CHAPTER 22 – TRANSPORT AND MARITIME OPERATIONS
GULF ALUMINA LTD – SKARDON RIVER BAUXITE PROJECT
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations TABLE OF CONTENTS
22.1 Introduction ...... 22-1 22.2 Legislative and Policy Context ...... 22-1 22.2.1 Road ...... 22-1 22.2.2 Air ...... 22-1 22.2.3 Sea ...... 22-2 22.3 Environmental Objectives and Performance Outcomes ...... 22-4 22.3.1 Environmental Objectives ...... 22-4 22.3.2 Performance Outcomes ...... 22-4 22.4 Road Transport Assessment ...... 22-5 22.5 Air Transport Assessment ...... 22-8 22.5.1 Demand for Air Services ...... 22-8 22.5.2 Project Airstrip ...... 22-8 22.5.3 Assessment of Airports ...... 22-8 22.5.4 Impacts to Airports ...... 22-9 22.5.5 Other Impacts ...... 22-10 22.6 Sea - Port and Near Shore Transport Assessment ...... 22-10 22.6.1 Port Infrastructure and Activities ...... 22-10 22.6.1.1 Port of Skardon River ...... 22-10 22.6.1.3 Activities within the Port ...... 22-12 22.6.1.4 Activities outside the Port ...... 22-13 22.6.1.5 Cumulative Activities ...... 22-13 22.6.2 Third Party Shipping or Vessel Movements ...... 22-14 22.6.2.1 Northern Prawn Fishery ...... 22-14 22.6.2.2 Inshore Fin Fish Fishery ...... 22-15 22.6.2.3 Gulf of Carpentaria Development Finfish Trawl Fishery ...... 22-16 22.6.2.4 Gulf of Carpentaria Commercial Line Fishery ...... 22-17 22.6.2.5 Commercial Tour Operators ...... 22-17 22.6.2.6 Recreational Fishing ...... 22-17 22.6.2.7 Traditional Fisheries ...... 22-17 22.7 Sea – Bulk Carriers and Supply Vessel Transport Assessment ...... 22-17 22.7.1 Baseline Bulk Carrier and Large Vessel Movements ...... 22-17 22.7.2 Project Bulk Carrier and Supply Vessel Movements ...... 22-19 22.8 Maritime Transport Impacts and Management Measures...... 22-19 22.8.1 Potential Impacts ...... 22-19 22.8.2 Existing Port Operation’s Plans ...... 22-20 22.8.3 Vessel Depths ...... 22-20 22.8.4 Vessel Speeds ...... 22-21 22.8.5 Navigation Arrangements ...... 22-23 22.8.6 Pilotage ...... 22-24 22.8.7 Transhipment Area ...... 22-24 22.8.8 Commercial and Recreational Fisheries ...... 22-24 22.8.9 Emergency Management ...... 22-25 22.8.10 Consultation ...... 22-25 22.8.11 Ongoing Management ...... 22-25 22.9 Maritime Management Plans ...... 22-26 22.9.1 Maritime Safety Queensland Guidelines for Major Development Proposals ...... 22-26 22.9.1.1 Overview ...... 22-26 22.9.1.2 Purpose and Scope ...... 22-26
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
22.9.2 Vessel Traffic Management Plan ...... 22-27 22.9.2.1 Vessel Management in Channels ...... 22-27 22.9.2.2 Ship Anchorage ...... 22-28 22.9.2.3 Maritime Operations Management Systems and Resources...... 22-29 22.9.2.4 Emergency Management ...... 22-30 22.9.2.5 Vessel Strike of Marine Fauna ...... 22-31 22.9.3 Aids to Navigation Management Plan ...... 22-32 22.9.4 Ship-sourced Pollution Prevention Management Plan ...... 22-33 22.9.4.1 Release of Ballast Water and Introduction of Exotic Marine Organisms ...... 22-33 22.9.4.2 Release of Shipping Waste ...... 22-37 22.9.4.3 Spills...... 22-40 22.9.4.4 Ship Sourced Pollution ...... 22-43 22.10 Risk Assessment ...... 22-43 22.11 Conclusion ...... 22-44
Tables
Table 22-1 Airport Passengers and Aircraft Movements ...... 22-9 Table 22-2 Monthly Throughput (Tonnes) - Port of Weipa and Port of Karumba ...... 22-18 Table 22-3 Risk Assessment - Transport ...... 22-44
Figures
Figure 22-1 Road Access to the Project Area ...... 22-7 Figure 22-2 Port of Skardon River Port Limits ...... 22-11 Figure 22-3 Port Infrastructure for Kaolin Mine (circa 2003) ...... 22-12 Figure 22-4 Port Infrastructure during Kaolin Mine Decommissioning (circa 2013) ...... 22-13 Figure 22-5 Northern Prawn Fishery ...... 22-15 Figure 22-6 Carpentaria Inshore Fin Fish Fishery ...... 22-16 Figure 22-7 Vessel Access and Speed Plan ...... 22-22 Figure 22-8 Proposed Bed Levelling Area (In Red) – Depth < -2.2 mLAT ...... 22-24
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
22. TRANSPORT AND MARITIME OPERATIONS
22.1 Introduction Transport required for the Project has been separated into the following components or modes: . Road . Air . Sea - Port and near shore barging of bauxite and supply of materials and equipment . Sea – cargo ships and bulk carrier vessel movements in Australian waters
This chapter describes the legislative and policy context for transport management, and assesses the potential transport related impacts of the Project on existing transport activities and infrastructure. This chapter describes the existing and proposed Port infrastructure and vessel movements within the Port of Skardon River and offshore transhipment area, potential impacts of the Project’s maritime activities on maritime operations, and measures to manage impacts. Maritime operations management plans for vessel traffic, aids to navigation and ship-sourced pollution prevention have been developed.
22.2 Legislative and Policy Context
22.2.1 Road Road impact assessments are typically carried out in accordance with the Department of Transport and Main Roads (DTMR) Guidelines for Assessment of Road Impact of Development (DTMR 2006). The purpose of the guidelines is to assist industry to assess the road impacts of their development by providing clear, open and accountable advice on the information DTMR requires to assess traffic and pavement impacts of a proposed development on state-controlled roads. While use of the guidelines is not mandatory, they provide a basis for open and expeditious dealings between developers and DTMR.
22.2.2 Air The Australian Government is responsible for implementing the standards and recommended practices adopted by the International Civil Aviation Organisation. This responsibility is primarily delegated to Civil Aviation Safety Authority (CASA), Airservices Australia and the Commonwealth Department of Infrastructure and Regional Development (DIRD). DIRD has responsibility under the Air Navigation Act 1920 for civil aviation policy, aviation security and air safety investigation. It also has overriding responsibility for developing policy settings and regulatory arrangements for environmental matters, such as aircraft noise, aircraft engine emissions and fuel spillage from aircraft. Airservices Australia has responsibility under the Air Services Act 1995, and as delegated under the Air Navigation Act 1920, to provide air traffic services and facilities to ensure safe and efficient air navigation by providing and maintaining Australia’s network of aviation facilities. The Civil Aviation Act 1988 (CA Act) forms the basis of the regulations and describes CASA's role in enforcing the Civil Aviation Regulations 1988 (CAR) and Civil Aviation Safety Regulations 1998 (CASR). The Airspace Act 2007 and the Airspace Regulations 2007 establish the head of power for CASA to regulate and administer Australian-administered airspace. It has sole responsibility for the classification, designation and regulation of the design of all Australian Airspace.
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Queensland’s DSDIP has released State Planning Policy (SPP) – Strategic Airports and Aviation Facilities (July 2014). The nearest strategic airports to the proposed Project airstrip are the RAAF Scherger Base, approximately 83 km south, and Weipa Airport, approximately 90 km south. The proposed Project airstrip is not considered to be a ‘strategic airport’ and hence the SPP does not apply. The Project’s airstrip will be designed to meet all regulatory requirements, including those related to safety of operations and design of the airstrip. The proponent will consult with all relevant aviation authorities on the design and use of the Project’s airstrip. Air safety will not be compromised by changes to landform, the construction of stacks, flares or lighting within flight paths.
22.2.3 Sea The International Maritime Organization (IMO) is the United Nations agency with responsibility for setting and maintaining international ship safety standards. Australia plays a key role at the IMO as a founding member and elected representative on the 40-member governing Council for over 40 years. A number of international conventions agreed by the Commonwealth apply to the management of shipping in Australian waters including: . International Convention for the Prevention of Pollution from Ships (IMO, 2011) . Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter 1972 (IMO, 1972) . International Convention on Oil Pollution Preparedness, Response and Cooperation 1990 (IMO, 1990) . Protocol on Preparedness, Response and Cooperation to Pollution Incidents by Hazardous and Noxious Substances 2000 (IMO, 2007) . International Convention on the Control of Harmful Anti-fouling Systems on Ships 2001 (IMO, 2001) . International Convention for the Control and Management of Ships' Ballast Water and Sediments 2004 (IMO, 2004).
Australia’s maritime safety regulatory system is based on policies and guidelines relating to ship construction standards, ship survey and safety, crewing, seafarers’ qualifications and welfare, occupational health and safety, carriage and handling of cargoes, passengers and marine pollution prevention. Shipping industry and navigation is regulated through the Commonwealth’s Navigation Act 2012. The key Commonwealth legislation that has been identified as relevant to Port operations (and its planning and development) of facilities (including Acts implementing relevant international conventions) include: . Maritime Transport and Offshore Facilities Security Act 2003 and Regulations 2003 . Ship Registration Act 1981 . Australian Maritime Safety Authority Act 1990 . Protection of the Sea (Prevention of Pollution from Ships) Act 1983 . Quarantine Act 1908.
Commonwealth plans and guidelines also to be considered include: . Australian Ballast Water Management Requirements Version 5, 2011 (Department of Agriculture, 2011) . National Biofouling Management Guidelines for Commercial Vessels, 2009 (Commonwealth of Australia, 2009)
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
. Australian Marine Pest Monitoring Guidelines Version 2.0 2010 (Department of Agriculture, 2010a) . Australian Marine Pest Monitoring Manual Version 2.0 (Department of Agriculture, 2010b) . National Plan to Combat Pollution of the Sea by Oil and Other Hazardous and Noxious Substances (Australian Maritime Safety Authority (AMSA), 2010a).
As the fundamental principle of Queensland’s Transport Operations (Marine Safety) legislation, the general safety obligation transfers the responsibility of safety to owners and operators and encourages risk management. The Transport Operations (Marine Safety) Act 1994 imposes general safety obligations on: . ship designers, builders and surveyors about the condition of ships . persons involved with the operation of a ship to operate it safely . owners and masters about safety equipment.
Maritime Safety Queensland (MSQ) is a branch of the Department of Transport and Main Roads. MSQ is responsible for: . improving maritime safety for shipping and small craft through regulation and education . minimising vessel-sourced waste and responding to marine pollution . providing essential maritime services such as aids to navigation and vessel traffic services . encouraging and supporting innovation in the maritime industry.
