QGC MIDSTREAM OPERATIONS | ENVIRONMENT SHIPPING … · Document Title: SHIPPING ACTIVITY MANAGEMENT PLAN - OPERATION Revision: 1 UNCONTROLLED WHEN PRINTED Page 7 of 40 1.5 Acronyms

Document Number: LNGOP-QL00-ENV-PLN-000014

Document Title: SHIPPING ACTIVITY MANAGEMENT PLAN - OPERATION

Revision: 1 UNCONTROLLED WHEN PRINTED Page 3 of 40

QGC MIDSTREAM OPERATIONS | ENVIRONMENT

SHIPPING ACTIVITY MANAGEMENT PLAN – OPERATION

SCOPE

The Commonwealth Minister for Sustainability, Environment, Water, Population and Communities (SEWPC) (now the Department of the Environment and Energy Minister) approved shipping activities associated with the Queensland Curtis LNG (QGC) Project under Sections 130(1) and 133 of the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act), subject to fulfilment by QGC of a range of Conditions. These Conditions are specified in the Approval titled Shipping Activity associated with the Queensland Curtis LNG Project - EPBC No 2008/4405 dated 22 October 2010 (the Shipping Approval).

A Shipping Activity Management Plan was previously prepared and approved addressing shipping activities associated with construction of the LNG Facility on Curtis Island.

This new Shipping Activity Management Plan addresses Condition 1 of the Shipping Approval, addressing shipping activities associated with operation of the QGC Facility on Curtis Island including:

• Marine transport within the Port of Gladstone associated with day to day operation of the LNG

Facility; and

• LNG carrier (LNGC) activity associated with export of LNG from the QGC facility.

CONTENTS

1.0 INTRODUCTION .................................................................................................................................... 6

1.1 Purpose .............................................................................................................................................. 6

1.2 Document Revisions and Approval .................................................................................................... 6

1.3 Distribution and Intended Audience ................................................................................................... 6

1.4 Definitions........................................................................................................................................... 6

1.5 Acronyms ........................................................................................................................................... 7

1.6 Reference Documents ....................................................................................................................... 8

2.0 PROJECT DESCRIPTION - OVERVIEW .............................................................................................. 9

2.1 Key Nodes – Operations Personnel and Material .............................................................................. 9

2.1.1 Curtis Island Facilities .................................................................................................................... 9

2.1.2 Gladstone Mainland ....................................................................................................................... 9

3.0 VESSEL MOVEMENTS ....................................................................................................................... 11

3.1 Port Curtis – Movements of Operations Personnel, Materials and Equipment ............................... 11

3.1.1 Vessel Specifications ................................................................................................................... 11

3.1.2 Personnel ..................................................................................................................................... 11

3.1.3 Materials and Equipment ............................................................................................................. 11




3.2 LNG Carrier Operations ................................................................................................................... 12

3.2.1 Type and Sizes of Ships .............................................................................................................. 12

3.2.2 Pattern of Operation ..................................................................................................................... 12

3.3 Vessel Routes .................................................................................................................................. 12

3.3.1 Port of Gladstone ......................................................................................................................... 12

4.0 SHIPPING WITHIN THE GREAT BARRIER REEF MARINE PARK ................................................... 16

4.1 Management of Shipping within the Great Barrier Reef Marine Park .............................................. 16

4.2 International and National Requirements for Shipping Operations in Australian Waters ................ 18

4.3 Regulatory Framework ..................................................................................................................... 18

Australian Maritime Safety Authority......................................................................................................... 18

Department of and Transport and Regional Services .............................................................................. 18

Great Barrier Reef Marine Park Authority ................................................................................................. 18

Maritime Safety Queensland .................................................................................................................... 18

Department of Environment and Energy(formerly Department of Sustainability, Environment, Water,

Population and Communities) ................................................................................................................... 18

5.0 KEY PORT CURTIS SPECIES, HABITATS AND PROTECTION MEASURES ................................. 20

5.1 Risk Assessment .............................................................................................................................. 24

5.1.1 Summary of Results of Risk Assessment .................................................................................... 29

5.2 Dugong – Measures to Minimise Environmental Disturbance ......................................................... 29

5.3 Turtles – Measures to Minimise Environmental Disturbance ........................................................... 30

5.4 Water Mouse – Measures to Minimise Environmental Disturbance ................................................ 32

5.5 Seagrass – Measures to Minimise Environmental Disturbance ...................................................... 33

5.6 Summary of Control and Mitigation Measures ................................................................................. 34

5.6.1 Reef Vessel Traffic Service (VTS) ............................................................................................... 34

5.6.2 Pilotage ........................................................................................................................................ 35

5.6.3 Ship Vetting and Auditing ............................................................................................................. 35

5.6.4 Limits on Vessel Speeds .............................................................................................................. 36

5.6.5 Limits on Vessel Movements, including the Use of Thrusters ..................................................... 36

5.6.6 Limits on Vessel Light and Sound ................................................................................................ 36

5.6.7 Fuel, Oil or Chemical Spills .......................................................................................................... 36

5.6.8 Marine Discharges ....................................................................................................................... 37

5.6.9 Disturbance to Seagrass Species ................................................................................................ 37

5.6.10 Remedial Actions in Event of Impacts ..................................................................................... 37




6.0 MONITORING MEASURES................................................................................................................. 38

6.1 Operational Monitoring ..................................................................................................................... 38

6.2 Long Term Monitoring ...................................................................................................................... 38

6.3 Incident Monitoring ........................................................................................................................... 39

6.4 Reporting .......................................................................................................................................... 39

APPENDIX A – GO SLOW – WILDLIFE VESSEL SPEED RESTRICTION ZONES ............................... 40




1.0 INTRODUCTION

1.1 Purpose

The Commonwealth Minister for Sustainability, Environment, Water, Population and Communities (SEWPC) (now the Department of Environment and Energy Minister) approved shipping activities associated with the Queensland Curtis LNG (QCLNG) Project under Sections 130(1) and 133 of the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act), subject to fulfilment by QGC of a range of Conditions. These Conditions are specified in the Approval titled Shipping Activity associated with the Queensland Curtis LNG Project - EPBC No 2008/4405 dated 22 October 2010 (the Shipping Approval).

A Shipping Activity Management Plan addressing shipping activities associated with construction of the LNG Facility was previously submitted to SEWPC (DoE) in 2011, addressing Conditions 1, 2 and 3a of EPBC approval 2008/4405, being focussed on shipping activities associated with:

• Construction of the QGC LNG Facility on Curtis Island; and

• Construction of the export pipeline across The Narrows to Curtis Island.

This new Shipping Activity Management Plan addresses shipping activities associated with operation of the QGC Facility on Curtis Island including:

• Marine transport within the Port of Gladstone associated with day to day operation of the LNG

Facility; and

• LNG carrier (LNGC) activity associated with export of LNG from the QGC facility.

This plan does not address shipping activities associated with construction or commissioning of the LNG Facility, which are addressed in the approved Construction Phase Shipping Activity Management Plan. This Plan also does not address shipping activities associated with dredging, either current or future, conducted within the Port of Gladstone.

1.2 Document Revisions and Approval

This document has been prepared by the LNG Operations Permits and Licensing Coordinator, and shall be reviewed and updated every three years and endorsed in accordance with the RACIE Matrix.

This document bears a revision status identifier which will change with each revision. All revisions to this document (after approval and distribution) will be subject to review and endorsement by the same functions as the original.

1.3 Distribution and Intended Audience

This document is intended for Midstream (LNG Operations) members and specifically the Marine Manager and Logistics Superintendent, as well as other QGC stakeholders. The document will be made available on the Document Control System. This document will be updated during subsequent lifecycle stages and changes communicated to the team as applicable.

1.4 Definitions

Term Meaning

CG Report The Queensland Curtis LNG Project: Co-ordinator General’s Report on the Environmental Impact Statement (June 2010).

LNG Facility The QGC Facility located on Curtis Island Site and including the LNG Plant, LNG Loading facilities, utilities and associated infrastructure.




1.5 Acronyms

Acronym / Abbreviation Meaning

AMSA Australian Maritime Safety Authority

Approval, Shipping Approval

Approval: Shipping Activity associated with the Queensland Curtis LNG Project - EPBC No 2008/4405.

CD Construction Dock

CECP Construction Environmental Control Plan (LNG Facility EPC Contractor)

COLREGS International Regulations for Preventing Collisions at Sea 1972

DAFF Department of Agriculture, Fisheries and Forestry (Queensland)

Department, DoE Department means the Department of Environment (Commonwealth)

DEHP Department of Environment and Heritage Protection (Qld)

DPA Dugong Protection Area

EEZ Exclusive Economic Zone

Environmental Impact Statement (EIS)

The QGC Project Environmental Impact Statement, comprising both the draft and Supplementary EIS.

Environmental Authority Environmental Authority issued under Chapter 5 of the Queensland Environmental Protection Act 1994, and specifically Environmental Authority EPPG00711513 for Resource Authority PFL11

EPBC Act (EPBC) EPBC Act means the Commonwealth Environment Protection and Biodiversity Conservation Act 1999.

