, in a telephone conversation prior to undertaking the field investigation. MRT reinforced the need for some field geology to be incorporated into the application process for civil works in areas with potential ground instability issues.

2.2. Field investigation

The site visit was conducted on 27 January 2011. The field work consisted of walking over the agreed study site and observing locations where the substrate was exposed. These locations included road and dam cuttings, bedrock outcrops and watercourses where the regolith had been incised exposing the bedrock. Along with direct observation of exposed rock the ground slope, topsoil type and thickness and vegetation cover were taken into account. Particular attention was given to evidence of previous ground instability including signs of mass creep, slip circle cuts and lobate land formations on mid and lower slopes. The field investigation concentrated on three discrete sites:

Harbachs Road Junction,

the dam side site, and

the mid-slope to Spences Hill study site. The three sites are displayed in Study Site Overview diagram (Figure 1). After reconnaissance observations along the proposed alternative to the existing road around Spences Hill, it was concluded that the alternative route is clearly inferior to the existing road, on the basis of a combination of; slope, gradient, talus fragment size, damage to high conservation value vegetation and likely cost. Consequently the existing road will provide access to the quarry. The two remaining sites were investigated more thoroughly. Field observations for these were recorded and the data used to produce two geological interpretation maps Figure 2 and 3. These maps should be read in conjunction with the descriptions below to appreciate the processes at play in each site.

3

3. Results

3.1. Harbachs Road junction study site

Planar bedded Triassic sandstone interbedded with minor siltstone, mudstone and low grade coal, with a generally NNW dip and in places gently folded, outcrops in cuttings along the eastern side of the Midlands Highway between Bagdad and Dysart. Figure 2 shows that the start of the quarry access road at its junction with Harbachs Road climbs in a northeasterly direction up a ridge composed of the Triassic sandstone outcrop. From an operational perspective the road is in the ideal location, up the crest of the ridge at a reasonable gradient and turning radius, on solid bedrock with low clay content and good drainage properties. The issue at this site relates to a potential traffic hazard for people travelling on Harbachs road, due to reduced visibility caused by the topography close to the junction on the southeastern side of the access road. The mapping shows potential for two options without requiring earthworks on the potentially unstable Quaternary slope deposit materials onlapping the sandstone ridge from both the northern and southern sides (Figure 2). On the southern side of the junction the elevation of the sandstone ridge could be reduced so that loaded trucks travelling down the ridge towards the junction were more continuously visible to drivers on Harbachs Road than is currently the case. Alternatively, a new access road junction could be constructed, slightly north of the current junction, so that the intersection between Harbachs Road and the quarry access road was eliminated and the two roads fed into a wide open area at the Midlands Highway junction. This option would require a tighter corner north of the current gate on the access road but a viable road looks possible without shifting too far north and off the crest of the sandstone ridge. There is clear evidence of previous landslips in the shallow gully north of the sandstone ridge, with abrupt contacts between the zone of landslip deposits and the sandstone outcrop marked by ephemeral creeks showing apparent control by linear NW-SE and ENE-WSW structures. There is no evidence of major displacement within the Triassic rocks but minor faulting may be related to the low amplitude folding and minor dip direction changes in the Triassic rocks exposed along the highway. The landslip deposits are assumed to be of Quaternary age (probably Holocene) because they clearly form the current surface morphology. Regardless of the geological history detail, there is sound evidence that any earthworks in the area should be confined to the area of sandstone outcrop, at least on the sloping ground above the highway.

1


Figure 1: Detail Ground Stability Assessment by Mr Ken Morrison– Study Site Overview (Image date 9 Jan 2010)

0 500

1000

north

Extraction area stages 1 and 2

Access road utilising existing alignment

Study site on mid-slope to Spences Hill

Dam side study site

Harbachs Road junction study site

Approximate boundary of study sites

2


Figure 2: Detail Ground Stability Assessment by Mr Ken Morrison– Harbachs Road Junction Study Site (Image date 9 Jan 2010)

0 75 150

north

?

?

?

?

