Engineering design details

3.
Engineering description
This section of the document provides a detailed description of the engineering design elements
of the proposed minerals exporting facility and outlines the reasons for the facility layout.
3.1. Overview of the design details
The proposed ore storage and mineral exporting facility has been designed to support the loading
of iron ore using new infrastructure, independent of current port operations. The proposed
development would utilise existing rail coming through the Port Pirie Wharf site. Map 1‐2 shows
the proposed site plan overlaid on aerial imagery. The design and layout of the storage facility
site has been driven largely by engineering and physical constraints, including:
The rail unloading facility has been located in the north‐western section of the site to
maximise the length of train able to pass through the intersection of Ellen Street and George
Street, before unloading commences, to minimise the length of delay at the crossing.
The iron ore storage facility is located in the south‐western section of the site. The location
of the storage facility close to the southern boundary is required to provide a direct route for
the iron ore out‐loading conveyor to the wharf and to avoid interference with the existing in‐
loading conveyor to the Wharf 6 storage facility. Maximising the distance between the rail
unloading facility and the storage facility also minimises the angle of the in‐loading conveyor.
The location of the ship‐loader accommodates Flinders Ports’ operational requirements, and
has been negotiated and agreed with Flinders Ports.
Clear guidelines and protocols for rail unloading operations would be established by GWA to
ensure disruption to the Nyrstar site is minimised during unloading and to clearly document
agreed emergency access arrangements.
Concept design drawings have been prepared for the purpose of applying for Development
Approval. Further technical studies would be undertaken for detailed design prior to applying for
Building Rules certification.
The drawings listed in Table 3‐1 are provided in Appendix C.
Table 3-1 Concept plans of proposed development

Drawing Title
Drawing Number
(description)
2450.25-10-G-002 Port Pirie Transhipment Port Regional Layout Plan – Phase 1
Ore storage and mineral exporting facility site layout, including rail spur line
SINCLAIR KNIGHT MERZ
I:\VESA\Projects\VE23405\Deliverables\Reports\Development Application\VE23405-EV-RP-0001-RevM.docx PAGE 32

Drawing Title
Drawing Number
(description)
2450.25-10-G-003 Port Pirie Transhipment Port Overall Site Layout Plan – Phase 1
Ore storage and mineral exporting facility site layout, excluding rail spur line
2450.25-10-G-005 Site Civil Works – Site Bulk Earth Works Plan
Site layout plan of ore storage facility site showing areas of proposed cut and
fill
2450.25-10-G-006 Port Pirie Transhipment Port Iron Ore Storage Facility Architectural Plan View
Plan view illustration of ore storage facility site
2450.25-10-G-007 Port Pirie Transhipment Port Iron Ore Storage Facility Architectural Isometric
View 1
3 dimensional view of ore storage facility site looking north west from the
intersection of George Street and Ellen Street from an elevated perspective.
View 2
3 dimensional view of ore storage facility site looking south east from an
elevated perspective.
2450.25-10-G-009 Port Pirie Transhipment Port Iron Ore Storage Facility Architectural Side
Elevations
North and south elevation views of the ore storage facility.
2450.25-10-G-010 Port Pirie Transhipment Port Iron Ore Storage Facility Architectural End
Elevations
East and west elevation views of the ore storage facility.
View 2
3 dimensional view of ore storage facility site looking north west from the
intersection of George Street and Ellen Street from ground level.
2450.25-10-G-012 Port Pirie Transhipment Port Site Layout
Ore storage facility site layout
2450.25-10-G-013 Port Pirie Transhipment Port Iron Ore Storage Building General Arrangement
– Elevations.
North and south elevation views of the iron ore storage facility.
2450.25-10-G-014 Port Pirie Transhipment Port Iron Ore Storage Building General Arrangement
– Sections.
Section views looking east towards the iron ore storage facility.
2450.25-10-G-015 Port Pirie Port Transhipment Port Train Loadout Facility General Arrangement
– Plan View
Plan view of rail unloading facility showing rail track and dust ventilation grills.
– Eastern View
Eastern view of the rail unloading facility also showing cross section of the
surge bin, concrete bunker and transfer conveyor CV01.
– Southern view
Southern view of the rail unloading facility also showing cross section of surge
bin, concrete bunker and transfer conveyor CV01.

Drawing Title
Drawing Number
(description)
2450.25-10-G-018 Port Pirie Port Transhipment Port Train Transfer Conveyor CV01 General
Arrangement Plan and Elevation
Plan and eastern elevation of the rail unloading facility, transfer conveyor
CV01 and cross section of transfer tower CV01/02
2450.25-10-G-019 Port Pirie Transhipment Port Tripper Conveyor CV-02 GA Plan and Elevation
Plan and section views (looking south) of the tripper conveyor CV02 and by-
pass conveyor CV03.
2450.25-10-G-020 Global By-pass Conv. CV03 General Arrangement
Section view looking east showing the by-pass conveyor CV03 within the ore
storage facility
2450.25-10-G-021 Port Pirie Transhipment Port Reclaim Conveyor CV04 GA Plan and Elevation
Plan view and section view (looking north) showing reclaim hoppers and
reclaim conveyor CV04
2450.25-10-G-022 Port Pirie Transhipment Port Transfer to Overland Conveyor CV05 GA Plan
and Elevation
Plan view and section view (looking north) showing transfer conveyor CV05.
A section view of a typical conveyor gallery and walkway is also shown.
2450.25-10-G-023 Port Pirie Port Transhipment Port Overland Conveyor CV06 GA Plan and
Elevation
Plan view and section view (looking north) showing overland conveyor CV06.
A section view of a typical conveyor gallery and walkway is also shown.
2450.25-10-G-024 Port Pirie Port Transhipment Port Overland Conveyor CV07 GA Plan and
Elevation
Plan view and section view (looking north) showing conveyor CV07. A
section view of a typical conveyor gallery and walkway is also shown.
2450.25-10-G-025 Port Pirie Transhipment Port Non Std Shiploader Conveyor CV08 GA
Elevation
Southern Elevation of shiploader conveyor CV08 showing clearance provided
for rail and mobile plant under the shiploader boom.
2450.25-10-G-026 Port Pirie Transhipment Port Non Std Shiploader Conveyor CV08 GA Plan
Plan view of shiploader conveyor CV08 showing clearance of shiploader
boom into the hold of the barge.
2450.25-10-G-030 Port Pirie Transhipment Port Overall Site Layout Plan View
Plan view of proposed ore storage and mineral export facility.
2450.25-10-G-031 Port Pirie Transhipment Port Reclaim/ Overland GA Sections
Section views (looking north) showing out-loading conveyors from reclaim
conveyor CV04 to transfer conveyor CV07 and including the transfer to the
shiploader.
2450.25-10-G-032 Port Pirie Transhipment Port Reclaim/Overland Conveyor GA Sections D-D
Section view showing the clearance of the proposed overland conveyor CV06
beneath the existing Wharf 6 Storage facility in-loading conveyor.
2450.25-10-G-033 Port Pirie Transhipment Port Dust Control Systems Plan
Plan showing the proposed locations for dust extraction systems from the rail
un-loading facility to the transfer to the shiploader.
2450.25-10-G-034 Port Pirie Transhipment Port Fencing Layout Plan
Plan view of ore storage facility site showing proposed location of security
fencing and access gates for the site.

Drawing Title
Drawing Number
(description)
2450.25-10-G-038 Port Pirie Port Transhipment Port Storage Warehouse Eastern/Western
Elevation
East and west elevation views of ore storage facility showing architectural
detailing
– Northern View
North elevation view of rail unloading facility showing architectural detailing
– Western View
West elevation view of rail unloading facility showing architectural detailing
2450.25-10-G-041 Port Pirie Port Transhipment Port Typical Office General Arrangement
North, east, south and west elevation views of typical office showing
architectural detailing
2450.25-10-G-042 Port Pirie Port Transhipment Port Toilet/Shower Block General Arrangement
North, east, south and west elevation views of toilet/shower block showing
2450.25-10-G-043 Port Pirie Port Transhipment Port Transformer Compound General
Arrangement
North, east, south and west elevation views of transformer compound
showing fencing and bunding
2450.25-10-G-044 Port Pirie Port Transhipment Port Switch Room General Arrangement
North, east, south and west elevation views of Switch Room showing
2450.25-10-G-045 Port Pirie Port Transhipment Port Evaporation/Collection Pond General
Arrangement
North, east, south and west elevation views of the evaporation and collection
ponds
2450.25-10-G-046 Port Pirie Port Transhipment Port Non Std Shiploader Conveyor CV08
General Arrangement – Northern View
North elevation view of CV07 to shiploader transfer tower and shiploader
showing architectural detailing
2450.25-10-G-047 Port Pirie Port Transhipment Port Train Transfer Conveyor CV01 Elevation –
Western View
Western elevation view of transfer conveyor CV01 showing architectural
detailing
2450.25-10-G-048 Port Pirie Port Transhipment Port CV04/05 Conveyor General Arrangement –
Northern View
North elevation view of reclaim conveyor CV04 and transfer conveyor CV05
showing architectural detailing.
2450.25-10-G-049 Port Pirie Port Transhipment Port Overland Conveyor CV06 GA –
Northern/Southern View
North and south elevation views of overland conveyor CV06 showing
2450.25-10-G-050 Port Pirie Port Transhipment Port CV07 GA – Northern/Southern View
North and south elevation views of transfer conveyor CV06 showing