EPC (EPC Contractor) Engineering, Procurement, Construction

GBRMP Great Barrier Reef Marine Park

GBRMPA Great Barrier Reef Marine Park Authority

GBRWHA Great Barrier Reef World Heritage Area

GHHP Gladstone Healthy Harbours Program

GPC Gladstone Ports Corporation

GSB Gladstone Supply Base

IMO International Maritime Organization

kts knots

LOA length over all

LNGC LNG Carrier

MARPOL 73/78

The MARPOL convention is the main international convention covering prevention of pollution of the marine environment by ships from operational or accidental causes. It is a combination of two treaties adopted in 1973 and 1978 respectively and updated by amendment through the years.

Minister Minister means the Minister responsible for Part 4 of the EPBC Act, and may include a delegate of the Minister under s.133 of the EPBC Act.

MNES MNES means Matters of National Environmental Significance under the EPBC Act.

MOF Materials Offloading Facility

MOT Marine Operations Terminal

MSQ Maritime Safety Queensland

nm Nautical mile

OCIMF Oil Companies International Marine Forum




Acronym / Abbreviation Meaning

OCIMF-SIRE Oil Companies International Marine Forum - Ship Inspection Report Programme

OSC On-scene coordinator

PCIMP Port Curtis Integrated Monitoring Program

Plan Plan includes a report, study, plan, or strategy (however described).

Proponent Proponent means the person to whom the approval is granted, and includes any person acting on behalf of the proponent.

PSSA Particularly Sensitive Sea Area (of the Great Barrier Reef, as designated by the International Maritime Organization

QGC Facility The Queensland Curtis LNG Facility on Curtis Island, Queensland

QCLNG Project, the Project The QCLNG Project, including upstream gas collection, the pipeline corridor and the Curtis Island LNG site, plus ancillary sites including temporary construction access corridors, plus associated shipping and vessel activity.

QGC QGC, A BG-Group business, for the purpose of this document, the Proponent.

RORO Roll-on Roll-off

SEWPC (Former) Department of Sustainability, Environment, Water, Population and Communities

Shipping Approval Approval titled Shipping Activity associated with the Queensland Curtis LNG Project - EPBC No 2008/4405 dated 22 October 2010

SOLAS International Convention for the Safety of Life at Sea 1974

VTS Vessel Tracking Service

1.6 Reference Documents

Note that the referenced documents do not include Environmental procedures or plans which are subsidiary documents and included as attachments to this Plan.

Document Number Title

QCLNG-BX00-ENV-PLN-000070 Turtle Management Plan

QCLNG-AUS-PMT-ENV-PLN-0675 Environmental Management Plan - Water Mouse (Xeromys myoides)

QCLNG–AUS–PMT–ENV–PLN–0952 QCLNG Whole of Project Migratory Shorebird Management Plan

LNGOP-QL00-MRN-PLN-000001 Shipping Transport Management Plan

QCLNG-AUS-PMT-ENV-PLN-0847 Shipping Activity Management Plan – Construction Phase.




2.0 PROJECT DESCRIPTION - OVERVIEW

Shipping activities during operation of the QGC Facility are anticipated to include:

• Movement of operations personnel and material within the Port of Gladstone; and

• LNG tankers through the Port of Gladstone and the Great Barrier Reef Marine Park (GBRMP).

2.1 Key Nodes – Operations Personnel and Material

A summary of key QGC Project Nodes for shipping activities in the Gladstone Region and a brief description of logistics activities associated with each, is provided below.

2.1.1 Curtis Island Facilities

QGC Marine Transport Nodes on Curtis Island include:

• The LNG Jetty at Curtis Island, including specialised LNG Loading Facilities and Tanker Berth.

• A Materials Offloading Facility (MOF) on Curtis Island. During operation of the LNG Facility,

this will be the primary access point to the site utilised for:

▪ Personnel ferries

▪ Delivery of materials and equipment to the site, and removal of wastes from the site.

• A Construction Dock (CD) and associated barge / ferry terminals on Curtis Island. It is not

currently intended that this be used for the day to day logistical activities during site operations,

however it is likely to be used as an alternative emergency evacuation point if needed. QGC is

currently considering retaining this structure in the medium to longer term for possible support of

future development of the site (possible construction of Train 3), but this has yet to be confirmed.

2.1.2 Gladstone Mainland

Marine Operations Terminal. The Marine Operations Terminal (MOT), within Gladstone Port (RG Tanna bulk storage facility), will be the key staging point for transport of personnel, material and equipment to and from Curtis Island during Operations.

This facility will include access for passenger ferries for personnel to and from the LNG Facility, and roll-on roll-off (RORO) capability for trucks carrying materials and equipment to and from the facility.

The final location, layout and transport routes associated with this facility is shown in Figure 1.




Figure 1: QGC Key Transport Nodes Port Curtis




3.0 VESSEL MOVEMENTS

3.1 Port Curtis – Movements of Operations Personnel, Materials and Equipment

3.1.1 Vessel Specifications

Specifications for vessels used to support LNG operations are outlined below:

• Passenger Ferry: Length Over All (LOA) - 30 to 45m, Draft - 2m, Maximum Speed 25 knots,

Passenger Capacity - 150 to 400.

• Barge Ro/Ro: LOA - 35 to 45m, Draft - 4.0m, Maximum speed -10 knots.

• Water Taxi: LOA – 15 to30m, Draft - 1.0m, Maximum speed – 25 knots, Passenger Capacity -

20 to 50.

• Security Boat: LOA - 5 to 15m, Draft - 1.0m, Maximum speed – 25 knots.

3.1.2 Personnel

During normal operations, personnel will transit from the MOT on the Gladstone mainland to the QGC Facility daily. This will consist of regular scheduled passenger services, plus additional water taxi or other personnel movements to address emergency or ad-hoc requirements. An indicative timetable for the regular schedule passenger service is provided in Table 1 below, though this will be subject to further refinement.

It should be noted that during periods of high maintenance activity, especially Plant Turnarounds, movements of both personnel and materials will be different from those outlined below. Turnarounds will occur indicatively once per year per LNG train in the first few years, then once every 3 years per train as the operation matures. Turnarounds will typically last for a period of 14 to 21 days.

Table 1: Indicative Passenger Movement Schedule – Normal Operations

Vessel Movement Indicative PAX

Movement Depart MOT

Arrive MOF

Depart MOF

Arrive MOT

Description Mon - Fri Sat - Sun

MOT to MOF 0550 0620 Production Day Shift 24 - 50 20 – 30

MOT to MOF 0730 0800 Maintenance / office

personnel 106 – 150

MOF to MOT 1615 1645 Office personnel 57 – 100

MOF to MOT 1845 1915 Production Day Shift

/ Maintenance 75 - 100 20 – 30

MOT to MOF 1800 1830 Production night shift 11 - 25 20 – 30

MOF to MOT 0630 0700 Production night shift 19 - 25 20 - 30

3.1.3 Materials and Equipment

In addition to the passenger movements outlined above, ferry / barge services will operate transporting materials and equipment to the QGC Facility and removing wastes. These will also depart from the MOT to the MOF. Roll On-Roll Off (RO-RO) cargo barges will typically run once per day to QGC, but may increase to twice per day during Turnaround events.

In addition to the above, there may be ad-hoc movement of water taxis carrying small numbers of personnel outside the scheduled ferry times, as well as security boat(s).




3.2 LNG Carrier Operations

LNG carrier operations are described in the QGC Shipping Transport Management Plan (STMP) (LNGOP-QL00-MRN-PLN-000001), which provides detail on types and sizes of LNGCs, pilotage requirements (both within the Port and Gladstone and elsewhere in Australian territorial waters, including the Torres Strait and northern section of the Great Barrier Reef). This STMP has been submitted to Maritime Safety Queensland for review and approval. A summary is provided below.

3.2.1 Type and Sizes of Ships

The ship design criteria for mooring and loading at QGC’s jetty is vessels with capacities ranging from 125,000 m3 to 220,000 m3, Moss or Membrane design LNG Carriers. This range of vessels, with arrival drafts to 11.0m and laden drafts to 12.2m, and length over all (LOA) to 315 m x 55 m beam have been simulated in the Gladstone channels and found acceptable.

3.2.2 Pattern of Operation

QGC cargoes will trade internationally to Asia, potentially including Singapore, China, Taiwan, Japan, Korea, and India; to South America, including Chile and Brazil; and potentially into the Atlantic Basin including Europe and the U.S.A. Under normal operating conditions there will be approximately 2 - 3 ship LNGC loadings per week.

3.3 Vessel Routes

3.3.1 Port of Gladstone

QGC shipping routes within the Port of Gladstone are shown in Figure 2 below. It should be noted that these routes are indicative only and may vary due to factors including (but not limited to) tidal or meteorological conditions, other harbour traffic, the requirements of the Gladstone Harbourmaster, vessel type, and further refinement of Project planning. Section 3.2.2 outlines the number of LNG Carriers per week.

Shipping routes will be subject to “Go Slow – Wildlife” speed restriction zones as specified in Section 5.0 and Appendix A.




Figure 2: QGC Operations Phase: Indicative Vessel Routes, Port Curtis




Figure 3: QGC Operations Phase: Indicative Vessel Routes, Port Curtis to GBR designated shipping area




LNGCs which arrive at the Port of Gladstone before their channel allocation may anchor in a designated LNG anchorage to be established at the eastern edge of the Gladstone Eastern Anchorage. However, offshore anchoring by LNG ships will generally not be conducted, with ships steaming directly into port upon arrival to the Gladstone region. However, if directed by the Harbour Master, the proportion of ships requiring offshore anchorage will be dependent on marine traffic and the availability of berths and pilots.