8

8

7

8

Triassic quartz sandstone, minor siltstone, outcrop, subcrop

Cainozoic talus deposits: mainly Jurassic dolerite fragments, minor Triassic sandstone, mudstone ,coal

Probable fault

LEGEND

Area of hummocky and lobate landforms indicating Quaternary landslide deposits

Dip and strike of outcrop bedding

?

?

7

3


Figure 3: Detail Ground Stability Assessment by Mr Ken Morrison– Dam Side Study Site (Image date 9 Jan 2010)

north

0 50

?

?

100

Triassic mudstone, lithic wacke, minor coal, outcrop, subcrop

Cainozoic talus deposits: mainly Jurassic dolerite fragments, minor Triassic sandstone, mudstone ,coal

Probable fault

LEGEND

Area of hummocky and lobate landforms indicating Quaternary landslide deposits

Dip and strike of outcrop bedding

?

?

7

8

3.2. Dam side study site

This site is located approximately 1400 metres NE of Harbachs Road junction, at a position where the quarry access road crosses a creek flowing south into a dam immediately downslope from the road (Figures 1 and 3). The dam is not holding water and the dam walls are showing signs of erosion such that potential exists for the road to be compromised by erosion advancing upslope from the dam. Mapping around the dam (Figure 3) shows that it is excavated in Triassic sedimentary rocks overlain by and juxtaposed against probable Quaternary talus deposits. There is some evidence of landslip deposits composed of talus on the eastern side of the drainage system, which includes the problem dam and two other filled dams, above and below the leaking dam, but the evidence is masked by the slopes having been ploughed and planted out with eucalypt plantation. The Triassic rocks on which the leaking dam sits consist of a mixed lithology sequence comprising mudstone, clay rich lithic/quartz sandstone (wacke) and minor coal grading to carbonaceous mudstone. Although these rocks crop out around the walls of the dam, no reliable in-situ bedding suitable for dip and strike measurement was seen. The bedrock is deformed into a melange of dislocated blocks, probably due to either mass slumping or faulting. The case for fault deformation is enhanced by the interpretation of an ENE-WSW trending fault cutting through the southern edge of the dam and marking an abrupt contact between the Triassic and relatively thick talus comprising mainly dolerite clasts and dolerite derived clay (Photo 1). Permeability via a fault in this position would logically account for the leaking dam and suggests that it is unlikely that the dam will ever hold water. The interpreted fault is parallel to the northern interpreted fault at Harbachs Road junction (Figure 2) and the strike of approximately 075 Grid may be a useful trend for interpreting the geology of the resource area. There appears to be two reasonable alternative responses to reducing the risk of ground instability under the present road alignment at Dam Side, and bearing in mind that the road immediately down slope from the dam edge is planned to be cut down to provide an improved noise and visibility barrier for the nearest residents. If the leaking dam were to be backfilled and the drainage diverted around the eastern side of the dam and channelled into the existing dam in good condition down gully, then the access road could stay in its current position. The drainage diversion would have to be of sound construction, fully lined and sized to accommodate the overflow from a 1 in 20 year rainfall event. Alternatively, if it is essential to leave the leaking dam as is (including possibly sealing the leak and thereby reducing erosion potential by maintaining a water filled dam), a viable option may be to shift the bend in the road around the dam, north and into the southern edge of the plantation coupe, by a maximum of approximately 25 metres and over a length of approximately 100 metres. A new creek crossing would be required at about 25 metres north of the current road. When all environmental and geomorphic factors are considered the former option of backfilling the dam and diverting the creek seems preferable.

9

Photo 1 Fault contact between Triassic sedimentary rock on right and Quaternary

talus on left, looking towards 255 Grid at southern end of leaking dam.

