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CHAPTER 22 – TRANSPORT AND MARITIME OPERATIONS
GULF ALUMINA LTD – SKARDON RIVER BAUXITE PROJECT
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-i
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
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-ii
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 .................................................................................. 22-24
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-1
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.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-2
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)
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-3
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
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-4
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 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.
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.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-5
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, as a result of shipping
activities.
Accidental releases of any substance into the marine environment are avoided or promptly managed
to avoid material impacts.
No complaints from public or government agencies regarding noticeable spills as a result of shipping
activities.
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
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-6
(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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WEIPA
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8000
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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 © ESRI (2015).
LegendMining Lease Boundaries
!( TownsWenlock River
RoadsMain RoadLocal RoadTracks
Routes to Site
Figure 22-1
G:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch22_Transport_Maritime\FIG_22_01_Road_Access_150817.mxdRevision: R1
Date: 17/08/2015 Author: malcolm.nunn1:800,000Map Scale:
Coordinate System: GDA 1994 MGA Zone 54
Road Access to the Project Area
Gulf Alumina Limited
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-8
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. 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/
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-9
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 Airport
Passengers Domestic 3,122,860 3,348,362 3,438,522 3,640,113 3,826,752
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 Movements
Domestic 34,080 36,591 37,660 39,297 39,425
International 4,878 6,020 5,869 5,617 5,338
Total 38,958 42,611 43,529 44,914 44,763
Weipa Airport
Passengers Domestic 54,196 58,888 71,339 68,071 69,513
Aircraft Movements
Domestic 1,212 1,144 1,640 1,716 1,748
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
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-10
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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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-12
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)
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-13
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)
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-14
It is assumed that Metro Mining’s project will result in approximately half the 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
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-15
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.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-16
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
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-17
(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
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-18
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 - export
20,348,567 20,584,892 22,242,359 24,989,956 28,924,608 Not available
Weipa – import
109,012 90,898 80,287 102,077 116,964 Not available
Weipa – Total
20,457,579 20,675,790 22,322,647 25,092,033 29,041,571 30,510,975
Karumba - export
1,010,203 650,336 963,021 977,938 893,949 Not available
Karumba - import
0 1,228 1,474 1,611 1,088 Not 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
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-19
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 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).
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-20
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).
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” (approximately 330 ha, or 48%) the regular barge route will be utilised to the greatest extent. 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.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-21
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 4knts are proposed within 500m of seagrass habitats and adjacent to shallow bathymetry (shallower than -2 mLAT), as shown inFigure 22-7. Within the remainder of the channel, speeds are proposed up to 8knts.
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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-23
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 will be used to inform the exact location of the navigation channel and the initial bed levelling area, with the general location, as based on the 2009 bathymetry data, shown in Figure 22-8. The area proposed for bed levelling will take advantage of the deepest natural channel within the Skardon River mouth, 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.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-24
Figure 22-8 Proposed Bed Levelling Area
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.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-25
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.
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.
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
complaints management.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-26
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.
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.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-27
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 Objectives
Design and development of navigation areas to be undertaken in accordance 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 Reporting
Design to be undertaken in accordance with MSQ and RHM design review, input and quality control procedures.
Management Actions Responsibility Timing Corrective Actions
Review minimum ship under keel clearance (UKC) requirements for design vessels for channel deepening.
Gulf
The RHM is to be consulted during the design, construction and operation phases for each stage.
Prior to wharf construction, and initial and maintenance bed levelling
Additional hydrographic surveys and review minimum under keel requirements.
Detailed navigation design to be undertaken in consultation with RHM.
Gulf (in consultation with the RHM).
Prior to wharf construction and initial bed levelling
Review navigational design procedures and verification.
Ongoing review of the suitability of the channel and wharf area to support efficient vessel operations and safety, as well as regular maintenance.
Gulf (in consultation with the RHM).
Ongoing. Undertake independent audit/review of channel suitability, safety and maintenance requirements.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-28
Management Actions Responsibility Timing Corrective Actions
Undertake bed levelling works.
Gulf (in consultation with the RHM).
To suit shipping requirements.