Should the LNG carriers be required to anchor as directed by the Gladstone Harbourmaster, once ready for the transit through the Port to the QGC Facility, each LNG carrier will be met by a Gladstone pilot, subject to weather conditions being appropriate for the transit and for berthing at the LNG Facility. Weather monitoring instruments are mounted on beacon “S16” and various other locations in the port, including the QGC jetty, and the final determination for safe boarding conditions is with the pilot and ship’s master at the time.

The pilot and ship’s master will exchange manoeuvring information about the LNGC and the anticipated transit. The pilot will perform a series of checks to verify the equipment is operational. The pilot will contact Gladstone VTS for permission to enter the channels and to confirm that the channels ahead are clear of outbound traffic.

The total distance from the commencement of pilotage to QGC is approximately 24.5 nm. Transit time is approximately 3 hours depending on the environmental conditions at the time, excluding swinging and final berthing manoeuvres.

Between the Fairway buoy and the entrance to Wild Cattle Cutting, two 80 ton bollard pull escort tugs supplied by GPC’s tug provider will be escorting the LNGC. Once inside the harbour, one additional 70 ton bollard pull harbour tug (two additional tugs during the familiarisation period or marginal weather conditions) will assist the LNGC to the berth.

Transit speed will be reduced to 8 kts passing Barney Point Wharf (6 kts if Barney Point Wharf is occupied). Transit speed will be further reduced upon entering Passage Islands Channel.

Clinton Bypass channel is the normal route for LNG Carrier transits in and out. However, in exceptional circumstances, the Clinton Main Channel could be utilised, provided precautions are taken for passing ship interactions for any ships moored at RG Tanna Wharf.




4.0 SHIPPING WITHIN THE GREAT BARRIER REEF MARINE PARK

Shipping associated with the Project undertaken through the Great Barrier Reef Marine Park (GBRMP), terminating in Gladstone, will be specific to LNG tanker operation and LNG tanker activity.

Environmental risks related to shipping within the Great Barrier Reef can occur from the routine discharge of pollutants during normal ship operations, or as a result of accidents or incidents. Potential impacts include:

• Spills or discharges of oil, chemicals, cargo, sewage and grey water;

• Garbage and marine litter;

• Collisions with marine animals;

• Toxic effects of anti-fouling paints;

• Physical damage from groundings and anchoring;

• Ecosystem changes resulting from the introduction of invasive marine pests; and

• Shipping noise.

4.1 Management of Shipping within the Great Barrier Reef Marine Park

When transiting the GBRMP, LNG carriers will navigate within the designated shipping areas and the general use zone.

The designated shipping area has been placed to minimise the impact on the shipping industry while having regard for Australia's international obligations. It takes into account past and forecast vessel usage patterns in the inner and outer shipping routes, existing recommended tracks and proposed new routes. The designated shipping area as specified by the Great Barrier Reef Marine Park Authority (GBRMPA) is shown in Figure 4.

In addition to the Great Barrier Reef designated shipping areas, the Australian Maritime Safety Authority has prepared the Queensland Coastal Passage Plan and the draft North-East Shipping Management Plan, intended to ensure co-operation between government agencies and industry in ensuring protection of the environment of the Great Barrier Reef. Each plan “outlines measures currently in place to manage the safety of shipping in the sensitive marine environments of Australia’s north-east region and propose options to minimise the environmental impacts of these activities in the years to come”.

Pilotage, vessel tracking, vessel inspection and auditing and other requirements on LNG carriers are outlined in Section 5.0

QGC LNGCs will typically use the outer Barrier Reef route except when meteorological conditions favour the inner route.




Figure 4: Great Barrier Reef Designated Shipping Area




4.2 International and National Requirements for Shipping Operations in Australian Waters

A number of international and national management arrangements and obligations apply throughout all Australian waters, including the Great Barrier Reef. The management framework for shipping activities is determined by a series of international conventions that are implemented through Australian law. These international conventions and regulations include:

• United Nations Convention on the Law of the Sea 1982;

• International Convention for the Prevention of Pollution from Ships 1973 and the 1978 Protocol

(MARPOL 73/78) (see Management actions applied to shipping in the Great Barrier Reef);

• International Regulations for Preventing Collisions at Sea 1972 (COLREGS); and

• International Convention for the Safety of Life at Sea 1974 (SOLAS).

All international conventions will be complied with and routine inspections will be conducted by AMSA.

4.3 Regulatory Framework

These conventions are implemented within Australia and the Great Barrier Reef region and administered by the Australian Maritime Safety Authority, the Department of Transport and Regional Services, the Department of the Environment and Energy, Maritime Safety Queensland and the Great Barrier Reef Marine Park Authority through the following articles of legislation:

Australian Maritime Safety Authority

• Navigation Act 1912;

• Protection of the Sea (Prevention of Pollution) from Ships Act 1983;

• Protection of the Sea (Powers of Intervention) Act 1981;

• Protection of the Sea (Civil Liability) Act 1981;

• Marine Safety (Domestic Commercial Vessel) National Law Act 2012 (and associated

Regulation);

Department of and Transport and Regional Services

• Maritime Transport Security Bill 2003;

• Transport Safety Investigation Act;

Great Barrier Reef Marine Park Authority

• Great Barrier Reef Marine Park Act 1975;

• Great Barrier Reef Marine Park Regulations 1983;

• Area Plans of Management;

Maritime Safety Queensland

• Transport Operations (Marine Safety) Act 1994;

• Transport Operations (Marine Pollution) Act 1995;

Department of Environment and Energy(formerly Department of Sustainability, Environment, Water, Population and Communities)

• Environment Protection and Biodiversity Conservation Act 1999;

• Environment Protection (Sea Dumping) Act 1981;

• Historic Shipwrecks Act 1976;

• Sea Installations Act 1981.




The Commonwealth MARPOL implementing legislation includes a number of enforcement related provisions derived from the United Nations Convention on the Law of the Sea. These are:

• Extension of the application of the Act to the exclusive economic zone (EEZ) (section 6)

• Provisions which require foreign ships to provide information (section 26G);

• Detention of foreign ships suspected of involvement in pollution breaches. (The ship must be

released on the posting of a bond or in the event of other circumstances arising as listed in the

Act - section 27A);

• Provision that detention may include escorting a ship into port (subsection 27A(1A));

• Provision to ensure that proceedings in Australia against a foreign ship for a pollution breach will

be suspended if proceedings for the same pollution breach are taken in the flag state of the ship

(subsection 29(2));

• Provision of specific powers relating to inspection of ships in the EEZ which are suspected of

having caused a pollution breach; and

• A requirement for an Australian ship that is in the territorial sea or the EEZ of a foreign country to

provide information required by that country to determine if a pollution breach has occurred

(section 27C).

The Transport Operations (Marine Safety) Act 1994 (Qld) requires marine safety and implementation of marine safety strategies, whilst the Transport Operations (Marine Pollution) Act 1995 (Qld) regulates disposal of waste from vessels, and requires marine pollution strategies and pollution response plans in coastal waters.

The GBRMPA administers the legal requirements of the Great Barrier Reef Marine Park Act 1975 and associated Regulations, including the compulsory use of local pilots for certain ships within prescribed areas, restrictions on certain activities (for example, waste discharge, negligent shipping), wreck removal and penalties for causing environmental damage to the Marine Park. The GBRMPA regulates the entry and use of the Marine Park by ships and boats through the Great Barrier Reef Marine Park Zoning Plan 2003.

The Environmental Protection (Sea Dumping) Act 1981 (Cth) and MARPOL limit discharge of wastes and applies to all vessels in Australian waters.

The Navigation Act 1912 provides powers for the inspection and detention of unseaworthy or substandard vessels under s. 190AA(1) and s.210(1). All Shipping Activities associated with the Project will be undertaken in accordance with the above applicable International Protocols, and applicable Australian and Queensland legislation.




5.0 KEY PORT CURTIS SPECIES, HABITATS AND PROTECTION MEASURES

The Shipping Approval requires identification of habitats and activities in relation to the following EPBC listed species:

• Dugong (Dugong dugon);

• Turtles, and specifically Green Turtles (Chelonia Mydas); Loggerhead Turtles (Caretta caretta);

and Flatback Turtles (Natator depressus);

• Water Mouse (Xermoys myoides); and

• Seagrass species including:

▪ Halodule uninervis;

▪ Halophila ovalis;

▪ Halophila decipens;

▪ Halophila minor;

▪ Halophila spinulosa; and

▪ Zostera capricorni.

A summary of marine habitat within Port Curtis is presented in Table 2 below.