10

3.3. Spences Hill study site

A realignment of the quarry access road along the SW flank of Spences Hill has been considered as a means of accessing the quarry further upslope and thereby potentially reducing the risk of unstable ground further down the dolerite talus slope, combined with a steep final climb to the quarry (Figure 1). A traverse along the existing road in this area shows no evidence of significant unstable ground conditions in the upslope cut and the road base appears to be stable and a suitable platform for widening and strengthening. Any works undertaken to strengthen and widen the road must consider road drainage and be in accordance with the Quarry Code of Practice. The general maximum cross slope is around 30 percent or 17 degrees. The worst case soil condition along this section of road is where the dolerite slope deposit (talus) is encountered. The Forest practices Code describes a landslide threshold slope for this substrate of 19 degrees ( Forest Practices Board, 2000). Mr Bob Howlett has used this section of road for around 36 years, 16 years as the landowner but prior to that with the consent of the previous landowners. Heavy vehicles including dozers and excavators on low-loaders have traversed the road to gain access to the more remote parts of the property. At no time over the 36 years has Mr Howlett experienced any problems with the stability of this section of the access (pers. comm. Howlett, 2011). At the NW end of this section the sharp bend into the final climb up to the quarry could be slightly re-aligned by moving the corner upslope by a maximum of approximately 50 metres (Figure 1). In contrast, the potential Spences Hill realignment traverses dolerite talus comprising in part huge blocks of several metres dimension, is partly on quite steep slope relative to the existing road, and is covered by native forest (Northbarker Ecosystem Services, 2010). A new road could certainly be built along this route but the advantages of a slightly shorter distance and more even overall gradient seem outweighed by the risk of encountering unstable talus requiring expensive earthworks to stabilise, and the potential for compromising the conservation values of the native forest.

11

4. Discussion and Conclusions

The existing quarry access road at Harbachs Road junction is established in an ideal position on a ridge composed of sandstone outcrop. To overcome the traffic hazard issue, the simplest option is to increase visibility by cutting down the sandstone high immediately south of the access road. A probable viable alternative would be to construct a new start to the access road which eliminates an intersection with Harbachs Road, by running parallel with it down to the highway. The constraint is that the new road needs to remain on sandstone bedrock and avoid the zone of landslip topography immediately north of the sandstone ridge.

The current road at Dam Side is at risk of becoming unstable due to upslope erosion of the dam wall. Ground instability risk is exacerbated by the dam continually leaking water, apparently through a fault at the southern end of the dam. Backfilling the dam and diverting the drainage is the best option for securing the existing road alignment.

There is no evidence of debris flows, tension cracking in the road surface or the top of the cut face, that would indicate significant ground instability along the existing road alignment at Spences Hill and on balance, no advantage in re-routing the road higher upslope.

12

5. References

Forest Practices Board. (2000). Forest Practices Code. Hobart: Forest Practices Board.

Australian Geomechanics Society. (March 2007). Commentry on Practice Note Guidlines for Landslide Risk Management. Australian Geomechanics, Volume 42 Number 1 , 155 : 158.

Cultural Heritage Management Australia. (2009). An Aboriginal Cultural Heritage Assessment of a Proposed Quarry near Constitution Hill, Dysart, Tasmania. Canberra: Cultural heritage Management Australia.

Department of Primary Industries, Water and Environment. (1999). Quarry Code of Practice. Hobart: Department of Primary Industries, Water and Environment.

Forsyth, S. M. (2006). Digital Geological Atlas, 1:25000 Series, Sheet 5228, Bains. Hobart: Mineral Resources Tasmania.

Howlett, B. (2011, April 11). personal communication. (B. Williams, Interviewer)

Leaman, D E & Forsyth, S M. (2006). Digital Geological Atlas, 1:25000 Series, Sheet 5028, Elderslie. Hobart: Mineral Resources Tasmania.

Leventhal, A. &. (2009). Landslide Risk Management for Australia. The Australian Journal of Emergency Management, Vol. 24, No. 1, February , 42 - 52.

Mazengarb, C & Stevenson, M. (2010). Bagdad Bypass: Provisional Geology Map. Hobart: Mineral Resources Tasmania.

Northbarker Ecosystem Services. (2010). Constitution Hill Quarry - Vegetation Survey and Fauna Habitat Assessment. Hobart: Northbarker Ecosystem Services.

