Chapter 22 – Transport and Maritime Operations · Chapter 22 – Transport and Maritime...

CHAPTER 22 – TRANSPORT AND MARITIME OPERATIONS

GULF ALUMINA LTD – SKARDON RIVER BAUXITE PROJECT

Skardon River Bauxite Project Chapter 22 – Transport and Maritime Operations

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TABLE OF CONTENTS

22.1 Introduction ..................................................................................................... 22-1 22.2 Legislative and Policy Context ........................................................................... 22-1 22.2.1 Road ......................................................................................................................... 22-1 22.2.2 Air ............................................................................................................................. 22-1 22.2.3 Sea ............................................................................................................................ 22-2 22.3 Environmental Objectives and Performance Outcomes ..................................... 22-4 22.3.1 Environmental Objectives ........................................................................................ 22-4 22.3.2 Performance Outcomes ........................................................................................... 22-4 22.4 Road Transport Assessment .............................................................................. 22-5 22.5 Air Transport Assessment ................................................................................. 22-8 22.5.1 Demand for Air Services ........................................................................................... 22-8 22.5.2 Project Airstrip ......................................................................................................... 22-8 22.5.3 Assessment of Airports ............................................................................................ 22-8 22.5.4 Impacts to Airports ................................................................................................... 22-9 22.5.5 Other Impacts ......................................................................................................... 22-10 22.6 Sea - Port and Near Shore Transport Assessment ............................................ 22-10 22.6.1 Port Infrastructure and Activities ........................................................................... 22-10 22.6.1.1 Port of Skardon River ............................................................................................. 22-10 22.6.1.3 Activities within the Port ........................................................................................ 22-12 22.6.1.4 Activities outside the Port ...................................................................................... 22-13 22.6.1.5 Cumulative Activities .............................................................................................. 22-13 22.6.2 Third Party Shipping or Vessel Movements ........................................................... 22-14 22.6.2.1 Northern Prawn Fishery ......................................................................................... 22-14 22.6.2.2 Inshore Fin Fish Fishery .......................................................................................... 22-15 22.6.2.3 Gulf of Carpentaria Development Finfish Trawl Fishery ........................................ 22-16 22.6.2.4 Gulf of Carpentaria Commercial Line Fishery ........................................................ 22-17 22.6.2.5 Commercial Tour Operators ................................................................................... 22-17 22.6.2.6 Recreational Fishing ............................................................................................... 22-17 22.6.2.7 Traditional Fisheries ............................................................................................... 22-17 22.7 Sea – Bulk Carriers and Supply Vessel Transport Assessment ........................... 22-17 22.7.1 Baseline Bulk Carrier and Large Vessel Movements .............................................. 22-17 22.7.2 Project Bulk Carrier and Supply Vessel Movements .............................................. 22-19 22.8 Maritime Transport Impacts and Management Measures................................ 22-19 22.8.1 Potential Impacts ................................................................................................... 22-19 22.8.2 Existing Port Operation’s Plans .............................................................................. 22-20 22.8.3 Vessel Depths ......................................................................................................... 22-20 22.8.4 Vessel Speeds ......................................................................................................... 22-21 22.8.5 Navigation Arrangements ...................................................................................... 22-23 22.8.6 Pilotage ................................................................................................................... 22-24 22.8.7 Transhipment Area ................................................................................................. 22-24 22.8.8 Commercial and Recreational Fisheries ................................................................. 22-24 22.8.9 Emergency Management ....................................................................................... 22-25 22.8.10 Consultation ........................................................................................................... 22-25 22.8.11 Ongoing Management ........................................................................................... 22-25 22.9 Maritime Management Plans ......................................................................... 22-26 22.9.1 Maritime Safety Queensland Guidelines for Major Development Proposals ........ 22-26 22.9.1.1 Overview ................................................................................................................ 22-26 22.9.1.2 Purpose and Scope ................................................................................................. 22-26


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22.9.2 Vessel Traffic Management Plan ............................................................................ 22-27 22.9.2.1 Vessel Management in Channels ........................................................................... 22-27 22.9.2.2 Ship Anchorage ...................................................................................................... 22-28 22.9.2.3 Maritime Operations Management Systems and Resources................................. 22-29 22.9.2.4 Emergency Management ....................................................................................... 22-30 22.9.2.5 Vessel Strike of Marine Fauna ................................................................................ 22-31 22.9.3 Aids to Navigation Management Plan .................................................................... 22-32 22.9.4 Ship-sourced Pollution Prevention Management Plan .......................................... 22-33 22.9.4.1 Release of Ballast Water and Introduction of Exotic Marine Organisms ............... 22-33 22.9.4.2 Release of Shipping Waste ..................................................................................... 22-37 22.9.4.3 Spills........................................................................................................................ 22-40 22.9.4.4 Ship Sourced Pollution ........................................................................................... 22-43 22.10 Risk Assessment ............................................................................................. 22-43 22.11 Conclusion ..................................................................................................... 22-44

Tables

Table 22-1 Airport Passengers and Aircraft Movements ........................................................... 22-9 Table 22-2 Monthly Throughput (Tonnes) - Port of Weipa and Port of Karumba ................... 22-18 Table 22-3 Risk Assessment - Transport .................................................................................. 22-44

Figures

Figure 22-1 Road Access to the Project Area .............................................................................. 22-7 Figure 22-2 Port of Skardon River Port Limits ........................................................................... 22-11 Figure 22-3 Port Infrastructure for Kaolin Mine (circa 2003) .................................................... 22-12 Figure 22-4 Port Infrastructure during Kaolin Mine Decommissioning (circa 2013) ................ 22-13 Figure 22-5 Northern Prawn Fishery ......................................................................................... 22-15 Figure 22-6 Carpentaria Inshore Fin Fish Fishery ...................................................................... 22-16 Figure 22-7 Vessel Access and Speed Plan ................................................................................ 22-22 Figure 22-8 Proposed Bed Levelling Area (In Red) – Depth < -2.2 mLAT .................................. 22-24


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22. TRANSPORT AND MARITIME OPERATIONS

22.1 Introduction

Transport required for the Project has been separated into the following components or modes:

Road

Air

Sea - Port and near shore barging of bauxite and supply of materials and equipment

Sea – cargo ships and bulk carrier vessel movements in Australian waters

This chapter describes the legislative and policy context for transport management, and assesses the potential transport related impacts of the Project on existing transport activities and infrastructure.

This chapter describes the existing and proposed Port infrastructure and vessel movements within the Port of Skardon River and offshore transhipment area, potential impacts of the Project’s maritime activities on maritime operations, and measures to manage impacts. Maritime operations management plans for vessel traffic, aids to navigation and ship-sourced pollution prevention have been developed.