MSQ is also responsible for delivery a range of services on behalf of the national regulator (the Australian Maritime Safety Authority) under the Marine Safety (Domestic Commercial Vessel) National Law Act 2012. The national system arrangements are implemented together with MSQ’s state marine legislative responsibilities. Marine pollution is regulated through a number of Acts, including the Commonwealth’s Protection of the Sea (Prevention of Pollution from Ships) Act 1983. The Transport Operations (Marine Pollution) Act 1995 and regulations protect Queensland's marine and coastal environment by minimising deliberate and negligent discharges of ship-sourced pollutants into coastal waters. Maritime Safety Queensland and the Department of Transport and Main Roads jointly administer the following maritime legislation in Queensland, as well as other legislative marine safety standards: . Maritime Safety Queensland Act 2002 . Maritime Safety Queensland Regulation 2002 . Transport Operations (Marine Safety) Act 1994 . Transport Operations (Marine Safety) Regulation 2004 . Transport Operations (Marine Pollution) Act 1995 . Transport Operations (Marine Pollution) Regulation 2008 . Transport Infrastructure (Waterways Management) Regulation 2012.
Far North Queensland Ports Corporation Limited, trading as Ports North, is a company Queensland Government Owned Corporation responsible for the development and management of the declared Port of Skardon River, as well as other ports in north Queensland. Ports North has responsibilities conferred on it by State legislation (Transport Infrastructure Act 1994 and Transport Operations (Marine Pollution) Act 1995) for the safe and efficient management of the Port and its infrastructure, and for managing pollution from shipping activities. The jurisdiction of Ports North at the Port of Skardon River includes all land under the Port North's control and all waters within designated
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Port limits, as defined under the Transport Infrastructure Act. Under the Transport Infrastructure (Ports) Regulation 1994, Ports North may control activities in the Port by port notice such as the movement and mooring of ships, or the loading or unloading of goods from ships using its facilities. Port activities carried out by either Port users or Ports North must comply with all relevant government legislation.
22.3 Environmental Objectives and Performance Outcomes The environmental objectives and performance outcomes below are based on Schedule 5, Table 2 of the Environmental Protection Regulations 2008 (EP Regulation). The mitigation and management measures presented in this chapter are designed to achieve these environmental objectives and performance outcomes. The environmental management plan (EM Plan) presented in Appendix 13 provides a consolidated description of these mitigation and management measures.
22.3.1 Environmental Objectives . Any waste generated, transported, or received as part of carrying out the activity is managed in a way that protects all environmental values. . The choice of the site, at which the activity is to be carried out, minimises serious environmental harm on areas of high conservation value and special significance in the marine environment. . The activity is operated in a way that protects the environmental values of marine sediments. . To reduce the potential for prohibited releases of ballast water to occur. . To reduce the potential for environmental harm to marine environments, as a result of release from shipping, through implementation of appropriate contingency measures. . To emolliate the impacts of any unauthorised ballast water release. . To prevent or reduce the risk of release of introduced marine organisms into the marine environment from shipping traffic generated by the Project. . To prevent or reduce the release of shipping waste from Project shipping traffic into the marine environment. . To reduce spill of any substance into the marine environment from shipping traffic. . Prevent impacts to the marine environment as a result of pollution from shipping.
22.3.2 Performance Outcomes . No contamination of land or waters from waste management beyond the footprint of waste management facilities. . If land or groundwater contamination as a result of waste management activities has occurred, an investigation will be undertaken, with management or remediation as required. This may involve engaging a suitably qualified person approved by DEHP as a contaminated land specialist where required, and will fully depend on the nature and extent of contamination. . Waste monitoring data demonstrates reduction in waste produced (per tonne of production). . Adherence to waste management plan indicating minimisation of waste generated, maximise reuse and recycling, and the safe treatment and disposal of all non-reusable and non-recyclable materials in compliance with legislation. . Storage and handling of potential contaminants will minimise release to the marine environment. . Contingency measures will prevent or minimise adverse effects on marine water quality or sediment quality due to unplanned releases of contaminants to the marine environment.
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. Any discharge to marine waters will be managed so that there will be no adverse effects due to the altering of existing flow regimes for marine waters. . Activities that disturb marine sediments will be managed in a way that prevents or minimises adverse effects on environmental values. . Activities in the marine environment are carried out in a way that prevents or minimises adverse effects on the use of surrounding waters and allows for effective management of the environmental impacts of the activity. . Minimise the incidence of vessel strike and minimise light spill. . No incidents of environmental harm involving ballast water releases. . Management measures are implemented to avoid or limit releases of exotic organisms into the marine environment to the greatest extent practicable. . Waste releases into the marine environment are in accordance with relevant laws and standards. . No complaints from public or government agencies regarding noticeable waste or spills, as a result of shipping activities. . Accidental releases of any substance into the marine environment are avoided or promptly managed to avoid material impacts. . Pollution as a result of Project related shipping activities are avoided or managed in accordance with relevant legislation and guidelines.
22.4 Road Transport Assessment Access to the Project area by road is extremely difficult. The public roads and tracks servicing the Project area are very poor standard. Road access to the site is shown in Figure 22-1. From the south, access is via the Peninsula Developmental Road, before turning onto Telegraph Road and heading north. Telegraph Road becomes Old Telegraph Track north of the intersection with Bramwell Junction. Old Telegraph Track is only suitable for four wheel drive recreational activities and hence access to site continues along Bamaga Road after turning east at Bramwell Junction. From Bamaga Road, access is west via Heathlands Track and north along a short stretch of Old Telegraph Track. From Old Telegraph Track a bush track heads west towards the Project area. From the north access is via Bamaga Road, Heathlands Track, Old Telegraph Track and site access bush track. The Peninsula Developmental Road connects the Mulligan Highway (servicing Cooktown from the south) to Weipa. This majority of this road is unsealed, recommend for four wheel drives and can become impassable in the wet season. Telegraph Road and Bamaga Road are unsealed roads that are trafficable in dry weather, recommended for four wheel drive vehicles, with sections of deep, soft sand. Old Telegraph Track is a recognised four wheel drive route with numerous challenging driving conditions and creek crossings, even in the dry season. There are two creek crossings on the short section of Old Telegraph Track which is used to access the site. The bush track heading to site is four wheel drive only with patches of heavy sand, a crossing of a tidal, estuarine creek (Boggy Creek) and impassable for much of the year. To access the Project area by road from Mapoon, vehicles must head south (i.e. away from the Project area) to Weipa before accessing the Peninsula Developmental Road, turning east onto Batavia Downs Road, north onto Telegraph Road and heading to site via the route described above. This journey would take about 8 to 12 hours, depending on conditions, and hence is not a practical route for regular travel to site. Alternatively vehicles can turn east before Weipa and cross the Wenlock River at Stones crossing
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
(when water levels allow) before heading north on a series of bush tracks involving extreme four wheel drive conditions, including driving along a creek bed where there is no track. The above assessment demonstrates that road access to Project area is not practical, other than for a limited number of four wheel drive vehicles in the dry season only. The only practical means of transporting workers and light goods to the Project area is by air. For residents of Mapoon access to the site could be by boat or a bus to Weipa to connect with flights to the site. The only practical means of transporting bulk materials, fuel and equipment to the Project area is by sea. The economic and environmental costs of upgrading public roads so that all weather access is available to the Project area significantly outweigh any benefits this would have. As the Project will not place any significant additional burden on public roads, no further assessment has been undertaken for potential impacts to roads and other road users.
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560000 580000 600000 620000 640000 660000 680000 700000 ± CAIRNS !
TOWNSVILLE !
8740000 ROCKHAMPTON 8740000 Queensland !
Bamaga Road
BRISBANE ! 8720000 8720000
Old Telegraph Track
Gulf of Carpentaria 8700000 8700000
Site Access Track
Bamaga Road 8680000 8680000
Bramwell
8660000 Junction 8660000
Telegraph Road 8640000 8640000
Telegraph
Stones Crossing Road
Telegraph
Road 8620000 8620000
tal Ro Road n Telegraph pme ad velo Peninsula De WEIPA (! Batavia Telegraph Road Downs Road 8600000 8600000
Telegraph
Road 8580000 8580000
0 10 20 30
Kilometers
Legend Road Access to the Project Area Mining Lease Boundaries Roads Routes to Site (! Towns Main Road Wenlock River Local Road Figure 22-1 Gulf Alumina Limited
Tracks Author: malcolm.nunn Date: 16/03/2016 Map Scale: 1:800,000
Revision: R1 Coordinate System: GDA 1994 MGA Zone 54
G:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch22_Transport_Maritime\FIG_22_01_Road_Access_160316.mxd
No warranty is given in relation to the data (including accuracy, reliability, completeness or suitability) and accept no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of or reliance upon the data. Data must not be used for direct marketing or be used in breach of privacy laws. Tenures © Geos Mining (2015). State Boundaries and Towns © Geoscience Australia (2006). Watercourses © Geoscience Australia. Imagery Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community. Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
22.5 Air Transport Assessment
22.5.1 Demand for Air Services The Project workforce will be transported to the site by air and will be accommodated in a camp in the Project area. Due to the very limited road access to the Project area it is not possible to transport the workforce from an offsite location or nearby population centre (e.g. Mapoon) to the Project area on a daily basis. The Skardon River can be reached from Mapoon by boat, however this journey would take more than one hour in a fast boat. Mapoon is a very small town without the necessary accommodation or facilities to cater for the Project workforce. Therefore the workforce will be 100% fly in fly out (FIFO). Approximately two flights per week, assuming 40 seater planes, will be required for the Project workforce. Charter flights will be arranged from Cairns directly to site, or going via Weipa. Mapoon airstrip is not considered to be suitable for a 40 seater aircraft however there is potential that smaller aircraft could use this airstrip. Alternatively residents of Mapoon could be bussed to Weipa to link with flights from Weipa to site. The use of Mapoon airstrip will also be considered, subject to suitability and safety. This will allow the local populations residing in or near Mapoon and Weipa to become part of the Project workforce. Charter flights are expected to go via Weipa to refuel and collect passengers. In addition, should there be sufficient demand, charter flights will be arranged between Bamaga in the Northern Peninsula Area and site. Aircraft would use the Northern Peninsula Airport, which services all communities in the Northern Peninsula Area.
22.5.2 Project Airstrip During the majority of the Project life, aircraft will use the existing Project airstrip. In later years of mine life, the airstrip will be relocated immediately south and parallel and to the existing airstrip to enable mining of bauxite beneath the current airstrip. As the new airstrip will be on previously mined land, the airstrip area will be backfilled to surface elevation and compacted so that it is suitable for aircraft movements.