Walker, B. (2010, July 8). Landslide Risk Management, An Example to Demonstrate the Application of AGS Practice Note Guidelines 2007c. Retrieved April 11, 2011, from Mineral Resources Tasmania: http://www.mrt.tas.gov.au/pls/portal/docs/PAGE/MRT_INTERNET_PAGE_GROUP/MRT_GEOLOGICAL_INFORMATION/MRT_GEOLOGICAL_HAZARDS/MRT_LANDSLIDES/MRT_REGIONAL_MAPPING/4_AGS_MEETING_BRUCEWALKER.PDF

13

6. Appendix 1: Risk Assessment

This investigation into landslide hazards and appropriate mitigation measures is scaled to suit the risk and consequences of a ground stability failure. Practically, the quarry can elevate landslide risk by directing large quantities of stormwater into a vulnerable land system or by adding a surcharge onto a critical slope. Stormwater will be collected from the pit area into a retention pond that will buffer peak flows. The discharge from the pond is collected in an existing impoundment and recycled back to the quarry for dust suppression activities. It is unlikely that the any significant change in the direction and flow of stormwater will result from the quarry proposal. The quarry access road will be improved to provide a better surface for routine quarry traffic. The improvements will conform to the prescriptions of the Quarry Code of Practice (Department of Primary Industries, Water and Environment, 1999). The infrastructure most likely at risk of ground stability failure is the access road to the quarry. The access road will remain private for the use of the quarry and the landowner and associated contractors. The road will be secure with access controlled with locked gates to prevent public access. A failure on the road can directly affect vehicles on the road and potentially affect quarry operations. The quarry has an alternative route if a failure were to occur in the top section of the road, marked pink in Figure 1. The risk assessment will follow the general procedure as reported in (Leventhal, 2009) referencing (Australian Geomechanics Society, March 2007). The procedure followed is the qualitative assessment because there is a low level of risk to life. The assessment process refers mainly to structures. However, Importance level 1, from Appendix A of (Australian Geomechanics Society, March 2007) include “structures generally presenting a low level of risk to life and property”. This category could be used to describe the access road to the quarry. The upper limit of acceptable qualitative risk for importance level 1 structures is moderate for new developments from Table C10 (Australian Geomechanics Society, March 2007). A failure on the upper section of the access road could occur if an extreme rainfall event caused hydraulic pressure in the substrate to either cause slippage in the foundation to the road or cause a mass debris flow to block the road. A failure in the lower section of the road is unlikely because the road traverses a sandstone/mudstone ridgeline for most of its route. A potential problem area referred to as the dam side study site is considered and mitigation strategies recommended in the conclusions From (Walker, 2010) “Event might occur under very adverse circumstances over the design life”, gives a likelihood level of D. A localised failure of the road could best be described as “Limited damage to part of a structure, and / or part of a site requiring some reinstatement stalisation works.” which gives a consequences level of 4. Using these values the matrix Appendix B in (Leventhal, 2009) returns a risk assessment level of L which is below the limit of acceptable qualitative risk. A simplified matrix is reproduced on the next page.

14

Qualitative Risk Analysis Matrix – Level of Risk to Property

Likelihood Consequences

Descriptor 1. Catastrophic

2. Major

3. Medium

4. Minor

5. Insignificant

A Almost certain

Very High Very High Very High High Moderate or Low

B Likely Very High Very High High Moderate Low

C Possible Very High High Moderate Moderate Very Low

D Unlikely High Moderate Low Low Very Low

E Rare Moderate Low Very Low Very Low Very Low

F Barely credible

Low Very Low Very Low Very Low Very Low


Appendix 5:

“Response to traffic Concerns – Proposed Constitution Hill Quarry, Harbachs Road Dysart’, Author;

Mr Milan Prodanovic, Date; February 2011.