Table 2: Description and areas of habitat, including seagrass meadows in Port Curtis

Habitat Type Area (Ha) % Area of Total Prominent Locations

Exposed mud and sandbanks

5,144 9 Eastern side of Curtis Island, Western side of Facing Island

Exposed rocky substrate 297 0.52 Curtis, Facing, Tide and Picnic Islands

Seagrass (coastal) 7,246 12.7 Pelican Banks, Quoin Island, Fisherman’s Landing area

Seagrass (deep water) 6,332 11.1 Facing Island, Seal Rocks, West and East Banks

Benthic macro-invertebrate communities (including coral)

Open substrate, occasional individual

9,876 17.3

Outside Facing Island from Curtis Island to East Bank

North-west of Seal Rocks

Entrance to Rodds Bay

Low Density

8,606 15 Throughout the Port of Gladstone / Rodds Bay area

Medium Density

4,099 7.2 Southern and northern side of Seal Rocks

High 4,189 7.3 Narrow strip in channel form

Subsequent to publication of the QGC EIS, monitoring of seagrass during the Western Basin Dredging and Disposal Project (2011 – 2013) indicates that seagrass presence in the Western Basin Project may be highly seasonal and only occurs during seagrass growing season (Rasheed et al., 2012; McCormack et al., 2013). Apart from this natural seasonal variability, seagrass abundance (during the seagrass growing season) has remained constant with the exception of 274 hectares of direct seagrass lost resulting from the construction of the Western Basin reclamation area. This loss now results in approximately 6972 ha of intertidal (coastal) seagrass beds. Western Basin Dredging and Disposal Project monthly seagrass monitoring reports are located at www.westernbasinportdevelopment.com.au/environmental_reports/section/environmental.

The geographic locations of known turtle nesting beaches, and seagrass extent, in relation QGC construction shipping in Port Curtis is shown in

http://www.westernbasinportdevelopment.com.au/environmental_reports/section/environmental




Figure 5: QGC Port Curtis Operations Shipping in relation to Turtle Nesting Beaches and Seagrass Distribution (seagrass extent shown based on surveys undertaken June 2010, November 2010 and November 2011, 2012 and 2013) .

Port Curtis is located within the Rodds Bay Dugong Protection Area (DPA), with this area covering the entire coastal zone between Rodds Bay and the Narrows. The extent of the Rodds Bay DPA is shown in Figure 6, with all QGC shipping activities within Port Curtis occurring within the Rodds Bay DPA.

Known locations of Water Mouse (Xermoys myoides) are described in the approved QGC Environmental Management Plan - Water Mouse (Xeromys myoides) (document QCLNG-AUS-PMT-ENV-PLN-0675) (Water Mouse Management Plan).

A commitment of the QGC Environmental Management Plan - Water Mouse (Xeromys myoides) was to undertake annual water mouse surveys during construction, and five years post construction of the Narrows Crossing Project. Water mouse surveys ended in 2016 when water mouse populations returned to pre-construction numbers at the Narrows Crossing Project.

QGC LNG Facility surveys were not included given the absence of water mouse during pre-clearance surveys. Subsequent survey results include:

• Six water mouse captures during the pre-clearance surveys June 2011;

• Five water mouse December 2011;

• No water mouse December 2012;

• Three water mouse captured in November 2013.

Maritime Safety Queensland has issued Port Procedures for Gladstone. QGC Project shipping will be conducted in accordance with all applicable requirements of these procedures (or as otherwise directed by the Gladstone Harbourmaster).




Figure 5: QGC Port Curtis Operations Shipping in relation to Turtle Nesting Beaches and Seagrass Distribution




Figure 6: Rodds Bay Dugong Protection Area




5.1 Risk Assessment

A risk assessment of the potential impacts of shipping-related activities on the EPBC listed species specified in Condition 1(a) of the Shipping Approval has been completed, to determine the likelihood and consequence of an impact occurring on that species.

The risk assessment approach adopted has been modified from Great Barrier Reef Marine Park Authority Environmental Assessment and Management (EAM) Risk Management Framework, which involves assessing risk both before and after the implementation of mitigation actions. The criteria used to determine the likelihood and consequence of each potential impact are described in Table 4. Given that shipping activities are ongoing for a period of decades, the recovery of impacted species and habitats is described in the consequence rating of Table 4 in the context of new mitigation measures being applied that eliminate an initial impact. The likelihood rating is the probability of a defined impact occurring at a population level along the Queensland coast.

The risks associated with shipping activities have been considered in three geographic areas, as the potential mode of impact on listed species differs across the area:

• Inshore habitats located adjacent to the LNG facility and their associated dredged channels

located west of Auckland Point, which are surrounded by tidal and subtidal flats. Shipping

activities in this area comprise water taxis, barges and LNGCs under assistance from a pilot and

tugs.

• Estuarine habitats of Port Curtis, located inside the barrier islands of Curtis and Facing Islands

east of Auckland Point. Shipping activities generally include LNGCs in transit under assistance

from a pilot through partially sheltered waters of Port Curtis.

• Offshore habitats of the Great Barrier Reef, located east of the barrier islands of Curtis and Facing

Island. Shipping activities generally include LNGCs in transit through oceanic waters of the Great

Barrier Reef Marine Park. Anchoring may also be carried out very infrequently within this area at

designated anchorage sites.

Results of the risk assessment are presented in Table 4, Table 5 and Table 6, identifying inherent (unmitigated) risks and the residual risks to EPBC-listed species and their habitats following the implementation of mitigation and management strategies. Risks have been assessed by considering the likelihood of an impact occurring on an EPBC listed species at the population level or its habitat, rather than the risk of a single incident occurring. The consequence rating is based upon the most probable consequence for populations of EPBC-listed species and their habitats given the nature of the activity.

Results of the three risk assessments are discussed in further detail below in relation to EPBC-listed species identified in Condition 1(a) of the Shipping Approval.




Table 3: Risk Assessment Matrix

Consequence Rating

Likelihood (probability of occurring)

Insignificant – Little to no impact on the overall ecosystem, or on EPBC listed species and their

habitats.

Minor – Impacts are present, but not to the extent that the overall

condition of populations of EPBC listed species

or their habitats are impaired in the long

term. Some low levels of mortality may occur very infrequently, with

recovery occurring within a period of years.

Moderate – Populations of EPBC listed species and their habitats are

affected, either through elevated mortality,

habitat disturbance or a minor disruption to a

population over a widespread geographic

area. Recovery at habitat level would take at least a decade, with

recovery of listed species taking several

decades.

Major – Significant impact on populations of EPBC listed species and their habitats, with high levels of mortality. Recovery of habitats

would take a few decades, with

populations taking several decades for

populations of long-lived species.

Catastrophic – EPBC listed species and their

habitats irretrievably compromised. Mass mortality of species and/local extinction.

Recovery over several decades for habitat

values and centuries for populations of long-lived

species.

Almost Certain (95-100%) Medium Medium High Extreme Extreme

Likely (71-95%) Medium Medium High High Extreme

Possible (31-70%) Low Medium High High Extreme

Unlikely (5-30%) Low Low Medium Medium High

Rare (0-5%) Low Low Medium Medium Medium




Table 4: Risk Assessment of impacts of shipping activities within inshore areas of Gladstone Harbour (L = Likelihood, C = Consequence)

Hazards and potential impacts L C Inherent

risk Mitigation measures L C

Residual Risk

Use of bow thrusters to manoeuvre ships to and from LNG jetty, creating turbidity plumes (seagrass), wake from vessels (potentially causing erosion), introducing marine species and increasing noise (disturbing Water Mouse, turtles, and dugong).

Possible Minor Medium

LNGC activity limited to three trips (the equivalent of 5-6 arrival / departure movements) per week. Ships confined to channels only under direction of pilot and tug vessels, maximising the clearance between vessel hull and sea bed and minimising turbidity plumes. Ballast water exchange to comply with international guidelines (generally occurring offshore).

Rare Minor Low

Use of channels by water taxis, LNG ships, barges and other support vessels, creating risk of boat strike for marine fauna (turtles and dugong,) and indirect disturbance of natural behaviours (avoidance of foraging areas, reduced effectiveness of communication through sound).


Go Slow areas in place for water shallower than 5 m at low tide, reducing the risk of boat strike and underwater noise. Vessel speed reduced around berthing areas and within approach channels. Low frequency of vessel trips. Exclusion zones from sighted marine fauna to be maintained. Utilise only designated shipping channels. Education on marine fauna for personnel.

Unlikely Minor Low

Lighting of ships at night while in transit or berthed at the LNG facility (contributing to sky glow-associated disturbance of turtles and disturbing local Water Mouse habitat).

Unlikely Minor Low

LNG facility not in direct line of sight of turtle nesting beaches. Use of low pressure sodium and directional lights with timers at LNG facility. LNG facility and shipping channels located in excess of a kilometre from key Water Mouse habitat.

Unlikely Minor Low

Spill of LNG or other product from LNG facility or ship into the water, causing contamination of habitat (including seagrass) for Water Mouse, turtles, and dugong .

Unlikely Moderate Medium

LNG will vaporise if spilled and is non-toxic. Minimal oils or other potential pollutants kept on board vessels, as LNG vessels are dual fuel in design. Spill response plans in place through GPC and MSQ. Pilot on LNG ships to reduce risk of collision.

Unlikely Minor Low




Table 5: Risk Assessment of impacts of shipping activities within Estuarine Port Curtis (L = Likelihood, C = Consequence)



Residual Risk

Use of designated shipping channels by LNG ships, creating a risk of boat strike for marine fauna (turtles and dugong,). Indirect impact from increase in underwater noise and displacement of fauna from foraging grounds.


Low frequency of vessel trips (three trips or the equivalent of 5 ship movements per week), with low incremental increase in ship movements. Ships confined to channel under direction of pilot and assistance of tug vessels.

Unlikely Minor Low

Lighting of ships at night while in transit (disturbing nesting turtles and hatchlings).

Unlikely Minor Low

Ships will be constantly moving into or out of port, and thus the duration of any disturbance will be very small. Very infrequent anchoring.

