Risk Assessment for Betio Port, Tarawa, Kiribati

Pacific Safety of Navigation Project Risk assessment for Betio Port, Tarawa, Kiribati

April 2019

PACIFIC SAFETY OF NAVIGATION Pacific Community | [email protected] | www.spc.int PROJECT Headquarters: Noumea, New Caledonia GEM Geoscience, Energy and Maritime Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati

April 2019

Francesca Pradelli, Salesh Kumar and Epeli Waqavonovono Geoscience, Energy and Maritime Division, Pacific Community

Pacific Community Suva, Fiji, 2019 © Pacific Community (SPC) 2019

All rights for commercial/for profit reproduction or translation, in any form, reserved. SPC authorises the partial reproduction or translation of this material for scientific, educational or research purposes, provided that SPC and the source document are properly acknowledged. Permission to reproduce the document and/or translate in whole, in any form, whether for commercial/for profit or non-profit purposes, must be requested in writing. Original SPC artwork may not be altered or separately published without permission.

Original text: English

Pacific Community Cataloguing-in-publication data

Pradelli, Francesca

Pacific Safety of Navigation Project: risk assessment for Betio Port, Tarawa, Kiribati / Francesca Pradelli, Salesh Kumar and Epeli Waqavonovono

1. Navigation – Kiribati. 2. Navigation – Safety measures – Kiribati. 3. Anchorage – Kiribati. 4. Harbors – Anchorage – Kiribati. 5. Harbors – Safety regulations – Kiribati. 6. Harbors – Risk assessment – Kiribati. 7. Transportation – Safety – Kiribati. 8. Transportation – Law and legislation – Kiribati.

I. Pradelli, Francesca II. Kumar, Salesh III. Waqavonovono, Epeli IV. Title V. Pacific Community

387.1099681 AACR2

ISBN: 978 982 00 1221 9

Photo credit: Sonal Aujla, SPC

Prepared for publication at SPC’s Suva Regional Office, Private Mail Bag, Suva, Fiji, 2019 www.spc.int | [email protected]

Printed by Printhouse Limited, Suva, Fiji, 2019 Contents

Executive summary...... 1 1 Background...... 4 2 Description of the waterway...... 5 3 Stakeholder meeting...... 6 4 Hazards and risks...... 6 4.1 Types of hazards...... 7 4.2 Risk factors...... 7 5 Scenarios...... 9 5.1 Grounding...... 9 5.2 Allision...... 9 5.3 Foundering...... 9 5.4 Structural failure...... 10 5.5 ‘Other scenario’...... 10 6 Probability and impact...... 10 7 The acceptability of risk...... 11 8 Risk control options...... 12 9 Costing the risk control options...... 13 10 AtoN programme 5-year budget plan (2020–2024)...... 14 11 Recommendations...... 14 Recommendation 1 (addressing grounding scenario) ...... 15 Recommendation 2 (addressing grounding scenario)...... 15 Recommendation 3 (addressing grounding scenario) ...... 16 Recommendation 4 (addressing grounding scenario) ...... 17 Recommendation 5 (addressing allision scenario)...... 18 Recommendation 6 (addressing allision scenario)...... 18 Recommendation 7 (AtoN)...... 19 12 Conclusion...... 20 Annex A. Stakeholders in the Betio Port risk assessment...... 21 Annex B. Hazards identified for Betio Port...... 22 Annex C. Possible scenarios identified for Betio Port...... 23 Annex D. Risk assessment matrix for Betio Port...... 24 Annex E. MICTTD AtoN programme 5-year budget plan (2020–2024)...... 25 Annex F. Aids to navigation in Betio Port...... 31

Pacific Safety of Navigation Project: iii Risk assessment for Betio Port, Tarawa, Kiribati

Executive summary

Kiribati is a signatory to the International Convention for the Safety of Life at Sea (SOLAS), of which Chapter V Regulation 13.1 requires the contracting governments to provide “such Aids to Navigation (AtoN) as the volume of traffic justifies and the degree of risk requires.”

Kiribati is one of the 13 targeted Pacific Island countries and territories of the Pacific Safety of Navigation Project implemented by the Pacific Community (SPC)and funded by the International Foundation for Aids to Navigation (IFAN), whose aim is to improve safety of navigation in the Pacific region through enhanced AtoN capacity and systems.

During Phase 1 of the project, in 2017, the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) and SPC developed the simplified IALA risk assessment tool (SIRA), a simple qualitative tool to enable smaller states to meet their international obligation of providing AtoN by conducting waterways risk assessments.

During Phase 2 of the project, in September 2018 SPC conducted a risk assessment of the Betio port area using the SIRA tool. This report details the risks identified, the estimated costs in the event of an incident, the risk control options suggested, and their costs.

Betio is the major international port in Kiribati, and was therefore identified as a priority for the risk assessment by the Ministry of Information, Communication, Transport and Tourism Development (MICTTD). The port consists of one domestic jetty, one patrol boat jetty and one international jetty. During peak fishing season the port accommodates around 15 fishing vessels, including motherships; most of these ships stay in the anchorage area and do not come alongside the wharf. There are 10 domestic ferry service providers in Kiribati. The Police Marine Division operates a Pacific-class patrol boat. No cruise ships and an average of one yacht call at the port each year.

Kiribati’s maritime stakeholders identified ten possible scenarios: four groundings in the vicinity of Betio Port, two allisions, one foundering, two structural failure scenarios and one other scenario. Upon discussion with the AtoN officer, from the ten possible scenarios six were further assessed for risk control options. For each scenario, the cost of the incident was estimated and a risk score was given, taking into account the probability of the incident happening and its potential impact on the country. Risk control options were then identified. The risk scores for the scenarios under the current situation were then compared with the new risk scores if the risk control options were put in place.

Pacific Safety of Navigation Project: 1 Risk assessment for Betio Port, Tarawa, Kiribati New Risk Scenario Risk control option risk score score Grounding of vessels on the 8 m unmarked shoal 6 Install a port-hand lit buoy on the shoal 2 at the port-hand side of the channel entrance, especially at night

Grounding of vessels at the shallow domestic 15 Dredge the wharf and channel 3 wharf

Grounding of vessels between the entrance and 10 Install a new leading light at Bikeman Island 5 Bikeman point

Grounding of vessels on an unmarked wreck near 6 Place a wreck-marking buoy on the wreck 2 the domestic anchorage area

Allision of vessels with AtoN in the channel 6 Enlarge or extend the anchorage area away 3 from the channel

Allision of vessels with the domestic wharf 6 Install fenders on the wharf; and KFL building 2 reduces background lighting

The main outcome of the risk assessment process in Kiribati was seven recommendations which aim to reduce the risks to safety of navigation to an acceptable level for stakeholders. The recommendations and the costs of their implementation are outlined below.