Drawing Title
Drawing Number
(description)
2450.25-10-G-051 Port Pirie Port Transhipment Port Site Geotechnical Investigations
Includes location of underground services
2450.25-10-G-052 Standard Fencing
Typical elevation details of proposed fencing
2450.25-10-G-053 Port Pirie Port Transhipment Port
Car Park Details
E09295-01 B&W Shiploader
50m Shiploader Plan & Elevation
Plan view and south elevation view of shiploader
ME100091 – S100 Storage Building Footings
General Arrangement - Plan
ME100091 – S105 Port Facility Footings
Footing Sections & Details
13130-001 Ausco Building Floor Plan
Plan showing the internal layout of the toilet and shower block
PD 507-003 Ausco Building Floor Plan
Plan showing the internal layout of the multi-purpose office facility
PD 507-004 Ausco Building Floor Plan
Plan showing the internal layout of the lunch room and first aid facility

3.2. Facility design details
The following sections describe the proposed minerals exporting facility from train unloading to
ship‐loading. The engineering design features described are summarised in Figure 3‐1.

Figure 3-1 Engineering design features

3.2.1. Rail unloading facility
A new rail unloading facility would be constructed to enable unloading of iron ore (refer to
drawing 2450.25‐10‐G‐012 for location). This facility would be approximately 13 metres long,
10.5 metres wide and 7 metres high above ground level and 11 metres deep to the base of the
concrete bunker. The floor level grates would be 2.645 metres AHD. The facility would cater for
bottom dumping of a single railway wagon carrying iron ore. The iron ore from the wagons would
fall through a steel safety grate (at ground level) into a below‐ground surge bin which feeds a
conveyor starting below‐ground within a concrete bunker. The bunker would be approximately
13 metres long, 10.5 metres wide and 13.4 metres deep to the base of the sump. The floor level
of the bunker would be at ‐8.41 metres AHD (approximately 11 metres below ground level).
A dust collection system would be installed within the rail unloading facility. The dust collection
system would draw 74,000 cubic metres per hour of air from the surge bin via a cassette type air
filter into the dust collector located on the western side of the rail unloading facility (refer to
drawing 2450‐25‐10‐G‐033). The steel safety grates fitted over the length of the surge bin and on
either side of the rail would act as air intakes for the dust collection system.
The top of the surge bin would be 4 metres wide by 8 metres long (twice as long as the doors on
the railway wagons). The surge bin would have a capacity of 280 tonnes, sized to take 4 full
wagons of iron ore. The surge bin would be made of steel and would have steep bin sides to
ensure iron ore does not build up in the bin. Two vibrating feeders fitted to the bottom of the
surge bin would control feed the iron ore from the surge bin onto the storage building transfer
conveyor CV01.
The rail unloading facility is shown in drawings 2450.25‐10‐G‐015 to 2450.25‐10‐G‐017, 2450.25‐
10‐G‐039, 2450.25‐10‐G‐40 contained in Appendix C and illustrated in Figure 3‐2 and Figure 3‐3.
PAGE 38

Figure 3-2 View from the east showing section view of rail un-loading facility (colours in
the diagram are for illustrative purposes only and do not represent actual proposed
colours)

PAGE 39

Figure 3-3 View from the south showing section view of rail un-loading facility (colours
in the diagram are for illustrative purposes only and do not represent actual proposed
colours)

A building with open doorways for the rail wagons would be constructed over the train unloading
facility to protect operators from inclement weather, prevent rain from entering into the surge
bin and to prevent wind from affecting the effectiveness of the dust extraction system. The
building would be constructed from steel frames and clad in Colorbond. The rail unloading
building would be approximately 13 metres long, 10.5 metres wide and 7 metres high.
A train cross over platform and stairs would be constructed adjacent to the train unloading facility
to allow safe movement across the railway line while unloading operations are occurring (refer to
drawing 2450.25‐10‐G‐017).
3.2.2. Transfer conveyor CV01 and transfer tower CV01/CV02
Transfer conveyor CV01 would be constructed to elevate and transfer iron ore from the surge bin
within the rail unloading facility to the transfer tower (CV01/CV02 Transfer Tower) located at the
west end of the iron ore storage facility. CV01 would be a conventional belt conveyor and would
be fully enclosed in a sheeted gallery (see Figure 3‐4). CV01 would be approximately 128.8
PAGE 40
metres long. The CV01 gallery would be approximately 3.1 metres wide and 2.6 metres high. The
CV01 conveyor would be 1.2 metres wide.
The floor of the conveyor gallery, including the walkway and the area under the conveyor would
be covered with checker plate flooring that would be sealed to the wall sheeting. This would
effectively dust seal the conveyor galleries. In addition, this flooring would contain any spillage
that may occur inside the conveyor gallery for manual recovery back on to the conveyor.
The conveyor would be fitted with guarding and safety elements to meet the current Australian
Standards.
CV01 is shown in drawing 2450.25‐10‐G‐018 and 2450.25‐10‐G‐047 contained in Appendix C.
Figure 3-4 Section view of proposed fully enclosed belt conveyor and gallery (colours
in the diagram are for illustrative purposes only and do not represent actual proposed
colours)
A dust extraction system would be fitted at the conveyor transfer point, along with a high
pressure atomising spray dust control system (refer to drawing 2450‐25‐10‐G‐033 for location of
dust controls).
The CV01 / CV02 Transfer Tower would be fully clad to contain dust and protect against inclement
weather. This transfer tower would be approximately 29 metres high and would be fitted with
stairways and platforms which would provide the primary access to the apex of the storage
building, tripper conveyor (CV02) and the by‐pass conveyor (CV03).
PAGE 41
3.2.3. Ore storage facility, tripper conveyor CV02 and by-pass conveyor CV03
A new storage facility would be constructed. The storage building would be a clear span structure
approximately 150 metres long, 70 metres wide and a height of 27 metres the apex. The height
of the wall of the building would be approximately 10 metres.
The ore storage facility would be totally enclosed, supported on piled foundations, and clad in
Colorbond sheeting. The building would be internally lined to prevent any dust emissions that
could occur at the overlap of the Colorbond sheeting.
Floor level of the facility would be 2.87 metres AHD. The ground at the stockpile area of the
storage building would be excavated to a depth of 0.5 metres, a geo‐membrane would be
installed and the soil reinstated and compacted to provide a suitable foundation for the stockpile
loads. The operating surface for the stockpiles would be a 0.2 metre thick bedding layer of iron
ore supplied from the Peculiar Knob Mine.
A 3 metre high concrete retaining wall would be constructed on the south, east and west walls to
allow iron ore to be stored against the internal retaining walls to maximise the capacity of the
storage facility. The retaining walls would also provide an operating surface for the front‐end
loaders. This retaining wall will also be supported on piles.
Architectural views of the facility are shown in drawings 2450.25‐10‐G‐006 to 2450.25‐10‐G‐011
and Figure 3‐5. Plan view and general arrangement drawings of the iron ore storage facility are
shown in drawings 2450.25‐10‐G‐012 to 2450.25‐10‐G‐014 and 2450.25‐10‐G‐038 in Appendix C.
Figure 3-5 View from the from the corner of George Street and Ellen Street showing the
iron ore storage facility – excluding landscaping (colours in the diagram are for
illustrative purposes only and do not represent actual proposed colours).