Rare Minor Low

Spill of LNG or other product from ship into the water, causing contamination of habitat (including seagrass) for turtles, and dugong. Unlikely Moderate Medium

LNG will vaporise if spilled and is non-toxic. Minimal oils or other potential pollutants kept on board vessels, as LNG vessels are dual fuel in design. Spill response plans in place through GPC and MSQ. Pilot on LNG ships to reduce risk of collision.

Unlikely Minor Low




Table 6: Risk Assessment of impacts of shipping activities within offshore waters off the Great Barrier Reef (L = Likelihood, C = Consequence)



Residual Risk

Transit of LNG ships through the Great Barrier Reef Marine Park, creating a risk of boat strike for marine fauna (turtles, and dugong,) or risk of grounding (physical disturbance to habitat of EPBC listed species).


Low frequency of vessel trips. Ships confined to designated shipping areas under Marine Park zoning plan. Ships escorted by Pilot through some sections of the Great Barrier Reef.

Unlikely Minor Low

Anchoring of ships at designated anchoring area offshore from Port Curtis, possibly disturbing deep water seagrass and other benthic habitats for EPBC listed species.

Unlikely Minor Low

Anchoring only within designated anchoring areas (outside seagrass beds) established at the port for LNG ships, minimising disturbance to a localised area. LNG ships will generally move straight into port and will only anchor infrequently.

Rare Minor Low

Lighting of ships at night while in transit (disturbing nesting turtles or hatchlings) or while anchored.

Unlikely Minor Low

Ships will be constantly moving into or out of port, and thus the duration of any disturbance will be very small. Very infrequent anchoring offshore.

Rare Minor Low

Spill of LNG or other product from ship into the water, causing contamination of habitat (including seagrass) for turtles, and dugong. Unlikely Moderate Medium

LNG will vaporise if spilled and is non-toxic. Minimal oils or other potential pollutants kept on board vessels, as LNG vessels are dual fuel in design. Spill response plans in place through GPC and MSQ. Pilot on LNG ships to reduce risk of collision in high risk areas.

Unlikely Minor Low




5.1.1 Summary of Results of Risk Assessment

The risk assessment identified that prior to the implementation of mitigation measures, shipping-related risks to EPBC-listed species and their habitats are highest within the inshore areas of Port Curtis, located between Auckland Point and the LNG jetty. This is because shipping activities in the area:

• Have water depths adjacent to channels which are shallow (generally <10 m), increasing the risk

of boat strike and the proximity of shipping activities to seagrass foraging areas,

• Are adjacent to small patches of Water Mouse habitat, most of which occur outside of QGC’s

site

• Include water taxis and barges, in addition to LNGCs

• Provides suitable habitat for turtles and dugong

In the estuarine sections of Port Curtis located east of Auckland Point, water depths are greater, the distance between shipping channels and seagrass and Water Mouse habitats are larger and shipping activities are limited to LNGCs under the guidance of a pilot.

Offshore from Port Curtis, shipping traffic is confined only to LNGCs which are either leaving the port or arriving at port through the designated shipping channels of the Great Barrier Reef. Oceanic waters in this section are generally much deeper than within Port Curtis, with no estuarine habitats supporting seagrass or Water Mouse habitat. A designated anchoring area has been established east of Facing Island, which will be used infrequently by LNGCs. Benthic habitats such as deep water seagrass or soft bottom communities may be disturbed during infrequent anchoring.

Following the implementation of mitigation measures, all environmental risks in all three areas of QGC’s shipping activities are reduced to low. This reflects the very small frequency of ship arrivals at the LNG facility (three trips, the equivalent of 5 ship movements per week), the slow speeds at which LNGCs will operate adjacent to inshore areas, and the environmental management plans in place to address risks associated with lighting, noise and incident response at the LNG facility. Further discussion of the specific measures to minimise disturbance to EPBC listed species is provided below.

5.2 Dugong – Measures to Minimise Environmental Disturbance

Dugong are marine mammals which graze on seagrass, generally within shallow coastal waters of Queensland, including those around Gladstone. Declining population sizes, slow rates of recruitment and a dependency on seagrass make dugong an important species for consideration in the management of shipping activities. As shown in Figure 5 above, the entire coastal zone between Rodds Bay and the Narrows is incorporated into the Rodds Bay DPA.

Key risks to dugong from QGC shipping activity include:

• Habitat impacts resulting from disturbance to seagrass or underwater noise.

• Impacts arising from fuel, oil or chemical spills, or other marine discharges which affect water and

sediment quality.

• Vessel strike – The risk assessment undertaken in Table 5 categorises the risk of vessel strike as

low. Identified habitat for turtles and dugong occurs outside of the depth of the channel (refer to

Figure 4). On entry to the Port of Gladstone, LNGC are met by tugs where they are escorted to

the LNG Jetty. During this trip the vessel master and tug operator will be in constant radio contact

in relation to vessel movements, weather conditions and marine life in the area. LNGC will

traverse at a speed of approximately 6-8 knots, at an average depth of approx. 13 – 16 meters.

In the unlikely event that a dugong or turtle collides with a vessel in the main channel, the tug

operator will report the incident details to the vessel master who will then report the incident to the

Authorities.

Seagrass impacts are described further in Section 5.5, and mitigation measures to address spills and marine discharges are included in Section 5.6.7 and 5.6.8.




For shipping activities in Port Curtis, measures shall be undertaken to avoid vessel strike, providing that a vessel is capable of manoeuvring to avoid marine fauna, and only in circumstances where manoeuvring does not pose an undue risk to personnel or other vessels:

• Barges towed by tugs, LNGCs, passenger ferries, and heavy equipment or vehicle transport

vessels, will operate in accordance with the “Go Slow – Wildlife” zones (refer Appendix A) with a

maximum speed of six knots while operating in waters shallower than 5m (measured at low tide).

Navigational routes within a specified channel are selected based on a range of factors, including

the location and dimensions of the shipping channel, the dimensions of the vessel, tide and

weather conditions, marine activities also occurring in the area and navigational hazards. For

purposes of operational flexibility and adaptive management the vessel master shall be free to

elect from the 5 metres chart contour, onboard navigational devices (including depth sounder

indicating the depths equivalent to the 5m contour), or reliance on buoys installed at transition

zones. Safety is the key factor influencing the selection of navigational routes, which are chosen

by the pilot. The selection of a route which has maximum depth to achieve navigational safety

(clearance from the bottom) also generally has benefits in minimising impacts to marine fauna (by

reducing clearance between the vessel and the bottom, thus reducing the potential for boat strike).

• A ship or vessel must not approach a dugong or turtle closer than 50 m while the vessel is

underway, or closer than 100 m if the vessel is moving faster than planing speed. Vessel masters

will keep a constant lookout for marine fauna and take action to avoid a collision where this is safe

to do so;

• If a dugong or turtle approaches an under-way vessel closer than 50 m, the operator must ensure

their gears are in neutral and, when safe to do so, move away at a speed of no more than six

knots to a distance of 50 m;

• The vessel must not cause, or act in a manner to cause an adult and its young to become

separated, or individuals to become separated from a group;

• If the vessel accidentally harms, injures, or kills a dugong or turtle, the skipper or captain must

report it as soon as practicable, that is whilst on site, to the RSPCA hotline (see below) and to the

QGC Environment Manager (LNG) who will undertake notification to DotE. The information

required to report includes:

▪ Identifying the extent of injury

▪ The exact location of the incident / animal

▪ Where safe and practical, staying with the animal until advised by the GBRMPA ECSU

Group or EHP stranding coordinator or conservation officer.

REPORTING DETAILS: RSVP Hotline 1300 264 625

QGC Environment Superintendent LNG Operations (07) 3024 9000

5.3 Turtles – Measures to Minimise Environmental Disturbance

As shown in Figure 5, there are known turtle nesting beaches along the ocean beaches on Curtis and Facing Island, with important turtle-nesting beaches for Flatback turtles (Natator depressus) on the east coast of Curtis Island and Facing Island and further south at Tannum Sands (approximately 15 km south of Gladstone). The majority of turtle nesting for Curtis Island occurs on South End Beach. Green turtles (Chelonia mydas) and Loggerhead turtles (Caretta caretta) nest occasionally on the beaches of Curtis Island and Facing Island, with Loggerhead turtle nests not concentrated in any particular location.




Flatback turtle nesting in Eastern Queensland commences in mid October, reaching a peak in late November / early December and ceases around late January. Hatchlings emerge from nests during early December until around late March, with a peak of hatching in February.

Curtis Island eastern beach has been used as an index beach for monitoring population dynamics of Flatback turtles within the eastern Australian stock. Mid-season nightly census studies at Curtis Island since 1970 have shown no obvious trend in the size of the annual nesting population, with a range from approximately 35 to 80 individuals per season recorded. The Curtis Island Flatback turtle nesting population has maintained an approximately constant size over the 35 years since monitoring began.

In Southern Queensland, Green turtle nesting commences in mid to late October, reaches a peak in late December to early January and ends around late March to early April. Hatchlings emerge from nests from late December until around May with a peak of hatching in February and March. Loggerhead turtle nesting commences in late October, peaks in December and ends in early March. Hatchlings emerge from nests from late December through to April.

There are no known turtle-nesting beaches close (within 5 km) to the proposed QGC Facility. Port Curtis and surrounding waters are used by turtles for transit, feeding and resting.