Recommendation 1 To reduce the risk of vessels grounding on the 8 m unmarked shoal at the port-hand side of the entrance channel, it is recommended to install a port-hand lit buoy on the shoal

Cost Buoy (including installation) AUD 40,000

Annual maintenance cost AUD 603

Recommendation 2 To reduce the risk of grounding at the shallow KPA wharf, it is recommended to dredge the channel and berthing area

Cost Dredging AUD 150,000

Recommendation 3 To reduce the risk of grounding near Bikeman Island, it is recommended to install a new leading light on the island

Cost Leading light (including installation) AUD 20,000

Annual maintenance cost AUD 603

2 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati Recommendation 4 To reduce the risk of grounding on an unmarked wreck near the domestic anchorage area, it is recommended to install a wreck-marking buoy

Cost Buoy (including installation) AUD 40,000

Annual maintenance AUD 603

Recommendation 5 To reduce the risk of vessels alliding with AtoN in the channel to Betio Port, it is recommended to enlarge and extend the anchorage area

Cost Enlarging/extending the anchorage area AUD 200,000

Recommendation 6 To reduce the risk of vessels alliding with the domestic wharf, it is recommended to install fenders, and to reduce the intensity of light from the KFL building

Cost Fenders (including installation) AUD 100,000

Reducing KFL light intensity None

Annual maintenance AUD 1000 (estimated at 1% annually of the total cost)

Recommendation 7 To further improve safety of navigation in Betio Port, it is recommended that the Marine Division procures a suitable vessel for its activities; that the No. 2 port lateral mark is repositioned so that it marks properly the edge of the approach channel into Betio Anchorage; and that consideration is given to dredging and enlarging the channel.

Cost No cost supplied for this recommendation

As part of the Pacific Safety of Navigation’s work on supporting the MICTTD, an AtoN programme 5-year budget plan for the delivery of safe navigation services for the whole of Kiribati was drawn up. The budget plan includes both capital and recurring expenditure.

Pacific Safety of Navigation Project: 3 Risk assessment for Betio Port, Tarawa, Kiribati Kiribati Marine Division (MICTTD) - AtoN programme 5-year budget plan 2020–2024

Kiribati Marine Division - AtoN Programme 5-year Budget Plan 2020-2024

$250,000 140,000

120,000 $200,000 100,000 (AUD) dues Light

$150,000 80,000 Capital Recurring 60,000 Light due collection expenditure expenditure Total (AUD) $100,000 (forecasted) (AUD) (AUD) 40,000 Expenditure (AUD) 2020 $31,530 $134,850 $75,637 $210,487 $50,000 20,000 2021 $32,800 $157,325 $77,884 $235,209 2022 $37,832 $27,325 $64,884 $92,209 $0 0 2023 $39,362 $107,325 $72,884 $180,209 2020 2021 2022 2023 2024 2024 $40,954 $7,325 $62,884 $70,209 Recurring expenditure (AUD) Capital expenditure (AUD) Light due collection (forecasted) $182,477.38 $434,150 $354,175 $788,325

* Light dues forecasted amount is taken from 2018 Kiribati National Budget Book * Costings of risk control options covered under Tarawa Safety of Navigation Risk Assessment have been factored in: -In 2020, procurement and installation of a port-hand buoy, wreck mark and leading light to mitigate the risk of groundings - In 2021, dredging of old KPA wharf to mitigate groundings - In 2022, extending of anchorage area to mitigate allisions - In 2023, procurement and installation of fenders for wharf to mitigate allisions * Maintenance costs for new procured equipment have been factored into the maintenance costs under recurring expenditure

1 Background

In early 2016, with support from the International Foundation for Aids to Navigation (IFAN), the Pacific Community (SPC) started the Pacific Safety of Navigation Project in 13 Pacific Island countries and territories (PICTs)1. The project aims to improve safety of navigation in the Pacific region through enhanced aids to navigation (AtoN) capacity and systems, and hence support economic development, shipping and trade in the Pacific region through safer maritime routes managed in accordance with international instruments and best practices.

During Phase 1, which ended in July 2018, SPC worked in close collaboration with the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) to conduct technical, legal and economic assessments in the 13 PICTs, to identify needs and gaps in these areas. Another significant output of Phase 1 was the development of a new tool for risk assessment in small island developing states, the simplified IALA risk assessment tool (SIRA). In June 2018, IALA trained personnel in 12 of the 13 PICTs on the use of SIRA to conduct AtoN risk assessments in their countries.

Phase 2 of the project builds on the Phase 1 assessments and tools developed, to further assist in building capacity to develop and maintain AtoN in PICTs. Activities include conducting risk assessments (as required by Regulation 13 of the International Convention for the Safety of Life at Sea – SOLAS); developing safety of navigation policy and a legal framework; improving budgetary management; and supporting regional coordination related to safety of navigation in the Pacific.

In September 2018, the Kiribati Ministry of Information, Communication, Transport and Tourism Development (MICTTD) invited SPC to assist in conducting a risk assessment of Betio Port, the country’s most visited port by both international and domestic vessels. This report describes the risk assessment, which was carried out using the SIRA methodology.

Kiribati is a maritime nation, with a large percentage of citizens working in or around the maritime industry. Shipping is critical to the economic and social welfare of the people of Kiribati, and safe navigation is vital to secure this welfare and to protect the environment.

1 Cook Islands, Kiribati, Federated States of Micronesia, Marshall Islands, Nauru, Niue, Palau, Samoa, Solomon Islands, Tonga, Tokelau, Tuvalu and Vanuatu.

4 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati Kiribati is a signatory to the International Maritime Organization (IMO) Safety of Life at Sea (SOLAS) Convention. Regulation 13 of Chapter V of the 1974 SOLAS Convention (as amended) states that “each Contracting Government undertakes to provide, as it deems practical and necessary either individually or in co‐operation with other Contracting Governments, such aids to navigation as the volume of traffic justifies and the degree of risk requires.”

The SIRA risk management process comprises five steps that follow a standardised management or systems analysis approach:

1. identify hazards 2. assess risks 3. specify risk control options 4. make a decision 5. take action. SIRA is intended as a basic tool to identify risk control options for potential undesirable incidents that Kiribati should address as part of its obligation under SOLAS Chapter V Regulation 12 and 13. The assessment and management of risk is fundamental to the provision of effective AtoN services.

The assessment involved a stakeholder meeting as a first step, to gather the views on hazards and risks in the Betio Port area from those directly involved with or affected by AtoN service provision. Information provided by this step was then used by Kiribati AtoN officer and IALA SIRA certified officer Mr Eritaia Tauro and SPC to complete the full risk assessment matrix, based on six identified possible scenarios.

2 Description of the waterway

Betio is the major international port in Kiribati, and was identified as a priority by MICTTD for the risk assessment. The port has one domestic wharf, one international wharf and a maritime police patrol wharf. Access to the wharfs is through a shallow and winding channel. There are 11 AtoN around the port.

Vessels that frequent the port include tankers, military ships, fishing vessels and private craft. The international wharf can accommodate vessels with a maximum draft of 7 m alongside. During peak fishing season the anchorage accommodates around 15 fishing vessels, including motherships; most of these ships stay in the anchorage area and do not come alongside the wharf. There are 10 domestic ferry service providers in Kiribati. The Police Marine Division operates a Pacific-class patrol boat. No cruise ships and an average of one yacht call at the port each year.

The domestic wharf has very shallow depths alongside, ranging from less than 2 to 5 m, which poses a major challenge for domestic vessels accessing the wharf at low tide. Visibility can be reduced to 0.2 nautical miles in bad weather conditions, which often occur between the months of November and April. There are several hazards such as buoys, wrecks, shoals and the narrow and shallow passage that can pose problems for maritime traffic.

Chart BA729_1 covers the Betio Anchorage at a scale of 1:25,000 (Figure 1).

Pacific Safety of Navigation Project: 5 Risk assessment for Betio Port, Tarawa, Kiribati Figure 1. Chart of Betio Anchorage at 1:25,000 scale.