20 KATRINA COURT, LINDISFARNE TASMANIA 7015

TEL & FAX: (03) 6243 5270 MOBILE: 0402 900 106 EMAIL: [email protected] ABN: 51 345 664 433

RESPONSE TO TRAFFIC CONCERNS

ENVIRONMENT PROTECTION AUTHORITY

PROPOSED CONSTITUTION HILL QUARRY

HARBACHS ROAD, DYSART

FEBRUARY 2011

2 RESPONSE TO TRAFFIC CONCERNS – EPA

CONSTITUTION HILL QUARRY HARBACHS ROAD, DYSART

CONTENTS

Page Number

1. INTRODUCTION 3

2. RESPONSE TO DIER AND SOUTHERN MIDLANDS COUNCIL CONCERNS 4

REFERENCES

• Southern Midlands Planning Scheme 1998

• AUSTROADS – Guide to Road Design Part 3: Geometric Design (2009)

• AUSTROADS – Guide to Road Design Part 4A: Unsignalised and Signalised Intersections (2009)



1. INTRODUCTION

The Board of the Environment Protection Authority (EPA) has advised that a number of concerns have been raised in relation to truck and traffic activity that the proposed Constitution Hill Quarry in Dysart will generate.

The concerns are related to sections of the Midland Highway and Harbachs Road. The concerns are generally covered in the submissions to the EPA from the Department of Infrastructure, Energy and Resources (DIER) and from the Southern Midlands Council requesting additional information on several matters in relation to the Traffic Impact Assessment (TIA) report that was prepared for this project.

Each matter raised by DIER and the Council is detailed below together with a comprehensive response.



2. RESPONSE TO DIER AND SOUTHERN MIDLANDS COUNCIL CONCERNS

2.1. Number of additional vehicle movements associated with the transport of raw materials to the site for manufacture of various products at the site and the impact of these additional vehicle movements.

RESPONSE

The proponent of the quarry project has given an undertaking that any deliveries of material to the quarry site will be undertaken as back loaded trips to the quarry site. There will not be any additional truck or vehicle trips above that outlined in the TIA report.

It should be appreciated that the advice given in Section 5 of the TIA report refers to daily truck movement to and from the quarry, however the truck movements include the range of vehicle types from car-trailer vehicles up to 35 tonne payload combination trucks. Therefore the predicted average and peak day daily traffic (truck) movements on which the assessment has been based are at the extreme high end of the likely traffic activity.

2.2. Consideration of the impact on the township of Dysart of potential traffic movements following completion of the planned bypass of the township by the Midland Highway, including consideration of possible future alternative access arrangements.

RESPONSE

Enquiries at the time of preparation of the TIA report determined that DIER did not have any plans or knowledge of possible future highway alignment for this area.

It is understood that current plans for the Bagdad Bypass places the Midland Highway to the west of the Dysart township and a Clifton Vale Road interchange is proposed to the northwest of the township with a new road alignment proposed for Clifton Vale Road between the interchange and the current Midland Highway which will be outside of the main residential area of Dysart.

The currently proposed highway alignment and road connections are seen in Photograph 2.1.



With this proposed highway network and the continued use of Harbachs Road as the access road to the quarry, it can be expected that the quarry traffic will have a much reduced impact at both Dysart and Bagdad townships. With the completion of the highway bypass, the current highway north of Bagdad will have a much lower traffic function, that of a local access road. This will allow for the median on the current highway to be opened at the Harbachs Road junction and the conversion of the current right hand lane on the highway as a right turn lane/acceleration lane for Harbachs Road traffic.

Trucks to and from the quarry will no longer need to travel through the Bagdad township and also will no longer be required to undertake U-turn manoeuvres at the current junctions of Midland Highway/Swan Street and Midland Highway/Clifton Vale Road and mix or conflict with local traffic movements.

While such management at the Harbachs Road junction will result in an increase in quarry truck traffic along the current Midland Highway between Harbachs Road and the new Clifton Vale Road junction, the total number of trucks on this section of road will be less than 20% of that currently (which is around 1,000 trucks/day) due to the shift of the highway traffic to the bypass road.

Photograph 2.1: Plan of proposed Midland Highway by-pass of Dysart



2.3. Clarification of the length of the acceleration lane exiting Clifton Vale Road to the Midland Highway southbound and review of commentary on the impact of existing traffic.