Port Curtis includes significant turtle foraging habitat, particularly for Green turtles which feed on seagrass and algae. Loggerhead turtles and hawksbill turtles may also be found within Port Curtis, although they are more common at the coral reefs located offshore. Inter-nesting flatback turtles are also likely to enter Port Curtis from time to time, with the broader region offshore from Gladstone providing a feeding resource for the species.

Some foraging turtles are known to have a high degree of site fidelity, and may feed within a home range when not in a breeding migration. Disturbance from shipping activities may result in turtles avoiding an area within their home range, or continuing to forage in such an area despite the disturbance of shipping activities (increasing the risk of boat strike). The magnitude of the disturbance is directly proportional to the number of vessel movements and can be limited spatially through the use of a single navigation route rather than multiple routes.

Project shipping entering the Gladstone harbour will be along existing shipping channels and under standard harbour protocols, and will include “Go Slow – Wildlife” speed restriction zones as described in Section 5 and Appendix A. All vessels are subject to MSQ speed restrictions within the harbour, including LNGCs. LNGCs are required to travel within the dedicated channels and travel at speeds set by the Pilot and local regulations. No other special measures are proposed apart from those in place for non QGC Project shipping activities associated with Gladstone Port.

Within Port Curtis, key risks to turtles from QGC shipping activity include:

• Vessel strike;

• Increases in the overall sky glow of the Gladstone region from ship lighting;

• Disturbance associated with noise and vibration from the operation of vessels;

• Indirect impacts on habitats such as seagrass foraging areas, reducing turtle health and

resilience;

• Impacts arising from fuel, oil or chemical spills, or other marine discharges.

Protocols associated with vessel strike are as described for dugong (refer Section 5.0 above), including the “Go Slow – Wildlife” requirement. Mitigation measures to address spills and marine discharges are included in this section.

QGC has prepared a Long Term Turtle Management Plan (LTTMP) to manage the LNG Facility impacts. This document outlines the LNG Facility impacts to marine turtles and details QGC management measures. In summary, such mitigation measures include:

• Training of staff regarding marine megafauna and project-related risks

• Approach distances for turtles under various operating circumstances

• Procedures for monitoring fauna and reporting of incidents

• Vessels utilise established shipping routes to minimise the area of disturbance

• Use of low pressure sodium lights, light timers and directional lights to reduce sky glow.




5.4 Water Mouse – Measures to Minimise Environmental Disturbance

The water mouse is listed as vulnerable under the Queensland Nature Conservation Act 1992 (where it is described as false water-rat) and vulnerable under the Commonwealth Environment Protection and Biodiversity Conservation Act 1999. It is also recognised internationally as vulnerable under the IUCN Red List of Threatened Species. A species recovery outline in the Action Plan for Australian Rodents (Australian Nature Conservation Agency, 1995), and a recovery plan that is currently being developed set out research and management actions needed to support the recovery of the water mouse.

The water mouse is a small, non-arboreal, nocturnal rodent. Adults have an average head-body length of 103mm, tail length of 81mm and an average weight of 42g. Young animals have steel-grey backs and pure white bellies, but as they age the dorsal fur becomes grey-brown and spotted with small white flecks. Like the water rat Hydromys chrysogaster, the Water Mouse has small ears and a characteristic hunched body shape. However, it is much smaller and lacks the rat’s white-tipped tail.

The Water Mouse lives in mangrove communities, adjacent freshwater lagoons, swamps and sedged lakes close to coastal foredunes. In southern Queensland its mangrove habitat includes Avicennia marina, Rhizophora stylosa, Bruguiera gymnorrhiza, Aegiceras corniculatum and Ceriops tagal, often backed by either a discrete zone of sedgeland, swamp, dry sclerophyll and or by heathland. The Water Mouse is carnivorous, foraging within a home range on small crabs, shellfish and worms in mangrove habitats. Small nests are constructed from mud in sedgelands. Threats include predation from feral animals, erosion of coastal habitat and loss of food resources through environmental impacts of coastal development.

In central Queensland, the species has only been captured within fringing mangroves in the high intertidal zone dominated by Ceriops tagal and / or Bruguiera spp. despite extensive searching in other mangrove habitats. This is possibly a reflection of the challenges presented to the species by a much higher tidal range in this area.

• Management measures for the Water Mouse, as well as known locations and details of additional

surveys undertaken on Curtis Island that did NOT identify the Water Mouse, are described in the

QGC Environmental Management Plan - Water Mouse (Xeromys myoides) (document QCLNG

AUS-PMT-ENV-PLN-0675). Survey results conducted annually before and during construction of

the QGC pipeline across the Narrows in accordance with the QGC Environmental Management

Plan - Water Mouse (Xeromys myoides) include:

▪ Six water mouse captures during the pre-clearance surveys June 2011;

▪ Five water mouse December 2011;

▪ No water mouse December 2012;

▪ Three water mouse captured in November 2013.

• The QGC site does not comprise important Water Mouse habitat, due to the absence of extensive

tidal flats and marine vegetation which is required by the species to feed and breed. However, the

Water Mouse is known to occur at some Curtis Island locations outside of the QGC site, where

such mangrove and tidal flat habitats are more extensive. Some small sections of these habitats

are adjacent to the navigation channels utilised by ships servicing the QGC facility, and thus the

consideration of shoreline erosion and general disturbance from shipping activities is relevant.

The very low level of shipping activity and spatial separation of shipping channels (in excess of a

kilometre-Figure 2) and Water Mouse habitats result in low risks for disturbance to Water Mouse

and its habitats.

• If LNG is spilled into the water from a LNGC, it will vaporise as it reaches ambient temperature

and is therefore highly unlikely to cause any significant environmental impacts. LNG is odourless,

colourless, non-toxic and non-corrosive. The location where such a spill would be most likely to

occur is the LNG Jetty, which is isolated from the mainland and does not contain Water Mouse

habitat. The LNG loading arms of the jetty are contained within a large bund which will capture




any LNG spilled during loading operations. There are also automatic isolation systems which are

activated in the event that a spill occurs and which will prevent any significant volumes of LNG

being spilled.

• In the event that a shipping incident occurred and posed spill risks for Curtis Island, Facing Island

or Rodds Bay mangrove areas, then an incident response would be initiated through liaison with

MSQ and GPC’s First Strike Oil Response team.

• Avoid landscape modifications that disturb water mouse habitat by prevention of exposure to bilge

water, chemicals, sewage, oil and fuel from all ships and vessels;

• For any oil spill response activities near mangrove areas of Curtis Island, Facing Island or Rodd’s

Bay, MSQ may choose to introduce local speed limits to prevent prolonged or repeated shoreline

wash from waves produced by vessel wakes. Such speed limits would be set by MSQ, giving

consideration to the circumstances of the incident.

5.5 Seagrass – Measures to Minimise Environmental Disturbance

Seagrasses are true flowering plants found between intertidal and subtidal habitats. They grow within sediments which range from coarse sands to fine muds. Seagrasses play a major role in marine ecosystem functioning including as a substrate, nursery area and providing shelter and food for organisms as well as physical stability of the coastline and seafloor. They are essential food sources for a variety of marine and estuarine organisms including dugongs, turtles, fish and macro invertebrates. Seagrasses require sunlight for photosynthesis and are therefore sensitive to changes in water quality which reduce the quantity and quality of incident light at the sea bed (e.g. increase in suspended sediment). Other environmental factors affecting seagrass include freshwater inputs from flood events, sediment deposition, changes in the concentration of nutrients and competition with algae or other benthic organisms.

Within the Port Curtis region, seagrass has been regularly monitored by the Department of Primary Industries and Fisheries (DPIF) Marine Ecology Group in collaboration with the Port Curtis Integrated Monitoring Program (PCIMP). Within the Port of Gladstone, the following six seagrass species have been identified:

• Halodule uninervis;

• Halophila ovalis;

• Halophila decipens;

• Halophila minor;

• Halophila spinulosa; and

• Zostera capricorni.

A total of 7,246 ha of intertidal (coastal) seagrass beds have been identified within the Port of Gladstone – Rodds Bay Dugong Protection Area (DPA), with an additional 6,332 ha in deepwater areas (>5m Mean Sea Level) identified to the east and south of Facing Island. No deepwater seagrass communities have been reported within the inner-port area.

Seagrass distribution and per cent cover has varied significantly within Port Curtis since 2011, following some severe flood events. Seasonal influences on temperature, riverine discharges and light intensity are also factors affecting seagrass growth at Port Curtis over periods of months, with a senescent period known to occur between February and June each year. The cumulative effects of natural and anthropogenic influences on seagrass habitats require management to improve the ecosystem function and increase resilience to future perturbations.

There are no seagrass beds in the vicinity of the QGC jetty facility, and inshore channels leading to the facility only have small areas of sparse seagrass. Shipping activities should therefore be managed to avoid the disruption of natural colonisation activities that may occur in the area, rather than protect existing habitats. Impacts associated with shipping activities result from accidental spills, anti-fouling residues and ship-borne litter. For the purposes of impacts upon DPAs and other coastal habitats, the following effects need to be considered:




• Direct impacts upon the animals and key habitats within the DPA

• Effects of response actions, e.g. use of dispersants

• Chronic pollution from oil trapped in mangrove and saltmarsh communities.