3 Stakeholder meeting

As the first step of the SIRA process, a stakeholder meeting was organised in Tarawa on 25 September 2018, which aimed to gather the points of view of individuals, groups and organisations involved with or affected by AtoN service provision in Betio Port. The stakeholders included the Kiribati Ports Authority, shipping agents, maritime police, maritime safety administration, fishers and others (Annex A). During the workshop the participants were divided into groups according to their experience and background. They then helped identify potential hazards and possible scenarios in Betio Port using the latest chart of the port, other tools such as marine traffic data, and their experience.

4 Hazards and risks

A hazard is something that may cause an undesirable incident. Risk is the chance of injury or loss as defined as a measure of ‘probability or likelihood’ and ‘severity or impact’. Examples of injury or loss include an adverse effect on health, property, the environment or other areas of value.

6 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati The purpose of the stakeholder meeting was to generate a prioritised list of hazards specific to Betio Port. For the risk assessment, SPC and the MICTTD AtoN officer worked together to discuss the risks associated with the identified hazards and identify risk control options and recommendations.

The list of hazards identified for Betio Port is given in Annex B. 4.1 Types of hazards

Twenty-four hazards were identified that were grouped into the following six categories:

yy natural hazards, such as floods, storms, earthquakes, biological hazards and other natural phenomena; yy economic hazards such as inflation, depression, and changes in tax and fee levies; yy technical hazards such as system or equipment failure, fire, explosion, obsolescence, air/water pollution, failure of communications systems and degradation of data quality; yy human factors such as errors or omissions by poorly trained, fatigued or stressed persons, linguistic challenges, violations, sabotage and terrorism; yy operational hazards such as groundings, collisions, striking and other unwanted events; and yy maritime space hazards, such as competing uses for maritime space leading to increasingly crowded waterways.

The above six types of hazard have the capability to generate seven different types of losses:

yy health losses including death and injury; yy property losses including real and intellectual property; yy economic losses leading to increased costs or reduction of revenues; yy liability loss resulting when an organisation is sued for an alleged breach of legal duty; such cases must be defended even if no blame is assigned. Liability losses are capable of destroying or crippling an organisation; yy personnel loss when services of a key employee are lost; yy environmental losses (negative impact on land, air, water, flora or fauna); and yy loss of reputation or status.

4.2 Risk factors

Any risk analysis needs to consider the range of factors that contribute to the overall risk exposure. Table 1 lists some of the factors that could be taken into consideration when identifying hazards for waterways and ports.

Pacific Safety of Navigation Project: 7 Risk assessment for Betio Port, Tarawa, Kiribati Table 1. Risk factors relating to marine navigation.

Navigational Waterway Short-term Long-term Ship traffic Traffic volume conditions configuration consequence consequence Quality of vessels Deep draught Night/day Depth/draft/ Injuries to people Health and safety operations under-keel impacts clearance

Crew competency Shallow draught Sea state Channel width Oil spill Lifestyle disruptions

Traffic mix Commercial Wind conditions Visibility Hazardous Fisheries impacts fishing vessels obstructions material release

Traffic density Recreational Currents (river, Waterway Property damage Impacts on boats tidal, ocean) complexity endangered species

Nature of cargo High speed craft Visibility Bottom type Denial of use of Shoreline damage restrictions waterway

Participation rate Passenger ships Ice conditions Stability (siltation) Reef damage in routing systems, such as VTS

Background AtoN mix and Economic impacts lighting configuration

Debris Quality of hydrographical data

Risk is evaluated to allow attention to be focused on high-risk areas, and to identify and evaluate factors which influence the level of risk. Once all the risks have been assessed, they are then evaluated in terms of the documented needs, issues and concerns of the stakeholders, and the benefits and costs of the activity, to determine the acceptability of the risk.

Zero risk is not often realised, unless the activity generating the risk is abandoned. Rather than striving to reduce the risk to zero, authorities should reduce the risk to ‘as low as reasonably practicable’ (ALARP; Figure 2).

Figure 2. Graphical representation of the levels of risk. The risk level boundaries (negligible/ALARP/intolerable) are purely illustrative.

8 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati It is important to remember that, when communicating with stakeholders about risk, perception is usually different to reality. People make judgements of the acceptability of a risk based on their perceptions, rather than on scientific factors such as probability. The public’s perception of a risk may be influenced by many things, including age, gender, level of education and previous exposure to information on the hazard. Public perceptions of risk may therefore differ from those of technical experts.

5 Scenarios

During the stakeholder meeting and discussions with the AtoN officer, 24 hazards were identified which could lead to a number of different incidents (scenarios). Each hazard was considered carefully and the scenarios it could cause were identified and recorded. From the 24 hazards, 10 different scenarios were identified and categorised into five different types: grounding, allision, foundering, structural failure and ‘other scenario’. All the 10 scenarios are discussed in this section but, following consultation with the MICTTD AtoN Officer, only the 6 grounding and allision scenarios were further assessed in the risk assessment. Annex C describes the 10 scenarios. 5.1 Grounding

There were four grounding scenarios identified for Betio Port. The probability of grounding depends on many factors including bathymetry around the port area, draft of the vessels accessing the port and meteorological conditions such as prevailing wind speed and direction. Grounding on a wreck was a possible scenario due to the presence of unmarked wrecks near the jetty. Grounding on the hard bottom could happen due to the narrow passage at the entrance at the fairway buoy. Grounding on the hard bottom could also occur because of an unlit transit light on Bikeman Island, as well as limited visibility around sunset. Grounding was also a concern due to navigational aid failure on board the vessels. Grounding on the soft bottom was a possible scenario for local vessels accessing the old KPA wharf, which has depths from less than 2 to 5 m due to siltation at the wharf. Most local vessels can only access the wharf at high tide. 5.2 Allision

The possibility of a vessel striking a fixed human‐made object such as a wharf or mooring buoy depends on the position of such structures along the route and the density of traffic. Two different allision scenarios were identified for Betio Port: allision with AtoN and allision with the wharf. Allision with AtoN usually occurs when AtoN are unlit or when vessels pass too close to them. Allision with AtoN can also occur when vessels are towed through the narrow and winding passages. One of the causes of allision with the wharf is the glare from background lights at the Kiribati Fish Limited (KFL) building. This usually occurs while ships are trying to come alongside. Another cause of allision with the wharf is when ships drift at anchor close to the wharf during strong winds. 5.3 Foundering

Foundering is defined as a vessel sinking that is not the result of an earlier collision; for example a vessel might founder if its cargo shifts during bad weather. Foundering at Betio wharf was identified as a possible scenario due to ship quality together with the inexperience of crews operating the vessels. Foundering because of heavy weather, with vessels springing leaks and eventually breaking apart, was also identified during the stakeholder consultation. However this was judged to be a very rare event which would occur only in exceptional circumstances and not more than once every 20 years.

Pacific Safety of Navigation Project: 9 Risk assessment for Betio Port, Tarawa, Kiribati 5.4 Structural failure

Structural failure could be a failure of the vessel itself or of a feature external to the vessel. This can be caused by extreme environmental conditions, poor maintenance or malicious interference. Local domestic vessels in Kiribati are usually of wooden structure and are prone to structural failure. Structural failures of external features such as navigation aids could cause grounding of vessels on port approaches to Betio. However this was judged to be a very rare event which would occur only in exceptional circumstances and not more than once every 20 years. 5.5 ‘Other scenario’

A scenario caused by technical hazards such as fire was also discussed for Betio Port.