Review channel depth requirements against shipping.
Completed bed levelling to be surveyed in accordance with MSQ Standards for Hydrographic Surveys in Queensland Waters.
Gulf Following bed levelling
Undertake independent hydrographic survey of bed levelled works.
Undertake regular hydrographic survey of the seabed in navigation areas.
Gulf Following extreme weather events and following bed levelling, as required.
Undertake additional surveys after extreme weather events, as required.
Undertake maintenance bed levelling of navigation areas to preserve the navigation design depths.
Gulf Ongoing. Review the frequency and extent of maintenance bed levelling program.
22.9.2.2 Ship Anchorage
Aspect Description
Potential Impacts Physical disturbance to the benthic environment.
Potential interruption of navigation.
Performance Objectives
Anchorage arrangements for vessels in the Port area and transhipment area address safety, efficiency and environmental objectives.
Performance Criteria
Safe vessel anchorage for vessels in Port area and transhipment area.
Achieve best practice environmental outcomes in the context of provision of safe vessel anchorage.
Monitoring and Reporting
Shipping and anchorage movements to be managed by the vessel management system and monitored and recorded in Gulf’s database.
Any non-conformances to be reported to Gulf, RHM and MSQ.
Management Actions Responsibility Timing Corrective Actions
All vessels to anchor in accordance with directions issued by MSQ or, other authority in the Port area or the transhipment area).
Gulf will work with MSQ, the Regional Harbour Master and other agencies in developing anchorage requirements for the Port area and transhipment area.
Ongoing Work with MSQ and relevant agencies and identify further actions required.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-29
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 Objectives
Design marine management systems for the Project to provide safe and efficient 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 Criteria
Prevention of vessel incidents (collisions, grounding, near misses) from 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 Reporting
Delay times for ships due to systems issues to be regularly monitored, reported 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 management systems to ensure that systems and resourcing are appropriate for the Project.
Gulf in conjunction with MSQ
Prior to operations
Pre and post stage development review of marine management systems for adequacy.
Provide RHM with relevant information in relation to the Project as an input to the ongoing review and update of Port procedures.
Gulf Ongoing RHM signoff required prior to any amendments to Gulf’s operations or procedures.
Design and review adequacy of Vessel Traffic Service (VTS) systems and resources for increased shipping and construction vessel operations.
Gulf and RHM Prior to each stage
Independent verification and review of VTS systems, resources and operations.
Review requirements for information systems for real time and predictive weather and tide information.
MSQ and Gulf Annually MSQ to undertake audit of available technology and information resources available to improve real-time monitoring.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-30
Management Actions Responsibility Timing Corrective Actions
Identify future resource requirements for staffing requirements of Gulf and MSQ to manage systems for safe and efficient marine operations.
Gulf in conjunction with MSQ
Annually and prior to construction
Regular assessment of predicted shipping requirements.
Undertake detailed assessment of operational traffic.
Ensure that adequate marine operation resources are available during construction periods to manage ship operations.
Gulf Annually and prior to construction
Acquire additional resources to overcome any operational issues associated with shipping operations.
22.9.2.4 Emergency Management
Aspect Description
Potential Impacts
Exacerbation of emergency situations due to inadequate or inappropriate response and management.
Performance Objectives
To identify, assess, prevent and manage emergencies including the subsequent 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 Criteria
Prevention of emergency situations through proactive measures.
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 Reporting
Emergencies are to be reported and monitored in accordance with emergency management plan requirements which require escalating levels of agency and community reporting depending on circumstances.
Management Actions Responsibility Timing Corrective Actions
Development and ongoing review of emergency management plans, resource levels and equipment.
Gulf to ensure that appropriate emergency management plans are in place for construction and operations.
Ongoing Plans and procedures to be reviewed.
The emergency management plans are to ensure that there are appropriate preventative, detection, response and recovery measures to protect safety and the environment.
Gulf Prior to construction and operations
Risk workshops to review emergency management plans.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-31
Management Actions Responsibility Timing Corrective Actions
Develop and review/update of emergency plans for:
Gulf’s Emergency Response
Plan
Gulf’s Cyclone Emergency
Response Procedure
Oil Spill Contingency Plan
and First-Strike Oil Spill
Response Plan.