Control on shipping to address potential impacts in seagrass include operational control and controls relevant to incident response. Operational controls for QGC Project vessels operating within Port Curtis include:

• Carry a map of the Port showing areas of seagrass meadows in relation to shipping channels

(mapping included in this Shipping Activity Management Plan is sufficient for this purpose);

• Stay within channels during transits, avoid vessel grounding, especially in proximity of seagrass

meadows;

• Avoid anchoring in proximity to seagrass beds.

• Spill response for LNG Operation activities will be managed in accordance with QGC Operations

Emergency Response Plan – QGC Curtis Island.

• Incident-related controls will be executed under the constraints of incident response planning

and procedures specified by MSQ.

Areas of most concern are the mid-upper intertidal zone where spilled chemicals or oil can settle. On shorelines and bays with gentle slopes, more extensive effects may occur. Deeper water habitats may be impacted through direct response actions such as the use of dispersants. The GBRMPA’s policy on dispersant use clearly states that dispersants may be used in waters over seagrasses to protect mangrove habitats downstream. Other response actions such as shoreline washing where oil is washed off the shore into the water may also cause similar impacts should the oil mix into the water column. The approach to managing a spill incident, including the use of dispersants, would be determined by the incident controller of MSQ, based on several factors such as the spill location, type of oil spilled, weather conditions and location of sensitive environmental receptors.

Ballast water carried on board ships to maintain stability and safety at sea is recognised as a major contributor to the spread of exotic marine pests around the world. Current national ballast water requirements aim to minimise the introduction of pests of concern into Australian territorial waters (extending to 12 nautical miles from the coastline). The International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention) aims to minimise the spread of marine pests via ships’ ballast water.

QGC LNG carriers will adhere to all National and International ballast water management practices and conventions.

5.6 Summary of Control and Mitigation Measures

5.6.1 Reef Vessel Traffic Service (VTS)

As described by the Australian Maritime Safety Authority , the Great Barrier Reef and Torres Strait Vessel Traffic Service (REEFVTS) is a coastal Vessel Traffic Service which has been put in place by the Australian and Queensland Governments to improve safety and efficiency of vessel traffic and to protect the environment through a range of measures from the provision of simple information messages to ships, such as the position of other traffic or meteorological hazard warnings, to extensive management of traffic within a port or waterway. REEFVTS is operated under joint Australian and Queensland Government arrangements between the Australian Maritime Safety Authority (AMSA) and Maritime Safety Queensland (MSQ). The system is manned on a 24 hour basis from the REEFVTS Centre, situated in Townsville, North Queensland.

Vessel Traffic Services are recognised internationally as a navigational safety measure through the International Convention on the Safety of Life at Sea 74/78 (SOLAS). In particular, the provisions in SOLAS Chapter V (Safety of Navigation) Regulation 12 provides for Vessel Traffic Services and states, amongst other things, that:

The Great Barrier Reef and Torres Strait Vessel Traffic Service (REEFVTS) aims to:

• Enhance navigational safety in Torres Strait and inner route of the Great Barrier Reef by interacting

with shipping to provide information on potential traffic conflicts and other navigational information;




• Minimise the risk of a maritime accident and consequential ship sourced pollution and damage to

the marine environment in the Torres Strait and Great Barrier Reef region; and

• Provide an ability to respond more quickly in the event of any safety or pollution incident.

5.6.2 Pilotage

In addition to pilotage of LNG carriers described in Section 3.2, the IMO has designated the Torres Strait and Great Barrier Reef a Particularly Sensitive Sea Area (PSSA). This gives Australia greater powers to protect the Reef through a Shipping Management System.

A LNG Carrier must carry a licensed pilot in the Torres Strait and northern sections of the Great Barrier Reef Inner Route. Two competing coastal pilot organisations provide pilot bookings and transfers through Torres Strait, The Australian Reef Pilots, and the Torres Strait Pilots. The pilots are independent contractors, licensed by AMSA.

AMSA has implemented an Underkeel Clearance Management System for shipping through the Torres Strait for all ships with a draft of 8 m or more. The maximum draft permitted for transit is 12.2 m

5.6.3 Ship Vetting and Auditing

QGC is committed to ensuring that all LNG cargoes which are loaded at its terminal are carried safely, and with the minimum risk to people, infrastructure, and the environment. STASCO (Shell International Trading and Shipping Company Limited) is accountable for the execution of all marine assurance activities pertaining to the pre-chartering and contracting approval requirements of LNG Carriers berthing at QGC. Shell Shipping & Maritime is based in London, with specialist centres in Houston, The Hague, Singapore, Perth and Tokyo - networked to maritime professionals across the globe.

Ship vetting is the process whereby all known relevant information is used to make an assessment on whether a ship should be accepted or declined for QGC, or interact with owned or operated terminals. STASCO will obtain, from the ship owner, copies of the relevant ship’s certificates and classification society status report, consult port state control inspection and industry specific databases, and obtain the recent trading history of the ship. STASCO will obtain a recent OCIMF-SIRE inspection report before a LNG Carrier is chartered, and arrange periodic re-inspections by an OCIMF accredited inspector. STASCO may contact terminals which the ship has recently visited to form a professional opinion of the quality of the ship.

STASCO will perform vetting checks for all LNG Carriers, including third-party ships, loading at QGC according to STASCO Procedure.

STASCO will audit, as opposed to vetting, LNG Carriers owned or long-term chartered by STASCO.

In addition to vetting and auditing by STASCO, Gladstone Ports Corporation requires any LNG Carrier calling at the Port be vetted by itself. A LNG Carrier may be pre-approved by GPC at any time. QGC will submit its Annual Delivery Program annually, and its rolling 90-day cargo forecast three months in advance to GPC. Any LNG Carrier nominated on the 90-day cargo forecast which is not pre-approved may be vetted by GPC. QGC will provide the information required by GPC for vessel vetting, which in general will include:

• Compliance with relevant criteria published by the Australian Maritime Safety Authority;

• Compliance with the relevant criteria published in GPC’s LNG Shipping Protocols (Port Notice No.

4);

• Compliance with the relevant criteria published in MSQ’s Port Procedures for Gladstone;

• Name and flag of the Ship;

• International Maritime Organization identification number;

• Name of the Ship’s agent;

• Port of Registry;

• Gross tonnage / net register tonnage / dead weight tonnage;

• Signed protection and indemnity insurance certificate; and

• A description of the Ship




5.6.4 Limits on Vessel Speeds

Limits on vessel speeds to address potential risk of vessel strike to dugong turtle are outlined in Section 5 and Appendix A.

Additional controls on vessel speed may be applied at the direction of the Gladstone Harbourmaster to address safety or navigability issues.

5.6.5 Limits on Vessel Movements, including the Use of Thrusters

Vessel movements will typically occur along the routes outlined in Figure 2, although as noted these routes are indicative only and may vary due to factors including (but not limited to) tidal or meteorological conditions, other harbour traffic, the requirements of the Gladstone Harbourmaster, vessel type, and further refinement of Project planning.

Bow thrusters are predominantly used during the berthing process at the LNG Jetty on Curtis Island. Given the limited extent of seagrass in proximity to the proposed vessel routes within Port Curtis, and the absence of confirmed Water Mouse presence along the foreshore in the immediate vicinity of the LNG Facility site, no limits on use of thrusters are proposed other than standard requirements of MSQ and the Gladstone Harbourmaster.

5.6.6 Limits on Vessel Light and Sound

Lighting associated with shipping operations represents a source for potential impacts to turtles. Lights from vessels entering or leaving Port Curtis may be visible to turtle nesting beaches on the seaward beaches of Curtis and Facing Islands. However QGC ships represent approximately 5% of ships entering the Port of Gladstone. No special measures are proposed on vessels apart from those imposed by MSQ, to maintain the safety requirements of vessels at night. Lights at the LNG facility have been designed to minimise contribution to the overall sky glow, by being directional, low-pressure sodium and through the use of timers. Lighting of vessels while at the LNG jetty will be the minimum required to meet safety and operational requirements. Excessive lighting will be avoided. A marine flare will dispose of any flashed LNG vapours generated from the LNG storage tanks and during the loading system. This may create additional sources of light at the LNG facility, if flaring activity occurs at night.

Similarly, noise sources associated with Project shipping are not qualitatively different from existing sources, and the increase over the existing noise levels in Port Curtis as a result to the increase in vessel numbers can be considered an incremental increase. No special measures are proposed to address QGC shipping noise.

Ship loading operations will occur 24 hours a day. The loading schedule is dependent on many variables such as production rate, shipping schedule and weather.

5.6.7 Fuel, Oil or Chemical Spills

In general, MSQ is the statutory and combat agency for all ship sourced spill in Queensland Waters. However,

in accordance with the Oil Pollution Response First-Strike Deed between GPC and MSQ, GPC will mount a

first-strike response to any marine pollution incident within port limits.

Initial response to fuel, oil or chemical spill will be in accordance with Section 5.6.7: Emergency — pollution —

marine incidents of Maritime Safety Queensland’s Port Procedures for Gladstone, and as subsequently

directed by the Harbourmaster. An incident control team will be assembled by the responsible agencies and

scaled up or down as required in response to the scale of the incident.

If LNG is spilled into the ocean, it will quickly reach ambient temperature and form a gas. The environmental

consequences of any spill are therefore very minor. In the event of a spill, the following procedures will be

initiated, in accordance with the OEMP:

• Loading Master immediately notifies by radio the Vessel Traffic System (operated by MSQ).

• VTS notify the Harbour Master.