6 Probability and impact

SIRA specifies five levels of probability (Table 2) and five levels of impact that each type of scenario would create (Table 3). Each scenario is allocated a score for both probability and impact, and the risk value is calculated from the product of these scores. In this step of the process, the probability and consequences associated with each scenario were estimated and discussed with the AtoN officer.

Table 2. Levels of probability specified for the simplified IALA risk assessment tool (SIRA).

Classification Score Probability Very rare 1 Very rare or unlikely, will occur only in exceptional circumstances and not more than once in 20 years

Rare 2 Rare, may occur every 2–20 years

Occasional 3 Occasional, may occur every 2 months to 2 years

Frequent 4 Frequent, may occur once every week to every 2 months

Very frequent 5 Very frequent, may occur at least once every week

10 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati Table 3. Levels of impact specified for the simplified IALA risk assessment tool (SIRA).

Service Human impact Environment Description Score disruption Financial criteria criteria criteria criteria Insignificant 1 No service No injury to humans; Loss, including No damage disruption apart possible significant nuisance third-party losses, from some delays of less than or nuisance USD 1000

Minor 2 Some non‐ Minor injury to one or more Loss, including Limited short-term permanent loss individuals, may require third-party losses, damage to the of services such hospitalisation of USD 1000– environment as closure of a 50,000 port or waterway for up to 4 hours

Severe 3 Sustained Injuries to several individuals Loss, including Short-term damage disruption to requiring hospitalisation third-party losses, to the environment services such as of USD 50,000– over a small area closure of a port 5,000,000 or waterway for 4–24 hours

Major 4 Sustained Severe injuries to many Loss, including Long-term to disruption to individuals or loss of life third-party irreversible services such as losses, of USD damage to the closure of a major 5,000,000– environment over a port or waterway 50,000,000 limited area for 1–30 days or permanent or irreversible loss of services

Catastrophic 5 Sustained Severe injuries to numerous Loss, including Irreversible disruption to individuals and/or loss of third-party losses, damage to the services such as several lives of over USD environment over a closure of a major 50,000,000 large area port or waterway for months or years

7 The acceptability of risk

Having determined probability and impact scores by consensus, the risk values are calculated by multiplying these scores, as shown in the matrix in Table 4. To determine whether the risks are acceptable or not, SIRA specifies four colour‐banded levels of risk (Table 5). These colours are superimposed on the matrix in Table 4.

Pacific Safety of Navigation Project: 11 Risk assessment for Betio Port, Tarawa, Kiribati Table 4. Risk value matrix.

Table 5. Categories of risk, and action required.

8 Risk control options

The objective of the risk assessment was to identify risk mitigation options for each undesirable incident that would, if implemented, reduce the risk to a level as low as reasonably practicable (ALARP) and which would be acceptable to stakeholders. Before any risk control decisions were made, they were communicated through the stakeholder consultation process. The risks were evaluated in terms of the overall needs, issues and concerns of the stakeholders. The mitigation options include: yy new or enforcement of existing rules and procedures; yy improved and charted hydrographical, meteorological and general navigation information; yy enhanced AtoN service provision; yy improved radio communications; and yy improved decision support systems.

12 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati Table 6 shows the risk scores for the scenarios under the current situation, and the new risk scores after mitigating the risk. The detailed risk control options for Betio Port are shown in the risk control matrix in Annex D.

Table 6. Risk control options for Betio Port, Tarawa, and changes in risk score.

New Risk Scenario Risk control option risk score score Grounding of vessels on the 8 m unmarked shoal 6 Install a port-hand lit buoy on the shoal 2 at the port-hand side of the channel entrance, especially at night

Grounding of vessels at the shallow domestic 15 Dredge the wharf and channel 3 wharf

Grounding of vessels between the entrance and 10 Install a new leading light at Bikeman Island 5 Bikeman point

Grounding of vessels on an unmarked wreck near 6 Place a wreck-marking buoy on the wreck 2 the domestic anchorage area

Allision of vessels with AtoN in the channel 6 Enlarge or extend the anchorage area away 3 from the channel

Allision of vessels with the domestic wharf 6 Install fenders on the wharf; and KFL building 2 reduces background lighting

9 Costing the risk control options

The outcomes of the risk assessment are essentially qualitative and subjective, based on the expert opinions of the stakeholders. The next step is to reach consensus on which risk control options to action. The risk control options are prioritised to facilitate the decision-making process.

Costing of the options is part of the decision-making process. Most of the control options identified require funding. Costs must cover capital, labour and other resources needed for planning and implementation, as well as costs of operation and maintenance throughout the life cycle under consideration. Maintenance is important to ensure that AtoN equipment and systems continue to perform at the levels required for mariners to safely navigate the waterways.

The control measures need to be both effective in reducing risk, but also cost-effective. The cost of the measures should not normally exceed the reduction in the expected value of the loss.

The cost of the options should be evaluated over a time frame equivalent to the economic or useful life of the facilities and assets associated with the option.

Pacific Safety of Navigation Project: 13 Risk assessment for Betio Port, Tarawa, Kiribati 10 AtoN programme 5-year budget plan (2020–2024)

For the MICTTD to provide excellent AtoN services in Kiribati, an adequate level of resources needs to be allocated to AtoN installment, maintenance and management. The SIRA team held discussions with a range of stakeholders, and as part of the Pacific Safety of Navigation’s work on supporting MICTTD, a 5-year AtoN programme budget plan for the delivery of safe navigation services for the whole of Kiribati was drawn up with MICTTD (Annex E).

Currently, the MICTTD has an allocated budget for its navigation section. In 2018 this amounted to AUD 95,811, which covered staffing, plant and equipment hire, communications and travel costs. This allocation funds the Ministry’s mandated work around AtoN services. The AtoN budget submission of the Marine Division is scrutinised according to the Ministry’s priorities as decided by the Secretary and his senior staff.

Light dues2 are collected from foreign ships that call at Betio Port and are deposited into the general government consolidated fund. MICTTD handles two ring-fenced accounts – the Civil Aviation Fund and the Highway Fund, both of which are special accounts separate from the consolidated fund. The Civil Aviation Fund collects airport duty which is spent on upkeep costs of the airport, while the Highway Fund holds the road tolls collected at the Nippon Causeway for its maintenance. There is currently no ring-fenced account for AtoN.

In meetings with the Ministry of Finance & Economic Development (MFED) it was clarified that investment in the upkeep and management of AtoN will help to achieve the goals of the Kiribati Development Plan 2016–2019. The MFED expressed interest in exploring how the ring-fencing of light dues might contribute. The Development Coordination Committee which meets every year to deliberate over the national budget would be the forum for presenting a discussion of ring-fencing for AtoN.

To improve the Marine Division’s budgetary planning for AtoN, the AtoN programme 5-year budget plan (2020–2024) was drawn up in consultation with AtoN Officer and Supervisor Mr Tioti Bateriki. A comprehensive costing of maintenance works and outer atoll visits already compiled by the Marine Division was built upon and consolidated along general spending items. The risk control options from the SIRA risk assessment were also costed and included. The risk control options have been staggered over the 5-year period to spread the cost. It is suggested that the AtoN programme 5-year budget plan be used to assist the MICTTD in its own budget submission and discussions for funding in the national budget.