PAGE 42
The calculated storage capacity of the facility is approximately 200,000 tonnes of product for a
single stockpile. Stockpiles capacities will vary with the density of the ore. The density of the ore
varies from 2.87 tonnes per cubic metre to 3.3 tonnes per cubic metre. The storage facility would
provide sufficient storage capacity to complete a ship loading campaign without delays. The
operation of this facility is described in Sections 3.3.2 to 3.3.4.
The new storage facility would include guttering and downpipes to allow capture of rainwater
runoff. Ten appropriately sized rainwater tanks would be connected and installed to store
rainwater runoff from the roof for use in dust suppression and wash down. The tanks would be
located equally spaced along the north and south walls of the storage building as shown in
drawing 2450.25‐10‐G‐012. Each tank would have a capacity of 45 m3 and would be
interconnected to form one large storage volume. First flush water from the roof of the storage
facility would be diverted.
Negative pressure would be maintained in the storage facility by dust control systems to be
installed at each hopper as described in Section 3.2.4.
The ore storage facility would include a diesel fume extraction system to extract fumes generated
by Front End Loader (FEL) operations. The diesel fume extraction would be a part of the three
large dust extraction systems provided to extract dust at each of the load‐out hoppers. The diesel
fume extraction would involve a special filter stage on each of these units. In addition, engine
management equipment including diesel particulate filters and catalytic converters would be
fitted to mobile plant to reduce exhaust emissions.
The tripper conveyor CV02 would be supported from the roof structure of the ore storage
building and would be located in the apex of the building as shown in drawings 2450.25‐10‐G‐014
and 2450.25‐10‐G‐019.
CV02 would be a 1.4 metre wide belt conveyor. The conveyor would be fitted with guarding and
safety elements to meet the current Australian Standards.
A walkway would be constructed on both sides of the conveyor to provide for operational and
maintenance requirements.
A travelling tripper would be installed in conjunction with CV02 to allow the product to fall onto
the stockpiles in the ore storage building. The tripper would travel on steel rails fitted on either
side of CV02. The tripper would be a trouser leg chute arrangement fitted with an electronically
operated door and transfer chute. When operated, the by‐pass system would allow the ore to by‐
PAGE 43
pass the stockpiles and return onto the CV02 belt for transportation directly to the ship‐loader
using the by‐pass conveyor CV03 and out‐loading conveyors.
The by‐pass system would be used when train delivery coincides with barge loading operations. It
is expected that this would occur for approximately 10% of the ore coming through the minerals
exporting facility.
CV03 would be a 1.2 metre wide decline belt conveyor as shown in drawing 2450.25‐10‐G‐020.
CV03 would be approximately 46 metres long. The conveyor would be fitted with guarding and
safety elements to meet the current Australian Standards.
3.2.4. Reclaim conveyor CV04 and reclaim hoppers on CV04
Reclaim conveyor CV04 would be constructed along the north wall of the ore storage facility as
shown in drawing 2450.25‐10‐G‐012. It would be installed on a concrete floor to assist cleaning
and maintenance. CV04 would be a 1.4 metre wide belt conveyor, transporting ore onto the
transfer and overland conveyors to the ship‐loader. The conveyor would be fitted with guarding
and safety elements to meet the current Australian Standards.
CV04 is shown in drawings 2450.25‐10‐G‐021, 2450.25‐10‐G‐031 and 2450.25‐10‐G‐048 in
Appendix C.
CV04 would be fitted with three load‐out hoppers located above CV04. Each load‐out hopper
would be fitted with a 1.2 metre wide belt feeder. Each hopper would be sized to allow two full
bucket loads of ore to be placed into the hopper from Cat 992G Front End Loaders (FELs). FEL
bucket capacity would be 11.5 cubic metres.
Each hopper would be connected to new dust control system to maintain negative pressure in the
ore storage facility, to extract dust from the top of the hopper during FEL operation and also to
extract dust generated from the transfer of ore from the belt feeder to the CV04.
The location of the dust control units is shown in drawing 2450.25‐10‐G‐033. A typical dust
control system is illustrated in Figure 3‐6.
PAGE 44
Figure 3-6 Typical dust collection system
PAGE 45
3.2.5. Vehicle wash bay
The vehicle wash bay has been designed to provide for wash down of FELs (see 2450.25‐10‐G‐
012). The wash bay building design is shown on drawings 2450.25‐10‐G‐013 and 2450.25‐10‐G‐
038. The operation of the facility is described in Section 3.3.7.
The vehicle wash bay would be located at the eastern end of the storage facility and the floor
level would be the same as the storage facility, approximately 2.87 metres AHD. The wash bay
would be accessed by exiting through a roller door on the eastern end of the storage facility.
The vehicle wash bay would be enclosed with a roof and steel sheet cladding on all sides. It would
have a concrete floor and bunding. The vehicle wash bay would be 16 metres long, approximately
7 metres high and 7 metres wide.
Under normal operating conditions, mobile plant would remain inside the ore storage facility.
However, FELs would be washed if they are required to be transported from the storage facility
for maintenance or upgrades.
The wash bay would be fitted with a fixed high‐pressure spray system (similar to an automatic car
wash system). The wash water would be collected and treated for re‐use in vehicle washing.
Wastewater from the vehicle wash bay would be treated in accordance with the EPA guidelines
for wash bays. Refer to Section 3.3.10 for more details about the wastewater treatment system.
3.2.6. Out-loading conveyors
A series of conveyors and transfer points would transport the ore from reclaim conveyor CV04 to
the shiploader located at Berth 7. Drawing 2450.25.10‐G‐31 shows the arrangement of the
reclaim conveyor and out‐loading conveyor systems.
3.2.6.1. Transfer tower CV04/CV05
Reclaim conveyor CV04 would feed onto transfer conveyor CV05.
stairways and platforms which would provide access to the head unit of CV04 and the tail unit of
CV05.
dust controls).
PAGE 46
3.2.6.2. Transfer conveyor CV05 and transfer tower CV05/CV06
Transfer conveyor CV05 would transfer product to the overland conveyor CV06.
Transfer conveyor CV05 would be constructed to elevate and transfer iron ore from transfer
tower CV04/05 to transfer tower CV05/06, from which point it would be conveyed horizontally to
the wharf. CV05 would be a conventional belt conveyor and would be fully enclosed in a sheeted
gallery (see Figure 3‐4). CV05 would be approximately 29.8 metres long. The CV05 gallery would
be approximately 3.1 metres wide and 2.6 metres high. The CV05 conveyor would be 1.2 metres
wide.
be covered with checker plate flooring that would be sealed to the wall sheeting. This flooring
would contain any spillage that may occur inside the conveyor gallery.
Standards.
Appendix C.
weather. This transfer tower would be approximately 12.9 metres high and would be fitted with
CV06.
dust controls).
3.2.6.3. Overland conveyor CV06 and transfer tower CV06/07
Overland conveyor CV06 would transfer product to the transfer conveyor CV07.
Overland conveyor CV06 would be constructed to transfer iron ore horizontally from transfer
tower CV05/06 across Ellen Street to transfer tower CV06/07 at the wharf. CV06 would provide 6
metres of vertical clearance to provide for road and rail traffic. CV06 would be a conventional
belt conveyor and would be fully enclosed in a sheeted gallery (see Figure 3‐4). CV06 would be
approximately 213 metres long. The CV06 gallery would be approximately 3.1 metres wide and
2.6 metres high. The CV06 conveyor would be 1.2 metres wide.
PAGE 47
Standards.
Appendix C.
CV07.
dust controls).
3.2.6.4. Transfer conveyor CV07 and CV07 to shiploader transfer tower
Transfer conveyor CV07 would be constructed to gently elevate and transfer iron ore from
transfer tower CV06/07 to the CV07 to shiploader transfer tower. CV07 would be a conventional
belt conveyor and would be fully enclosed in a sheeted gallery (see Figure 3‐4). CV07 would be
approximately 93 metres long. The CV07 gallery would be approximately 3.1 metres wide and 2.6
metres high. The CV07 conveyor would be 1.2 metres wide.
Standards.
Appendix C.
The CV07 to shiploader Transfer Tower would be fully enclosed to contain dust and protect
against inclement weather. This transfer tower would be approximately 9.3 metres high and
PAGE 48
would be fitted with stairways and platforms which would provide access to the head unit of CV07
and the tail unit of CV08.
dust controls).
The transfer feed chute to the shiploader would be fitted with a retractable cascade type chute to
connect the conveyor delivery system to the shiploader. The cascade chute would operate
between lengths of one and three metres. The cascade chute would be fitted with a series of
stackable cascade chute to slow the fall of product onto the shiploader conveyor CV08 and
minimise dust. A dust cover would be fitted to surround the cascade chutes to prevent
windblown dust.
The CV07 to shiploader transfer tower is shown in drawings 2450 2450.25‐10‐G‐024 and 2450.25‐
10‐G‐050 in Appendix C.
3.2.6.5. Shiploader CV08
A new shiploader dedicated to loading iron ore from Berth 7 would be constructed and located as
shown on drawing 2450.25‐10‐G‐030. The shiploader is illustrated on drawings 2450.25‐10‐G‐
024, 2450.25‐10‐G‐025, 2450.25‐G‐026, 2450.25‐10‐G‐046, B&W drawing E09295‐01 and in
Figure 3‐7. The shiploader would load iron ore into the self unloading barge. It would be mobile,
self propelled and would include luffing and slewing capability.
The overall reach of the shiploader from the front wheels would be 24.9 metres, including 12.9
metres to the edge of the berth, 1 metre fender allowance from the edge of the berth to the
vessel and a further 12 metres to reach the centreline of the barge. The 12.9 metre horizontal
clearance and 7 metre vertical clearance on the berth would allow trains and trucks from other
port users to pass under the boom of the shiploader while the shiploader is in operation.
The shiploader would be approximately 10 metres high, and the shiploader conveyor, CV08 would
be 1.4 metres wide. The boom of the shiploader would be fitted with covers and spill trays.
These spill trays would capture any spillage from the conveyor.
The shiploader would use a retractable and rotating loading chute to transfer material from the
end of the shiploader conveyor CV08 directly into the hold of the vessel. The retractable cascade
type chute, would allow the shiploader to clear the vessel between hatches. The cascade chute
would operate between lengths of three and eight metres. The cascade chute would be fitted
PAGE 49
with a series of stackable cascade chute to slow the fall of product into the vessel and minimise
dust. A dust cover would be fitted to surround the cascade chutes to prevent windblown dust.
A rotary chute would be fitted at the end of the cascade chute and would be able to rotate 360
degrees for directing the ore into different areas of the barge hold.
High pressure water would be connected to the shiploader piping system to provide dust
suppression spray at the transfer point to the vessel. The design also includes capacity to connect
the high pressure water to a portable water spray bar fitted around the hatch of the holds. This
would enable a curtain of spray water to be delivered over the entrance of the hold to prevent
dust from escaping from the hold.
Strengthening of the wharf would not be required as part of the development based on
geotechnical testing and allowable wheel load data provided by Flinders Ports.
PAGE 50