Gulf or MSQ Prior to construction and operations
Review response plans following emergencies or increase periodic review of plans.
Review minimum requirements for first-strike response equipment.
MSQ Ongoing. If equipment is inadequate in an emergency, undertake audit/review to identify equipment gaps to be filled as a priority.
Response to emergency situations in accordance Emergency Response Plan.
Gulf and MSQ Ongoing Identify source of emergency and 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 Objectives
Vessel strike to marine fauna avoided or minimised to the greatest practical extent.
To ensure marine fauna are not adversely impacted by bed levelling activities.
Performance Criteria
Vessel strike with marine fauna as a result of Project related vessel movements is avoided or minimised.
Monitoring and Reporting
Ensure any fauna injury or mortality during vessel movement or bed levelling is immediately reported to Gulf.
Gulf will ensure that the relevant regulatory agencies are informed of any incident in accordance with environmental reporting procedures.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-32
Management Actions Responsibility Timing Corrective Actions
Port users are to comply with maritime signage and regulations, including use of designated shipping channels and speed limits.
Port users Reporting by exception and compliance at all times.
Assist relevant agencies to investigate incidents.
Review control measures to ensure effectiveness.
Implement incident response procedures.
Gulf and Port users to report any vessel strike.
During and following incident.
Review of management 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 Objectives
To design, install, maintain and manage aids to navigation, to support safe and efficient navigation in the Skardon River navigation channel and transhipment area.
Performance Criteria
Safe navigation for shipping.
Safe navigation for recreational boating.
Monitoring and Reporting
Navigational equipment to be regularly monitored to ensure it is fully functional.
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 navigation to be undertaken in consultation with RHM.
Gulf and RHM Prior to construction and operations
Design review and verification.
Install additional channel markers to demarcate the bed levelled extents of navigation channel.
Gulf and RHM Prior to the development of channel deepening.
Review number, location and type of channel markers.
Provide lighting as appropriate to assist with visibility for recreation boating.
Gulf with advise from RHM
Prior to construction Review lighting requirements.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-33
Management Actions Responsibility Timing Corrective Actions
Provide detailed drawings with coordinates of new markers to MSQ to support the revision of nautical charts and Notice to Mariners.
Gulf As soon as practically possible after markers installed.
Survey marker locations.
Seek agreement with MSQ for the provision, maintenance and management of new aids to navigation for the Port.
Gulf and MSQ Prior to the provision or maintenance of navigation markers.
Undertake audit of navigation aids to identify any gaps.
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.
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
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-34
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 Objectives
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.
Performance Criteria
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.
Monitoring and Reporting
Ballast water movements must be recorded in ship manuals for verification.
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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Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-37
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 Objectives
To prevent or reduce the release of shipping waste from Project shipping traffic into the marine environment.
Performance Criteria
Waste releases into the marine environment are in accordance with relevant laws and standards.
No complaints from public or government agencies regarding noticeable waste, as a result of shipping activities.
Monitoring and Reporting
Regular visual inspections of wharf areas.
Any complaints or waste release incidents will be recorded in the complaints database in order to identify areas for action or improvement.
Sk
ard
on
Riv
er B
auxi
te P
roje
ct
C
hap
ter
22
– T
ran
spo
rt a
nd
Mar
itim
e O
per
atio
ns
Pag
e 2
2-3
8
Man
agem
en
t A
ctio
ns
Re
spo
nsi
bili
ty
Tim
ing
C
orr
ecti
ve A
ctio
ns
Ves
sels
ar
e to
ca
rry
Gar
bag
e R
eco
rd B
oo
ks.
Co
mm
erci
al
vess
els
re
qu
ired
to
ca
rry
a G
arb
age
Man
agem
ent
Pla
n.
Ship
Ow
ner
/ o
per
ato
r.