22.5.3 Assessment of Airports Cairns Airport is one of Australia’s leading regional airports, providing air links to a range of domestic and international locations. Over 3.5 million passengers pass through Cairns Airport’s T2 (Domestic Terminal) each year. There are direct domestic flights to Brisbane, Gold Coast, Sydney, Melbourne, Adelaide, Perth, Darwin and Townsville as well as to Alice Springs, Ayers Rock (Uluru) and regional centres across North Queensland. Cairns Airport is Australia’s seventh busiest for international passengers with direct flights from Tokyo, Osaka, Hong Kong, Guam and Port Moresby. There are also seasonal flights from Shanghai, Guangzhou and Auckland1. Between 2012 and 2014 the number of international passengers passing through the airport was greater than 500,000 per annum. The total number of passengers exceeded 4,000,000 per annum in 2013 and 20142. Weipa Airport is owned by Rio Tinto and primarily services Rio Tinto’s surrounding mining projects, as well as the local community, with flights from Cairns. There are no international flights to Weipa Airport. The RAAF Scherger Airforce Base is approximately 18 km east of Weipa Airport. Both Weipa Airport and Scherger Base are strategic airports under the Queensland SPP – Strategic Airports and Aviation Facilities. Both airports are more than 80 km from the Project’s airstrip and hence any Project development will not impact on the operational airspace, obstacle limited surface, height restriction zone or lighting area buffer zone of these airports.
1 Cairns Airport http://www.cairnsairport.com.au/corporate/ 2 Cairns Airport Annual Passenger Totals: http://www.cairnsairport.com.au/corporate/performance/statistics/
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Mapoon airstrip is a small, unsealed airstrip approximately 1 km in length, without any scheduled, commercial flights. Use of this airstrip will be subject to its suitability for the charter flight aircraft and number of potential passengers. The Northern Peninsula Airport is located on Airport Rd, southeast of the Bamaga community. The Northern Peninsula Airport is accessible all year round, with daily flights to be provided in 2015 by Regional Express (REX). REX flies once daily from Bamaga to Cairns, except weekends. A recently developed partnership with the Northern Peninsula Area Regional Council (NPARC), will see Rex launch a new Regional Public Transport (RPT) air service, commencing 30 March, 2015, for the benefit of the Northern Peninsula Area community. The airstrip is also used for local charters from Weipa, Horn Island and the Torres Strait as well as by the Royal Flying Doctor Service and periodically by the Royal Australian Air Force. Information on the number of airport passengers and aircraft movements at Cairns Airport and Weipa Airport between 2009-10 and 2013-14 are provided in Table 22-13. There is no available data for use of Mapoon airstrip, Northern Peninsula Airport or the Scherger Base.
Table 22-1 Airport Passengers and Aircraft Movements Airport Statistic Destination 2009-10 2010-11 2011-12 2012-13 2013-14 Cairns Passengers Domestic 3,122,860 3,348,362 3,438,522 3,640,113 3,826,752 Airport International 427,380 510,977 504,200 517,739 469,584 Total 3,550,240 3,859,339 3,942,722 4,157,852 4,296,336 Aircraft Domestic 34,080 36,591 37,660 39,297 39,425 Movements International 4,878 6,020 5,869 5,617 5,338 Total 38,958 42,611 43,529 44,914 44,763 Weipa Passengers Domestic 54,196 58,888 71,339 68,071 69,513 Airport Aircraft Domestic 1,212 1,144 1,640 1,716 1,748 Movements
22.5.4 Impacts to Airports For the purpose of assessing the increase in passengers and flights from Cairns and Weipa Airports as a result of the Project it has been conservatively (i.e. a high number of passengers and flights) assumed that: . all flights are between Cairns and site go via Weipa . all flights are 75% full between Cairns and Weipa (i.e. 30 passengers) and 100% full between Weipa and site (i.e. an extra 10 passengers collected in Weipa bring the total to 40 passengers) . flights operate for 40 weeks per annum, as mining ceases in the wet season
The Project will result in an estimated 4,800 additional passenger movements and 160 additional aircraft movements per annum through Cairns Airport. This represents approximately 0.1% and 0.3% of the existing number of passengers and aircraft using the airport respectively. Therefore the Project will have an insignificant impact on Cairns Airport. Never-the-less the proponent will consult with Cairns Airport authorities about the proposed charter flights and any requirements the airport may have to service these flights. The Project will result in an estimated 1,600 additional passenger movements and 160 additional aircraft movements per annum through Weipa Airport. This represents approximately 2% and 9% of the existing
3 Department of Infrastructure and Regional Development, Airport Traffic Data: https://www.bitre.gov.au/publications/ongoing/airport_traffic_data.aspx, February 2015
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations number of passengers and aircraft using the airport respectively. The Project will have a minor impact on Weipa Airport as there is capacity to handle the additional flights serving the Projects. Never-the-less the proponent will consult with Weipa Airport authorities about the proposed charter flights and any requirements the airport may have to service these flights. Use of Mapoon airstrip, if practical, will be for the benefit of transporting workers from the local community to site and hence any impacts from the minor volume of increased air traffic will be offset by the employment opportunities offered. Depending on demand for employment at the Project from communities in the Northern Peninsula Area, charter flights may be arranged between Northern Peninsula Airport and the site airstrip. These flights are likely to be infrequent (e.g. one per week). Impacts on the airport are expected to be well within the available airport capacity and will be offset by the additional employment provided to people in the Northern Peninsula Area.
22.5.5 Other Impacts Potential noise impacts of aircraft are described in Chapter 20. Potential hazards associated with aircraft are described in Chapter 23.
22.6 Sea - Port and Near Shore Transport Assessment
22.6.1 Port Infrastructure and Activities The Projects near shore shipping comprises barging of bauxite between the Port and the transhipment area, and supply of materials, fuel and equipment to the Port. This is described in Chapter 5.
22.6.1.1 Port of Skardon River Ports North is responsible for the development and management of the declared Ports, including the Port of Skardon River. Skardon River was declared a port in February 2002, and the Port limits cover an area of 2,489 ha. As the port manager, Ports North's role is to maintain the port to facilitate trade. The designated Port limits are shown in Figure 22-2.
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590000 595000 600000 605000 610000 615000 620000 625000
8705000 ± 8705000 CAIRNS ! TOWNSVILLE !
Queensland ! ROCKHAMPTON
BRISBANE ! Port of Skardon River ! ML 40082 ( Skardon River 8700000 ML 40069 8700000 8695000 8695000
Gulf of Carpentaria 8690000 8690000
ML 6025 NamaletaCreek
8685000 0 2.5 5 7.5 10 8685000
Kilometres
Legend Port of Skardon River Port Limits Mining Lease Boundaries Bed Levelling Area Port of Skardon Port Limits Figure (! Gulf Alumina Limited Port of Skardon River Offshore Transhipment Area 22-2
Author: malcolm.nunn Date: 16/03/2016 Map Scale: 1:150,000
Revision: R1 Coordinate System: GDA 1994 MGA Zone 54
G:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch22_Transport_Maritime\FIG_22_02_Skardon_Port_Limits_160316.mxd
No warranty is given in relation to the data (including accuracy, reliability, completeness or suitability) and accept no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of or reliance upon the data. Data must not be used for direct marketing or be used in breach of privacy laws. Tenures © Geos Mining (2015). State Boundaries and Towns © Geoscience Australia (2006). Maritime Safety Port Areas © State of Queensland - Department of Transport and Main Roads (2015). Imagery Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community. Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
22.6.1.3 Activities within the Port The existing marine Port facilities are located upstream on the Skardon River and incorporate a barge ramp for equipment and materials unloading and loading, and jetty for transferring fuel to the fuel tank. To date, limited shipments of product (kaolin) have been shipped via the Port, but these ceased when the kaolin mine ceased operating. There have been no other regular Port shipping activities subsequent to the kaolin mine closure. The Port infrastructure that existed to service the kaolin mine is shown in Figure 22-3 (circa 2003). Much of this infrastructure has been subsequently decommissioned, with Figure 22-4 (circa 2013) showing the Port during decommissioning. Remaining infrastructure including shed, water tanks and fuel tank will be used for the bauxite Project. Within the defined Port limits Gulf will undertake: . construction of a wharf / barge load out infrastructure on piles . barging of bauxite . bed levelling in the mouth of the Skardon River to allow barge movements . supply of materials, equipment and fuel
The Port infrastructure proposed for the Project, proposed barge loading operations, bed levelling, and equipment, materials and fuel supply vessel operations are described in Chapter 5. The majority of vessel movements will be barges shipping bauxite to the offshore transhipment area. These vessels and other vessel movements are described in Chapter 5. In addition to the above the Port is used is used very infrequently for limited supply of provisions for the mine’s campsite, removal of decommissioned kaolin mine infrastructure and removal of illegal fishing boats under a Commonwealth Government programme. Recreational boating and fishing occurs within the Port limits with the potential for occasional commercial fishing activities, as described in Section 22.6.2.
Figure 22-3 Port Infrastructure for Kaolin Mine (circa 2003)
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Figure 22-4 Port Infrastructure during Kaolin Mine Decommissioning (circa 2013)
22.6.1.4 Activities outside the Port As shown in Figure 22-2, the offshore transhipment area is located outside the Port limits. Project related maritime operations outside the Port limits comprise: . barging of bauxite to the transhipment area . loading of bauxite onto bulk vessel from barges . bulk vessel movements and anchoring . vessels supplying materials, equipment and fuel prior to entry into the Port limits
Bulk vessel movements, supply vessel movements and loading of bauxite to bulk vessels are described in Chapter 5 and Section 22.7.2. There is potential for limited recreational and commercial boating and fishing outside the Port limits, as described in in Section 22.6.2.
22.6.1.5 Cumulative Activities Gulf understands that Metro Mining Ltd (formerly Cape Alumina Ltd) is proposing a separate port infrastructure area for their Bauxite Hills Project, mining approximately half the Project’s volume of bauxite per annum 4. Metro Mining’s port infrastructure area will be located on the Skardon River, approximately 2 km upstream of the existing Port infrastructure area, and outside of the boundaries of the Port limits. Never-the-less Metro Mining will undertake bauxite shipping and supply of materials, equipment and fuel within the defined Port limits.
4 The independent Pre Feasibility Study, conducted by MEC Mining Consultants, estimated a 20 year + life for the mine at a mining rate of 2 million tonnes per annum of Direct Shipment Ore (DSO) (http://www.metromining.com.au/media/1080/mrdm-asx-pfs- results-f.pdf)
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It is assumed that Metro Mining’s project will result in a similar number of barge movements proposed for Gulf using similar barges, and will also barge bauxite to an offshore transhipment area for loading to bulk carriers. Activities within the Port limits, between the Port and the transhipment area, and in the transhipment area will therefore, almost entirely, result from Gulf’s and Metro Mining’s bauxite projects.
22.6.2 Third Party Shipping or Vessel Movements There is little information on shipping or vessel movements in the Skardon River or between the mouth of the Skardon River and the offshore transhipment area. This area is used for recreational fishing and potentially for commercial fishing, with commercial prawn and fin fish fishing occurring in the Gulf of Carpentaria. Recreational and commercial fisheries activities occur within the Skardon River and the adjacent foreshore areas (Bob Russel, District manager Queensland Boating and Fisheries Patrol, pers comm. March 2015.) Additional information on the fisheries described below is provided in Appendix 8.