RESPONSE

It is understood that this matter relates to the as constructed length of the southbound acceleration lane on the Midland Highway.

In Section 6 of the TIA report reference advice is provided that the design drawings for the upgrading of this section of the highway, which was nearing completion at the time of the report preparation, indicate the acceleration lane would have a length of around 360m. This is quite sufficient for truck acceleration in a speed environment greater than the 80km/h speed limit that applied to both directions of travel at the time.

The 80km/h speed limit has been retained for southbound traffic from well north of the Clifton Vale Road junction into Bagdad. The detailed drawings of the approved design show that the length of the acceleration length would be 260m and the taper length would be 105m, a total length of 365m. Allowing for the downgrade on this section of the highway these lengths are adequate for an acceleration lane in a 110km/h speed environment.

It would have been expected that DIER would have been satisfied with the approved design to meet all vehicle needs including trucks from the quarry. However in view of this matter being now raised an on-site check of the road geometry and traffic management that has been installed was made in February 2011.

This site check has found that the acceleration lane length is significantly shorter than required by the design. The acceleration length from the middle of the seagull island is only around 130m and the taper length is around 182m.

Notwithstanding that the completed works appear to be grossly deficient based on the required design, an assessed has been made of the adequacy of the currently existing on ground traffic management in this area for the expected future truck traffic using the acceleration lane.

The principle guide for the design of acceleration lanes and other relevant design information and design parameters including truck acceleration rates and travel distances on grades is the Austroads document: Guide to Road Design – Part 4A; Unsignalised and Signalised Intersections.

Relevant parts of this guide advise that:



o for the design of new acceleration lanes it is preferable that the design heavy vehicle has sufficient length to accelerate to a speed no less than 20km/h below the mean free speed of the through road;

o the travel distance for a truck to reach a speed of 60km/h on a 4% downgrade is around 150m and a speed of 70km/h on a 4% downgrade is 230m.

Further on-site measurements have found that the downgrade of the Midland Highway is around 4.4% at the start of the median on the southern side of the Clifton Vale Road junction. At a point 35m south of this point it is around 4.1%, 70m from the start of the median it is around 4.1% and at the end of the continuous continuity line (end of defined acceleration length) it is around 3.9%.

The width of the acceleration lane at the end of the continuity line is 3.4m and at a point 35m further south it is 3.0m.

Measurement of southbound mean free vehicle speed has found it to be 86km/h at a point around 100m north of Clifton Vale Road junction, reducing to around 80km/h midway along deceleration lane length. Therefore there is a need to provide for trucks to accelerate to a speed of at least 60km/h.

Based on all the above details, the available acceleration length for trucks (from the Clifton Vale Road holding line) is around 140m. With the average downgrade over the acceleration lane length being around 4.3% the required acceleration lane length for trucks to reach a 60km/h speed is around 145m.

This assessment therefore confirms that within the limits of accuracy of the measurements the current traffic management layout is just sufficient to meet the Austroads guidelines for trucks to safely enter the southbound traffic stream. The additional 35m of acceleration lane length that has a width of at least 3.0m is also available for use as part of the acceleration length as vehicles can comfortable travel in such a lane width in this lower speed environment. However as only some trucks using the acceleration lane that are heading to the quarry will carry backloads, most of the trucks will be unladen and therefore have higher acceleration rates and require a shorter acceleration length than is available. The remaining 147m of taper length beyond the above 35m section is nearly 70m longer than required for the speed environment.

It can therefore be concluded that the current traffic management and layout of the acceleration lane is adequate to safely accommodate the truck traffic.



2.4. Management measures regarding vehicle movements during periods where visibility at the Clifton Vale Road/Midland Highway junction is affected by fog.

RESPONSE

It is fairly clear that vehicle travel speeds even on a high speed road such as the Midland Highway will be reduced depending on the available forward visibility and can be very low at times of heavy fog. Therefore it is wrong to have a perception that safety can be greatly compromised at such times due to the possibility of high speed collisions as otherwise there would be a record collisions in such conditions at existing major junctions along this highway that are affected by fog from time to time.