Figure 3-7 Illustration of shiploader and loading sock (colours in the diagram are for illustrative purposes only and do not
represent actual proposed colours).
PAGE 51
3.2.7. Transfer points
As described in Sections 3.2.1 to 3.2.6, all transfer points between conveyors and feed points
onto conveyors would be enclosed and would include a local dust extraction system and a high
pressure atomising dust control spray system to capture and contain any dust generated from the
transfer of iron ore.
Transfer points are proposed to be located as follows:
Rail unloading facility – the iron ore would be delivered from the bottom dump rail wagons
though a grate into the surge bin which feeds on to a new transfer conveyor CV01.
Transfer Tower CV01/CV02 – iron ore would be transferred from CV01 to CV02 within the
CV01/CV02 enclosed transfer chute located within the transfer tower at the western side of
the ore storage facility.
CV04 feed points – iron ore would be transferred from the stockpile into the three new
reclaim hoppers within the storage facility by front end loaders and
Transfer Tower CV04/05– iron ore would be transferred from CV04 to CV05 within the
CV04/CV05 enclosed transfer chute located within the transfer tower located east of the ore
storage facility.
Transfer Tower CV05/06– iron ore would be transferred from CV05 to CV06 within the
CV05/CV06 enclosed transfer chute located within the transfer tower located east of the ore
storage facility.
Transfer Tower CV06/07 Transfer Tower– iron ore would be transferred from CV06 to CV07
within the CV06/CV07 enclosed transfer chute located within the transfer tower located at
the wharf.
CV07 to shiploader – iron ore would be transferred from CV07 onto the shiploader feed belt
via the enclosed transfer chute.
Shiploader to vessel – iron ore would be transferred into the vessel from the shiploader feed
belt via the retractable and rotating loading chute lowered inside the vessel hold.
3.2.8. Dust control systems
The design objective for the ore storage and mineral exporting facility is no visible dust. As such,
dust control is a key consideration in the design of each component of the facility. The dust
control systems proposed to be used on site use self cleaning cassette bags. These only require
power and regular preventative maintenance to ensure that high levels of operational
effectiveness are maintained. The technology of cassette bag filtration provides dry separation of

dust particles from the air. The separated product, still a valued product, can be returned to the
stockpile within the storage facility.
Water sprays would be incorporated into each enclosed transfer chute located at each transfer
point as shown on drawing 2450.25‐10‐G‐033. The water sprays would assist small dust particles
to stick together and reduce airborne dust particles.
Dust control measures at the shiploader would include a cascade type chute as described in
Section 3.2.6.5. The design also includes provision for high pressure dust suppression sprays both
at the transfer to the vessel and around the edge of the hold to prevent dust from escaping the
vessel. Water supply for dust suppression is discussed in Section3.3.16.2.
3.2.9. Transport infrastructure
WPG proposed to transport iron ore via rail from the proposed Wirrida Siding near the Peculiar
Knob mine site along the Adelaide to Darwin railway line to the proposed ore storage and mineral
exporting facility site at Port Pirie. From the main ARTC rail line, trains would continue via the
GWA lines into Port Pirie. The 1800m‐long trains would be required to pass the main crossing into
Port Pirie at Warnertown Road, the same as other trains of comparable length which already use
the crossing.
The railway line enters Port Pirie from an easterly direction, travelling along side Railway Terrace
and passing under Three Chain Road before veering north towards the wharf. A level crossing is
located along this path at Mary Elie Street and Ellen Street, where trains enter the Port Pirie
Wharf site. The trains would travel through the wharf towards the George Street/Ellen Street
intersection.
The continuation of the rail line from the George Street/Ellen Street intersection would be
upgraded and extended to enable trains to cross the intersection and enter the storage facility
site. The total length of rail installed would be 1,075 metres. This would be made up of the
following rail sections:
A 415 metre length of rail track from the GWA line along Ellen Street to the rail unloading
facility.
A 430 metre length of rail track from the rail unloading facility and along the existing Rare
Earth siding alignment. This section crosses over Leahey Road, and would include one of the
two dead end rail spur lines.

A further 300 metre length of rail would run alongside the rail track from the northern side of
Leahey Road and follow the existing alignment. This section of track would be the second
dead end rail spur line.
Track replacement and construction would include:
Removal of existing rail and sleepers from existing alignment where replacement track is
required.
Construction of new railway line including rails, sleepers and ballast bed.
Where appropriate, using the existing ballast as sub‐base.

The total length of rail to be replaced or constructed would be approximately 1,075 metres. The
new rail alignment would cross roads at Ellen Street and Leahey Road. Two new crossings, fitted
with warning lights and signs, would be constructed at these locations. The existing disused
crossings at George Street/Ellen Street and Leahey Road, would remain non‐operational.
The proposed rail alignment is shown on drawings 2450.25‐10‐G‐002 and 2450.25‐10‐G‐003 in
Appendix C.
The rail level crossings are discussed in further detail in the traffic impact assessment (refer to
Section 6.1).
Two internal access roads would be constructed at the storage facility site. The access road along
the western boundary would be primarily for vehicles used by WPG staff and contractors. These
vehicles would access the site from George Street as shown on drawing 2450.25‐10‐G‐003. This
internal road would extend to the evaporation pond, to allow maintenance to occur.
A second access point from George Street would be constructed to provide access for heavy
vehicles delivering equipment to the site. This would also allow mobile plant to leave the site via
the wash bay building. These vehicles would exit the site from George Street as shown on
drawing 2450.25‐10‐G‐003.
The traffic impact assessment (refer to Section 6.1) provides further details on existing access and
traffic arrangements and potential impacts from the proposed development.
3.2.10. Car parking provisions
The development proposal includes provision for 20 car parking spaces to be located adjacent to
the north‐western section of the storage facility site for staff and visitors, and a further 20 car

parking spaced located adjacent to the north‐eastern section of the storage facility for
contractors. As iron ore transport to the facility would occur via train, minimal parking would be
required for maintenance contractors and WPG staff. It is expected that a maximum of 17
personnel and operators would be present on site during day shift, and 12 personnel and
operators present on site during other shifts. The car parking provision of 40 spaces is considered
more than adequate to alleviate the need for parking external to the site (e.g. George Street),
taking into account requirements during shift change over periods and for visitor parking.
Limited heavy vehicle access would be required to access the facility. There is provision for
temporary parking of fuel tankers adjacent to the fuel storage area. The heavy vehicle access
road provides sufficient space for these vehicles to turn around and exit the site in a forwards
direction.
Car parking details are shown in drawing 2450.25‐10‐G‐053 in Appendix C.
3.2.11. Administration and ablution facilities
It is proposed to locate the administrative and ablution facilities in the north western section of
the storage facility site, adjacent to the car parking area. The facilities would include:
Electrical Switch Room as shown in drawing 2450.25‐10‐G‐044. The switch room would also
be a relocatable building approximately 12 metres long, 4.1 metres wide and 2.7 metres in
height. It would be mounted approximately 1.2 metres above ground level and would be two
hour fire rated. It would be fitted with steps and equipment landings and fire detection
would be installed. The electrical switch room would be air‐conditioned to allow for heat
losses from equipment.
Three relocatable office buildings (the facilities management administration/ operations
office, WPG administration office and Crib room / first aid room) which would each be
approximately 12 metres long, by 3 metres wide and 2.4 metres in height as shown in
drawing 2450.25‐10‐G‐041 and Ausco Drawings PD‐507‐003 and PD‐507‐004.
Ablutions building as shown in drawing 2450.25‐10‐G‐042 and Ausco Drawing 13130‐001.
The ablutions block would be a relocatable building approximately 14.4 metres long, 3.3
metres wide and 2.4 metres in height. The facility would include a male and female toilet and
showers.
All site offices, crib room and ablutions would have disabled provisions including access ramps,
900mm wide doors and disabled toilets.
No workshop or warehouse facilities would be provided at the site.