Reg
ula
tio
n 9
, A
nn
ex V
of
MA
RP
OL
req
uir
es
ship
s o
f 40
0 gr
oss
to
nn
age
and
eve
ry s
hip
ce
rtif
ied
to
ca
rry
15
per
son
s to
ca
rry
a ga
rbag
e re
cord
bo
ok
to r
eco
rd d
isp
osa
l an
d
inci
ner
atio
n
op
erat
ion
s an
d
Gar
bag
e M
anag
emen
t P
lan
.
The
dat
e, t
ime,
po
siti
on
of
ship
, d
escr
ipti
on
o
f th
e ga
rbag
e an
d t
he
esti
mat
ed
am
ou
nt
inci
ner
ate
d o
r d
isch
arge
d m
ust
be
logg
ed a
nd
si
gned
. Th
e G
arb
age
Man
agem
ent
Pla
n
des
ign
ates
th
e p
erso
n
resp
on
sib
le
for
carr
yin
g o
ut
the
pla
n a
nd
is
in t
he
wo
rkin
g la
ngu
age
of
the
crew
.
Gar
bag
e M
anag
emen
t P
lan
, to
in
clu
de
wri
tten
p
roce
du
res
for
colle
ctin
g,
sto
rin
g,
pro
cess
ing
and
d
isp
osi
ng
of
garb
age,
in
clu
din
g th
e u
se o
f e
qu
ipm
ent
on
bo
ard
.
On
goin
g.
The
Gar
bag
e R
eco
rd B
oo
k m
ust
be
kep
t fo
r a
per
iod
of
two
yea
rs a
fte
r th
e d
ate
of
the
last
en
try.
No
tify
sh
ip
ow
ner
/
op
erat
or
of
ob
ligat
ion
s.
Gar
bag
e M
anag
emen
t P
lan
s ar
e su
bje
ct t
o i
nsp
ecti
on
by
MSQ
or
Co
mm
on
wea
lth
off
icia
ls.
No
dis
char
ge o
f sew
age
at
sea
un
less
at
app
rop
riat
e d
ista
nce
fro
m la
nd
.
The
trea
tmen
t,
qu
alit
y an
d
dis
tan
ce
req
uir
emen
ts
for
dif
fere
nt
vess
el t
ypes
are
st
ipu
late
d
by
MSQ
re
qu
irem
ents
.
Ship
Ow
ner
/ o
per
ato
r an
d M
SQ.
The
regu
lati
on
s in
An
nex
IV
of
MA
RP
OL
and
th
e re
qu
irem
ents
o
f M
SQ
pro
hib
it
the
dis
char
ge o
f se
wag
e in
to t
he
sea
wit
hin
a
spec
ifie
d d
ista
nce
of
the
nea
rest
lan
d, u
nle
ss
they
hav
e in
op
erat
ion
an
ap
pro
ved
sew
age
trea
tmen
t p
lan
t.
Wh
enev
er d
isch
argi
ng
sew
age
to s
ea.
Sh
ips
seek
ing
to d
isch
arge
sew
age
mu
st
mo
ve
to
the
app
rop
riat
e o
ffsh
ore
d
ista
nce
p
rio
r to
d
isch
arge
, in
ac
cord
ance
w
ith
A
nn
ex
IV
of
MA
RP
OL
and
M
SQ
req
uir
emen
ts.
Sk
ard
on
Riv
er B
auxi
te P
roje
ct
C
hap
ter
22
– T
ran
spo
rt a
nd
Mar
itim
e O
per
atio
ns
Pag
e 2
2-3
9
Man
agem
en
t A
ctio
ns
Re
spo
nsi
bili
ty
Tim
ing
C
orr
ecti
ve A
ctio
ns
No
n-c
argo
Liq
uid
Tra
nsf
er
No
tifi
cati
on
s to
b
e p
rep
ared
fo
r th
e tr
ansf
er
of
any
no
n-c
argo
liq
uid
.
Ship
Ow
ner
/ o
per
ato
r. N
oti
fica
tio
n t
o b
e su
bm
itte
d t
o t
he
RH
M’s
off
ice.
M
ust
be
sub
mit
ted
to
th
e R
HM
’s o
ffic
e p
rio
r to
co
nd
uct
ing
no
n-c
argo
liq
uid
tr
ansf
er o
per
atio
ns
in t
he
Po
rt.
