AGL/APA Gas Import Jetty &

Pipeline Project

Port & Maritime Operations

Capt Chris Noon

Port Operation Management Services

Capt Chris Noon

46 years’ experience in the Marine Industry. 14 years in the UK Merchant Navy culminating in the position of a Master.

Time ashore in Stevedoring, Shipping operations management, and Land based logistics.

Since 2004, independent Marine Consultant/ Surveyor. Investigations into shipping/cargo incidents for ship owners, P & I Clubs, Charterer’s and Ports. Also Ship to Ship (STS) Superintendent Services at Crib Point Jetty between 2007 & 2009

2008 and 2018 I was a part time Assistant Harbour Master. Duties included:

1. Overseeing the day-to-day marine operations, and vessel movements

2. Participation in Oil Pollution, emergency, and security responses, mostly exercises

3. Providing marine related information and advice to other agencies and customers.

Operational Overview

• Port of Hastings is a 24hr port.

• VRCA is responsible for the safe movement of shipping in port waters, and maintaining the shipping channels and navigation aids.

• The Harbour Master responsibility, under the Marine Safety Act 2010 is to ensure:

a. the safety of persons

b. safe operation of vessels, and

c. minimise the effect of vessel operations on the environment.

• Vessels >35m, unless exempt:

1. Cannot enter, manouvre, or depart port waters without the express permission

of the Harbour Master

2. Must be under the guidance of an experienced marine pilot.

PBG - Sandy Pt 13nmSandy Pt - Crib Pt 4nmPBG - Stony Pt 16nm

Port Limits

FlindersPilot

Ship Arrival

• Prior to arrival, ship declarations, integrity of ship & cargo, ETA Pilot Boarding time etc

• Number of checks made prior to Pilot boarding eg - engines movements ahead & astern steering gear.

• Pilot Boarding - Exchange information and discuss Passage plan to berth

• On the Bridge minimum of 3 plus the pilot.

• Person stationed on Foc’sle. Anchors ready to let go. Lookout

• Decision to berth will depend on weather conditions and as per Harbour Master directions.

• Marine Controller monitoring transit and maintains continuous radio watch from Stony Point Harbour Control.

• FWB Pilot calls Harbour control and to get clearance to proceed.

1/10/20 - Tanker 229m long 98,000 tonnes DisplacementDraft 13.30m

Approaching FWB

Western Channel transit

• Channel Width 400m. Technically a 2 way channel however one way for large vessels. If vessels do pass then at Eastern Arm.

• Speed Limit 16 knots. Vessels engines are always ready to manoeuvre.

• Vessel’s

Flinders Jetty

Philip Island

Channel Width 400m

Port Limit

Speed Limit 16kts

Western Channel - Approaching McHaffies PointSpeed 12.8 knots

Anchorage

• The Ports’ main anchorage is in the Eastern Arm between Philip Island and French Island.

• Other anchorage at Flinders for small vessels, and North Arm (rarely used)

• Anchorage position dependant on vessel draft/size but generally vessels will anchor approximately 1 km north of the low water mark.

• Cruise Ships

• Engines mobilised and 24hr lookout & VHF (radio watch)

• Shipping numbers to the port mean very few ships need to anchor. More often than not ships wait outside the port rather than pay the Port and extras pilotage fees.

Cowes

North Arm Transit

Sandy Point to Crib Point

• Takes about 1 hour to get here. For Crib Point, vessel will commence slowing down.

• Tugs meet the vessel off Stony Point and secure a line when vessel’s speed has reduced sufficiently.

• Channel width now down to 180m. (One way).

• For vessel proceeding to LIP and Bluescope tugs will meet vessel further north. Large vessels going to LIP would have already started to slow down as they pass CPJ.

Crib Point

Channel Width 180m

Speed Limit 13kts

& Philip Island Ferry

Approaching Tugs off Stony PointApprox Speed 5 knots

Berthing Crib Point

• Any vessel berthing at CPJ1 will be assisted by 2 tugs

• For LNG the no. of tugs will be increased.

• As vessel enters CP swing basin speed will be Dead Slow.

• Vessel may have to swing. Head to tidal flow.

• Speed of vessel carefully controlled by the Pilot using the tugs and ships engines. Line up with loading arms so positioning is exact down to about ½ metre

• For STS operations and in particular the FSRU/LNG very large fenders are positioned between the two vessels.

Approaching Crib Point - Speed 3 knots

Berthing Crib Point No.1

Crib Point Jetties 1 & 2

Interaction with Small Vessels

• Interaction of small vessels with large vessels always possible.

• Boats

.

LIP

Security Zone

CPJ Prohibited/Security Zone signage

At Berth & Departure

• When alongside Harbour Master or deputy will undertake a safety check on board vessel. Eg: Scupper Plugs in place, winches, anchors, oil spill and fire equipment ready. Will also discuss with Master any relevant issues.