All scheduled maintenance would be conducted by contractors that would arrive at the facility in
vehicles equipped with all of their requirements. All major repairs to equipment would be
conducted off‐site in contractor premises located in the Port Pirie region.
The expected location of the transportable buildings is shown on drawing 2450.25‐10‐G‐012. The
buildings could be re‐located in response to operational requirements, including accommodating
third party users at the site.
3.2.12. Site and floor levels
The site level of the storage facility site would be approximately 2.57 metres AHD. No changes are
proposed to the existing site levels at the wharf site or along the rail spur line.
Site and floor levels are shown on drawings 2450.25‐10‐G‐013 to 2450.25‐10‐G‐050 in Appendix
C.
The highest and lowest levels of the proposed infrastructure would be approximately 32 metres
AHD (the transfer tower CV01/CV02) to approximately ‐8.41 metres AHD (floor level of the rail
unloading facility).
The floor levels for the proposed development would be as follows:
The grate level within the rail un‐loading facility of 2.645 metres AHD
Transfer tower CV01/CV02 floor level of 2.87 metres AHD
Storage facility floor level of 2.87 metres AHD
Vehicle wash bay floor level of 2.87 metres AHD
Transfer tower CV 04/05 floor level 2.87 metres AHD
Site offices floor level of 2.87 metres AHD
Ablutions building floor level of 2.87 metres AHD
Switch room floor level of 3.77 metres AHD

3.2.13. Cut and fill requirements
Consideration will be given to minimising the amount of cut and fill required during the detailed
design stage. WPG would only excavate in areas where it is totally necessary.

Apart from the notable cut and fill estimates listed below, a small amount of additional cut and fill
would be required for ancillary equipment. No cut or fill would be required for the railway
corridor.
The cut and fill estimates are subject to limitation as the detailed engineering design has not been
undertaken. The detailed design would be completed prior to applying for Building Rules
Consent.
Table 3-2 Proposed cut and fill volumes

Imported Fill
Description Cut Volume (m3) Fill Volume (m3) 3
Volumes (m )
Roads & Parking 207 207 1274
Site Drainage 153 0 5
Evaporation Pond 0 0 172
Collection Pond 0 0 37
Train Unloading Facility 2412 0 253
Storage Building Foundations 450 150
Stockpile Base 0 3150
Hardstands 340 230 110
Transfer Tower Foundations 68 150
Total Volumes 3630 437 5301

3.2.14. Transformer compound
The proposed development would include a transformer compound on the storage facility site,
located as shown in drawing 2450.25‐10‐G‐012. The transformer compound would be
approximately 10.6 metres long by 10.6 metres wide and contain two transformers.
The transformer compound would be bunded and secured by a 2.1 metre high fence. The floor
and walls of the bund would be constructed with concrete to contain any oil spillage. The bund
would contain a sump to allow excess water and spills to be pumped out of the bund using a
portable sump pump. The height of the bund would be approximate 0.3 metres. Excess water
and spills would be pumped to the wash bay system for treatment.
The compound would include equipment gates and a personnel gate for access and signs would
be provided on each side of the compound.
Details of the proposed transformer compound are provided in drawing 2450.25‐10‐G‐043.

3.2.15. Fuel storage and spares container
A fuel and equipment storage area would be located within the hardstand area to the east of the
storage facility, with the expected location shown in drawing 2450.25‐10‐G‐012. The facilities
could be re‐located in response to operational requirements, including accommodating third
party users at the site.
A storage container would be located on site for critical parts and consumables storage. The
container would be a re‐locatable shipping container and would be approximately 12 metres long,
2.3 metres wide and 2.4 metres in height. The container would be located on the hard stand
adjacent to the fuel storage facility on the eastern side of the storage building. Larger spare parts
and components would be set down in a dedicated laydown area adjacent to the shipping
container.
A 20,000 litre self contained and self bunded fuel tank would also be provided for re‐fuelling of
front end loaders on site. The tank would be double skinned and sealed to prevent impacts from
rain. The tank would be located adjacent to a concrete re‐fuelling pad. The re‐fuelling pad would
include a sump to capture any spills. Liquid collected in the sump would be pumped to the wash
bay treatment system for treatment.
3.2.16. Fencing and signage
Security fencing would be installed around the perimeter of the ore facility site as shown in
drawing 2450.25‐10‐G‐034. A 2.1 metre standard nominal height chain wire mesh fence topped
with 45 degree angled extension arms and three strands of 1.6 millimetre barbed wire is
proposed. All gates would open inwards to the property and would be in accordance with the
relevant Australian Standards.
Gates would be framed in accordance with the requirements of AS 1725 with barbed wire fitted
to gate extensions to match the lines of the barbed wire on the fence.
Typical details of the proposed security fence are shown in drawing 2450.25‐10‐G‐052.
A sign would be located in the south east section of the storage facility site facing George Street,
attached to the fence. The sign would include the name of the site operator, Spencer Gulf Ports
(refer to Figure 3‐8). It would be approximately 4 metres wide and 1 metre tall, positioned at
approximately 1 m above ground level.

Spencer Gulf Ports Pty Ltd
Ore Storage & Export Facility

Figure 3-8 Indicative Sign Information

3.2.17. Landscaping
Clearance of planted vegetation would be required for construction of site infrastructure and to
maintain good line‐of‐sight for operational safety. Clearance of vegetation would be minimised
during construction of the ore export and minerals exporting facility. Native species would be
used for re‐vegetation after consultation with the Port Pirie Council and Flinders Ports. Map 3‐1
shows a concept landscaping plan and a suggested flora species list is provided in Appendix D.
Further detail on proposed clearance is provided in Section 6.8.
3.3. Operational methodology
The ore storage and mineral exporting facility would be capable of operating in three distinct
modes:
Train un‐loading to storage facility (In‐loading); incorporating the rail un‐loading facility,
transfer conveyor CV01, transfer tower CV01/02 and tripper conveyor CV02 loading into the
storage facility stockpiles.
Out‐loading from storage facility to barge (Out‐loading); incorporating the front end loaders,
load out hoppers, reclaim conveyor CV04, transfer conveyor CV05, overland conveyor CV06,
transfer conveyor CV07, shiploader, vessel loading and associated transfer points.
Train un‐loading direct to barge (By‐pass); allowing the ore to by‐pass the stockpiles and feed
onto the CV02 belt for transportation directly to the ship‐loader using the by‐pass conveyor
CV03 and out‐loading conveyors (CV04 to CV07). The by‐pass system would be used when
train delivery coincides with barge loading operations.
These three distinct modes of operation are considered in further detail in the sections below.
A description of rail operations through the Port Pirie and transhipment operations has also been
provided as supporting information to this application in Sections 3.3.1 and 3.3.6.


Legend
Species Name Common Name Stratum
Proposed development outline
Acacia ligulata Umbrella Bush Shrub – overstorey
Existing Railway
Allocasuarina
Drooping She-oak Tree – overstorey Landscaping
verticillata
Atriplex Site Boundary
Berry Saltbush Herb – understorey
semib accata
Atriplex stipitata Bitter Saltbush Shrub – understorey
Enchylaena
Ruby Saltbush Shrub – understorey
tomentosa
EY
LEA H Eremophila glab ra Tar Bush Shrub – midstorey
Eucalyptus oleosa Red Mallee Tree – overstorey
Eucalyptus socialis Beaked Red Mallee Tree – overstorey
Maireana erioclada Rosy Bluebush Shrub – understorey
Data Sources:
DigitalGlobe imagery, 8 March 2008
°
0 50
A3 1:1,500 Metres
GEORGE
PORT PIRIE
GERTRUDE
ELLEN
FLORENCE
ADELAIDE
Map 3-1: Landscaping Plan GDA94 MGA54
VE23405 WPG Resources Ltd v1 Wednesday, 13th October 2010 2:58 PM

I:\VESA\Projects\VE23405\Technical\Spatial_Data\Working\ArcGIS\VE23405_Map 4-1 Landscaping Plan.mxd
3.3.1. Rail operations
WPG anticipate using two train sets and have been assigned 312 train paths per annum by ARTC
and Asia Pacific Transport (APT). On this basis, six trains are expected to arrive at the rail un‐
loading facility each week. Each train set would operate three round trips weekly. This would
provide approximately 3.3 million tonnes of iron ore for export each year based on 1.8 kilometre
trains each with a train haulage capacity of 11,500 tonnes.
To minimise crossing times, the 1.8 kilometre trains would be broken into three 600 metre rakes
at the Genesee & Wyoming yard upon arrival in Port Pirie. In turn, each rake would be shunted
over Ellen Street (to the wharf), and then shunted back over Ellen Street (at George Street) to
enter the storage facility site.
The time required to shunt trains over the crossings at each end of Ellen Street is a critical
consideration as it affects the main access point to the Nyrstar facility and also has the potential
to cause disruption to commuters travelling through town. The potential traffic impacts are
discussed in Section 6.1.
The delay to traffic at the main Ellen Street crossing would be 4 minutes 42 seconds. The
following strategies would be adopted to minimise disruption to traffic in Port Pirie at the main
crossing in Ellen Street:
Splitting of the train into three 600 metre rakes at the Genesee & Wyoming Yard.
An automated sounding board process would be implemented so that the train would travel
through the crossing without stopping. This is an improvement on current practices, where
drivers are required to stop and leave the train to manually press the sounding board button.
The maximum delay at the Ellen Street/George Street crossing would be 6 minutes. The following
shunting operations would be used to keep crossing times to a minimum:
Each 600 metre rake would be pushed through the rail un‐loading facility to fill one of the
dead end rail spur lines. The locomotives would be located at the rear of the rake.
The train would then be uncoupled, and the balance of the split rake pushed to fill the other
dead end rail spur line.
Un‐loading would commence by pulling forward the first section of the rake through the un‐
loading facility. This would not require Ellen Street to be crossed, however access to Leahey
Road would be blocked during un‐loading (refer to Section 6.1).
Once the first section has been un‐loaded, the empty rake would be pushed back into its spur
line and uncoupled.