22.2 Legislative and Policy Context

22.2.1 Road

Road impact assessments are typically carried out in accordance with the Department of Transport and Main Roads (DTMR) Guidelines for Assessment of Road Impact of Development (DTMR 2006). The purpose of the guidelines is to assist industry to assess the road impacts of their development by providing clear, open and accountable advice on the information DTMR requires to assess traffic and pavement impacts of a proposed development on state-controlled roads. While use of the guidelines is not mandatory, they provide a basis for open and expeditious dealings between developers and DTMR.

22.2.2 Air

The Australian Government is responsible for implementing the standards and recommended practices adopted by the International Civil Aviation Organisation. This responsibility is primarily delegated to Civil Aviation Safety Authority (CASA), Airservices Australia and the Commonwealth Department of Infrastructure and Regional Development (DIRD).

DIRD has responsibility under the Air Navigation Act 1920 for civil aviation policy, aviation security and air safety investigation. It also has overriding responsibility for developing policy settings and regulatory arrangements for environmental matters, such as aircraft noise, aircraft engine emissions and fuel spillage from aircraft.

Airservices Australia has responsibility under the Air Services Act 1995, and as delegated under the Air Navigation Act 1920, to provide air traffic services and facilities to ensure safe and efficient air navigation by providing and maintaining Australia’s network of aviation facilities.

The Civil Aviation Act 1988 (CA Act) forms the basis of the regulations and describes CASA's role in enforcing the Civil Aviation Regulations 1988 (CAR) and Civil Aviation Safety Regulations 1998 (CASR). The Airspace Act 2007 and the Airspace Regulations 2007 establish the head of power for CASA to regulate and administer Australian-administered airspace. It has sole responsibility for the classification, designation and regulation of the design of all Australian Airspace.


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Queensland’s DSDIP has released State Planning Policy (SPP) – Strategic Airports and Aviation Facilities (July 2014). The nearest strategic airports to the proposed Project airstrip are the RAAF Scherger Base, approximately 83 km south, and Weipa Airport, approximately 90 km south. The proposed Project airstrip is not considered to be a ‘strategic airport’ and hence the SPP does not apply.

The Project’s airstrip will be designed to meet all regulatory requirements, including those related to safety of operations and design of the airstrip. The proponent will consult with all relevant aviation authorities on the design and use of the Project’s airstrip.

Air safety will not be compromised by changes to landform, the construction of stacks, flares or lighting within flight paths.

22.2.3 Sea

The International Maritime Organization (IMO) is the United Nations agency with responsibility for setting and maintaining international ship safety standards. Australia plays a key role at the IMO as a founding member and elected representative on the 40-member governing Council for over 40 years. A number of international conventions agreed by the Commonwealth apply to the management of shipping in Australian waters including:

International Convention for the Prevention of Pollution from Ships (IMO, 2011)

Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter 1972

(IMO, 1972)

International Convention on Oil Pollution Preparedness, Response and Cooperation 1990 (IMO, 1990)

Protocol on Preparedness, Response and Cooperation to Pollution Incidents by Hazardous and

Noxious Substances 2000 (IMO, 2007)

International Convention on the Control of Harmful Anti-fouling Systems on Ships 2001 (IMO, 2001)

International Convention for the Control and Management of Ships' Ballast Water and Sediments

2004 (IMO, 2004).

Australia’s maritime safety regulatory system is based on policies and guidelines relating to ship construction standards, ship survey and safety, crewing, seafarers’ qualifications and welfare, occupational health and safety, carriage and handling of cargoes, passengers and marine pollution prevention. Shipping industry and navigation is regulated through the Commonwealth’s Navigation Act 2012.

The key Commonwealth legislation that has been identified as relevant to Port operations (and its planning and development) of facilities (including Acts implementing relevant international conventions) include:

Maritime Transport and Offshore Facilities Security Act 2003 and Regulations 2003

Ship Registration Act 1981

Australian Maritime Safety Authority Act 1990

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

Quarantine Act 1908.

Commonwealth plans and guidelines also to be considered include:

Australian Ballast Water Management Requirements Version 5, 2011 (Department of Agriculture,

2011)

National Biofouling Management Guidelines for Commercial Vessels, 2009 (Commonwealth of

Australia, 2009)

http://www.comlaw.gov.au/Series/C2012A00128



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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



http://www.legislation.qld.gov.au/LEGISLTN/CURRENT/M/MaritSafA02.pdf

http://www.legislation.qld.gov.au/LEGISLTN/CURRENT/M/MaritSafR02.pdf

http://www.legislation.qld.gov.au/LEGISLTN/CURRENT/T/TranstOpMSA94.pdf

http://www.legislation.qld.gov.au/LEGISLTN/CURRENT/T/TranstOpMSyR04.pdf

http://www.legislation.qld.gov.au/LEGISLTN/CURRENT/T/TranstOpMPA95.pdf

http://www.legislation.qld.gov.au/LEGISLTN/CURRENT/T/TranstOpMPR08.pdf

http://www.legislation.qld.gov.au/LEGISLTN/CURRENT/T/TranstInfWaR12.pdf


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Port limits, as defined under the Transport Infrastructure Act. Under the Transport Infrastructure (Ports) Regulation 1994, Ports North may control activities in the Port by port notice such as the movement and mooring of ships, or the loading or unloading of goods from ships using its facilities. Port activities carried out by either Port users or Ports North must comply with all relevant government legislation.

22.3 Environmental Objectives and Performance Outcomes

The environmental objectives and performance outcomes below are based on Schedule 5, Table 2 of the Environmental Protection Regulations 2008 (EP Regulation). The mitigation and management measures presented in this chapter are designed to achieve these environmental objectives and performance outcomes. The environmental management plan (EM Plan) presented in Appendix 13 provides a consolidated description of these mitigation and management measures.

22.3.1 Environmental Objectives

Any waste generated, transported, or received as part of carrying out the activity is managed in a way

that protects all environmental values.

The choice of the site, at which the activity is to be carried out, minimises serious environmental harm

on areas of high conservation value and special significance in the marine environment.

The activity is operated in a way that protects the environmental values of marine sediments.

To reduce the potential for prohibited releases of ballast water to occur.

To reduce the potential for environmental harm to marine environments, as a result of release from

shipping, through implementation of appropriate contingency measures.

To emolliate the impacts of any unauthorised ballast water release.

To prevent or reduce the risk of release of introduced marine organisms into the marine environment

from shipping traffic generated by the Project.