• Unberthing less risk to when berthing as vessel pulling away from berth. Usually two tugs required.

• Tugs will follow vessel to Stony Point when they will head back to there moorings.

• Vessel will proceed outbound to FWB where Pilot disembarks. Harbour Control maintain watch over transit until vessel departs Port waters.

2008 STS Operation Crib Point

LPG Vessel @ LIP - 230m

Instructions

Provide analysis and opinion on the aspects of the Project relating to the

Port and Maritime operations safety, hazard and risk.

Review and provide opinion to any public submissions filed with the IAC

relevant to my area of expertise.

Provide any recommendations in relation to the mitigation measures

proposed in the EES relevant to my area of expertise.

Key Issues Analysed

• The safety, hazard and risks associated with the port and maritime

operations.

• Potential for impacts resulting from increased shipping activity.

• Potential impacts on the marine environment from accidental or unintended leaks or spills including unintended introduction of exotic species.(Ballast water)

Key Operational Facts

• Western Port has accommodated vessels up to 300m long and drafts up to 15.5m so the size of the LNG not foreign to Western Port.

• No channel dredging will be required. Minimum channel depth of 14.2 metres, Absolute maximum drafts of FSRU is 12.6m.

• Any vessel wishing to enter the port has to provide evidence that all certification is valid. eg: International Oil Pollution Prevention Certificate(IOPP). Safety Management Certificate. Certificate of Insurance for Oil Pollution Liability. Certificate of Fitness.

• All vessels are regularly inspected by Port State control around the world, (AMSA) to ensure they remain compliant.

Key Operational Facts

• The risk of oil spill risk has always existed from ships. There have been no major oil spill and no major shipping accident, including collision and grounding at any of the berths or in the channels in Western Port that I’m aware of.

• Design, management and operation of all vessels is governed by numerous Conventions, Regulations and Guidelines. Safety and environmental impacts, (some from past disasters) are big drivers to the ways these have been developed. They are much safer than the vessels of the 70’s and 80’s.

• For cargo operations the terminal operator along with the POHDA and VRCA establish parameters for controlling or stopping cargo operations.

• These limits are generally determined by environmental conditions, such as wind speed and direction, tidal currents and physical limitations of the berth, and Bush Fires.

Summary - My Opinions• The Port has the capability and capacity to facilitate the proposed LNG operation within the

existing parameters of the port.

• Apart from the decommissioned submarine, hazard identification and risks assessments have been correctly identified and assessed.

• Port’s existing contingency measures, when considering exceptional environmental events, will,(subject to review), and do adequately facilitate responses.

• Mitigation measures described are already part of normal port operations. They are contained in the Port Operating Handbook and the Harbour Master Directions and are relevant in ensuring that any potential risks are appropriately managed.

• In terms of increased environmental risk due to a heavy fuel oil spill an LNG carrier may well be a lesser risk when compared with the other types of vessel visiting the port and certainly less risk that the crude oil tankers.

• From a purely operational perspective, which includes Pilots, tugs, linesmen etc bringing in these vessels is business as usual.

Recommendation

• That the decommissioned submarine, just north of Crib Point, should be included in the hazard and risk assessments and at the very least be carefully managed by the responsible party to ensure it is, and continues to be, safely secured.

Response to SubmissionsOil Pollution

• POHDA is the Control Agency on behalf of the DOT for Level 1 oil spill (

Ballast Water Management

• The Australian Governments Dept of Agriculture, Water and Environment, manages ballast water on all vessels.

• Under the Australian Ballast Water Management requirements, all ballast discharged into Western Port has to have been sourced from outside the 12nm limit in at least 50 metres of water.

• Visiting LNG carriers will not be carrying ballast water to be discharged into the Bay, as they will be loaded with LNG.

• Port State control officers (AMSA), do and will inspect vessels for compliance. Breaches of the Ballast water regulations are met with fines.

Unexpected Environmental Events

Managed both on board a vessel and also by the Port.

Port Mitigation Measures

• Increased mooring lines.

• Jetty and Mooring design.

• Tug assistance to keep a vessel alongside.

• Remove vessel from berth if time or conditions permit.

• Vessel Mitigation measures

• Vessel Design including:

• Mooring winches, Anchors,

• Emergency shut down systems.

• Deck Water spray fire and cooling systems.

AGL/APA Gas Import Jetty & Pipeline ProjectCapt Chris Noon Operational OverviewSlide4Ship ArrivalSlide6Slide7Western Channel transitSlide9Slide10AnchorageSlide12North Arm TransitSlide14Slide15Berthing Crib PointSlide17Slide18Slide19Slide20Slide21Slide22Interaction with Small Vessels.Slide25At Berth & DepartureSlide27Slide28InstructionsKey Issues AnalysedKey Operational FactsKey Operational FactsSummary - My OpinionsRecommendationResponse to SubmissionsOil PollutionBallast Water ManagementUnexpected Environmental Events