The locomotive would then be re‐coupled to the still‐loaded wagons on the second spur line.
The locomotive would then pull the second section of the rake through the un‐loading
facility. This would not require Ellen Street to be crossed, however access to Leahey Road
would be blocked during un‐loading (refer to Section 6.1).
The split rake would then be re‐coupled and pulled back through the Ellen Street/George
Street crossing and returned to the GWA yard.
The Ellen Street/George Street crossings would be upgraded (refer to the traffic impact
assessment in Section 6.1). A train spotter (Rail Safety Worker) would be standing at the
crossing to activate the signals. Prior to commencing the crossing, the spotter would contact
the Nyrstar security office by radio to verify that there is no emergency at the facility.
Shunting would only commence over the crossing after it is confirmed that there is no
emergency occurring. Alternative emergency access arrangements to the Nyrstar site would
also be available through the wharf site. Alternative emergency access has been agreed with
Flinders Ports.
Trains would be limited to shunting speeds of 10 kilometres per hour through the town centre
and through the rail un‐loading facility, and 0.5 kilometres per hour during un‐loading operations.
Train presentation time would vary depending on train paths which have been allocated by APT
and ARTC, with two out of the six train arrivals each week occurring at night time. Current
indicative scheduling is summarised in Table 3‐3.
Table 3-3 Indicative Train presentation times in Port Pirie

Train 1 Train 2 Train 3 Train 4 Train 5 Train 6
Arrive Pt Sun: 01:24 Sun: 22:45 Tues: 09:26 Wed: 07:08 Thurs: 16:53 Fri: 18:19
Pirie
Depart Pt Sun: 20:26 Mon: 20:33 Wed: 01:41 Wed: 23:05 Fri: 09:33 Sat: 09:36
Pirie
Notes: This is a draft schedule only and is subject to change outside of WPG control. It has been
provided as an indication of anticipated train arrival and departure times into Port Pirie. Shunting
operations would be adjusted where arrival or departure times coincide with identified peak
periods.
WPG would also adjust shunting operations to avoid peak periods in the centre of Port Pirie and
shift change over times at the Nyrstar facility.

3.3.2. In-loading
The rail un‐loading facility, along with the transfer conveyor CV01, the tripper conveyor CV02 and
the tripper drive would be capable of being operated from a handheld radio unit operated by the
plant operator. This would allow the operator to be in attendance at the rail un‐loading facility
during un‐loading to coordinate with the locomotive driver and the train operator.
3.3.2.1. Rail un-loading facility
In advance of un‐loading of the iron ore commencing, the rail unloading facility’s dust control
system and the three storage building dust control systems would be started to create a first
initial airflow, followed by the initial start‐up of the in‐loading conveyor network (CV01 followed
by CV02).
The train would then shunt to unload; a single wagon at a time. Loaded trains would shunt
through the rail un‐loading facility at a maximum speed of 0.5 kilometres per hour while un‐
loading. Warning lights and sirens would be fitted to the train unloading facility to warn train
operators of approaching trains.
Traffic lights, giving indication to the train driver would be installed along the track. The green
lights would signal permission for the train driver to un‐load, and the red lights would warn the
driver of any problems. An override switch on the control panel would allow the operator to
select the red lights to illuminate.
Train unloading operators would be in constant radio contact with the train driver to control train
movements through the train unloading facility.
The rail wagons would be fitted with manually activated bomb‐bay type doors which would be
opened manually by the train operator from inside the rail un‐loading facility when the wagon is
positioned over the surge bin. Each wagon would be un‐loaded through the safety grates and into
the surge bin, which would direct the iron ore via the vibrating feeders onto CV01 which would
then transport the ore to the storage facility.
Any spillage of ore within transfer conveyor CV01 would be contained within the conveyor gallery.
It would be removed by vacuum cleaning or washing down into a sump located in the concrete
bunker within the rail unloading facility.

3.3.2.2. Storage facility
A flashing light and siren warning system would be installed within the facility to warn personnel
that trains are un‐loading. The system would be activated by the Programmable Logic Control
prior to CV02 starting. The siren would sound for 15 seconds prior to conveyor CV02’s warning
siren sounding.
One stockpile of fine iron ore product would be maintained in the ore storage facility. The
travelling tripper on CV02 would be programmed to maximise the height of the iron ore
stockpiles, with height limit devices installed to protect against loading beyond stipulated
stockpile heights.
A supervisory control and data acquisition computer system panel located in the rail unloading
building would show the position of the travelling tripper in the storage facility. It would also be
able to provide the operators with additional operational and equipment condition parameters.
The storage facility would operate as a completely enclosed facility with its own negative pressure
atmosphere. All doors and openings would remain closed during operations.
3.3.3. Out-loading
Out‐loading operations would include transport of the ore from the storage facility via a series of
conveyors to the shiploader.
3.3.3.1. Storage facility
During out‐loading, iron ore would be transported from the storage facility via the reclaim
conveyor CV04, which would be fed via three purpose‐designed reclaim hoppers. The hoppers
would be filled by front end loaders operating on the floor of the facility. During normal load‐out
operations (i.e. not by‐pass), two front end loaders would work simultaneously and only two of
the hoppers would be operating.
All three dust control systems dedicated to the storage building would remain operational at all
times while loading or unloading operations are in progress to maintain the required negative
pressure within the storage building and control dust within the building and over the hoppers.
A dedicated Safety Management Plan would be established and implemented for operations
occurring within the ore storage facility. The Safety Management Plan would limit the entry to
the storage building by non‐essential personnel during loading operations. It would also provide
for the use of proximity sensors which would be fitted to the front end loaders and carried by any

personnel required to enter the storage building. To avoid community concerns with noise,
Reversing Audible Signals would not be used and the standard unit fitted to the mobile plant
would be disconnected or switched off.
As WPG would only export fine iron ore product, all three load‐out hoppers would be available for
use. It would be necessary to reduce the feed rate of the hoppers to prevent overloading the
conveyors delivery system. Front end loaders would be fitted with on‐board product weighing
systems to enable the operators to input a target weight from which it indicates the remaining
load required to ensure overloading does not occur.
The storage facility would include a diesel fume extraction system which would operate during
front end loader operations, to extract any fumes from the mobile plant.
High intensity lighting would be located above each of the three load‐out hoppers and throughout
the storage facility to further support an acceptable safe working environment within the
building.
3.3.3.2. Shiploading
Iron ore would be transported from the storage facility via conveyors CV04, CV05, CV06 and CV07
to a new shiploader (CV08). All conveyors would be conventional belt conveyors enclosed in a
fully sealed gallery. Any spillage that does occur within conveyors would be removed by vacuum
cleaning or washing down to a sump located at the low point of the conveyor. Spillage and wash
water from the sump would be pumped to the collection pond and excess water from the
collection pond would flow into the evaporation pond where it would be evaporated.
The shiploader would use its luffing and slewing capabilities to load iron ore into a self unloading
barge at Berth 7. The shiploading boom would normally operate at 15 degrees elevation, though
it could reach up to 18 degrees if required. Iron ore loading would only be activated while the
shiploader’s loading chute is positioned within the hold of the vessel and the dust suppression
sprays at the point of transfer to the vessel and at the top of the hold are in operation. This
process would be controlled by Programmable Logic Control (PLC) to prevent damage to the
shiploader and/or an environmental spill.

3.3.4. Train un-loading direct to barge (By-pass)
The by‐pass system would be used when train delivery coincides with barge loading operations. It
is expected that this would occur for approximately 10% of the ore coming through the minerals
exporting facility.
When operated, the by‐pass system would allow the ore to by‐pass the stockpiles and return onto
the CV02 belt for transportation directly to the ship‐loader using the by‐pass conveyor CV03 and
out‐loading conveyors.
3.3.5. Programmable logic control
The material handling system would be controlled using a Programmable Logic Control system
that would integrate train un‐loading, dust control system operation, in‐loading conveyor
operation, by‐pass conveyor operation, out‐loading conveyor operation and shiploading. The
Programmable Logic Control units would be housed in the electrical switch room, which would be
air‐conditioned and fitted with a suitable fire suppression system.
The Programmable Logic Control system would control the un‐loading of the train and delivery of
the iron ore to the storage facility as well as out‐loading operations and transfer of the iron ore to
the barge. Control stations would have automatic, off and manual modes of operation. In
automatic, a sequence start button would start all of the equipment in sequence, including the
dust control systems. Manual mode would allow for emergency use of equipment or
maintenance to be carried out. The total material handling system would continue to run until all
hoppers and conveyors are free of iron ore then sequentially shutdown. All Programmable Logic
Control systems would have manual override switches fitted to allow each component to be
activated manually for testing and maintenance requirements.
3.3.6. Transhipment operations
The self propelled self unloading barge would have a capacity of 13,000 tonnes and a draft of 7
metres. The depth at the berth is 8.2 metres. It is intended that the self unloading barge would
utilise tides to sail in order to maintain a 10 percent under keel clearance in the channel, which
has a depth of 6.4 metres. Where required to maintain the required under keel clearance, the
barges would not be loaded to full capacity.