A summary and detailed tables of the AtoN programme 5-year budget plan are given in Annex E.

11 Recommendations

A key outcome of the risk assessment undertaken at Betio Port is seven recommendations that aim to reduce the risks to safety of navigation to an acceptable level for stakeholders.

2 Kiribati operates a ‘user-pays’ system where owners of vessels calling at port pay a light due that is currently set at net tonnage x AUD 1, with a minimum charge of AUD 10.

14 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati Recommendation 1 (addressing grounding scenario)

There is an 8 m unmarked shoal at the port-hand side of the entrance channel which presents a risk of grounding, particularly at night. Currently vessels are allowed to access the port only during daylight hours due to the lack of lit marks at the entrance passage.

It is recommended that a port-hand lit buoy be installed on the 8 m shoal at the entrance of the channel. It is also recommended that annual maintenance be budgeted for to ensure that the AtoN equipment and systems continue to perform at the levels required by mariners to safely navigate the waterways.

The costs to implement this recommendation were provided by MICTTD as follows:

Recommendation Amount (AUD) Buoy (including installation) 40,000

Annual maintenance (see Annex E for details) 603

Recommendation 2 (addressing grounding scenario)

The old KPA wharf is very shallow at the entrance and the berthing area has depths of less than 2 m, as shown below. Grounding is a risk for local vessels accessing this wharf and the slipway at the end of the wharf. Vessels prefer to come alongside at high tide to avoid grounding.

It is recommended to dredge the entire length of the channel to 4 m so that domestic ships can access this wharf at all times. This will prevent grounding and engine damage, and will help reduce ship downtime.

Pacific Safety of Navigation Project: 15 Risk assessment for Betio Port, Tarawa, Kiribati The costs to implement this recommendation were provided by MICTTD as follows:

Recommendation Amount (AUD)

Dredging 150,000

Annual maintenance 0 (no maintenance dredging required for the first 5 years)

Recommendation 3 (addressing grounding scenario)

The transit light at Bikeman Island is no longer functional, and vessels cannot access Betio Port at night due to the risk of grounding.

It is recommended to install a new leading light on Bikeman Island, allowing vessels to enter port at all times.

16 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati The costs to implement this recommendation were provided by MICTTD as follows:

Recommendation Amount (AUD)

Light 20,000

Annual maintenance (see Annex E for details) 603

Recommendation 4 (addressing grounding scenario)

There is an unmarked wreck in the vicinity of the domestic vessel anchorage area at latitude 01°22’00.067861”N and longitude 172°55’53.933349”E. During strong north-easterly winds, vessels that are anchored near the wreck can drag anchor and can potentially ground on the wreck.

It is recommended that a wreck-marking buoy be installed near the wreck to warn mariners of the danger.

Pacific Safety of Navigation Project: 17 Risk assessment for Betio Port, Tarawa, Kiribati The costs to implement this recommendation were provided by MICTTD as follows:

Recommendation Amount (AUD)

Buoy (including installation) 40,000

Annual maintenance cost (see Annex E for details) 603

Recommendation 5 (addressing allision scenario)

Allision of vessels with AtoN marking the channel of Betio Port is an ongoing issue. This happens because the channel is winding, and especially when vessels are towed in or out of the channel; and because the anchorage is close to the AtoN and when ships drag anchor they can allide with the AtoN. Other issues contributing to this scenario are lack of seamanship and technical issues on board the vessels, such as engine failures.

It is recommended that MICTTD enlarges the anchorage area and moves it away from the AtoN. Continuous awareness and further training for local crews will also reduce the allision risk significantly; this could be addressed through the MFAT-funded Pacific Maritime Safety Programme (PMSP).

The costs to implement this recommendation were provided by MICTTD as follows:

Recommendation Amount (AUD)

Anchorage area enlarged and extended away from the channel 200,000

Annual maintenance None

Recommendation 6 (addressing allision scenario)

Ships occasionally allide with the domestic wharf, especially during bad weather conditions, when they are trying to come alongside the wharf or when they are anchored close to the wharf and drag anchor. Another contributing factor for this scenario is the intensity of the background lights from the Kiribati Fish Limited (KFL) building, which affect visibility at night when coming alongside the wharf.

It is recommended to install fenders on the domestic wharf and to reduce the intensity and direction of the background lights from the KFL building. These measures aim to reduce the risk to as low as reasonably practicable.

18 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati The costs to implement this recommendation were provided by MICTTD as follows:

Recommendation Amount (AUD)

Fenders and installation 100,000

Change direction/reduce intensity of KFL lights None

Annual maintenance (estimated at 1% of total cost) 1000

Recommendation 7 (AtoN)

A site visit was organised by the Marine Division and the AtoN in Betio Port were looked at for their compliance with IALA standards. It was found that all the AtoN needed major repair and maintenance (Annex F). The No. 2 port lateral mark has been laid in shoal water about 100 m north of the channel. Because pilotage is compulsory this was not seen as an immediate problem, however there is a real risk that the master of a vessel might consider it safe to pass close to this buoy believing it to mark the edge of the channel3.

Currently the Marine Division does not have a dedicated vessel to carry out its tasks, including repair and maintenance of AtoN, but hires boats (both in Tarawa and in the outer islands). It is recommended that the Marine Division procures a suitable vessel to carry out its activities. It is also recommended that the No. 2 port lateral mark be repositioned so that it marks properly the edge of the approach channel into Betio Port. Consideration should also be given to dredging and enlarging the channel.

3 IALA technical report 2016 (recommendation 33).

Pacific Safety of Navigation Project: 19 Risk assessment for Betio Port, Tarawa, Kiribati 12 Conclusion

This report completes the risk assessment process as required by Regulation 13 of the International Convention for the Safety of Life at Sea (SOLAS convention). It is also meant to guide MICTTD in delivering compliant AtoN services and should be used in conjunction with IALA technical report 2016.

SPC can provide further support in relation to capacity development, AtoN services and management, governance, and budget management to assist Kiribati in offering safe maritime routes and meeting the country’s international obligations.

It is suggested that a consistent and wider approach is taken by Kiribati to include the delivery of hydrographic, marine meteorology, maritime safety information and maritime search and rescue services in its governance processes.

20 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati Annex A. Stakeholders in the Betio Port risk assessment

Safety of Navigation Risk Assessment Stakeholder Meeting (Phase II) - Betio, Kiribati, 25 September 2018