To prevent or reduce the release of shipping waste from Project shipping traffic into the marine

environment.

To reduce spill of any substance into the marine environment from shipping traffic.

Prevent impacts to the marine environment as a result of pollution from shipping.

22.3.2 Performance Outcomes

No contamination of land or waters from waste management beyond the footprint of waste

management facilities.

If land or groundwater contamination as a result of waste management activities has occurred, an

investigation will be undertaken, with management or remediation as required. This may involve

engaging a suitably qualified person approved by DEHP as a contaminated land specialist where

required, and will fully depend on the nature and extent of contamination.

Waste monitoring data demonstrates reduction in waste produced (per tonne of production).

Adherence to waste management plan indicating minimisation of waste generated, maximise reuse

and recycling, and the safe treatment and disposal of all non-reusable and non-recyclable materials

in compliance with legislation.

Storage and handling of potential contaminants will minimise release to the marine environment.

Contingency measures will prevent or minimise adverse effects on marine water quality or sediment

quality due to unplanned releases of contaminants to the marine environment.


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Any discharge to marine waters will be managed so that there will be no adverse effects due to the

altering of existing flow regimes for marine waters.

Activities that disturb marine sediments will be managed in a way that prevents or minimises adverse

effects on environmental values.

Activities in the marine environment are carried out in a way that prevents or minimises adverse

effects on the use of surrounding waters and allows for effective management of the environmental

impacts of the activity.

Minimise the incidence of vessel strike and minimise light spill.

No incidents of environmental harm involving ballast water releases.

Management measures are implemented to avoid or limit releases of exotic organisms into the

marine environment to the greatest extent practicable.

Waste releases into the marine environment are in accordance with relevant laws and standards.

No complaints from public or government agencies regarding noticeable waste or spills, as a result of

shipping activities.

Accidental releases of any substance into the marine environment are avoided or promptly managed

to avoid material impacts.

Pollution as a result of Project related shipping activities are avoided or managed in accordance with

relevant legislation and guidelines.

22.4 Road Transport Assessment

Access to the Project area by road is extremely difficult. The public roads and tracks servicing the Project area are very poor standard.

Road access to the site is shown in Figure 22-1. From the south, access is via the Peninsula Developmental Road, before turning onto Telegraph Road and heading north. Telegraph Road becomes Old Telegraph Track north of the intersection with Bramwell Junction. Old Telegraph Track is only suitable for four wheel drive recreational activities and hence access to site continues along Bamaga Road after turning east at Bramwell Junction. From Bamaga Road, access is west via Heathlands Track and north along a short stretch of Old Telegraph Track. From Old Telegraph Track a bush track heads west towards the Project area. From the north access is via Bamaga Road, Heathlands Track, Old Telegraph Track and site access bush track.

The Peninsula Developmental Road connects the Mulligan Highway (servicing Cooktown from the south) to Weipa. This majority of this road is unsealed, recommend for four wheel drives and can become impassable in the wet season. Telegraph Road and Bamaga Road are unsealed roads that are trafficable in dry weather, recommended for four wheel drive vehicles, with sections of deep, soft sand. Old Telegraph Track is a recognised four wheel drive route with numerous challenging driving conditions and creek crossings, even in the dry season. There are two creek crossings on the short section of Old Telegraph Track which is used to access the site. The bush track heading to site is four wheel drive only with patches of heavy sand, a crossing of a tidal, estuarine creek (Boggy Creek) and impassable for much of the year.

To access the Project area by road from Mapoon, vehicles must head south (i.e. away from the Project area) to Weipa before accessing the Peninsula Developmental Road, turning east onto Batavia Downs Road, north onto Telegraph Road and heading to site via the route described above. This journey would take about 8 to 12 hours, depending on conditions, and hence is not a practical route for regular travel to site. Alternatively vehicles can turn east before Weipa and cross the Wenlock River at Stones crossing


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.

!(

Gulf ofCarpentaria

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Telegraph Road

WEIPA

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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 Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community.

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_160316.mxdRevision: R1

Date: 16/03/2016 Author: malcolm.nunn1:800,000Map Scale:

Coordinate System: GDA 1994 MGA Zone 54

Road Access to the Project Area

Gulf Alumina Limited


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22.5 Air Transport Assessment

22.5.1 Demand for Air Services

The Project workforce will be transported to the site by air and will be accommodated in a camp in the Project area. Due to the very limited road access to the Project area it is not possible to transport the workforce from an offsite location or nearby population centre (e.g. Mapoon) to the Project area on a daily basis. The Skardon River can be reached from Mapoon by boat, however this journey would take more than one hour in a fast boat. Mapoon is a very small town without the necessary accommodation or facilities to cater for the Project workforce. Therefore the workforce will be 100% fly in fly out (FIFO).

Approximately two flights per week, assuming 40 seater planes, will be required for the Project workforce. Charter flights will be arranged from Cairns directly to site, or going via Weipa. Mapoon airstrip is not considered to be suitable for a 40 seater aircraft however there is potential that smaller aircraft could use this airstrip. Alternatively residents of Mapoon could be bussed to Weipa to link with flights from Weipa to site. The use of Mapoon airstrip will also be considered, subject to suitability and safety. This will allow the local populations residing in or near Mapoon and Weipa to become part of the Project workforce. Charter flights are expected to go via Weipa to refuel and collect passengers.

In addition, should there be sufficient demand, charter flights will be arranged between Bamaga in the Northern Peninsula Area and site. Aircraft would use the Northern Peninsula Airport, which services all communities in the Northern Peninsula Area.

22.5.2 Project Airstrip

During the majority of the Project life, aircraft will use the existing Project airstrip. In later years of mine life, the airstrip will be relocated immediately south and parallel and to the existing airstrip to enable mining of bauxite beneath the current airstrip. As the new airstrip will be on previously mined land, the airstrip area will be backfilled to surface elevation and compacted so that it is suitable for aircraft movements.

22.5.3 Assessment of Airports

Cairns Airport is one of Australia’s leading regional airports, providing air links to a range of domestic and international locations. Over 3.5 million passengers pass through Cairns Airport’s T2 (Domestic Terminal) each year. There are direct domestic flights to Brisbane, Gold Coast, Sydney, Melbourne, Adelaide, Perth, Darwin and Townsville as well as to Alice Springs, Ayers Rock (Uluru) and regional centres across North Queensland. Cairns Airport is Australia’s seventh busiest for international passengers with direct flights from Tokyo, Osaka, Hong Kong, Guam and Port Moresby. There are also seasonal flights from Shanghai, Guangzhou and Auckland1. Between 2012 and 2014 the number of international passengers passing through the airport was greater than 500,000 per annum. The total number of passengers exceeded 4,000,000 per annum in 2013 and 20142.