It is
th
e re
spo
nsi
bili
ty o
f th
e ve
ssel
’s M
aste
r to
n
oti
fy P
ort
Co
ntr
ol p
rio
r to
co
mm
enci
ng
tran
sfer
an
d a
t co
mp
leti
on
of
tran
sfer
s.
If n
o n
oti
fica
tio
n o
ccu
rs t
hen
no
liq
uid
was
te t
ran
sfer
can
occ
ur.
If
the
tran
sfer
is
still
req
uir
ed,
the
Har
bo
ur
Mas
ter
mu
st b
e n
oti
fied
.
Gu
lf
to
un
der
take
in
spec
tio
ns
of
no
n-c
argo
liq
uid
tra
nsf
er o
per
atio
ns.
Gu
lf
Pri
or
to u
nd
erta
kin
g n
on
-car
go l
iqu
id
tran
sfer
s. I
nsp
ecti
on
s, i
f re
qu
ired
, w
ill
be
arra
nge
d p
rio
r to
th
e st
art
of t
ran
sfer
o
per
atio
ns
by
con
tact
ing
the
ship
s M
aste
r.
Un
der
take
in
spec
tio
ns
for
no
n-
carg
o li
qu
id t
ran
sfer
s.
No
w
aste
s to
b
e d
isch
arge
d
to
Po
rt
wat
ers.
Gu
lf a
nd
sh
ip o
per
ato
rs.
On
goin
g.
Info
rmal
su
rvei
llan
ce a
nd
rep
ort
ing
of
no
nco
nfo
rmit
ies.
G
arb
age
reco
rd b
oo
k ch
ecks
by
DA
FF.
Pro
visi
on
o
f P
ort
si
de
bin
s.
Gu
lf
On
goin
g.
Rev
iew
Po
rt s
ide
was
te b
in t
ypes
an
d q
uan
titi
es a
nd
rec
tify
.
Pro
visi
on
o
f q
uar
anti
ne
was
te b
ins.
Sh
ip O
wn
er /
op
erat
or
On
goin
g.
Rev
iew
re
qu
irem
ents
fo
r q
uar
anti
ne
was
te g
ener
atio
n a
nd
am
end
p
rovi
ded
fa
cilit
ies
as
nec
ess
ary.
Reg
ula
ted
w
aste
fr
om
m
inin
g ac
tivi
ties
to
b
e tr
ansp
ort
b
y lic
ense
d
was
te
dis
po
sal
con
trac
tor.
Reg
ula
ted
was
te t
rack
ing
to
be
un
der
take
n
in
acco
rdan
ce
wit
h
legi
slat
ive
req
uir
emen
ts.
Gu
lf a
nd
reg
ula
ted
was
te d
isp
osa
l co
ntr
acto
r P
rio
r to
all
tran
sfer
s o
f re
gula
ted
was
te
fro
m
min
ing
acti
viti
es
to
vess
els
for
tran
spo
rt a
nd
tra
nsf
er t
o a
pp
rop
riat
ely
lic
ense
d w
aste
dis
po
sal f
acili
ty.
Au
dit
an
d
revi
ew
of
regu
late
d
was
te
reco
din
g an
d
trac
kin
g p
roce
du
res.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-40
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 Objectives
To reduce spill of any substance into the marine environment from shipping traffic.
Performance Criteria
Accidental releases of any substance into the marine environment are avoided or promptly managed to avoid material impacts.
No complaints from public or government agencies regarding noticeable spills as a result of shipping activities.
Monitoring and Reporting
Opportunistic visual inspections.
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.
Sk
ard
on
Riv
er B
auxi
te P
roje
ct
C
hap
ter
22
– T
ran
spo
rt a
nd
Mar
itim
e O
per
atio
ns
Pag
e 2
2-4
1
Man
agem
en
t A
ctio
ns
Re
spo
nsi
bili
ty
Tim
ing
C
orr
ecti
ve A
ctio
ns
All
dan
gero
us
goo
ds
in t
he
Po
rt t
o b
e h
and
led
in
ac
cord
ance
w
ith
th
e In
tern
atio
nal
Mar
itim
e D
ange
rou
s G
oo
ds
(IM
DG
) C
od
e.