22.6.2.1 Northern Prawn Fishery The Gulf of Carpentaria is part of the Northern Prawn Fishery (NPF) Management Area. The NPF harvests banana prawns and tiger prawns from a fishing ground which covers approximately 880,000 km2 that extends from Weipa in far north Queensland to Cape Londonderry in northern Western Australia, as shown in Figure 22-5.5 NPF Industry Pty Ltd is a collective of trawler operators, processors and marketers acting together for the industry in the NPF. Fifty two (52) vessels are licensed to operate within the fishery and less than 12% of the waters are fished. The fishery has two fishing seasons – the banana prawn season which runs from late March to mid June and the tiger prawn season which is in place from August to the end of November. 6 The NPF is broken into 15 statistical areas, including the Weipa area, which has its northern limits at the Port of Musgrave (i.e. south of the Skardon River). There are no statistical areas encompassing the Skardon River. Data for the NPF for 20117 shows that approximately 11% (925 t out of 8,335 t) of prawns were caught in the Weipa statistical area. In combination this information demonstrates that a low number of prawn fishing vessels are spread over a very large area of ocean and that a minor percentage of these fishing vessels operate in coastal waters near Weipa, potentially not entering coastal waters near the Skardon River. Therefore the Project’s near shore shipping movements are highly unlikely to have an impact on the NPF operations. Never-the-less the proponent will consult with the NPF about managing any potential interaction between Project activities and fishing activities.
5 Prawn fishing industry in the Gulf of Carpentaria, CSIRO, http://www.csiropedia.csiro.au/display/CSIROpedia/Prawn+fishing+industry+in+the+Gulf+of+Carpentaria 6 NPF Industry Pty Ltd, http://npfindustry.com.au/ 7 NPF Industry Pty Ltd on behalf of Australian Fisheries Management Authority, March 2012, Northern Prawn Fishery Data Summary 2011
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Figure 22-5 Northern Prawn Fishery
22.6.2.2 Inshore Fin Fish Fishery The Carpentaria Inshore Fin Fish Fishery is multi-species fishery comprising inshore and offshore net fishery, commercial bait netting, recreational fishing, Indigenous and charter boats - fishing species related to the fishery within Queensland jurisdiction in the Gulf of Carpentaria, as shown in Figure 22-6. This area covers all tidal waterways to 25 nautical miles and includes the Skardon River and the offshore transhipment area. The Department of Agriculture, Forestry and Fisheries (DAFF) produced the Annual Status Report 2011, Gulf of Carpentaria Inshore Fin Fish Fishery (DAFF, 2011), which contained the following relevant information: . Fishery species include barramundi, grey mackerel, king threadfin, blue threadfin, javelin and shark. . Fishers are authorised to use set mesh nets to harvest fish. . 81 commercial licenses accessed the fishery in 2010. . The total catch was 2,567 t in 2010, including 896 t grey mackerel, 719 t barramundi and 365 t king threadfin. . Fishing occurs between January and September. . Historically, fishing effort for barramundi has occurred south of Weipa as there is generally less barramundi habitat available in the northern region (i.e. including Skardon River) compared to the southern Gulf. . There were only 15 charter operator’s licences in 2010 and the charter boat harvest was 19 t in 2010. . No recreational catch or Indigenous fishing catch estimates are available.
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This information demonstrates that there are a low number of commercial and charter boat fishers operating in a large area of the Gulf. There is low potential for interaction of the Project’s near shore shipping movements with commercial and charter boat fishing operations. Never-the-less the proponent will comply with all maritime safety regulations and consult with any relevant representative bodies for commercial and charter boat fisheries about managing any potential interaction between Project activities and fishing activities.
Figure 22-6 Carpentaria Inshore Fin Fish Fishery
22.6.2.3 Gulf of Carpentaria Development Finfish Trawl Fishery Developmental fisheries are those that use fishing gears and/or target new and underutilised species. In the Gulf of Carpentaria there is a Developmental Finfish Trawl Fishery which operates outside 25 nautical miles generally from the Queensland Gulf of Carpentaria coastline north of 15 degrees South latitude. It is a limited entry, quota-managed, semi-demersal trawl fishery with five Developmental Fishing Permits issued since 1998; however only two were active in 2006. The main species captured are tropical red snappers including the Crimson Snapper (Lutjanus erythropterus) and the Saddletail Snapper (Lutjanus malabaricus) that are found on coastal and inshore reefs. However a variety of other valuable species are also retained as saleable product, including Mangrove Jack (Lutjanus argentimaculatus), Golden Snapper
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
(Lutjanus johnni), Painted Sweetlips (Diagramma labiosum) and Goldband Snapper (Pristipomoides multidens). The fishery operates in waters remote from the Skardon River area.
22.6.2.4 Gulf of Carpentaria Commercial Line Fishery The Gulf of Carpentaria Commercial Line Fishery is managed by the Queensland government and extends from the Queensland-Northern Territory border to Slade Point on the north-west coast of Cape York Peninsula. In 2006, 27 licensed fishers harvested 237 tonnes of fish with a landed gross value of production of $1.6 million. The main target species is the Spanish mackerel which constitutes 90% of the total catch. The reef areas in the vicinity of Pera Head, Boyd Point and Thud Point area recognised as key locations in the Weipa region for the targeting of Spanish mackerel by commercial line fishers. These locations are located over 100 km south of the Skardon River Project. The peak season in the Weipa region extends from August to November.
22.6.2.5 Commercial Tour Operators Approximately 12 - 15 commercial tour operators have been working in the area within 50 – 80 km of the Skardon River. Commercial tour operators caught 25,744 kg of fish between 2000 and 2008. Fishing effort was greatest in 2003 (167 days) however the highest catch (by weight) was recorded in 2004 (5,584kg). The potential for interaction with commercial tour fishing within the Project activities is minimal.
22.6.2.6 Recreational Fishing Recreational fishing occurs in the study area with fisheries origination from the Port Musgrave region at Mapoon, or travellers accessing the Skardon River via the four wheel drive tracks leading through the Project are to the beaches to the west of the Project area.
22.6.2.7 Traditional Fisheries The fisheries resources of the study area are important to the Traditional Owners for customary and dietary purposes. Giant mud crabs are of particular importance to the Mapoon Aboriginal Community as a stable food source and potential income earner. Mapoon Aboriginal Shire Council currently possess a Community commercial fishing licence. The fishing symbols issued under this licence include net (N3), crab (C1) and line (L3 and L4).
22.7 Sea – Bulk Carriers and Supply Vessel Transport Assessment
22.7.1 Baseline Bulk Carrier and Large Vessel Movements The Gulf of Carpentaria is subject to existing and proposed large ship and bulk carrier vessel movements associated with port operations in the Gulf at the Port of Weipa and the Port of Karumba. In addition, the Torres Strait is used by large ships and bulk carrier vessels to travel between eastern Australia, PNG, and New Zealand and east Asian Ports. The Port of Weipa is primarily used for the export of bauxite from nearby Rio Tinto Alcan mines. Other wharves at the Port of Weipa handle different commodities, and additional stockyards exist for the export of live cattle through the port. The Port of Karumba is primarily used for the export of zinc concentrate from the Century Mine. Zinc concentrate is loaded onto a 5,000 t, fully enclosed transfer vessel for the 40 km journey to the export ships that anchor in deep water in the Gulf of Carpentaria off the coast. Other facilities in the port provide for general cargo, fuel, fisheries products and the export of live cattle8.
8 Ports North, http://www.portsnorth.com.au/our-ports/karumba.php, February 2015
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There are approximately 3,000 transits of Torres Strait per year by vessels of length overall (LOA) greater than 50 m. Traffic comprises bulk carriers 38%, general cargo 28%, containers 15% and loaded tankers 12%.9 Monthly throughput at the Port of Weipa and Port of Karumba is provided Table 22-2. Approximately 98% of throughput at the Port of Karumba is zinc or lead, with the balance being livestock and general cargo. Imports at the Port of Karumba are approximately 0.1% of exports. Almost 100% of exports from the Port of Weipa are bauxite. Imports at the Port of Weipa comprise approximately 35% general cargo and 65% fuel (DTMR, 2014).
Table 22-2 Monthly Throughput (Tonnes) - Port of Weipa and Port of Karumba Port 2008-09# (t) 2009-10# (t) 2010-11# (t) 2011-12# (t) 2012-13# (t) 2013-14* (t) Weipa - 20,348,567 20,584,892 22,242,359 24,989,956 28,924,608 Not export available Weipa – 109,012 90,898 80,287 102,077 116,964 Not import available Weipa – 20,457,579 20,675,790 22,322,647 25,092,033 29,041,571 30,510,975 Total Karumba - 1,010,203 650,336 963,021 977,938 893,949 Not export available Karumba - 0 1,228 1,474 1,611 1,088 Not import available
# Source: DTMR, 2014 * Source: North Queensland Bulk Ports Corporation, http://www.nqbp.com.au/weipa/#overview
For the purpose of this assessment, it is assumed that bulk carrier vessels used to transport zinc / lead from the Port of Karumba are Panamax type vessels with a capacity of 80,000 t. Under this assumption, approximately 12 vessels per annum transport zinc / lead through the Gulf of Carpentaria, with additional, smaller vessels used for livestock. Rio Tinto Alcan prepared an EIS for the South of Embley Project, located near Weipa, involving mining of up to 50 Mtpa of bauxite and export from new Port facilities near Weipa. The South of Embley Project will increase the number of large ship and bulk carrier vessel movements traversing the Gulf of Carpentaria. The following information was obtained from the South of Embley Project EIS10: . The Port of Weipa handled 396 ships in 2008-09, carrying 20,348,567 tonnes of bauxite. In addition, 69,271 tonnes of fuel and 39,741 tonnes of general cargo were handled. . Prior to the South of Embley Project, approximate annual vessel movements through the Gulf of Carpentaria were: 420 to 450 Panamax / dedicated post Panamax vessels (DPPV) to ship bauxite to Gladstone or international ports 104 cargo barges / vessels supplying Weipa from Cairns. 10 fuel tankers from Darwin.
9 Australian Maritime Safety Authority, https://www.amsa.gov.au/environment/legislation-and-prevention/torres-strait- pssa/strait-facts/, February 2015 10 http://www.riotintoalcan.com/ENG/ourproducts/1818_environmental_impact_statement.asp
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. Once the South of Embley Project operations commence approximate annual vessel movements through the Gulf of Carpentaria will be: 540 to 700 Panamax / DPPV / Cape size vessels to ship bauxite to Gladstone or international ports 150 cargo barges / vessels supplying Weipa from Cairns. 22 fuel tankers from Darwin
Based on the above assessment, the number of cargo ships and bulk carrier vessels expected to be moving through the Gulf of Carpentaria and Torres Strait is estimated between 3,500 and 4,000 per annum. This excludes vessel movements associated with commercial and recreational fisheries.