Weipa Airport is owned by Rio Tinto and primarily services Rio Tinto’s surrounding mining projects, as well as the local community, with flights from Cairns. There are no international flights to Weipa Airport.

The RAAF Scherger Airforce Base is approximately 18 km east of Weipa Airport. Both Weipa Airport and Scherger Base are strategic airports under the Queensland SPP – Strategic Airports and Aviation Facilities. Both airports are more than 80 km from the Project’s airstrip and hence any Project development will not impact on the operational airspace, obstacle limited surface, height restriction zone or lighting area buffer zone of these airports.

1 Cairns Airport http://www.cairnsairport.com.au/corporate/ 2 Cairns Airport Annual Passenger Totals: http://www.cairnsairport.com.au/corporate/performance/statistics/


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Mapoon airstrip is a small, unsealed airstrip approximately 1 km in length, without any scheduled, commercial flights. Use of this airstrip will be subject to its suitability for the charter flight aircraft and number of potential passengers.

The Northern Peninsula Airport is located on Airport Rd, southeast of the Bamaga community. The Northern Peninsula Airport is accessible all year round, with daily flights to be provided in 2015 by Regional Express (REX). REX flies once daily from Bamaga to Cairns, except weekends. A recently developed partnership with the Northern Peninsula Area Regional Council (NPARC), will see Rex launch a new Regional Public Transport (RPT) air service, commencing 30 March, 2015, for the benefit of the Northern Peninsula Area community. The airstrip is also used for local charters from Weipa, Horn Island and the Torres Strait as well as by the Royal Flying Doctor Service and periodically by the Royal Australian Air Force.

Information on the number of airport passengers and aircraft movements at Cairns Airport and Weipa Airport between 2009-10 and 2013-14 are provided in Table 22-13. There is no available data for use of Mapoon airstrip, Northern Peninsula Airport or the Scherger Base.

Table 22-1 Airport Passengers and Aircraft Movements

Airport Statistic Destination 2009-10 2010-11 2011-12 2012-13 2013-14

Cairns 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

https://www.bitre.gov.au/publications/ongoing/airport_traffic_data.aspx


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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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TOWNSVILLE

Queensland

No warranty is given in relation to the data (including accuracy, reliability, completeness or suitability) and accept no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of or reliance upon the data. Data must not be used for direct marketing or be used in breach of privacy laws.Tenures © Geos Mining (2015). State Boundaries and Towns © Geoscience Australia (2006). Maritime Safety Port Areas © State of Queensland - Department of Transport and Main Roads (2015). Imagery Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community.

±

Figure22-2 Gulf Alumina Limited

LegendMining Lease Boundaries

!( Port of Skardon RiverBed Levelling AreaOffshore Transhipment Area

Port of Skardon Port Limits

0 2.5 5 7.5 10Kilometres

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Port of Skardon River Port Limits


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)


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)


Page 22-14

It is assumed that Metro Mining’s project will result in a similar number of barge movements proposed for Gulf using similar barges, and will also barge bauxite to an offshore transhipment area for loading to bulk carriers.

Activities within the Port limits, between the Port and the transhipment area, and in the transhipment area will therefore, almost entirely, result from Gulf’s and Metro Mining’s bauxite projects.

22.6.2 Third Party Shipping or Vessel Movements

There is little information on shipping or vessel movements in the Skardon River or between the mouth of the Skardon River and the offshore transhipment area. This area is used for recreational fishing and potentially for commercial fishing, with commercial prawn and fin fish fishing occurring in the Gulf of Carpentaria.

Recreational and commercial fisheries activities occur within the Skardon River and the adjacent foreshore areas (Bob Russel, District manager Queensland Boating and Fisheries Patrol, pers comm. March 2015.)

Additional information on the fisheries described below is provided in Appendix 8.

22.6.2.1 Northern Prawn Fishery

The Gulf of Carpentaria is part of the Northern Prawn Fishery (NPF) Management Area. The NPF harvests banana prawns and tiger prawns from a fishing ground which covers approximately 880,000 km2 that extends from Weipa in far north Queensland to Cape Londonderry in northern Western Australia, as shown in Figure 22-5.5 NPF Industry Pty Ltd is a collective of trawler operators, processors and marketers acting together for the industry in the NPF. Fifty two (52) vessels are licensed to operate within the fishery and less than 12% of the waters are fished. The fishery has two fishing seasons – the banana prawn season which runs from late March to mid June and the tiger prawn season which is in place from August to the end of November. 6 The NPF is broken into 15 statistical areas, including the Weipa area, which has its northern limits at the Port of Musgrave (i.e. south of the Skardon River). There are no statistical areas encompassing the Skardon River. Data for the NPF for 20117 shows that approximately 11% (925 t out of 8,335 t) of prawns were caught in the Weipa statistical area.

In combination this information demonstrates that a low number of prawn fishing vessels are spread over a very large area of ocean and that a minor percentage of these fishing vessels operate in coastal waters near Weipa, potentially not entering coastal waters near the Skardon River. Therefore the Project’s near shore shipping movements are highly unlikely to have an impact on the NPF operations. Never-the-less the proponent will consult with the NPF about managing any potential interaction between Project activities and fishing activities.

5 Prawn fishing industry in the Gulf of Carpentaria, CSIRO, http://www.csiropedia.csiro.au/display/CSIROpedia/Prawn+fishing+industry+in+the+Gulf+of+Carpentaria 6 NPF Industry Pty Ltd, http://npfindustry.com.au/ 7 NPF Industry Pty Ltd on behalf of Australian Fisheries Management Authority, March 2012, Northern Prawn Fishery Data Summary 2011

http://www.csiropedia.csiro.au/display/CSIROpedia/Prawn+fishing+industry+in+the+Gulf+of+Carpentaria

http://npfindustry.com.au/


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.


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


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

http://www.portsnorth.com.au/our-ports/karumba.php


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

http://www.nqbp.com.au/weipa/#overview

https://www.amsa.gov.au/environment/legislation-and-prevention/torres-strait-pssa/strait-facts/

https://www.amsa.gov.au/environment/legislation-and-prevention/torres-strait-pssa/strait-facts/


-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 from maritime operations and measures to manage impacts are described below for Gulf’s activities. It is assumed that Metro Mining will implement similar measures to manage impacts, resulting in all maritime operations in the Skardon River area being managed to an appropriate standard for safety and control of pollution.