Co
mp
ly w
ith
AS3
846
“Th
e h
an
dlin
g a
nd
tr
an
spo
rt o
f d
an
ger
ous
ca
rgo
es i
n p
ort
are
as”
an
d
pro
vid
e ev
iden
ce
of
com
plia
nce
wh
enev
er r
equ
este
d.
Gu
lf,
Ship
O
wn
er
/ o
per
ato
r, a
nd
tra
nsp
ort
co
mp
anie
s.
On
goin
g If
h
and
ling
of
dan
gero
us
goo
ds
is
no
t in
ac
cord
ance
wit
h IM
DG
or
AS3
48
6 t
hen
han
dlin
g p
roce
du
res
to b
e ce
ased
an
d r
evi
ewe
d.
Han
dlin
g ca
n c
om
men
ce w
hen
pro
ced
ure
s ar
e in
acc
ord
ance
wit
h t
he
cod
e.
A
No
tifi
cati
on
o
f Tr
ansp
ort
ing
and
H
and
ling
Dan
gero
us
Go
od
s (M
arin
e)
req
uir
ed f
or
dan
gero
us
goo
ds
tran
sfer
s.
Ship
Ow
ner
/ o
per
ato
r.
Form
is
to
b
e lo
dge
d
at
the
RH
M’s
off
ice
no
lat
er t
han
48
h
ou
rs
pri
or
to
the
vess
el’s
es
tim
ate
d t
ime
of
arri
val.
If t
he
form
has
no
t b
een
ob
tain
ed,
sign
ed a
nd
lo
dge
d
app
rop
riat
ely,
fu
rth
er
han
dlin
g an
d
tran
spo
rt o
f th
e go
od
s ca
nn
ot
take
pla
ce u
nti
l le
giti
mat
e f
orm
has
bee
n o
bta
ined
.
A N
on
-car
go L
iqu
id T
ran
sfer
No
tifi
cati
on
is
req
uir
ed
for
the
tran
sfer
o
f n
on
-car
go
liqu
ids.
Ship
Ow
ner
/ o
per
ato
r.
Mu
st b
e su
bm
itte
d to
th
e R
HM
’s
off
ice
pri
or
to c
on
du
ctin
g n
on
-ca
rgo
liq
uid
tra
nsf
er o
per
atio
ns
in t
he
Po
rt.
Op
erat
ors
u
nd
erta
kin
g tr
ansf
ers
wit
ho
ut
app
rop
riat
e
app
rova
ls
may
b
e su
bje
ct
to
pen
alti
es.
Man
dat
ory
re
cord
ing
of
ship
pin
g m
ove
men
ts.
Gu
lf
On
goin
g Sy
stem
s to
b
e re
view
ed
to
ensu
re
ship
pin
g m
ove
men
ts a
re r
eco
rded
in a
n in
tern
al s
yste
m.
Inte
rnal
an
d e
xter
nal
au
dit
s m
ay b
e re
qu
ired
to
id
enti
fy d
efic
ien
cies
.
Ref
uel
ling
to b
e u
nd
erta
ken
by
licen
sed
re
fuel
ling
op
erat
ors
w
ith
ap
pro
pri
ate
emer
gen
cy r
esp
on
se e
qu
ipm
ent.
Gu
lf a
nd
Po
rt o
per
ato
rs
Pri
or
to
and
d
uri
ng
refu
ellin
g ev
ent.
R
epo
rt
bre
ach
es
to
app
rop
riat
e
regu
lato
ry
auth
ori
ties
.
Follo
w in
cid
ent
resp
on
se p
roce
du
res.
G
ulf
im
ple
men
ts
app
rop
riat
e
inci
den
t re
spo
nse
mea
sure
s.
Po
rt u
sers
.
Du
rin
g an
d f
ollo
win
g in
cid
ent.
R
evie
w i
nci
den
t re
spo
nse
mea
sure
s to
en
sure
ef
fect
iven
ess.