22.7.2 Project Bulk Carrier and Supply Vessel Movements The Project will result in approximately 65 bulk carrier vessel movements per annum for the export of bauxite. As described in Chapter 5, bulk carriers will anchor approximately 15 km offshore for transhipment of bauxite from barges. Bulk carriers will travel through the Gulf of Carpentaria and via Indonesia to ports in Asia, and will not travel through the Torres Strait. The proposed route for bulk carriers avoids the environmentally sensitive areas and narrow, shallow navigation channels of the Torres Strait, thereby reducing risk posed by shipping for the Project. Supply vessel movements are described in Chapter 5, with an estimated annual number of movements of 20 to 30. The Project will result in an increase in the annual number of bulk carriers and supply vessels in the Gulf of Carpentaria of approximately 100, which is 3% of the existing estimate of 3,500 large vessel movements. This increase in vessel movements is not considered significant. All supply vessels and bulk carriers servicing the Project will be subject to all relevant international and Australian legislation, conventions and rules governing shipping.
22.8 Maritime Transport Impacts and Management Measures As there is very limited existing use of the Port area, impacts on Port operations will be those associated with Gulf’s Project and Metro Mining’s project, as described above. Impacts from maritime operations and measures to manage impacts are described below for Gulf’s activities. It is assumed that Metro Mining will implement similar measures to manage impacts, resulting in all maritime operations in the Skardon River area being managed to an appropriate standard for safety and control of pollution.
22.8.1 Potential Impacts The potential impacts of the Project’s maritime operations are: . vessel collision, either with another vessel, infrastructure or the shoreline . vessel grounding in shallow waters . interruption or delays of third party vessel operations (e.g. commercial or recreational fishing vessels) . fisheries exclusion zone around Port operations . accidental release of oil or fuel . release of ship-sourced pollutants . changes to marine water quality and impacts to marine and coastal habitats and species (e.g. vessel strike and noise - refer Chapter 17 and Chapter 18 for further details).
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22.8.2 Existing Port Operation’s Plans The following plans have been produced for the management of the Port of Skardon River: . Oil Spill Contingency Plan (Ports Corporation Queensland, 2003) . First-Strike Oil Spill Response Plan - A supplement to the Queensland Coastal Contingency Action Plan (MSQ, 2005) . Port Rules (Ports North, 2015).
These plans will be updated for the Project in conjunction with MSQ and Ports North, with Gulf Alumina acting as first responder.
22.8.3 Vessel Depths The bathymetry data from the 2015 survey (Refer Chapter 17) has been analysed to screen those portions of the Skardon River which are deeper than -2 mLAT. These areas are defined as potential access zones, or “go” zones for vessel operations. Areas shallower than -2 mLAT are defined as “no-go” areas for vessel operations (Figure 22-7). The proposed barge route alignment marries up well to these zones, with only the river entrance crossing, where bed levelling is proposed, being surveyed shallower the -2 mLAT. It should be noted that these figures apply to lowest astronomical tide depths (mLAT). While access may be constrained during these lowest portions of the tide, sufficient operational depths are available to facilitate the proposed operations and bed leveling will be undertaken in the shallow areas near the mouth. The depths attributable to bed levelling are not reflected within these figures. The entire Skardon River basin from the inner entrance to the proposed barge facility encompasses an area of approximately 681 ha. While potential access may be undertaken within the “go zones” for monitoring or inspection purposes (approximately 330ha, or 48%) only the proposed barge route will be utilized for the movement of barges and supply vessels. The barge route encompasses an area of 73 ha, and compared to the entire river basin of 681 ha, represents approximately 11% of the river basin. Vessels proposed for barging of bauxite and supply of materials, equipment and fuel will have sufficient under keel clearance to allow transit of the bed levelled area of the mouth of the Skardon River, except for 1 to 2 hours either side of low tide. Tidal gauges will be installed and continually monitored to inform the Regional Harbour Master (RHM) and vessel captains about the adequacy of under keel clearance for transit of the bed levelled area. The design depth for navigation purposes will take into account: . the static draught of the vessel . an allowance for under keel clearance, to allow for the apparent increased draught of the vessel (‘squat’) when underway, to allow sufficient water under the keel for vessel heel, wave response and vessel manoeuvrability . the minimum tide level to meet the required accessibility criteria for the design vessel.
Design depth equals design vessel draught, plus under keel clearance, less tide level for accessibility criteria. The design depth includes allowances for siltation or sedimentation, survey tolerances, tidal residuals (the differences between actual and predicted tides due to secondary metocean effects) and bed levelling tolerance. Bed levelling will designed to achieve the minimum navigation design depth. All-tides access is not required for the barges or supply vessels as the loading and unloading operations will require such vessels to spend a number of hours at berth or the transhipment area. Therefore vessels can wait a few hours to avoid low tide to arrive or leave. As a result the depth of bed levelling is reduced by retaining a tide-assisted sailing for the vessels.
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22.8.4 Vessel Speeds MSQ, through the authority of the Regional Harbour Master, has jurisdiction over the safe movement of all shipping within the pilotage area. The Transport Operations (Marine Safety) Regulation applies to the Port of Skardon River and stipulates that vessels may not operate at a speed of more than 6 knots when within 30 metres of any wharf, boat ramp or pontoon, a vessel at anchor, or moored or made fast to a jetty. It is not proposed to use tug boats to manoeuver barges as they will have twin bow thrusters with independent twin rudders and engines, giving high manoeuvrability. Speeds will therefore be limited near the barge load out facility. By considering proximity to seagrass habitats and areas of shallower depths, indicative speed zones have been defined to minimise habitat disturbance, and potential marine fauna interactions. Speeds of 4 knts are proposed within 500m of seagrass habitats near the Port and adjacent to shallow bathymetry (shallower than -2 mLAT), as shown in Figure 22-7. Within the remainder of the channel, speeds are proposed up to 6 knts.
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606000 608000 610000 612000 614000 616000 618000 ± CAIRNS ! TOWNSVILLE !
Queensland ! ROCKHAMPTON
BRISBANE ! 8702000 8702000 6 knots
4 knots
0
0 6 knots -3 -2 (! 0
-1 8700000 8700000
-1
1 4 knots -2
-1
(! -4 0 -2
8698000 0 8698000
-3 -3 1 -4
0
-4
1:20,000 -1
0 1 2 3 4 5
Kilometres 8696000 8696000 Legend Vessel Access and Speed Plan (! Port of Skardon River Port Layout Bathymetric Depth (LAT) Saltpan Barge Route > 2m depth - Go (green) Mangroves Figure Gulf Alumina Limited Barge Route 35m Buffer < 2m depth - No Go (red) Intertidal Mud Flats 22-7 Author: malcolm.nunn Date: 16/03/2016 1m contour Map Scale: 1:50,000 Revision: R1 Coordinate System: GDA 1994 MGA Zone 54
*Barge route is an indicative path only based on visual inspection of bathymetric data. Actual route subject to expert analysis. G:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch22_Transport_Maritime\FIG_22_07_Vessel_Access_and_Speed_160316.mxd *Port/Wharf infrastructure are indicative layouts only and adapted from plans created by Sedgman Ltd. No warranty is given in relation to the data (including accuracy, reliability, completeness or suitability) and accept no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of or reliance upon the data. Data must not be used for direct marketing or be used in breach of privacy laws. Imagery supplied by Gulf Alumina (2014). Tenures © Geos Mining (2015). State Boundaries and Towns © Geoscience Australia (2006). Maritime Safety Port Areas © State of Queensland - Department of Transport and Main Roads (2015). Bathymetry data supplied by RoyalHaskoningDHV 24 June 2015 courtesy of PaCE. Marine habitats supplied by PaCE (2015), based on VM Regional Ecosystem and Remnant Map v8.0 © State of Queensland - Department of Natural Resources and Mines (2015). Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
22.8.5 Navigation Arrangements The Port currently does not have navigation aids or a designated navigation channel. Bathymetry surveys of the Port were undertaken in 1998, 2002, 2007, 2009, and jointly by Gulf and Metro Mining in April 2015. A comparison of the bathymetry data from these surveys (refer Chapter 17) shows that the navigation channel for the Skardon River remains relatively unchanged. These surveys have been used to inform the proposed location of the navigation channel and the initial bed levelling area, with the location, based on the 2015 bathymetry data, shown in Figure 22-8. Figure 22-8 shows, based on the bathymetry of the proposed navigation channel (in red), where water depth is less than -2.2 m LAT (i.e. requires bed levelling). The area proposed for bed levelling will take advantage of the deepest natural channel within the Skardon River ebb bar, thereby minimising the depths of bed levelling. Following completion of initial bed levelling, a bathymetry survey to Class A standard (or other standard as advised by MSQ) will be conducted in accordance with the Standards for Hydrographic Surveys within Queensland Waters (MSQ, 2009). This will be used to define the navigation channel and navigation arrangements. Channel width will be a function of barge width and the number of barges. Navigation arrangements will be reviewed annually following maintenance bed levelling post wet season. Hydrographic surveys of the seabed in the navigation channel may be conducted annually or following an extreme weather event. Navigation aids may include: . paired navigation marker beacons . buoys . signage . lead lights and markers at the Port wharf . designated, mapped channel . electronic navigation aids, as required . declared depth, as proclaimed by the Regional Harbour Master and published on navigation charts and updated in regularly published Notice to Mariners.
The design and implementation of a vessel traffic service (VTS) system will be discussed with the RHM. Changes in the navigation environment (navigation footprint and depths, marine infrastructure layout and aids to navigation) will be supplied to MSQ in order that appropriate revisions can be made to nautical charts, port procedures and Notice to Mariners. Access to the navigation channel will be maintained for all recreational boating at all times except potentially during bed levelling operations and subject to maritime navigation regulations.
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Figure 22-8 Proposed Bed Levelling Area (In Red) – Depth < -2.2 mLAT
22.8.6 Pilotage The majority of vessel movements in the Skardon River area will be for barging of bauxite associated with Gulf’s Project and Metro Mining’s project. These vessels will not require tug boats and it is not proposed that pilotage is required for these vessels. The need for pilotage on other vessels with the Port will be determined in conjunction with the Port operator and MSQ.
22.8.7 Transhipment Area The transhipment area will be a defined area within which bulk vessels must anchor. Vessel speeds will be restricted within the transhipment area and anchoring and bauxite unloading activities will not occur when weather conditions present an unacceptable risk.
22.8.8 Commercial and Recreational Fisheries The spatial distribution of the commercial fishery includes the western beach shoreline north and south of the Skardon River entrance, and minor effort inside the estuary, including some crabbing. The commercial fishing effort in the inshore net and crab fisheries of the area is small relative to the rest of the Gulf and has been declining over the last decade. Despite the potential for temporary displacement, a major impact due to the development would not be anticipated. The proposed vessel anchorages and transhipment locations offshore of the Skardon River are located inshore of an identified minor prawn catch area. The most profitable prawning grounds are located further south adjacent to Weipa. Impact upon prawn fisheries is considered minor. The proposed development will not create a significant loss of habitat (intertidal or sub tidal), and the passage of fish within and between freshwater, estuarine and marine systems will not be influenced by barriers. Restoration of existing culverts within Namaleta Creek will improve connectivity between the freshwater and marine systems. Limited bed levelling will occur, though dredging is not proposed. Impacts upon fisheries habitats are considered minor.