22.8.1 Potential Impacts

The potential impacts of the Project’s maritime operations are:

vessel collision, either with another vessel, infrastructure or the shoreline

vessel grounding in shallow waters

interruption or delays of third party vessel operations (e.g. commercial or recreational fishing vessels)

fisheries exclusion zone around Port operations

accidental release of oil or fuel

release of ship-sourced pollutants

changes to marine water quality and impacts to marine and coastal habitats and species (e.g. vessel

strike and noise - refer Chapter 17 and Chapter 18 for further details).


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22.8.2 Existing Port Operation’s Plans

The following plans have been produced for the management of the Port of Skardon River:

Oil Spill Contingency Plan (Ports Corporation Queensland, 2003)

First-Strike Oil Spill Response Plan - A supplement to the Queensland Coastal Contingency Action Plan

(MSQ, 2005)

Port Rules (Ports North, 2015).

These plans will be updated for the Project in conjunction with MSQ and Ports North, with Gulf Alumina acting as first responder.

22.8.3 Vessel Depths

The bathymetry data from the 2015 survey (Refer Chapter 17) has been analysed to screen those portions of the Skardon River which are deeper than -2 mLAT. These areas are defined as potential access zones, or “go” zones for vessel operations. Areas shallower than -2 mLAT are defined as “no-go” areas for vessel operations (Figure 22-7). The proposed barge route alignment marries up well to these zones, with only the river entrance crossing, where bed levelling is proposed, being surveyed shallower the -2 mLAT. It should be noted that these figures apply to lowest astronomical tide depths (mLAT). While access may be constrained during these lowest portions of the tide, sufficient operational depths are available to facilitate the proposed operations and bed leveling will be undertaken in the shallow areas near the mouth. The depths attributable to bed levelling are not reflected within these figures.

The entire Skardon River basin from the inner entrance to the proposed barge facility encompasses an area of approximately 681 ha. While potential access may be undertaken within the “go zones” for monitoring or inspection purposes (approximately 330ha, or 48%) only the proposed barge route will be utilized for the movement of barges and supply vessels. The barge route encompasses an area of 73 ha, and compared to the entire river basin of 681 ha, represents approximately 11% of the river basin.

Vessels proposed for barging of bauxite and supply of materials, equipment and fuel will have sufficient under keel clearance to allow transit of the bed levelled area of the mouth of the Skardon River, except for 1 to 2 hours either side of low tide.

Tidal gauges will be installed and continually monitored to inform the Regional Harbour Master (RHM) and vessel captains about the adequacy of under keel clearance for transit of the bed levelled area.

The design depth for navigation purposes will take into account:

the static draught of the vessel

an allowance for under keel clearance, to allow for the apparent increased draught of the vessel

(‘squat’) when underway, to allow sufficient water under the keel for vessel heel, wave response and

vessel manoeuvrability

the minimum tide level to meet the required accessibility criteria for the design vessel.

Design depth equals design vessel draught, plus under keel clearance, less tide level for accessibility criteria. The design depth includes allowances for siltation or sedimentation, survey tolerances, tidal residuals (the differences between actual and predicted tides due to secondary metocean effects) and bed levelling tolerance. Bed levelling will designed to achieve the minimum navigation design depth.

All-tides access is not required for the barges or supply vessels as the loading and unloading operations will require such vessels to spend a number of hours at berth or the transhipment area. Therefore vessels can wait a few hours to avoid low tide to arrive or leave. As a result the depth of bed levelling is reduced by retaining a tide-assisted sailing for the vessels.


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 4 knts are proposed within 500m of seagrass habitats near the Port and adjacent to shallow bathymetry (shallower than -2 mLAT), as shown in Figure 22-7. Within the remainder of the channel, speeds are proposed up to 6 knts.

!(

4 knots

4 knots

6 knots

6 knots

606000 608000 610000 612000 614000 616000 61800086

9600

0

8696

000

8698

000

8698

000

8700

000

8700

000

8702

000

8702

000!

!

!

!

ROCKHAMPTONBRISBANE

CAIRNS

TOWNSVILLE

Queensland

No warranty is given in relation to the data (including accuracy, reliability, completeness or suitability) and accept no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of or reliance upon the data. Data must not be used for direct marketing or be used in breach of privacy laws. Imagery supplied by Gulf Alumina (2014). Tenures © Geos Mining (2015). State Boundaries andTowns © Geoscience Australia (2006). Maritime Safety Port Areas © State of Queensland - Department of Transport and Main Roads (2015). Bathymetry data supplied by RoyalHaskoningDHV 24 June 2015 courtesy of PaCE. Marine habitats supplied by PaCE (2015), based on VM Regional Ecosystem and Remnant Map v8.0 © State of Queensland - Department of Natural Resources and Mines (2015).

±

Figure22-7 Gulf Alumina Limited

Legend!( Port of Skardon River

Barge RouteBarge Route 35m Buffer

Port Layout Bathymetric Depth (LAT)> 2m depth - Go (green)< 2m depth - No Go (red)1m contour

SaltpanMangrovesIntertidal Mud Flats

0 1 2 3 4 5Kilometres

G:\CLIENTS\E-TO-M\Gulf Alumina\GIS\Maps\EIS\Ch22_Transport_Maritime\FIG_22_07_Vessel_Access_and_Speed_160316.mxd

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Vessel Access and Speed Plan

!(

1 -3

-2 -4

-2-3

-3-4

-1

1

0

-2

-1

0

-1

00

0

0 -1

-41:20,000

*Barge route is an indicative path only based on visual inspection of bathymetric data. Actual route subject to expert analysis.*Port/Wharf infrastructure are indicative layouts only and adapted from plans created by Sedgman Ltd.


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 have been used to inform the proposed location of the navigation channel and the initial bed levelling area, with the location, based on the 2015 bathymetry data, shown in Figure 22-8. Figure 22-8 shows, based on the bathymetry of the proposed navigation channel (in red), where water depth is less than -2.2 m LAT (i.e. requires bed levelling). The area proposed for bed levelling will take advantage of the deepest natural channel within the Skardon River ebb bar, thereby minimising the depths of bed levelling.

Following completion of initial bed levelling, a bathymetry survey to Class A standard (or other standard as advised by MSQ) will be conducted in accordance with the Standards for Hydrographic Surveys within Queensland Waters (MSQ, 2009). This will be used to define the navigation channel and navigation arrangements. Channel width will be a function of barge width and the number of barges.

Navigation arrangements will be reviewed annually following maintenance bed levelling post wet season. Hydrographic surveys of the seabed in the navigation channel may be conducted annually or following an extreme weather event.