To minimise the time required loading the Cape sized vessels, loaded barges would travel
approximately 11 nautical miles to an inner, shallow (15 metres depth) transhipment point and
part‐load the Cape sized vessels to 80,000 tonnes. The Cape sized vessels would then be moved
to a second deeper (22 metres depth) transhipment location in the Upper Spencer Gulf
approximately 23 nautical miles from the wharf, where the Cape sized vessels would be anchored
to receive the product to the capacity of 180,000 tonnes. The transhipment locations would be
temporary anchor points and would not require assessment as ‘development’ under the
Development Act. The proposed transhipment locations are shown in Map 6‐5.
Initially, one barge is expected to be used to transport iron ore at an average daily transhipment
rate of 21,000 tonnes, up to a maximum of 7 million tonnes per year.
The lay time to load a Cape sized vessel would be approximately 8 ½ days. It is expected that
approximately 14 to 15 trips would be required to fill the Caped sized vessel, depending on the
capacity of the vessel. 18 Cape sized vessels are expected per annum.
Supporting information about the proposed transhipment operations is provided in Appendix E.
3.3.7. Vehicle wash down
The front end loaders would be washed within the dedicated vehicle wash down facility prior to
being transported from site for maintenance or vehicle overhauls. The front end loaders would
access the wash down facility directly from the storage facility through the eastern exit roller
door.
Refer to Section 3.2.5 for a description of the vehicle wash down facility design and to Section 0
for a description of wastewater management.
3.3.8. Re-fuelling
Trains would make use of existing re‐fuelling facilities external to the proposed ore storage and
mineral exporting facility.
Re‐fuelling of the front end loaders would occur on site at the concrete re‐fuelling pad located
adjacent to the 20,000 litre self bunded fuel storage tank. The front end loaders would be
washed prior to leaving the ore storage facility for re‐fuelling.
If a nozzle leak occurred during re‐fuelling, the spill would be directed to a collection sump and
pumped to the wash bay treatment system for treatment.

Additional details about the re‐fuelling infrastructure are provided in Section 3.2.15.
3.3.9. Vehicle Maintenance
All scheduled services to front end loaders would be conducted by contractors that would come
to the facility in vehicles equipped with all of their requirements. Servicing would be undertaken
in the wash bay or on the re‐fuelling slab.
All major repairs to front end loaders and site vehicles would be conducted off site at contractor
premises in the Port Pirie region.
3.3.10. Waste management
Domestic solid waste would be generated at the administration and crib hut areas and would be
minimal in volume. Domestic solid waste would be collected on site in sealed bins and would be
removed from site by a collection contractor.
Operational solid waste would include scrap material from maintenance activities on site, and
miscellaneous industrial waste would be collected in separate waste storage bins and recycled or
disposed of at the nearest approved council or industrial refuse site by a licensed contractor.
Waste water management is discussed in Section 3.3.16.
3.3.11. Hydrocarbon spill management
If a hydraulic oil spill or fuel spill occurs on site, hydrocarbon spill kits would be available to
contain the spill and clean up localised contamination as appropriate. Where a hydrocarbon spill
kit is used, material containing the hydrocarbon would be isolated and disposed of at a licensed
disposal facility.
For fixed plant, a failed hose would be repaired immediately in situ and the contaminated site
remediated. In cases where a front end loader hydraulic hose fails or leaks, the failed hose would
be repaired immediately in situ. If the repair was major in nature, the unit would be transferred
to the vehicle wash down facility for cleaning prior to being taken off site for repair.
Any spill occurring at the FEL re‐fuelling point or within the transformer compound would be
collected in a sump and pumped to the wash bay treat system for treatment.
3.3.12. Storage of goods and materials
It is expected that the following materials would be stored on site to support operations:

20,000 litre bulk fuel storage as described in Section 3.2.15
Several 20 litre drums of lubricant
Several 5 kilogram grease drums
Hand washing cleaner in the ablutions block.
The lubrication drum and lubrication pump would be located in the wash bay building. Any spills
would be contained and treated by the wash bay treatment system.
Critical parts and consumables, including minor chemical storages, would be stored in the spares
container (described in Section 3.2.15). Bunded facilities would be provided for chemical storage.
Critical parts would include mechanical and electrical hardware such as conveyor rollers, electric
motors, circuit breakers, proximity switches, hydraulic hosing and conveyor belting. Storage
would be required for items with long delivery times and for those frequently exchanged
components to minimise operational downtime. This would be provided on the hard stand area
adjacent to the spares container.
The design includes provision for a hard stand lay down area for storage of critical spares such as
FEL bucket and spare tyres, as shown on drawing 2450.25‐10‐G‐012.
3.3.13. Hours of operation
The proposed ore storage and mineral exporting facility would operate 24 hours a day, 7 days a
week. However, rail unloading would only occur during the night time period when necessary due
to the available train paths from APT and ARTC. Likewise, barge loading would only occur during
the night time period when the Cape Sized vessel is anchored in the Spencer Gulf.
3.3.14. Personnel on site
It is expected that a maximum of 17 staff during day shift and 9 staff during night shift would be
needed at any one time during normal operation of the proposed ore storage and mineral
exporting facility. This includes 8 staff required during the day shift 9am‐5pm roster, with an
additional 9 operators working on a 2 week on 1 week off roster for both day shift and night shift.
The number of staff may increase when preventative maintenance or repair of breakdowns is
required. These services would generally be provided by sub‐contracted staff, and would only be
for short periods of time.
All staff and sub‐contractors working at the facility would be required to undertake a facility and
site induction training which would cover access and security requirements, personnel protective
equipment required to be worn on site, correct procedures for interfacing with operational

resources during normal operations and shut downs, environmental requirements and emergency
response requirements.
3.3.15. Stormwater management
The proposed stormwater management design has used rainfall intensity data obtained from the
Bureau of Meteorology in September 2010. Figure 3‐9 shows the design rainfall intensity for the
site, and the data used to generate these curves is shown in Table 3‐4.
Figure 3-9 Design rainfall intensity chart

Table 3-4 Rainfall Intensity (mm/hr) for design storms

100
DURATION 1 Year 2 years 5 years 10 years 20 years 50 years years
5 Mins 38.3 52.9 79.2 99 125 166 202
6 Mins 35.6 49.2 73.5 91.9 116 154 187
10 Mins 28.6 39.5 59 73.6 93.2 123 149

100
DURATION 1 Year 2 years 5 years 10 years 20 years 50 years years
20 Mins 20.3 28 41.8 52.1 65.9 87.1 106
30 Mins 16.2 22.3 33.3 41.5 52.4 69.2 83.9
1 Hr 10.6 14.6 21.6 26.8 33.8 44.4 53.7
2 Hrs 6.73 9.22 13.5 16.6 20.8 27.1 32.6
3 Hrs 5.14 7 10.1 12.4 15.4 20 24
6 Hrs 3.22 4.35 6.17 7.47 9.22 11.8 14
12 Hrs 2.01 2.69 3.77 4.52 5.54 7.03 8.31
24 Hrs 1.22 1.64 2.28 2.74 3.34 4.24 5
48 Hrs 0.71 0.958 1.34 1.61 1.98 2.51 2.96
72 Hrs 0.5 0.68 0.95 1.14 1.4 1.77 2.1
The mean annual rainfall measured at the Port Pirie Nyrstar weather station (134 year record) is
345 mm/yr. The majority of this rain falls during winter, as shown in Figure 3‐10.
Figure 3-10 Port Pirie Average Monthly Rainfall


The existing and proposed stormwater management associated with the ore storage and minerals
exporting facility site is described in the water resources assessment in Section 6.6. In summary,
existing contour plans show that the levels throughout the ore storage facility site are relatively
level, with all stormwater drainage to the constructed wetland area to the west of the site, which
is used by Council for stormwater retention. The proposed development would seek to maintain
this existing arrangement; however a key difference would be the construction of the ore storage
facility and the installation of rainwater tanks to capture water landing on the roof of the facility.
3.3.15.1. Runoff quality
Channels for conveying stormwater from the ore storage facility site to the adjacent wetland
would be fitted with Continuous Deflective Separation (CDS) type gross pollutant traps designed
to minimise sediment transport to the wetland from that currently occurring from the
undeveloped site. Additional to the CDS device, an oil water separator is proposed to be installed
to treat the hydrocarbon load of runoff water. The use of the GPT and oil water separator should
ensure that stormwater leaving the site would be to the level required by the Environment
Protection (Water Quality) Policy 2003. As such, the treatment wetlands to the west of the site
will not be impacted by the proposed facility. Additionally, discussions with Council have
confirmed that use of the wetlands will be acceptable, providing a GPT is installed.
The existing council stormwater levee would not be breached or modified by the proposed
development. The levee is located to the east of the railway line which travels the length of the
wharf. The levee is due for completion in 2011.
3.3.15.2. Runoff quantity
Section 6.6 describes water balance modelling that was undertaken to investigate the impacts on
runoff quantity that would be caused by the proposed development (also refer to calculations in
Appendix J). The runoff volume for the undeveloped scenario was compared with the runoff
volume for the developed site scenario, taking into consideration the collection and reuse of
rainwater from the facility as well as overflow from the rainwater tanks during wet periods. The
modelling showed that the proposed facility will not cause a significant increase in the volume of
stormwater runoff exiting the site to the wetlands to the west of the site. Hence the current
capacity of the wetland would be sufficient.
The existing council stormwater levee would not be breached or modified by the proposed
development. The levee is located to the east of the railway line which travels the length of the
wharf. The levee is due for completion in 2011.