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The Project will implement a no-take fishing policy at all operational facilities to mitigate localised increases in recreational fishing pressure by employees. While, it is recognised that increases in pressure from visitors to the region will occur over time, management of these pressures is presently facilitated by size limits, bag limits, limitation of fishing gear and closures, monitored and regulated by the State. In addition, access to the beaches near the Skardon River mouth is controlled through a permit system operated by the traditional owners.
22.8.9 Emergency Management An Emergency Response Plan will be developed for activities within the Port, including a cyclone emergency response procedure. The existing Oil Spill Contingency Plan and First-Strike Oil Spill Response Plan will be reviewed and updated as required. The Oil Spill Contingency Plan will be updated so that Gulf Alumina will be the first responder. Currently, first strike oil spill equipment is housed in the bagging shed, which is near the boat ramp area, around 60 m from the water’s edge. The parties to the existing Oil Spill Contingency Plan and First-Strike Oil Spill Response Plan will be updated following consultation with MSQ and Ports North. The Oil Spill Contingency Plan and First-Strike Oil Spill Response Plan will include a response plan in the event of spill of all fuel in the storage tanks that is not contained within the bunded area. This response plan will be agreed with MSQ and Ports North, considering the level of risk and response capabilities.
22.8.10 Consultation Consultation will be undertaken with MSQ, Regional Harbour Master and Ports North on detailed navigation design (including required navigation aids), marine operations systems, vessel management, and pollution controls. Gulf will provide ongoing consultation and information on activities including: . project design, infrastructure and shipping requirements . bathymetrical surveys . providing ongoing awareness of restrictions, plans for maritime activity well in advance of undertaking any works, through Gulf’s website and temporary signage at Port infrastructure areas. . providing ongoing awareness to commercial and recreational boating community about bed levelling activities and vessel movements . liaise with MSQ for any construction activities that may require a Notice to Mariners.
22.8.11 Ongoing Management Ongoing management of marine operations will include the following: . continuous improvement through regular review and amendment of management plans as required in response to feedback, or changes in organisation, regulations or technology . environmental auditing of records such as ballast water movements and ship movements . development of a monitoring programme for baseline environmental information and early detection of environmental management issues . environmental record keeping . assignment of responsibilities . staff training
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. complaints management.
22.9 Maritime Management Plans
22.9.1 Maritime Safety Queensland Guidelines for Major Development Proposals
22.9.1.1 Overview To assist proponents of major development proposals to identify maritime related impacts and to define mitigation strategies, MSQ has developed guidelines for major development proposals. The guidelines specify the minimum information required by MSQ to evaluate significant development proposals. The preferred format for presentation of this information is through the development of management plans for: . vessel traffic (Section 22.9.2) . aids to navigation (Section 22.9.3) . ship-sourced pollution prevention (Section 22.9.4).
These draft management plans, as presented below, will be progressed throughout the EIS process and subsequent to the EIS with the relevant regulatory bodies. These draft management plans detail a range of management measures to maintain safe, efficient and effective vessel operations in the Port of Skardon River and transhipment area. The proposed measures include: . design, development and maintenance of marine infrastructure and navigation areas (channel depth, channel width) . minimum ship under keel clearance rules . aids to navigation . marine operations management systems including vessel traffic management and tracking systems, staffing of the Port, real time tide and weather information systems and electronic navigation aids . emergency management plans and procedures, including for oil spills, cyclones and extreme weather events . measures to maintain safety for recreational and other craft using the Port.
22.9.1.2 Purpose and Scope The purpose of these plans is to identify the preferred means of addressing issues and reduce the potential for negative operational and environmental impacts associated with the Project’s maritime operational activities. The plans: . describe potential impacts, performance objectives, performance criteria, monitoring and reporting . describe Gulf’s commitments regarding maritime activity management, environmental performance and the reduction of potential adverse impacts . specify the actions that would be taken to implement commitments (such as monitoring) . identify corrective actions to rectify any deviation from performance criteria’s . provide an action program to ensure the environmental commitments are implemented and achieved . provide mechanisms for complaints management, community engagement and on-going improvement.
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During wharf construction, vessel management plans may be required for recreational boating safety. This may include temporary aids to navigation, notice to mariners and consultation. The management plans below include maritime activities during the construction phase. Bulk carrier vessels will not enter the Port limits and are therefore not necessarily within the scope of activities to be included in Port management plans. Never-the-less, the management plans also consider management of bulk vessel activities.
22.9.2 Vessel Traffic Management Plan The Vessel Traffic Management Plan considers: . navigation channel development . marine operation’s management systems and resources . emergency management . vessel strike of marine fauna.
22.9.2.1 Vessel Management in Channels Aspect Description Potential Impacts Potential grounding of vessel. Potential economic impacts due to suspension of Port operations e.g. shutting channel due to grounded vessel. Performance Design and development of navigation areas to be undertaken in accordance Objectives with approved design standards. Performance Criteria Design of channels to achieve safe vessel navigation. Bed levelling works to achieve minimum navigation design depth. Navigation design depths preserved by ongoing maintenance bed levelling. Monitoring and Design to be undertaken in accordance with MSQ and RHM design review, Reporting input and quality control procedures.
Management Actions Responsibility Timing Corrective Actions Review minimum ship Gulf Prior to wharf Additional under keel clearance (UKC) construction, and hydrographic surveys The RHM is to be requirements for design initial and and review minimum consulted during the vessels for channel maintenance bed under keel design, construction deepening. levelling requirements. and operation phases for each stage. Detailed navigation design Gulf (in consultation Prior to wharf Review navigational to be undertaken in with the RHM). construction and design procedures and consultation with RHM. initial bed levelling verification.
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Management Actions Responsibility Timing Corrective Actions Ongoing review of the Gulf (in consultation Ongoing. Undertake suitability of the channel with the RHM). independent and wharf area to support audit/review of efficient vessel operations channel suitability, and safety, as well as safety and regular maintenance. maintenance requirements. Undertake bed levelling Gulf (in consultation To suit shipping Review channel depth works. with the RHM). requirements. requirements against shipping.
Completed bed levelling to Gulf Following bed Undertake be surveyed in accordance levelling independent with MSQ Standards for hydrographic survey of Hydrographic Surveys in bed levelled works. Queensland Waters. Undertake regular Gulf Following extreme Undertake additional hydrographic survey of the weather events and surveys after extreme seabed in navigation areas. following bed weather events, as levelling, as required. required. Undertake maintenance Gulf Ongoing. Review the frequency bed levelling of navigation and extent of areas to preserve the maintenance bed navigation design depths. levelling program.
22.9.2.2 Ship Anchorage Aspect Description Potential Impacts Physical disturbance to the benthic environment. Potential interruption of navigation. Performance Anchorage arrangements for vessels in the Port area and transhipment area Objectives address safety, efficiency and environmental objectives. Performance Safe vessel anchorage for vessels in Port area and transhipment area. Criteria Achieve best practice environmental outcomes in the context of provision of safe vessel anchorage. Monitoring and Shipping and anchorage movements to be managed by the vessel management Reporting system and monitored and recorded in Gulf’s database. Any non-conformances to be reported to Gulf, RHM and MSQ.
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Management Actions Responsibility Timing Corrective Actions All vessels to anchor in Gulf will work with MSQ, the Ongoing Work with MSQ and accordance with directions Regional Harbour Master and other relevant agencies issued by MSQ or, other agencies in developing anchorage and identify further authority in the Port area or requirements for the Port area and actions required. the transhipment area). transhipment area.
22.9.2.3 Maritime Operations Management Systems and Resources Aspect Description Potential Impacts Uncoordinated shipping movements potentially leading to collisions, congestion or delays for shipping traffic. Inefficient Port operations. Potential exasperation of emergency situations if resources inadequate. Performance Design marine management systems for the Project to provide safe and efficient Objectives navigation in the Skardon River channel and transhipment area. Plan resource levels for marine services to support safe, efficient and effective navigation operations in the Port and transhipment area. Performance Prevention of vessel incidents (collisions, grounding, near misses) from Criteria operational marine traffic. Adequate resources for marine services available to support safe vessel navigation. Achieve acceptable marine operations service levels for vessel operations. Adequate emergency equipment to be available for likely emergency scenarios. Monitoring and Delay times for ships due to systems issues to be regularly monitored, reported Reporting and periodically reviewed to determine efficiency of systems. Any damage to resources to be reported immediately. Resources to be monitored for maintenance requirements and upgrades as necessary.
Management Actions Responsibility Timing Corrective Actions Design and review of marine Gulf in Prior to Pre and post stage management systems to ensure conjunction operations development review of that systems and resourcing are with MSQ marine management systems appropriate for the Project. for adequacy.
Provide RHM with relevant Gulf Ongoing RHM signoff required prior to information in relation to the any amendments to Gulf’s Project as an input to the operations or procedures. ongoing review and update of Port procedures.
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Management Actions Responsibility Timing Corrective Actions Design and review adequacy of Gulf and RHM Prior to each Independent verification and Vessel Traffic Service (VTS) stage review of VTS systems, systems and resources for resources and operations. increased shipping and construction vessel operations. Review requirements for MSQ and Gulf Annually MSQ to undertake audit of information systems for real available technology and time and predictive weather and information resources tide information. available to improve real- time monitoring. Identify future resource Gulf in Annually and Regular assessment of requirements for staffing conjunction prior to predicted shipping requirements of Gulf and MSQ to with MSQ construction requirements. manage systems for safe and
efficient marine operations. Undertake detailed assessment Gulf Annually and Acquire additional resources of operational traffic. prior to to overcome any operational construction issues associated with Ensure that adequate marine shipping operations. operation resources are available during construction periods to manage ship operations.
22.9.2.4 Emergency Management Aspect Description Potential Exacerbation of emergency situations due to inadequate or inappropriate response Impacts and management. Performance To identify, assess, prevent and manage emergencies including the subsequent Objectives recovery after an emergency / disaster that may occur in the Port. This also includes the managed, planned and safe evacuation of vessels and personnel. Performance Prevention of emergency situations through proactive measures. Criteria Early detection of potential or actual emergency situations through effective processes, communication and monitoring. Quick and effective response to emergency situations and recovery from events. Availability of First-strike Response Equipment. Monitoring and Emergencies are to be reported and monitored in accordance with emergency Reporting management plan requirements which require escalating levels of agency and community reporting depending on circumstances.