• Loading Master notifies GPC First Strike Oil Response if required. LNG will simply vaporise as it

approaches ambient temperature on contact with the water. However, in the event that the

scenario involves loss of containment of other contaminants, a GPC First Strike Oil Response




team will be initiated. QGC will also have spill containment capabilities at its marine facilities to

be implemented following consultation with GPC First Strike Oil Response.

• At the same time the Central Control Room is notified.

• From this point all communications are channelled through Central Control room, which

coordinates the response. All stakeholders will be in communication via the Central Control Room.

• Pressure sensors automatically shut off the loading operation if required.

• In the unlikely event that this system fails, the process can be shut down from the Central Control

Room.

• A standby tug will be present in close proximity to the LNGC with fire fighting capability.

• A safety boat is also present in close proximity and maintains a 215 m exclusion zone.

Several water quality management arrangements are in place for loading LNGCs at the LNG jetty. These include regular checks of the loading pipeline for leaks, testing of emergency and shutdown systems, inspection and maintenance of hydraulic hoses and the presence of permanent concrete bunding around loading arms and the standby generator.

5.6.8 Marine Discharges

Marine discharges will be managed in accordance with applicable international conventions, Australian and Queensland legislation and regulations, and Gladstone port procedures, including (but not limited to):

• International Convention for the Prevention of Pollution from Ships 1973 and the 1978 Protocol

(MARPOL 73/78) (see Management actions applied to shipping in the Great Barrier Reef);

• Protection of the Sea (Prevention of Pollution) from Ships Act 1983;

• Protection of the Sea (Powers of Intervention) Act 1981;

• Protection of the Sea (Civil Liability) Act 1981;

• Great Barrier Reef Marine Park Act 1975;

• Great Barrier Reef Marine Park Regulations 1983;

• Transport Operations (Marine Pollution) Act 1995;

• Environment Protection and Biodiversity Conservation Act 1999; and

• Environment Protection (Sea Dumping) Act 1981.

Ships will comply with relevant ballast water discharge guidelines, which generally require the discharge of ballast water to occur outside of the Great Barrier Reef Marine Park (at sea) or within areas designated for such purposes.

Examples of activities regulated by the above that QGC vessels will implement include discharging ballast water (outside Australian12nm limit), oily waste more than 50 nm from the nearest land (GBRMPA permit in Marine Park); discharging food waste and non-disinfected sewage when greater than 12 nm from land. Upon exchanging ballast water at sea, the Ship’s Captain sends a report to DAFF, who determine if they would like to do an inspection (for example of the Ship’s log books) or sample the ballast water.

5.6.9 Disturbance to Seagrass Species

Measures to minimise environmental disturbance to Water Mouse (Xeromys myoides) from QGC shipping activities are provided in Section 5.4.

5.6.10 Remedial Actions in Event of Impacts

Apart from response to marine spills as outlined above, remedial action in event of incidents will be determined on a case by case basis subject to the nature and extent of impact. Examples of potential remedial actions include a review of existing mitigation measures and implementation of additional monitoring activities to determine the effectiveness of enhanced measures.

QGC Midstream Operations Shipping Activity Management Plan LNGOP-QL00-ENV-PLN-000014

Issue date: September 2017

Review due: September 2022

Responsible: Permits and Licensing Coordinator UNCONTROLLED WHEN PRINTED Revision: 1

Endorsed: General Manager Environment © QGC 2017 Page 44 of 47

6.0 MONITORING MEASURES

Monitoring for dugong, seagrass, turtles and water mouse required under Condition 1(e) of the Shipping Approval can be separated into Operational Monitoring, Long Term Monitoring, and Incident Monitoring.

6.1. OPERATIONAL MONITORING

LNG Operational monitoring within Port Curtis will be implemented by QGC Marine Operations based in Gladstone Table 4.

Table 8:-Operational monitoring in Port Curtis

Timing and Frequency Proposed Arrangements Reporting

Dugong, dolphin and Turtles

Personnel inductions for cross-harbour traffic to include briefing on the Rodds Bay Dugong Protection Area and presence, identification and behaviours,

Personnel inductions are not required for ocean going vessels.

Vessel operators to maintain vigilance at all times.

For ferries, in the event of a suspected collision, vessel master is to slow vessel, inspect surrounding waters for evidence of harmed dugong, dolphin or turtles, and report as soon as practicable.

For LNGCs and associated tugs, in the event of a suspected collision with dugong, dolphin or turtle, vessel master is to report as soon as practicable.

Incidental observations of sick, injured or dead dugong, dolphin or turtles to be reported as soon as practicable.

Report as soon as practicable and observation of sick, injured or dead dugong or turtles to:

DEHP Hotline: 1300 765 033

QCLNG Environment Superintendent LNG Operations (07) 3024 9000. Following notification to QGC of the injury to, or mortality of, an EPBC listed species, QGC will undertake notification to DoE as soon as practicable.

Seagrass Not proposed for day to day shipping operations

Water Mouse Not proposed for day to day shipping operations

6.2. LONG TERM MONITORING

There are several long term ecosystem research and monitoring programs within Port Curtis that QGC contributes. Of relevance to this SAMP are GPC’s Ecosystem Research and Monitoring Programs (ERMP), QGC’s Long Term Turtle Management Plan (LTTMP) and QCLNG Environmental Management Plan - Water Mouse (Xeromys myoides). The ERMP and LTTMP are long term Plan’s that monitor megafauna and seagrass health in Port Curtis. The QCLNG Environmental Management Plan - Water Mouse (Xeromys myoides) monitors water mouse populations known to the project footprint during construction and two years post construction. Monitoring beyond this timeframe is not considered necessary, due to the general absence of important Water Mouse habitat at the QCLNG site, and the low risk of impact on Water Mouse populations and habitats. Details of monitoring methodology and frequency are located at






http://www.westernbasinportdevelopment.com.au/ermp/section/environmental and http://www.qgc.com.au/environment/environment-management/management-plans/lng-plant.

A summary of long-term monitoring activities of particular relevance to shipping activities is provided below:

Ongoing examination of turtle carcasses to determine cause of death, with a particular focus on boat strike for a period of up to 10 years (LTTMP)

Annual monitoring of nesting turtles, night time sky glow (every 2 years and at milestones in the project) and annual hatchling dispersion behaviour in response to LNG activities (LTTMP/ERMP)

Annual satellite tracking of interesting flatback turtles to determine habitat use in relation to shipping channels for five years (LTTMP)

Tracking of foraging turtles within Port Curtis to determine home ranges for foraging (minimum of 3 years)

Seagrass monitoring, including updating of existing data, selection of new sites and establishing a metapopulation model, incorporating stress indicators (PCIMP/GHHP).

Dugong satellite and acoustic tagging (ERMP)

6.3. INCIDENT MONITORING

In the event of a shipping incident (grounding, spill, etc) the following indicative monitoring arrangements will apply, subject to agreed requirements for operational supervision by an On Scene Coordinator (OSC). Actual monitoring undertaken will be dependent upon the nature and extent of the incident (Table 5).

Table 9:- Incident monitoring in Port Curtis

Possible Timing and Frequency

Proposed Arrangements Reporting

Dugong and turtles Aerial or boat-based surveys as required to identify and assist recovery of distressed animals.

Under direction of OSC Under direction of OSC, and in accordance with applicable requirements of MSQ Port Procedures and Information for Shipping -

Port of Gladstone and the Environmental Protection Act 1994

Seagrass As required to characterise pre-impact / post-impact changes

Under direction of OSC. Methods as per DAFF standard procedures.

Water Mouse Additional surveys may be required if spills threaten known habitats on Facing Island or in Rodds Bay.

Under direction of OSC. Survey methodology was consistent with the EPBC Significant Impact Guidelines.

The Plan has been updated to reflect timing and frequency of monitoring requirements related to condition 1(a) for the next 5 years. At the end of this 5 year period, QGC will review the results of the monitoring program in relation to the species listed in Condition 1(a) and on this basis make recommendations to DoE on further

http://www.westernbasinportdevelopment.com.au/ermp/section/environmental

http://www.qgc.com.au/environment/environment-management/management-plans/lng-plant






monitoring requirements. Following approval of these recommendations by DoE, the SAMP will be updated to include the agreed requirements.

6.4. REPORTING

The results of monitoring activities will be reported each year as part of QCLNG’s annual returns.






Appendix A – GO SLOW – WILDLIFE” VESSEL SPEED RESTRICTION ZONES

Gladstone

Appendix A:Operational Speed Zones

0 0.5 1 1.5 2 2.5Kilometers

LegendOperational Speed Zone

DATA SOURCE: Base Map - MSQSpeed Zone - QGC

Map Projection: GDA 94 SCALE: 1:45,000 (A3)

"Based on or contains data provided by the State of Queensland (Department of Environment and Resource Management) 2011. In consideration of the State permitting use of this data you acknowledge and

agree that the State gives no warranty in relation to the data (including accuracy, reliability,completeness, currency or suitability) and accepts no liability (including without limitation,

liability in negligence) for any loss, damage or costs (including consequential damage) relating toany use of the data. Data must not be used for direct marketing or be used in breach of the privacy laws."

Note: Every effort has been made to ensure this information is spatially accurate. The location ofthis information should not be relied on as the exact field location.

2014-06-04DATE: CREATED BY:MAP NO:

hibberde M_38015_06

±

NOTE: Go Slow Zonesin waters less than 5m.