Navigation aids may include:

paired navigation marker beacons

buoys

signage

lead lights and markers at the Port wharf

designated, mapped channel

electronic navigation aids, as required

declared depth, as proclaimed by the Regional Harbour Master and published on navigation charts

and updated in regularly published Notice to Mariners.

The design and implementation of a vessel traffic service (VTS) system will be discussed with the RHM.

Changes in the navigation environment (navigation footprint and depths, marine infrastructure layout and aids to navigation) will be supplied to MSQ in order that appropriate revisions can be made to nautical charts, port procedures and Notice to Mariners.

Access to the navigation channel will be maintained for all recreational boating at all times except potentially during bed levelling operations and subject to maritime navigation regulations.


Page 22-24

Figure 22-8 Proposed Bed Levelling Area (In Red) – Depth < -2.2 mLAT

22.8.6 Pilotage

The majority of vessel movements in the Skardon River area will be for barging of bauxite associated with Gulf’s Project and Metro Mining’s project. These vessels will not require tug boats and it is not proposed that pilotage is required for these vessels. The need for pilotage on other vessels with the Port will be determined in conjunction with the Port operator and MSQ.

22.8.7 Transhipment Area

The transhipment area will be a defined area within which bulk vessels must anchor. Vessel speeds will be restricted within the transhipment area and anchoring and bauxite unloading activities will not occur when weather conditions present an unacceptable risk.

22.8.8 Commercial and Recreational Fisheries

The spatial distribution of the commercial fishery includes the western beach shoreline north and south of the Skardon River entrance, and minor effort inside the estuary, including some crabbing. The commercial fishing effort in the inshore net and crab fisheries of the area is small relative to the rest of the Gulf and has been declining over the last decade. Despite the potential for temporary displacement, a major impact due to the development would not be anticipated.

The proposed vessel anchorages and transhipment locations offshore of the Skardon River are located inshore of an identified minor prawn catch area. The most profitable prawning grounds are located further south adjacent to Weipa. Impact upon prawn fisheries is considered minor.

The proposed development will not create a significant loss of habitat (intertidal or sub tidal), and the passage of fish within and between freshwater, estuarine and marine systems will not be influenced by barriers. Restoration of existing culverts within Namaleta Creek will improve connectivity between the freshwater and marine systems.

Limited bed levelling will occur, though dredging is not proposed. Impacts upon fisheries habitats are considered minor.


Page 22-25

The Project will implement a no-take fishing policy at all operational facilities to mitigate localised increases in recreational fishing pressure by employees. While, it is recognised that increases in pressure from visitors to the region will occur over time, management of these pressures is presently facilitated by size limits, bag limits, limitation of fishing gear and closures, monitored and regulated by the State. In addition, access to the beaches near the Skardon River mouth is controlled through a permit system operated by the traditional owners.

22.8.9 Emergency Management

An Emergency Response Plan will be developed for activities within the Port, including a cyclone emergency response procedure.

The existing Oil Spill Contingency Plan and First-Strike Oil Spill Response Plan will be reviewed and updated as required.

The Oil Spill Contingency Plan will be updated so that Gulf Alumina will be the first responder. Currently, first strike oil spill equipment is housed in the bagging shed, which is near the boat ramp area, around 60 m from the water’s edge.

The parties to the existing Oil Spill Contingency Plan and First-Strike Oil Spill Response Plan will be updated following consultation with MSQ and Ports North.

The Oil Spill Contingency Plan and First-Strike Oil Spill Response Plan will include a response plan in the event of spill of all fuel in the storage tanks that is not contained within the bunded area. This response plan will be agreed with MSQ and Ports North, considering the level of risk and response capabilities.

22.8.10 Consultation

Consultation will be undertaken with MSQ, Regional Harbour Master and Ports North on detailed navigation design (including required navigation aids), marine operations systems, vessel management, and pollution controls.

Gulf will provide ongoing consultation and information on activities including:

project design, infrastructure and shipping requirements

bathymetrical surveys

providing ongoing awareness of restrictions, plans for maritime activity well in advance of undertaking

any works, through Gulf’s website and temporary signage at Port infrastructure areas.

providing ongoing awareness to commercial and recreational boating community about bed levelling

activities and vessel movements

liaise with MSQ for any construction activities that may require a Notice to Mariners.

22.8.11 Ongoing Management

Ongoing management of marine operations will include the following:

continuous improvement through regular review and amendment of management plans as required

in response to feedback, or changes in organisation, regulations or technology

environmental auditing of records such as ballast water movements and ship movements

development of a monitoring programme for baseline environmental information and early detection

of environmental management issues

environmental record keeping

assignment of responsibilities

staff training


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complaints management.

22.9 Maritime Management Plans

22.9.1 Maritime Safety Queensland Guidelines for Major Development Proposals

22.9.1.1 Overview

To assist proponents of major development proposals to identify maritime related impacts and to define mitigation strategies, MSQ has developed guidelines for major development proposals. The guidelines specify the minimum information required by MSQ to evaluate significant development proposals. The preferred format for presentation of this information is through the development of management plans for:

vessel traffic (Section 22.9.2)

aids to navigation (Section 22.9.3)

ship-sourced pollution prevention (Section 22.9.4).

These draft management plans, as presented below, will be progressed throughout the EIS process and subsequent to the EIS with the relevant regulatory bodies.

These draft management plans detail a range of management measures to maintain safe, efficient and effective vessel operations in the Port of Skardon River and transhipment area. The proposed measures include:

design, development and maintenance of marine infrastructure and navigation areas (channel depth,

channel width)

minimum ship under keel clearance rules

aids to navigation

marine operations management systems including vessel traffic management and tracking systems,

staffing of the Port, real time tide and weather information systems and electronic navigation aids

emergency management plans and procedures, including for oil spills, cyclones and extreme weather

events

measures to maintain safety for recreational and other craft using the Port.

22.9.1.2 Purpose and Scope

The purpose of these plans is to identify the preferred means of addressing issues and reduce the potential for negative operational and environmental impacts associated with the Project’s maritime operational activities. The plans:

describe potential impacts, performance objectives, performance criteria, monitoring and reporting

describe Gulf’s commitments regarding maritime activity management, environmental performance

and the reduction of potential adverse impacts

specify the actions that would be taken to implement commitments (such as monitoring)

identify corrective actions to rectify any deviation from performance criteria’s

provide an action program to ensure the environmental commitments are implemented and achieved

provide mechanisms for complaints management, community engagement and on-going

improvement.


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During wharf construction, vessel management plans may be required for recreational boating safety. This may include temporary aids to navigation, notice to mariners and consultation. The management plans below include maritime activities during the construction phase.