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Management Actions Responsibility Timing Corrective Actions Development and ongoing Gulf to ensure that Ongoing Plans and procedures to review of emergency appropriate emergency be reviewed. management plans, resource management plans are levels and equipment. in place for construction and operations. The emergency management Gulf Prior to Risk workshops to plans are to ensure that there construction review emergency are appropriate preventative, and operations management plans. detection, response and recovery measures to protect safety and the environment. Develop and review/update of Gulf or MSQ Prior to Review response plans emergency plans for: construction following emergencies and operations or increase periodic . Gulf’s Emergency Response review of plans. Plan . Gulf’s Cyclone Emergency Response Procedure . Oil Spill Contingency Plan and First-Strike Oil Spill Response Plan.
Review minimum requirements MSQ Ongoing. If equipment is for first-strike response inadequate in an equipment. emergency, undertake audit/review to identify equipment gaps to be filled as a priority. Response to emergency Gulf and MSQ Ongoing Identify source of situations in accordance emergency and Emergency Response Plan. implement the actions from the Emergency
Response Plan.
22.9.2.5 Vessel Strike of Marine Fauna Aspect Description Potential Impacts Marine wildlife mortality. Marine wildlife injury. Performance Vessel strike to marine fauna avoided or minimised to the greatest practical Objectives extent. To ensure marine fauna are not adversely impacted by bed levelling activities.
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Aspect Description Performance Vessel strike with marine fauna as a result of Project related vessel movements Criteria is avoided or minimised. Monitoring and Ensure any fauna injury or mortality during vessel movement or bed levelling is Reporting immediately reported to Gulf. Gulf will ensure that the relevant regulatory agencies are informed of any incident in accordance with environmental reporting procedures.
Management Actions Responsibility Timing Corrective Actions Port users are to comply with Port users Reporting by Assist relevant maritime signage and regulations, exception and agencies to including use of designated compliance at all investigate shipping channels and speed limits. times. incidents. Review control measures to ensure effectiveness. Implement incident response Gulf and Port users During and Review of procedures. to report any vessel following incident. management strike. actions.
22.9.3 Aids to Navigation Management Plan The Aids to Navigation Management Plan considers design, installation and maintenance of aids to navigation for the channel and transhipment area. Aspect Description Potential Impacts Potential ship to shore and ship to ship collisions with potential human safety, damage to property and environmental consequences. Performance To design, install, maintain and manage aids to navigation, to support safe and Objectives efficient navigation in the Skardon River navigation channel and transhipment area. Performance Safe navigation for shipping. Criteria Safe navigation for recreational boating. Monitoring and Navigational equipment to be regularly monitored to ensure it is fully functional. Reporting Any navigational aid that is damaged, broken or otherwise not operating in proper manner to be reported to Gulf and RHM.
Management Actions Responsibility Timing Corrective Actions Detailed design of aids to Gulf and RHM Prior to construction Design review and navigation to be undertaken in and operations verification. consultation with RHM.
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Management Actions Responsibility Timing Corrective Actions Install additional channel markers Gulf and RHM Prior to the Review number, to demarcate the bed levelled development of location and type of extents of navigation channel. channel deepening. channel markers. Provide lighting as appropriate to Gulf with advise Prior to construction Review lighting assist with visibility for recreation from RHM requirements. boating. Provide detailed drawings with Gulf As soon as practically Survey marker coordinates of new markers to possible after locations. MSQ to support the revision of markers installed. nautical charts and Notice to Mariners. Seek agreement with MSQ for the Gulf and MSQ Prior to the provision Undertake audit of provision, maintenance and or maintenance of navigation aids to management of new aids to navigation markers. identify any gaps. navigation for the Port.
22.9.4 Ship-sourced Pollution Prevention Management Plan The Ship-sourced Pollution Prevention Management Plan considers: . release of ballast water – controls to manage, record and monitor the release of ballast water potentially with contaminants or exotic organisms . introduction of exotic marine organisms - manage the potential for exotic organisms to be released into the local marine environment from shipping through ballast release or biofouling . release of shipping waste - manage the movement of waste from ship to shore and prevent illegal dumping and accidental release. . spills - implement measures to prevent spills, and actions to be undertaken in the event of spills. . other ship-sourced pollution - preventing the release of any substances from shipping.
22.9.4.1 Release of Ballast Water and Introduction of Exotic Marine Organisms The risks associated with release of ballast water in the Port area are considered to be low as: . bulk carrier vessels will anchor outside of the Port area . barges carrying bauxite will use locally sourced ballast water, will be designed to operate with a minimum of ballast, and in all normal circumstances will operate with fresh water or potable water only as ballast . supply vessels will generally take on ballast water, if required, rather than release ballast water . there will be very few supply vessels from international waters . there will be a limited number of supply vessels from Australian waters, with these being typical of vessels currently active in the area.
Despite bulk carrier vessels anchoring outside of the Port area, the management plans also consider bulk vessel management of ballast water as this activity has the greatest risk of impacts from ballast water release.
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Australian Quarantine and Inspection Service (AQIS) deems salt water from ports and coastal waters outside Australia’s territorial sea to be a ’high-risk’ and capable of introducing exotic marine pests into Australia. The discharge of high-risk ballast water from ships is prohibited anywhere inside Australia’s territorial sea. Vessels must retain ballast water records in the AQIS Ballast Water Management Summary Sheet and any relevant vessel logbooks, and make these available to quarantine officers on request. Vessels are not permitted to discharge ballast water in Australian waters until AQIS officers have conducted ballast log verification and confirm that appropriate ballast exchanges have been conducted. Ballast verification can occur prior to arrival by submitting AQIS Ballast Water Ballast Summary Sheet to the Maritime National Co-ordination centre for assessment 12 – 96 hours prior to arrival or alternatively an on board verification can be conducted following vessel arrival. Vessels cannot discharge ballast water without written permission from AQIS. Potential for exotic marine organisms (also known as introduced marine pests) from ships may arise from biofouled hulls or vessel infrastructure and/or from release of infected ballast waters. Aspect Description Potential Impacts Potential harm to marine ecosystems. Potential harm to economic activities (port operations, commercial fishing and tourism). Harm to reputation of ship operators. Performance To reduce the potential for prohibited releases of ballast water to occur. Objectives To reduce the potential for environmental harm to marine environments, as a result of release from shipping, through implementation of appropriate contingency measures. To emolliate the impacts of any unauthorised ballast water release. To prevent or reduce the risk of release of introduced marine organisms into the marine environment from shipping traffic generated by the Project. Performance No incidents of environmental harm involving ballast water releases. Criteria Management measures are implemented to avoid or limit releases of exotic organisms into the marine environment to the greatest extent practicable. Monitoring and Ballast water movements must be recorded in ship manuals for verification. Reporting AQIS Officers may conduct ballast water verification inspections on-board vessels as required to ensure compliance with Australia’s ballast water management requirements. Identification of exotic of foreign species in Port waters will be recorded be advised to DAFF/Biosecurity Qld accordingly.
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Management Actions Responsibility Timing Corrective Actions Tank-to-tank shipboard ballast Ship Owner / operator Prior to entering territorial Transfer is to stop if unauthorised discharge occurs in water exchanges to be outside waters. Tank to tank transfers Australia waters. Australian territorial waters, if are permissible in territorial Authorities are to be notified who will advise of the next arriving from international waters, however it is ideal they appropriate action commensurate with the level of risk. waters. are conducted at the maximum distance possible from land. Severe penalties apply under the Quarantine Act 1908 for the unauthorised discharge. Full ballast water exchange to Ship Owner / operator to Prior to entering Australian AQIS can carry out audits of ballast tanks to confirm that occur outside Australian ensure only the following territorial waters. the ships have complied with these conditions. territorial waters. approved methods are International bound ships IMO rules are to be implemented: used: cannot exchange ballast water http://www.imo.org/Pages/home.aspx until in international waters sequential exchange (empty/refill) method Ballast water cannot be flow through exchanged in the Port limits. exchange method dilution exchange method. Sediment discharges in ballast Ship Owner / operator to Ongoing. Sedimentary material from ballast tanks can be water to occur outside ensure that no sediment is dumped back into the sea in deep water, which is at Australian territorial waters. discharged in Australian least 200m deep and outside the 12 nm limit, but waters. preferably beyond 200 nm from land. Ballast tank stripping only via Ship Owner / operator to Ongoing. If ship does not have pumps capable of stripping ballast, permanent vessel pumps. ensure ballast tank they will be unable to dump ballast. No portable pumps stripping is only can be used due to potential contamination. undertaken via permanent vessel pumps. Ballast Water Management Ship Owner / operator Ongoing. Enforceable under the Quarantine Act 1908. Ships Plans to be carried by bulk without a Ballast Water Management Plan may be vessels. refused entry.
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Management Actions Responsibility Timing Corrective Actions International vessels are to Ship Owner / operator, Prior to entry into Port or AQIS to recommend necessary corrective or disciplinary comply with AQIS pre-arrival DAFF and Biosecurity Qld transhipment area. actions as required. reporting requirements and ballast water exchange/discharge requirements.
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22.9.4.2 Release of Shipping Waste Aspect Description Potential Impacts Harm to marine life through entanglement and or ingestion. Harm to recreation through degradation of visual amenity. Harm to human health through release of sewage. Damage to environmental management reputation of the Port of Skardon River Performance To prevent or reduce the release of shipping waste from Project shipping traffic Objectives into the marine environment. Performance Waste releases into the marine environment are in accordance with relevant Criteria laws and standards. No complaints from public or government agencies regarding noticeable waste, as a result of shipping activities. Monitoring and Regular visual inspections of wharf areas. Reporting Any complaints or waste release incidents will be recorded in the complaints database in order to identify areas for action or improvement.
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Management Actions Responsibility Timing Corrective Actions Vessels are to carry Ship Owner / operator. Ongoing. Notify ship owner / operator of Garbage Record Books. obligations. Regulation 9, Annex V of MARPOL requires The Garbage Record Book must be kept Commercial vessels ships of 400 gross tonnage and every ship for a period of two years after the date Garbage Management Plans are required to carry a certified to carry 15 persons to carry a of the last entry. subject to inspection by MSQ or Garbage Management garbage record book to record disposal and Commonwealth officials. Plan. incineration operations and Garbage Management Plan. The date, time, position of ship, description of the garbage and the estimated amount incinerated or discharged must be logged and signed. The Garbage Management Plan designates the person responsible for carrying out the plan and is in the working language of the crew. Garbage Management Plan, to include written procedures for collecting, storing, processing and disposing of garbage, including the use of equipment on board. No discharge of sewage at Ship Owner / operator and MSQ. Whenever discharging sewage to sea. Ships seeking to discharge sewage sea unless at appropriate must move to the appropriate The regulations in Annex IV of MARPOL and distance from land. offshore distance prior to the requirements of MSQ prohibit the discharge, in accordance with The treatment, quality discharge of sewage into the sea within a Annex IV of MARPOL and MSQ and distance specified distance of the nearest land, unless requirements. requirements for they have in operation an approved sewage different vessel types are treatment plant. stipulated by MSQ requirements.