Telephone Name Job title Organisation Gender Email address number 1 Natara T Biribo Manager Reitiniraoi Shipping M 73001982 2 Tetoma Uere General Manager Betio Fishermen Association M 73014330 3 Sekone Toua Manager Kiriwaru Fishermen Association M 73087810 4 Tibwe Ship Captain Oceanic Shipping Service M 75125050 [email protected] Iaribwebwe 5 Barate Teuriaria Marine Surveyor MICTTD- Marine Division M 7301962 [email protected] 6 Tamaroa Tawaia Engineering Central Pacific Producers M 73015883 [email protected] Supervisor Limited (CPPL) 7 Ekueta Iereima Manager Naverevere Fishermen M 73034282 Association 8 Aukitino Port Control and Kiribati Ports Authority (KPA) M 73018834 [email protected] Tokintekai Stevedoring Superintendent 9 Tiaeki Kiaroro Acting Maritime Marine Training Centre (MTC) M 75126086 [email protected] Administration Officer 10 Toromon Katua Ship Captain Kiribati Seas Company Limited M 73019094 [email protected] (KSC) 11 Rimon Tororo Operations Manager Kiribati National Shipping M 73049352 [email protected] Limited 12 Kireata Ruteru Operations Manager Mauri Marine Shipping M 73013456 [email protected] 13 Abiete Tebuatei Senior Marine Radio MICTTD- Marine Division M [email protected] Officer 14 Timau Kaikai General Manager Te Matau Shipping M 73008317 [email protected] 15 Tio Tamuera Operations Manager Butaritari Shipping M 73075139 [email protected] 16 Taonikua Assistant Operations Lu’s Marine Shipping Services M 73017849 [email protected] Marewenteang Manager 17 Tom Redfern Commanding Officer - Police Maritime Unit M 73045373 [email protected] Patrol Boat 18 Teraakau Tii Agent Lykeit Shipping F [email protected] 19 Ueneta Toorua Director Kiribati Meteorological Service M [email protected] 20 David Yeeting Manager DNY Shipping Services M 73028784 21 Riennang Ioane MSI & SAR Coordinator MICTTD- Marine Division M 73097992 [email protected] 22 Joyce Maria- Senior Mineral Ministry of Fisheries and F 73012167 [email protected] Uan Compliance Officer Marine Resource Development (MFMRD) - Fisheries Division 23 George Taoaba Environment (MELAD) - Environment & M 73054845 [email protected] Inspector Conservation Division 24 Bonnari Baikir Operations Manager Coral Sea Shipping Services M 73071859 [email protected] 25 Tiroa Antonio Operations Manager Kiribati Oil Company Limited M 73041955 [email protected] (KOIL) 26 Tioti Bateriki AtoN Supervisor MICTTD- Marine Division M 73004894 [email protected] 27 Eritaia Tauro AtoN Officer MICTTD- Marine Division M 28 Bwebweteiti AtoN Hand MICTTD- Marine Division M 73017074 [email protected] Tongaiaba

Pacific Safety of Navigation Project: 21 Risk assessment for Betio Port, Tarawa, Kiribati Annex B. Hazards identified for Betio Port

Hazard Remarks Safe minimum depth (m) Out of 4 groups of stakeholders, 2 mentioned that SMD was a hazard (both at the old jetty and the new jetty) Proximity of danger (NM) Beacon No. 3, 0.01 NM, narrow passage, 8 m contours Tide, wind, wave and tidal flow effect Strong easterly wind combined with the tidal flow can have an Natural effect on vessels entering/leaving the port Low sun issues Entering the channel, the sun reflects on the water. Sunset light can cause visibility issues too when leaving the channel Background lighting The background lights from KFL can cause issues Insufficient AtoN funding issues Light dues are collected from all ships but they go to the Economic government account and are not used for AtoN funding Shipborne navaid failure Common issues with private and domestic vessels Quality and validity of charted Charts not updated information Technical Loss of vessel control Loss of vessel control (e.g. steering) AtoN failures Lack of maintenance, vandalism, allisions and not enough AtoN Substandard ships Substandard ships Crew competency International vessels are not checked Fatigue International vessels are not checked Safety culture Not following standards/rules Influence of alcohol and/or drugs Common issues with crew/alcohol problems have caused groundings previously Human Availability and competency of 4 pilots are available in Tarawa pilotage Political issues? Control of vessel maintenance by government Culture or language issues Foreign nationals visiting the ports have issues with communications (Chinese crew) Impact of small vessels Not compliant to port control procedures with vessel movement Fishing activities Can cause collisions Operational Poor passage planning Vessels not complying to SOPs Poor promulgation of MSI Charts need to be updated Poor response to marking new danger Poor communication with shipping agencies The existence of wrecks and new Wrecks and missing lights Maritime space dangers Crowded waterway issues Limited anchorage for international vessels

22 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati Annex C. Possible scenarios identified for Betio Port

Scenarios Remarks Grounding on rock Fishing vessels running aground near the fairway buoy; other vessels running aground due to unknown depths and shallow water/narrow passage on charts; grounding on rocks due to no transit light at Bikeman Island; grounding due to sunset affecting visibility

Grounding Grounding on wreck Vessels dragging anchor at anchorage grounds on wreck

Grounding on soft bottom Local vessels accessing the old KPA wharf ground on soft bottom, due to siltation

Others Groundings due to navaid failures on board

Aids to navigation Vessels alliding with AtoN, also while vessels are towed due to lack of manoeuvrability

Allision Wharf Ships at anchor drift at high winds and collide with wharf; background lighting from the KFL building can cause allision with wharf during berthing

Sinking Local vessels anchored at Betio Port waiting for repairs/maintenance sink Foundering (e.g. MV Mataraoi)

Structural failure of vessel Local domestic vessels of wooden structure are prone to failure

Structural failure Structural failure of Ships can ground on port approaches due to substandard navaid external features equipment

Engine fire Has occurred to one of the pilot boats and a local government-owned Other fishing vessel

Pacific Safety of Navigation Project: 23 Risk assessment for Betio Port, Tarawa, Kiribati Remarks ALARP ALARP ALARP ALARP ALARP ALARP control Cost of risk option (AUD) option 40,000.00 150,000.00 20,000.00 40,000.00 200,000.00 100,000.00 2 3 5 2 3 2 New risk score 2 3 5 2 3 2 New score consequence 1 1 1 1 1 1 New score probability probability Further risk control optionscontrol risk Further 8 on buoy port-hand a Install m shoal at the entrance of channel the and wharf KPA old Dredge to ships allow to channel accessat wharflight at allleading timesnew Install Island Bikeman buoy wreck-marking Place on existing wreck anchorage extend or Enlarge awayarea from the channel the on fenders Install domestic wharf; KFL tolighting background reduce (AUD) 4 million 4 million 1 36 million 36 1.9 million 1.9 500,000.00 550,000.00 Cost of incident of Cost 6 6 6 6 15 10 Riskscore 2 3 5 2 2 3 score Consequence 3 5 2 3 2 3 score Probability Probability Existing risk control control risk Existing measures Vesselsare not permitted during passage enter to time night Vesselsaccess wharf during tide high Vesselsdo not access port night at None None Vesselschoose to access calm during wharf the water Consequences (short and long long and (short Consequences term) hull underwater ship's to Damage system cooling engine and causes this and dirt sucks Engine cooling engine to problems system to due hull underwater to Damage bottom hard hull to Damage and structure AtoN to Damage also to the ships and ship the to Damage wharf/jetty Shallowwater and narrow passage the at and inside shallow Too old of channel the of entrance KPA wharfBikeman at light transit Unlit island shallow and wreck Unmarked water of 3.9 m and 3 m technical shipmanship; of Lack issues(engine failure); vessel at dragging anchor swell; high and wind Strong KFL from light background building Rootcause (hazard) 2. ALLISION 2. 1.GROUNDING Description of incident of Description buoy Fairway the at Grounding Domesticvessels accessing the on ground wharf KPA old sand/mud the between grounding Vessels point Bikeman and entrance Domesticvessels dragging north- strong during anchor on grounding and wind easterly wreck and AtoN with alliding Vessels also while vessels are towed Vessels at anchor driftwith orallide dragwinds strong during wharf/jetty. Vessels comingwharf the with allide alongside /jetty Grounding on rock rock on Grounding sand on Grounding rocks on Grounding sand and wreck on Grounding to aids with Allision navigation with Allision wharf/jetty 1.1 1.2 1.3 1.4 2.1 2.2 Scenario Annex D. Risk assessment matrix for Betio Port Annex D.