Bulk carrier vessels will not enter the Port limits and are therefore not necessarily within the scope of activities to be included in Port management plans. Never-the-less, the management plans also consider management of bulk vessel activities.

22.9.2 Vessel Traffic Management Plan

The Vessel Traffic Management Plan considers:

navigation channel development

marine operation’s management systems and resources

emergency management

vessel strike of marine fauna.

22.9.2.1 Vessel Management in Channels

Aspect Description

Potential Impacts Potential grounding of vessel.

Potential economic impacts due to suspension of Port operations e.g. shutting channel due to grounded vessel.

Performance 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.


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Ongoing review of the suitability of the channel and wharf area to support efficient vessel operations and safety, as well as regular maintenance.


Ongoing. Undertake independent audit/review of channel suitability, safety and maintenance requirements.

Undertake bed levelling works.


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.


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.


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.


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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.

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.


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.


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.


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.


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.


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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.

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.


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.


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.


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.


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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.

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.


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.


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Aspect Description


Vessel strike with marine fauna as a result of Project related vessel movements is avoided or minimised.


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.


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.


To design, install, maintain and manage aids to navigation, to support safe and efficient navigation in the Skardon River navigation channel and transhipment area.


Safe navigation for shipping.

Safe navigation for recreational boating.


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.


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.


Page 22-33


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.

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.


Page 22-34

Australian Quarantine and Inspection Service (AQIS) deems salt water from ports and coastal waters outside Australia’s territorial sea to be a ’high-risk’ and capable of introducing exotic marine pests into Australia. The discharge of high-risk ballast water from ships is prohibited anywhere inside Australia’s territorial sea.

Vessels must retain ballast water records in the AQIS Ballast Water Management Summary Sheet and any relevant vessel logbooks, and make these available to quarantine officers on request. Vessels are not permitted to discharge ballast water in Australian waters until AQIS officers have conducted ballast log verification and confirm that appropriate ballast exchanges have been conducted. Ballast verification can occur prior to arrival by submitting AQIS Ballast Water Ballast Summary Sheet to the Maritime National Co-ordination centre for assessment 12 – 96 hours prior to arrival or alternatively an on board verification can be conducted following vessel arrival. Vessels cannot discharge ballast water without written permission from AQIS.

Potential for exotic marine organisms (also known as introduced marine pests) from ships may arise from biofouled hulls or vessel infrastructure and/or from release of infected ballast waters.

Aspect Description

Potential Impacts Potential harm to marine ecosystems.

Potential harm to economic activities (port operations, commercial fishing and tourism).

Harm to reputation of ship operators.


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.


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.


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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Tank-to-tank shipboard ballast water exchanges to be outside Australian territorial waters, if arriving from international waters.

Ship Owner / operator Prior to entering territorial waters. Tank to tank transfers are permissible in territorial waters, however it is ideal they are conducted at the maximum distance possible from land.

Transfer is to stop if unauthorised discharge occurs in Australia waters.

Authorities are to be notified who will advise of the next appropriate action commensurate with the level of risk.

Severe penalties apply under the Quarantine Act 1908 for the unauthorised discharge.

Full ballast water exchange to occur outside Australian territorial waters.

Ship Owner / operator to ensure only the following approved methods are used:

sequential exchange (empty/refill) method

flow through exchange method

dilution exchange method.

Prior to entering Australian territorial waters.

International bound ships cannot exchange ballast water until in international waters

Ballast water cannot be exchanged in the Port limits.

AQIS can carry out audits of ballast tanks to confirm that the ships have complied with these conditions.

IMO rules are to be implemented: http://www.imo.org/Pages/home.aspx

Sediment discharges in ballast water to occur outside Australian territorial waters.

Ship Owner / operator to ensure that no sediment is discharged in Australian waters.

Ongoing. Sedimentary material from ballast tanks can be dumped back into the sea in deep water, which is at least 200m deep and outside the 12 nm limit, but preferably beyond 200 nm from land.

Ballast tank stripping only via permanent vessel pumps.

Ship Owner / operator to ensure ballast tank stripping is only undertaken via permanent vessel pumps.

Ongoing. If ship does not have pumps capable of stripping ballast, they will be unable to dump ballast. No portable pumps can be used due to potential contamination.

Ballast Water Management Plans to be carried by bulk vessels.

Ship Owner / operator Ongoing. Enforceable under the Quarantine Act 1908. Ships without a Ballast Water Management Plan may be refused entry.

http://www.imo.org/Pages/home.aspx


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International vessels are to comply with AQIS pre-arrival reporting requirements and ballast water exchange/discharge requirements.

Ship Owner / operator, DAFF and Biosecurity Qld

Prior to entry into Port or transhipment area.

AQIS to recommend necessary corrective or disciplinary actions as required.


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22.9.4.2 Release of Shipping Waste

Aspect Description

Potential Impacts Harm to marine life through entanglement and or ingestion.

Harm to recreation through degradation of visual amenity.

Harm to human health through release of sewage.

Damage to environmental management reputation of the Port of Skardon River


To prevent or reduce the release of shipping waste from Project shipping traffic into the marine environment.


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.


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.


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Vessels are to carry Garbage Record Books.

Commercial vessels required to carry a Garbage Management Plan.

Ship Owner / operator.

Regulation 9, Annex V of MARPOL requires ships of 400 gross tonnage and every ship certified to carry 15 persons to carry a garbage record book to record disposal and incineration operations and Garbage Management Plan.

The date, time, position of ship, description of the garbage and the estimated amount incinerated or discharged must be logged and signed. The Garbage Management Plan designates the person responsible for carrying out the plan and is in the working language of the crew.

Garbage Management Plan, to include written procedures for collecting, storing, processing and disposing of garbage, including the use of equipment on board.

Ongoing.

The Garbage Record Book must be kept for a period of two years after the date of the last entry.

Notify ship owner / operator of obligations.

Garbage Management Plans are subject to inspection by MSQ or Commonwealth officials.

No discharge of sewage at sea unless at appropriate distance from land.

The treatment, quality and distance requirements for different vessel types are stipulated by MSQ requirements.

Ship Owner / operator and MSQ.

The regulations in Annex IV of MARPOL and the requirements of MSQ prohibit the discharge of sewage into the sea within a specified distance of the nearest land, unless they have in operation an approved sewage treatment plant.

Whenever discharging sewage to sea. Ships seeking to discharge sewage must move to the appropriate offshore distance prior to discharge, in accordance with Annex IV of MARPOL and MSQ requirements.