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Management Actions Responsibility Timing Corrective Actions Non-cargo Liquid Transfer Ship Owner / operator. Notification to be Must be submitted to the RHM’s office If no notification occurs then no Notifications to be submitted to the RHM’s office. prior to conducting non-cargo liquid liquid waste transfer can occur. If prepared for the transfer transfer operations in the Port. It is the the transfer is still required, the of any non-cargo liquid. responsibility of the vessel’s Master to Harbour Master must be notified. notify Port Control prior to commencing transfer and at completion of transfers. Gulf to undertake Gulf Prior to undertaking non-cargo liquid Undertake inspections for non- inspections of non-cargo transfers. Inspections, if required, will cargo liquid transfers. liquid transfer operations. be arranged prior to the start of transfer operations by contacting the ships Master. No wastes to be Gulf and ship operators. Ongoing. Informal surveillance and reporting discharged to Port of nonconformities. Garbage waters. record book checks by DAFF. Provision of Port side Gulf Ongoing. Review Port side waste bin types bins. and quantities and rectify. Provision of quarantine Ship Owner / operator Ongoing. Review requirements for waste bins. quarantine waste generation and amend provided facilities as necessary. Regulated waste from Gulf and regulated waste disposal contractor Prior to all transfers of regulated waste Audit and review of regulated mining activities to be from mining activities to vessels for waste recoding and tracking transport by licensed transport and transfer to appropriately procedures. waste disposal licensed waste disposal facility. contractor. Regulated waste tracking to be undertaken in accordance with legislative requirements.
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22.9.4.3 Spills Aspect Description Potential Impacts Potential impacts from a spill of any substance in a marine environment may include: mortality or long term impacts on sea birds, marine mammals and other sea life physical damage of foreshore and marine habitats impacts on the health, viability and diversity of coastal ecosystems damage to commercial fishing smothering of, and damage to, intertidal biota and vegetation impacts on recreational activities economic loss at both the local and regional level impacts to public health adverse media and attention on the shipping industries and their operations. Performance To reduce spill of any substance into the marine environment from shipping Objectives traffic. Performance Accidental releases of any substance into the marine environment are avoided or Criteria promptly managed to avoid material impacts. No complaints from public or government agencies regarding noticeable spills as a result of shipping activities. Monitoring and Opportunistic visual inspections. Reporting Any complaints or spill release incidents will be recorded in Gulf’s database in order to identify potential adverse impacts. Spills to be reported to environmental and public health authorities, in accordance with legislation and port notices, incident reporting requirements.
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Management Actions Responsibility Timing Corrective Actions All dangerous goods in the Port to be Gulf, Ship Owner / Ongoing If handling of dangerous goods is not in handled in accordance with the operator, and transport accordance with IMDG or AS3486 then handling International Maritime Dangerous Goods companies. procedures to be ceased and reviewed. (IMDG) Code. Handling can commence when procedures are Comply with AS3846 “The handling and in accordance with the code. transport of dangerous cargoes in port areas” and provide evidence of compliance whenever requested. A Notification of Transporting and Ship Owner / operator. Form is to be lodged at the If the form has not been obtained, signed and Handling Dangerous Goods (Marine) RHM’s office no later than 48 lodged appropriately, further handling and required for dangerous goods transfers. hours prior to the vessel’s transport of the goods cannot take place until estimated time of arrival. legitimate form has been obtained. A Non-cargo Liquid Transfer Notification is Ship Owner / operator. Must be submitted to the RHM’s Operators undertaking transfers without required for the transfer of non-cargo office prior to conducting non- appropriate approvals may be subject to liquids. cargo liquid transfer operations penalties. in the Port. Mandatory recording of shipping Gulf Ongoing Systems to be reviewed to ensure shipping movements. movements are recorded in an internal system. Internal and external audits may be required to identify deficiencies. Refuelling to be undertaken by licensed Gulf and Port operators Prior to and during refuelling Report breaches to appropriate regulatory refuelling operators with appropriate event. authorities. emergency response equipment. Follow incident response procedures. Gulf implements During and following incident. Review incident response measures to ensure appropriate incident effectiveness. response measures. Port users.
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Management Actions Responsibility Timing Corrective Actions Undertake investigations in the event of MSQ or DEHP Following incident. MSQ/DEHP investigate and implement an incident or failure to comply. mitigating measures. Report breaches to appropriate regulatory authorities. Shipping activities to be undertaken Ship operator and MSQ Ongoing Shipping activities to be reduced or stopped having regard to the prevailing weather during weather warning periods. conditions.
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22.9.4.4 Ship Sourced Pollution Aspect Description Potential Impacts Effects on amenity and water quality as a result of the release of pollution other than ballast water, shipping waste or accidental spills, as covered above. Death or injury to marine life from contact, ingestion or entanglement. Performance Prevent impacts to the marine environment as a result of pollution from shipping. Objectives Performance Pollution as a result of Project related shipping activities are avoided or managed Criteria in accordance with relevant legislation and guidelines. Monitoring and Gulf will ensure that the relevant regulatory agencies are informed of any incident Reporting in accordance with its procedures. Opportunistic visual inspection of Gulf controlled areas
Management Actions Responsibility Timing Corrective Actions Shipping and equipment to be Ship owner / Ongoing. Vessels to undertake maintained in good working order. operator. maintenance to ensure they can operate in a safe and efficient manner. No discharge of bilge water to occur. Ship owner / Ongoing. Gulf to ensure vessels are Bilge water management, transfer operator. advised of bilge water and disposal practices to be management requirements. implemented. No discharge of any other substance Ship owner / Ongoing. MSQ to investigate and from any ship unless to licensed operator. implement corrective action as contractor. necessary. Spoiled cargos and cargo residues to Ship owner / Ongoing. Licensed waste removalist to remain on ships for removal. operator. remove soiled cargos. Reduction of accidental cargo loss Ship owner / Ongoing. Mechanisms for securing cargo through implementation of operator. to be reviewed and upgraded as appropriate cargo storage and necessary. handling. Conformance with MARPOL Ship owner / Ongoing. Notification of relevant annexures 1 – 6. operator. regulatory authority to take necessary action.
22.10 Risk Assessment A risk assessment for transported related residual impacts (i.e. impacts after implantation of mitigation measures) is provided in Table 22-3. The risk assessment uses the methodology described in Chapter 1. No high or extreme residual risks were identified. Medium risks are associated with vessel collision, interruption to third party vessel operations, accidental release of oil or fuel, and release of ship-sourced pollutants.
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Risks of environmental Impacts associated with transport (e.g. water contamination, habitat impacts, noise impacts and fauna strike) are assessed in the relevant chapter of the EIS. Risks associated with transport hazards and safety are assessed in Chapter 23.
Table 22-3 Risk Assessment - Transport Transport Impacts Proposed Likelihood Consequence Risk Mode Management Rating Practices Road Project related road traffic Refer Section E (Rare) 2 (Minor) Low results in decreased safety 22.4. for public road users. Project related road traffic Refer Section E (Rare) 2 (Minor) Low significantly impacts road 22.4. infrastructure and level of service of roads. Air Project charter flights Refer Section E (Rare) 2 (Minor) Low significantly impact 22.1. operability of existing airports. Sea Vessel collision, either with Refer Section D 3 (Moderate) Medium another vessel, 22.8 and Section (Unlikely) infrastructure or the 22.9. shoreline. Interruption or delays of Refer Section C 2(Minor) Medium third party vessel 22.8 and Section (Possible) operations (e.g. commercial 22.9. or recreational fishing vessels) Bulk vessel movements Refer Section E (Rare) 2 (Minor) Low impact operations of other 22.7. bulk vessels in the Gulf of Carpentaria. Vessel grounding in shallow Refer Section D 2(Minor) Low waters. 22.8 and Section (Unlikely) 22.9. Accidental release of oil or Refer Section D 3 (Moderate) Medium fuel 22.8 and Section (Unlikely) 22.9. Release of ship-sourced Refer Section C 2(Minor) Medium pollutants. 22.8 and Section (Possible) 22.9.
22.11 Conclusion Due the inaccessibility of the project area by road, people will be transported to site by air, and equipment, fuels and material transported by sea. Therefore the Project will have an insignificant impact
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations and low risks on public road infrastructure, safety of road users and the level of service of roads in the region. It is estimated that approximately 2 flights per week will be required to transport workers to site, with charter flights from Cairns (via Weipa) and potentially Mapoon and Bamaga. The estimated aircraft and passenger numbers are unlikely to impact the operability of regional airports, with low risk of disruption to existing services. The Projects maritime activities will occur within the Port limits and external to the Port. Activities within the Port comprise: . construction of wharf / barge load out infrastructure on piles . barging of bauxite . bed levelling to allow barge movements . supply of materials, equipment and fuel.
Project related maritime operations outside the Port limits comprise: . barging of bauxite to the transhipment area . loading of bauxite onto bulk vessel from barges . bulk vessel movements and anchoring . vessels supplying materials, equipment and fuel prior to entry into the Port limits.
The only other known regular, future potential user of the Port area is Metro Mining, for the Bauxite Hills Project. Activities within the Port limits, between the Port and the transhipment area, and transhipment area will therefore, almost entirely, result from Gulf’s and Metro Mining’s bauxite projects. There is limited recreational and commercial fishing within the Skardon River. The Project will result in an increase in the annual number of bulk carriers and supply vessels in the Gulf of Carpentaria of approximately 100, which is 3% of the existing estimate of 3,500 large vessel movements. This increase in vessel movements is not considered significant, with low risk of impacts to other vessels. All supply vessels and bulk carriers servicing the Project will be subject to all relevant international and Australian legislation, conventions and rules governing shipping. Gulf has prepared a number of draft management plans for maritime operations in accordance with the Maritime Safety Queensland Guidelines for Major Development Proposals. These management plans will be progressed throughout the EIS process and subsequent to the EIS with the regulatory bodies. Draft management plans have been prepared for: . Vessel Traffic Vessel Management in Channels Ship Anchorage Maritime Operations Management Systems and Resources Emergency Management Vessel Strike of Marine Fauna . Aids to Navigation Management Plan . Ship-sourced Pollution Prevention Management Plan Release of Ballast Water and Introduction of Exotic Marine Organisms Release of Shipping Waste Spills
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Ship Sourced Pollution
These management plans detail a range of management measures to maintain safe, efficient and effective vessel operations in the Port of Skardon River and transhipment area. The proposed measures include: . design, development and maintenance of marine infrastructure and navigation areas (channel depth, channel width) . minimum ship under keel clearance rules . aids to navigation . marine operations management systems including vessel traffic management and tracking systems, staffing of the Port, real time tide and weather information systems and electronic navigation aids . emergency management plans and procedures, including for oil spills, cyclones and extreme weather events . measures to maintain safety for recreational and other craft using the Port.
It is expected that Metro Mining will develop similar maritime management plans, With the implementation and ongoing development of measures described in these management plans in consultation with relevant regulatory agencies and compliance with maritime legislation, it is expected that the potential risk of impacts on Port operations from Gulf’s and Metro Mining’s activities will be low to medium.
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