3.3.16. Water infrastructure services
The proposed ore storage and minerals exporting facility would be designed, constructed and
operated with the aim of minimising the need to draw on mains supply. This would limit the use
of mains water to domestic requirements, which would include kitchen and toilet use only. Figure
3‐11 shows the proposed use and management of water resources and infrastructure associated
with the proposed ore storage and mineral exporting facility.
Figure 3-11 Schematic diagram of proposed water resource management for the ore
storage facility site
3.3.16.1. Septic system
No sewer connections for domestic wastewater are proposed within this development. A
packaged biological sewage treatment plant (STP) would be installed to treat the waste from the
site ablutions and office kitchens. The STP would be sized to handle the expected load and will
comply with SA Water regulations and requirements.

Standalone STPs are specially designed aerobic rotating biological contactors made of steel
reinforced with glass and polyester that feature a very low physical footprint. The standalone STP
would be placed above ground and consist of a primary settlement zone, aerobic rotating
biological contactors zone, final settlement tank as well as a sludge storage tank. The aerobic zone
of the STP would consist of active aerated rotating biological contactor modules. The plant would
be covered to prevent odour and fly nuisance. Standalone biological treatment plants have very
high suspended solid, biological oxygen demand as well as ammonia removal efficiency and the
sludge collected in the humus tank can be used as natural manure. Standalone sewage treatment
plants do not cause any impact on the environment.
3.3.16.2. Dust suppression and wash down water
Dust suppression and wash down water would be supplied from ten rainwater tanks located along
the northern and southern walls of the ore storage facility. The estimated water use requirement
for dust suppression and wash down during operations is approximately 4500 Litres per day.
Water balance modelling of the site indicates that the volume available from roof run‐off would
meet the requirements for dust suppression and wash down on site at all times, as described in
Section 3.3.15.
Water used to wash down front end loaders would be contained within the vehicle wash down
facility and directed into a wastewater treatment system. The wastewater treatment system
would be designed to recycle wastewater for reuse in washing vehicles. In accordance with EPA
guidelines for wash bays, the wastewater treatment and reuse system would incorporate an
approved suspended solids settling chamber, waste sump and a system to allow recycling of the
wash water through a unit which removes pollutants to allow reuse. Treated wastewater would
be stored in above ground tanks for reuse. If the treated wastewater storage tank is full, trade
waste would be collected and removed from the site by a licensed waste contractor.
All wastewater from dust suppression and conveyor gallery wash‐down would be detained and
evaporated on site. This water would be directed to the collection pond, to allow particulates to
settle, and would then flow into the evaporation pond. The ponds would be lined with HDPE
1mm think liner, laid on top of compacted sand.
3.3.16.3. Potable water
There are two existing SA Water mains connections to the storage facility site from George Street,
however, these are disused. WPG propose to use one of these connections.

Mains water would be used to supply kitchen and toilet facilities for staff and contractors working
on site. During the detailed design phase WPG would confirm the connection details and
requirements with SA Water, including the capacity of the existing mains connection.
3.3.17. Fire fighting
Fire fighting infrastructure for the proposed ore storage mineral exporting facility would comply
with local and statutory regulations.
Existing fire hydrants are located along side George Street on the SA Water 150mm main adjacent
to the proposed ore storage facility site.
3.3.18. Power
Electricity supply to the facility would be required. An existing sub‐station (T397) owned and
operated by ETSA Utilities is located on Leahey Road, Port Pirie within 150 metres of the ore
storage facility site. The sub‐station has 33kV, 11 kV and 6.6 kV voltages available.
ETSA Utilities have confirmed that they are able to supply the required power for operating the
facility. A formal application for the supply and connection has been made to ETSA Utilities to
provide an 11 kV feeder at this substation for the Project.
The 11 kV feeder would be installed underground to the transfer compound located on the site in
the north east corner and connected to the high voltage side of the transformers to feed the
facility.
Other infrastructure that would be required includes the transformers, 11 kV cabling and
associated switchboards. The extent of electrical infrastructure required would be confirmed as
part of the detailed design stage.
3.3.19. Lighting
The proposed ore storage and minerals exporting facility would be equipped with adequate
internal lighting to ensure that general maintenance and operational activities could be
completed safely. Additional high intensity lighting would be located at points where activities
warrant.
Suitable external lighting would be installed according to relevant Australian Standards. This
would include car park lighting in the administration area and lighting at the dust extraction units
connected to the ore storage facility. Additional lighting would also be provided at the Leahey

Road rail crossing to ensure that the crossing would be visible to personnel leaving the Nyrstar
facility.
Wherever possible and provided safety is not compromised, all site lighting would be directed
downward, incorporating glare shields. The lighting would be comparative to the street lighting
used around airports to minimise upward glare. The final lighting details would be confirmed
during detailed design.
3.4. Detailed design and construction activities
The estimated time for completing the construction of the proposed minerals exporting facility is
11 months. This is based on the shiploader, as the long lead item, being ordered prior to formal
site access being obtained. Detailed design would commence ahead of this date.
The schedule for the construction program is included in Appendix F.
The key milestones of the construction program are:
Completion of detailed design.
Site bulk earthworks including remediation.
Concrete works including piling, foundations and footings and the storage building reclaim
conveyor floor and retaining wall.
Erection of structures including ore storage building, rail unloading facility, transfer towers
and conveyors.
Mechanical installation.
Piping Installation.
Electrical and Instrumentation Installation.
Dust and fume extraction systems.
Building and conveyor cladding.
Practical completion.
This high level construction schedule would be further refined as required prior to
commencement of construction by the construction contractor.
Key milestones that would need to occur prior to construction include:
Development of a detailed Construction Environmental Management Plan (CEMP) based on
CEMP Framework.

Statutory development approvals granted.
Site traffic management plan agreed and approved.

Engineering design details

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3.

3.1. Overview of the design details

 Table 3-1 Concept plans of proposed development

SINCLAIR KNIGHT MERZ

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SINCLAIR KNIGHT MERZ

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SINCLAIR KNIGHT MERZ

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3.2. Facility design details

SINCLAIR KNIGHT MERZ

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SINCLAIR KNIGHT MERZ

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SINCLAIR KNIGHT MERZ

SINCLAIR KNIGHT MERZ

3.2.2. Transfer conveyor CV01 and transfer tower CV01/CV02

SINCLAIR KNIGHT MERZ

SINCLAIR KNIGHT MERZ

SINCLAIR KNIGHT MERZ

SINCLAIR KNIGHT MERZ

3.2.4. Reclaim conveyor CV04 and reclaim hoppers on CV04

SINCLAIR KNIGHT MERZ

3.2.6. Out-loading conveyors

3.2.6.1. Transfer tower CV04/CV05

SINCLAIR KNIGHT MERZ

3.2.6.3. Overland conveyor CV06 and transfer tower CV06/07

SINCLAIR KNIGHT MERZ

3.2.6.4. Transfer conveyor CV07 and CV07 to shiploader transfer tower

SINCLAIR KNIGHT MERZ

3.2.6.5. Shiploader CV08

SINCLAIR KNIGHT MERZ

SINCLAIR KNIGHT MERZ

SINCLAIR KNIGHT MERZ

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3.2.9. Transport infrastructure

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3.2.10. Car parking provisions

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3.2.11. Administration and ablution facilities

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3.2.12. Site and floor levels

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 Table 3-2 Proposed cut and fill volumes

3.2.14. Transformer compound

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3.2.16. Fencing and signage

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Ore Storage & Export Facility

 Figure 3-8 Indicative Sign Information

3.3. Operational methodology

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Map 3-1: Landscaping Plan GDA94 MGA54

VE23405 WPG Resources Ltd v1 Wednesday, 13th October 2010 2:58 PM

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 Table 3-3 Indicative Train presentation times in Port Pirie

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3.3.2.1. Rail un-loading facility

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3.3.3.1. Storage facility

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Table 3-1 Concept plans of proposed development

Table 3-2 Proposed cut and fill volumes

Figure 3-8 Indicative Sign Information

Table 3-3 Indicative Train presentation times in Port Pirie

Figure 3-9 Design rainfall intensity chart

Table 3-4 Rainfall Intensity (mm/hr) for design storms

Figure 3-10 Port Pirie Average Monthly Rainfall