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Non-cargo Liquid Transfer Notifications to be prepared for the transfer of any non-cargo liquid.

Ship Owner / operator. Notification to be submitted to the RHM’s office.

Must be submitted to the RHM’s office prior to conducting non-cargo liquid transfer operations in the Port. It is the responsibility of the vessel’s Master to notify Port Control prior to commencing transfer and at completion of transfers.

If no notification occurs then no liquid waste transfer can occur. If the transfer is still required, the Harbour Master must be notified.

Gulf to undertake inspections of non-cargo liquid transfer operations.

Gulf Prior to undertaking non-cargo liquid transfers. Inspections, if required, will be arranged prior to the start of transfer operations by contacting the ships Master.

Undertake inspections for non-cargo liquid transfers.

No wastes to be discharged to Port waters.

Gulf and ship operators. Ongoing. Informal surveillance and reporting of nonconformities. Garbage record book checks by DAFF.

Provision of Port side bins.

Gulf Ongoing. Review Port side waste bin types and quantities and rectify.

Provision of quarantine waste bins.

Ship Owner / operator Ongoing. Review requirements for quarantine waste generation and amend provided facilities as necessary.

Regulated waste from mining activities to be transport by licensed waste disposal contractor.

Regulated waste tracking to be undertaken in accordance with legislative requirements.

Gulf and regulated waste disposal contractor Prior to all transfers of regulated waste from mining activities to vessels for transport and transfer to appropriately licensed waste disposal facility.

Audit and review of regulated waste recoding and tracking procedures.


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22.9.4.3 Spills

Aspect Description

Potential Impacts Potential impacts from a spill of any substance in a marine environment may include:

mortality or long term impacts on sea birds, marine mammals and other sea life

physical damage of foreshore and marine habitats

impacts on the health, viability and diversity of coastal ecosystems

damage to commercial fishing

smothering of, and damage to, intertidal biota and vegetation

impacts on recreational activities

economic loss at both the local and regional level

impacts to public health

adverse media and attention on the shipping industries and their operations.


To reduce spill of any substance into the marine environment from shipping traffic.


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.


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.


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All dangerous goods in the Port to be handled in accordance with the International Maritime Dangerous Goods (IMDG) Code.

Comply with AS3846 “The handling and transport of dangerous cargoes in port areas” and provide evidence of compliance whenever requested.

Gulf, Ship Owner / operator, and transport companies.

Ongoing If handling of dangerous goods is not in accordance with IMDG or AS3486 then handling procedures to be ceased and reviewed.

Handling can commence when procedures are in accordance with the code.

A Notification of Transporting and Handling Dangerous Goods (Marine) required for dangerous goods transfers.

Ship Owner / operator. Form is to be lodged at the RHM’s office no later than 48 hours prior to the vessel’s estimated time of arrival.

If the form has not been obtained, signed and lodged appropriately, further handling and transport of the goods cannot take place until legitimate form has been obtained.

A Non-cargo Liquid Transfer Notification is required for the transfer of non-cargo liquids.

Ship Owner / operator. Must be submitted to the RHM’s office prior to conducting non-cargo liquid transfer operations in the Port.

Operators undertaking transfers without appropriate approvals may be subject to penalties.

Mandatory recording of shipping movements.

Gulf Ongoing Systems to be reviewed to ensure shipping movements are recorded in an internal system. Internal and external audits may be required to identify deficiencies.

Refuelling to be undertaken by licensed refuelling operators with appropriate emergency response equipment.

Gulf and Port operators Prior to and during refuelling event.

Report breaches to appropriate regulatory authorities.

Follow incident response procedures. Gulf implements appropriate incident response measures.

Port users.

During and following incident. Review incident response measures to ensure effectiveness.


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Undertake investigations in the event of an incident or failure to comply.

MSQ or DEHP Following incident. MSQ/DEHP investigate and implement mitigating measures. Report breaches to appropriate regulatory authorities.

Shipping activities to be undertaken having regard to the prevailing weather conditions.

Ship operator and MSQ Ongoing Shipping activities to be reduced or stopped during weather warning periods.


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22.9.4.4 Ship Sourced Pollution

Aspect Description

Potential Impacts Effects on amenity and water quality as a result of the release of pollution other than ballast water, shipping waste or accidental spills, as covered above.

Death or injury to marine life from contact, ingestion or entanglement.


Prevent impacts to the marine environment as a result of pollution from shipping.


Pollution as a result of Project related shipping activities are avoided or managed in accordance with relevant legislation and guidelines.


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


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.


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.


Ongoing. MSQ to investigate and implement corrective action as necessary.

Spoiled cargos and cargo residues to remain on ships for removal.


Ongoing. Licensed waste removalist to remove soiled cargos.

Reduction of accidental cargo loss through implementation of appropriate cargo storage and handling.


Ongoing. Mechanisms for securing cargo to be reviewed and upgraded as necessary.

Conformance with MARPOL annexures 1 – 6.


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.


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Risks of environmental Impacts associated with transport (e.g. water contamination, habitat impacts, noise impacts and fauna strike) are assessed in the relevant chapter of the EIS. Risks associated with transport hazards and safety are assessed in Chapter 23.

Table 22-3 Risk Assessment - Transport

Transport 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.


Air Project charter flights significantly impact operability of existing airports.

Refer Section 22.1.


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)


C (Possible)

2(Minor) Medium

Bulk vessel movements impact operations of other bulk vessels in the Gulf of Carpentaria.

Refer Section 22.7.


Vessel grounding in shallow waters.


D (Unlikely)

2(Minor) Low

Accidental release of oil or fuel


D (Unlikely)

3 (Moderate) Medium

Release of ship-sourced pollutants.


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


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


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Ship Sourced Pollution

These management plans detail a range of management measures to maintain safe, efficient and effective vessel operations in the Port of Skardon River and transhipment area. The proposed measures include:

design, development and maintenance of marine infrastructure and navigation areas (channel depth,

channel width)

minimum ship under keel clearance rules

aids to navigation

marine operations management systems including vessel traffic management and tracking systems,

staffing of the Port, real time tide and weather information systems and electronic navigation aids

emergency management plans and procedures, including for oil spills, cyclones and extreme weather

events

measures to maintain safety for recreational and other craft using the Port.

It is expected that Metro Mining will develop similar maritime management plans, With the implementation and ongoing development of measures described in these management plans in consultation with relevant regulatory agencies and compliance with maritime legislation, it is expected that the potential risk of impacts on Port operations from Gulf’s and Metro Mining’s activities will be low to medium.

Chapter 22 – Transport and Maritime Operations · Chapter 22 – Transport and Maritime...

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