Sk
ard
on
Riv
er B
auxi
te P
roje
ct
C
hap
ter
22
– T
ran
spo
rt a
nd
Mar
itim
e O
per
atio
ns
Pag
e 2
2-4
2
Man
agem
en
t A
ctio
ns
Re
spo
nsi
bili
ty
Tim
ing
C
orr
ecti
ve A
ctio
ns
Un
der
take
in
vest
igat
ion
s in
th
e ev
ent
of
an in
cid
ent
or
failu
re t
o c
om
ply
. M
SQ o
r D
EHP
Fo
llow
ing
inci
den
t.
MSQ
/DEH
P
inve
stig
ate
and
im
ple
men
t m
itig
atin
g m
easu
res.
Rep
ort
b
reac
hes
to
ap
pro
pri
ate
reg
ula
tory
au
tho
riti
es.
Ship
pin
g ac
tivi
ties
to
b
e u
nd
erta
ken
h
avin
g re
gard
to
th
e p
reva
ilin
g w
eat
her
co
nd
itio
ns.
Ship
op
erat
or
and
MSQ
O
ngo
ing
Ship
pin
g ac
tivi
ties
to
be
red
uce
d o
r st
op
ped
d
uri
ng
wea
ther
war
nin
g p
erio
ds.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-43
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 Objectives
Prevent impacts to the marine environment as a result of pollution from shipping.
Performance Criteria
Pollution as a result of Project related shipping activities are avoided or managed in accordance with relevant legislation and guidelines.
Monitoring and Reporting
Gulf will ensure that the relevant regulatory agencies are informed of any incident in accordance with its procedures.
Opportunistic visual inspection of Gulf controlled areas
Management Actions Responsibility Timing Corrective Actions
Shipping and equipment to be maintained in good working order.
Ship owner / operator.
Ongoing. Vessels to undertake maintenance to ensure they can operate in a safe and efficient manner.
No discharge of bilge water to occur. Bilge water management, transfer and disposal practices to be implemented.
Ship owner / operator.
Ongoing. Gulf to ensure vessels are advised of bilge water management requirements.
No discharge of any other substance from any ship unless to licensed contractor.
Ship owner / operator.
Ongoing. MSQ to investigate and implement corrective action as necessary.
Spoiled cargos and cargo residues to remain on ships for removal.
Ship owner / operator.
Ongoing. Licensed waste removalist to remove soiled cargos.
Reduction of accidental cargo loss through implementation of appropriate cargo storage and handling.
Ship owner / operator.
Ongoing. Mechanisms for securing cargo to be reviewed and upgraded as necessary.
Conformance with MARPOL annexures 1 – 6.
Ship owner / operator.
Ongoing. Notification of relevant 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.
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-44
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 Mode
Impacts Proposed Management Practices
Likelihood Consequence Risk Rating
Road Project related road traffic results in decreased safety for public road users.
Refer Section 22.4.
E (Rare) 2 (Minor) Low
Project related road traffic significantly impacts road infrastructure and level of service of roads.
Refer Section 22.4.
E (Rare) 2 (Minor) Low
Air Project charter flights significantly impact operability of existing airports.
Refer Section 22.1.
E (Rare) 2 (Minor) Low
Sea Vessel collision, either with another vessel, infrastructure or the shoreline.
Refer Section 22.8 and Section 22.9.
D (Unlikely)
3 (Moderate) Medium
Interruption or delays of third party vessel operations (e.g. commercial or recreational fishing vessels)
Refer Section 22.8 and Section 22.9.
C (Possible)
2(Minor) Medium
Bulk vessel movements impact operations of other bulk vessels in the Gulf of Carpentaria.
Refer Section 22.7.
E (Rare) 2 (Minor) Low
Vessel grounding in shallow waters.
Refer Section 22.8 and Section 22.9.
D (Unlikely)
2(Minor) Low
Accidental release of oil or fuel
Refer Section 22.8 and Section 22.9.
D (Unlikely)
3 (Moderate) Medium
Release of ship-sourced pollutants.
Refer Section 22.8 and Section 22.9.
C (Possible)
2(Minor) Medium
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
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-45
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
Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations
Page 22-46
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.