24 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati Annex E. MICTTD AtoN programme 5-year budget plan (2020–2024)

Kiribati Marine Division (MICTTD) - AtoN programme 5-year budget plan 2020–2024

Kiribati Marine Division - AtoN Programme 5-year Budget Plan 2020-2024

$250,000 140,000

120,000 $200,000 100,000 (AUD) dues Light

Pacific Safety of Navigation Project: 25 Risk assessment for Betio Port, Tarawa, Kiribati 2020

Estimated Estimated Notes cost (AUD) cost (AUD) Capital expenditure Procurement

Procure: replacement buoy 30,000 Marine Division plans to procure a navigational buoy as replacement Procure: port-hand buoy 30,000 As part of Tarawa SoN risk assessment, installation of port-hand buoy to mitigate risk of grounding Procure: wreck mark 30,000 As part of Tarawa SoN risk assessment, installation of wreck mark to mitigate risk of grounding Procure: marine lanterns 7,000 10 lanterns to be bought to replace current installations and keep as spares

Procure: leading light 20,000 As part of Tarawa SoN risk assessment, installation of leading light at Bikeman island to mitigate risk of grounding Freight 10,650 Estimated cost of freight and customs clearance cost of new AtoN equipment - freight from Australia only. Free on arrival in Kiribati (approx. $765 per lantern, $1,000 per buoy/ mark) Bench drill 3,500 Currently, the AtoN team of the Marine Division lacks a proper workshop to work on AtoNs. This purchase will help in the installations of AtoNs Motorbike 3,700 Purchase of a new motorbike to assist the Division in monitoring of AtoNs along the Taraqa coast

Total capital expenditure 134,850

Recurring expenditure Labour costs Allowances 1396.00 Inclusive of welding, painting and diving allowances in island visits to Tarawa, Tabiteuea, Nonouti, Abemama, Aranuka, Kuria, Maiana and Marakei Overtime 13,000 Estimated overtime costs based on yearly expected sum

Temporary assistance - replacement 2,500 Costs for temporarily fill in when staff are on leave. Based on yearly expected sum personal Labourers 1,418 Hire of labourers during maintenance visits to atolls

Maintenance materials Paint etc. 2128.6 Following painting needs in Tarawa, Nonouti, Abemama, Kuria and Maiana: - Paint primer 4 ltrs - Paint green 4 ltrs - Paint red 4 ltrs Galvanised pipe, PVC pipes and rivets 6,942 Purchase of galvanised pipes, sheets, rivets and PVC pipes during maintenance trips in Nonouti, Abemama, Kuria, Maiana and Marakei Cement 550 Purchase of 40 kg cement packs for maintenance of AtoNs in Arorae, Tamana, Nonouti, Abemama, Aranuka, Maiana and Marakei Service and repairs

Old AtoN motorbike 500 Service of current motorbike Proposed new AtoN motorbike 1,000 Service of proposed AtoN motorbike Electronic tools repairs 500 Repairs to electronic tools Office supplies

New computer set 1,900 Proposal to purchase a new computer set in the first year to help with AtoN management Travel and accommodation

Airfare 3,844 Return fare for two officers to conduct maintenance checks in Arorae, Tamana, TabSouth, Nonouti, Aranuka, Abemama, Kuria and Maiana Airport tax 360 Airport tax to be paid when visiting atolls Fuel 41 Bike fuel on visits to Arorae, Tamana, Tabiteuea, Nonouti, Abemama, Aranuka, Kuria, Maiana and Marakei Boat hire 3,950 Boat hire includes the cost of boat hire when carrying out scheduled maintenance works in Tarawa, Tabiteuea, Nonouti, Abemama, Aranuka, Kuria, Maiana and Marakei Shipping cost of maintenance 6,700 Costs of shipping maintenance equipment to Nonouti, Abemama, Kuria, Maiana, Marakei materials Accommodation 6,772 Cost of accommodation during all 9 atoll visits

Other

Training 3,000 Estimated cost of training per year to send AtoN hand/supervisor to basic training, e.g. welding or dive training Contingency (10%) 19,135 10% of all other costs Total recurring expenditure 75,637

Total budgeted expenses 210,487

26 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati 2021

Estimated Estimated Notes cost (AUD) cost (AUD)

Capital expenditure Dredging works

Dredging of old KPA wharf 150,000 As part of Tarawa SoN risk assessment, dredging of old KPA wharf and channel to allow ships to access wharf at all times Hire cost of dredging vessel: $10,000/day, 15 days x $10,000 = $150,000 Procurement Marine lanterns 3,500 5 lanterns to be bought to replace current installations and keep as spares Freight 3,825 Estimated cost of freight and customs clearance cost of new AtoN equipment - freight from Australia only. Free on arrival in Kiribati (approx. $765 per piece of equipment) Total capital expenditure 157,325 Recurring expenditure Labour costs Allowances 1396.00 Inclusive of welding, painting and diving allowances in island visits to Tarawa, Tabiteuea, Nonouti, Abemama, Aranuka, Kuria, Maiana and Marakei Overtime 13,000 Estimated overtime costs based on yearly expected sum Temporary assistance - replacement 2,500 Costs for temporarily fill in when staff are on leave. Based on yearly expected sum personal Labourers 1,418 Hire of labourers during maintenance visits to atolls Maintenance materials Paint etc. 2128.6 Following painting needs in Tarawa, Nonouti, Abemama, Kuria and Maiana: - Paint primer 4 ltrs - Paint green 4 ltrs - Paint red 4 ltrs Galvanised pipe, PVC pipes and rivets 6,942 Purchase of galvanised pipes, sheets, rivets and PVC pipes during maintenance trips in Nonouti, Abemama, Kuria, Maiana and Marakei Cement 550 Purchase of 40 kg cement packs for maintenance of AtoNs in Arorae, Tamana, Nonouti, Abemama, Aranuka, Maiana and Marakei Service and repairs Old AtoN motorbike 500 Service of current motorbike Proposed new AtoN motorbike 1,000 Service of proposed AtoN motorbike Electronic tools repairs 500 Repairs to electronic tools Office supplies New computer set 1,900 Proposal to purchase a new computer set in the first year to help with AtoN management Travel and accommodation

Other Training 3,000 Estimated cost of training per year to send AtoN hand/supervisor to basic training, e.g. welding or dive training Contingency (10%) 21,383 10% of all other costs Total recurring expenditure 77,884

Total budgeted expenses 235,209

Pacific Safety of Navigation Project: 27 Risk assessment for Betio Port, Tarawa, Kiribati 2022

Estimated Estimated Notes cost (AUD) cost (AUD)

Capital expenditure Procurement

Extending of anchorage area 20,000 As part of Tarawa SoN risk assessment, extending of anchorage area and crew training and awareness to mitigate risk of allisions between vessels and AtoNs Marine lanterns 3,500 5 lanterns to be bought to replace current installations and keep as spares Freight 3,825 Estimated cost of freight and customs clearance cost of new AtoN equipment - freight from Australia only. Free on arrival in Kiribati (approx. $765 per piece of equipment) Total capital expenditure 27,325 Recurring expenditure Labour costs