Notwithstanding this, the project proponent has advised that the transport of materials to and from the quarry will be curtailed when road visibility conditions are extremely poor due to fog.

2.5. Details of modifications to Harbachs Road between the quarry site access junction and the Midland Highway junction to provide for two way traffic in accordance with requirements discussed with DIER.

RESPONSE

The TIA report recommended that the section of Harbachs Road between the Midland Highway and a point beyond the quarry access road be reconstructed and sealed to a width of at least 5.5m with 0.5m wide gravel shoulders each side of the seal.

DIER has indicated that the minimum width of the road should be 6m. This is consistent with the TIA recommendations.

2.6. Further assessment of the adequacy of the Swan Street / Midland Highway junction in accordance with requirements discussed with DIER.

RESPONSE

It is understood that DIER officers believe that the pavement around the two Midland Highway/Swan Street junctions and section of Swan Street in between which will be used by turning trucks may not have adequate strength for the truck traffic that the quarry will generate. It is only heavy vehicles that can cause pavement deterioration.



While the TIA undertook an assignment of the quarry traffic to the local road network, this assumed a mix of vehicle types.

An estimate of the likely maximum number of heavy vehicles that could use the Swan Street junction can be based on the following:

• production limit from quarry of 500,000 tonne/year;

• 300 working days per year;

• truck payload of 35 tonne;

• an average 48 trucks per day;

• 10% of trucks with destination to north.

Based on these figures the average number of trucks that will be turning at the Swan Street junction is 5 trucks/day or 1,430 trucks/year.

Endeavours have been made with DIER to determine the current pavement strength at the Swan Street junction. At the time of preparing this advice further relevant information was due to be received from DIER and this will be followed through to the point where it will be decided whether actual pavement testing will be required.

A commitment can be given that subject to the approval of this project any necessary investigations and pavement testing will be undertaken to determine the adequacy of the pavement for the life of the current highway traffic arrangements and any required pavement works will be completed before commencement of the quarry operation.

2.7. Revision of the TIA is required to address the planning scheme in relation to the adequacy of the sight distance at the quarry site access junction and Harbachs Road. If the quarry access junction cannot be modified to comply with requirements under the planning scheme then an alternative solution for the quarry access must be provided.

RESPONSE

The assessment of the required sight distances at this junction, as referred to in the TIA report, was made having regard to the Southern Midlands Planning Scheme 1998, but also the Austroads Guide to Road Design – Part 4A, which specifies the required Safe Intersection Sight Distances for various approach speeds.



The 40km/h approach speed referred to in the TIA report was in fact determined to be the 85th percentile approach vehicle speed for the purpose of estimating the required Safe Intersection Sight Distances. The required sight distance of 73m referred to in the report is based on the Austroads guide rather than the Planning Scheme’s Attachment 1. The content of Attachment 1 is an extract from an old Austroads publication which has been superseded by the above Austroads guide published in 2009.

It is important to use the most current technical advice and standards in any assessment and this has been the case with the sight distance assessment for the Harbachs Road/quarry access road junction.

2.8. Discussion is required of recommendations made in Section 8.9.2. Table 8.7 of the Planning Scheme in relation to the Harbachs Road / Midland Highway junction with reference to recent modifications of the Midland Highway and their effect on the safety of the junction.

RESPONSE

In the reconstruction of the Midland Highway through this area DIER would have evaluated the deficiencies that existed with the Harbachs Road junction and implemented design elements that would have addressed these issues.

While Table 8.7 suggests that a sight distance deficiency existed and there is a need for a sight distance of 290m, such a sight distance would be required for speeds of around 130km/h and not the 110 km/h that existed up to the commencement of the upgrading works.

A more serious safety issue did exist at this junction, that of potential high speed rear end collision with vehicles waiting on the highway to turn right into Harbachs Road.

From the above comments as well as on-site investigations in the course of preparation of the TIA report it can be concluded that this junction can no longer be considered as a deficient junction.

Milan Prodanovic

23 February 2011

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