Allowances 1396.00 Inclusive of welding, painting and diving allowances in island visits to Tarawa, Tabiteuea, Nonouti, Abemama, Aranuka, Kuria, Maiana and Marakei Overtime 13,000 Estimated overtime costs based on yearly expected sum Temporary assistance - replacement 2,500 Costs for temporarily fill in when staff are on leave. Based on yearly expected sum personal Labourers 1,418 Hire of labourers during maintenance visits to atolls Maintenance materials Paint etc. 2128.6 Following painting needs in Tarawa, Nonouti, Abemama, Kuria and Maiana: - Paint primer 4 ltrs - Paint green 4 ltrs - Paint red 4 ltrs Galvanised pipe, PVC pipes and rivets 6,942 Purchase of galvanised pipes, sheets, rivets and PVC pipes during maintenance trips in Nonouti, Abemama, Kuria, Maiana and Marakei Cement 550 Purchase of 40 kg cement packs for maintenance of AtoNs in Arorae, Tamana, Nonouti, Abemama, Aranuka, Maiana and Marakei Service and repairs

Old AtoN motorbike 500 Service of current motorbike Proposed new AtoN motorbike 1,000 Service of proposed AtoN motorbike Electronic tools repairs 500 Repairs to electronic tools Office supplies

New computer set 1,900 Proposal to purchase a new computer set in the first year to help with AtoN management Travel and accommodation Airfare 3,844 Return fare for two officers to conduct maintenance checks in Arorae, Tamana, TabSouth, Nonouti, Aranuka, Abemama, Kuria and Maiana Airport tax 360 Airport tax to be paid when visiting atolls Fuel 41 Bike fuel on visits to Arorae, Tamana, Tabiteuea, Nonouti, Abemama, Aranuka, Kuria, Maiana and Marakei Boat hire 3,950 Boat hire includes the cost of boat hire when carrying out scheduled maintenance works in Tarawa, Tabiteuea, Nonouti, Abemama, Aranuka, Kuria, Maiana and Marakei

Shipping cost of maintenance 6,700 Costs of shipping maintenance equipment to Nonouti, Abemama, Kuria, Maiana, Marakei materials Accommodation 6,772 Cost of accommodation during all 9 atoll visits Other

Training 3,000 Estimated cost of training per year to send AtoN hand/supervisor to basic training, e.g. welding or dive training Contingency (10%) 8,383 10% of all other costs

Total recurring expenditure 64,884

Total budgeted expenses 92,209

28 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati 2023

Estimated Estimated Notes cost (AUD) cost (AUD)

Capital expenditure Procurement

Fenders for wharf 100,000 As part of Tarawa SoN risk assessment, installation of fenders at wharf to mitigate risk of allision Marine lanterns 3,500 5 lanterns to be bought to replace current installations and keep as spares Freight 3,825 Estimated cost of freight and customs clearance cost of new AtoN equipment - freight from Australia only. Free on arrival in Kiribati (approx. $765 per piece of equipment) Total capital expenditure 107,325

Recurring expenditure

Labour costs

Old AtoN motorbike 500 Service of current motorbike Proposed new AtoN motorbike 1,000 Service of proposed AtoN motorbike Electronic tools repairs 500 Repairs to electronic tools Office supplies

New computer set 1,900 Proposal to purchase a new computer set in the first year to help with AtoN management Travel and accommodation

Other

Training 3,000 Estimated cost of training per year to send AtoN hand/supervisor to basic training, e.g. welding or dive training Contingency (10%) 16,383 10% of all other costs

Total recurring expenditure 72,884

Total budgeted expenses 180,209

Pacific Safety of Navigation Project: 29 Risk assessment for Betio Port, Tarawa, Kiribati 2024

Estimated Estimated Notes cost (AUD) cost (AUD)

Capital expenditure Procurement

Marine lanterns 3,500 5 lanterns to be bought to replace current installations and keep as spares Freight/customs 3,825 Estimated cost of freight and customs clearance cost of new AtoN equipment - freight from Australia only. Free on arrival in Kiribati (approx. $765 per piece of equipment) Total capital expenditure 7,325 Recurring expenditure

Labour costs

Maintenance materials

Paint etc. 2128.6 Following painting needs in Tarawa, Nonouti, Abemama, Kuria and Maiana: - Paint primer 4 ltrs - Paint green 4 ltrs - Paint red 4 ltrs Galvanised pipe, PVC pipes and rivets 6,942 Purchase of galvanised pipes, sheets, rivets and PVC pipes during maintenance trips in Nonouti, Abemama, Kuria, Maiana and Marakei Cement 550 Purchase of 40 kg cement packs for maintenance of AtoNs in Arorae, Tamana, Nonouti, Abemama, Aranuka, Maiana and Marakei Service and repair

Old AtoN motorbike 500 Service of current motorbike Proposed new AtoN motorbike 1,000 Service of proposed AtoN motorbike Electronic tools repairs 500 Repairs to electronic tools Office supplies

New computer set 1,900 Proposal to purchase a new computer set in the first year to help with AtoN management Travel and accommodation

Airfare 3,844 Return fare for two officers to conduct maintenance checks in Arorae, Tamana, TabSouth, Nonouti, Aranuka, Abemama, Kuria and Maiana

Airport tax 360 Airport tax to be paid when visiting atolls Fuel 41 Bike fuel on visits to Arorae, Tamana, Tabiteuea, Nonouti, Abemama, Aranuka, Kuria, Maiana and Marakei Boat hire 3,950 Boat hire includes the cost of boat hire when carrying out scheduled maintenance works in Tarawa, Tabiteuea, Nonouti, Abemama, Aranuka, Kuria, Maiana and Marakei Shipping cost of maintenance 6,700 Costs of shipping maintenance equipment to Nonouti, Abemama, Kuria, Maiana, Marakei materials Accommodation 6,772 Cost of accommodation during all 9 atoll visits

Other

Training 3,000 Estimated cost of training per year to send AtoN hand/supervisor to basic training, e.g. welding or dive training Contingency (10%) 6,383 10% of all other costs

Total recurring expenditure 62,884

Total budgeted expenses 70,209

30 Pacific Safety of Navigation Project: Risk assessment for Betio Port, Tarawa, Kiribati Annex F. Aids to navigation in Betio Port

Number on buoy: 3

Feature name: Special mark

Description: Buoy

Light characteristics: Yellow 3s FL(3s)

Position (WGS84): 01°22.718N, 172°56.804E

Comments: This is supposed to act as a leading mark for the approach channel as well as mark the shallow shoal; either way the yellow mark is inappropriate

Number on buoy: 2

Feature name: East cardinal mark

Description: Buoy

Light characteristics: Unknown

Position (WGS84): 01°22.593N, 172°55.702E

Comments: Top mark and light present but not working due to solar panel missing and battery under water; buoy not properly installed

Number on buoy: 1

Feature name: West cardinal mark

Description: Buoy

Light characteristics: Q(9) 15s

Position (WGS84): 01°22.080N, 172°56.350E

Comments: No top mark; needs urgent maintenance

Pacific Safety of Navigation Project: 31 Risk assessment for Betio Port, Tarawa, Kiribati Number on buoy: 1

Feature name: Starboard-hand mark

Description: Buoy, single green cone pointing upwards

Light characteristics: FL G(3s)

Position (WGS84): 01°24.643N, 172°55.131E