contract number: 800409 - inpex · contract number: 800409 ... 5.1 simops between the ichthys...

Marine Transport Management Plan

Contract number: 800409

Company Document No.:

Contractor Document No.: 36.3096-MP-MTM-001

Revision No.: 1

Security Classification: Commercially in Confidence

Marine Transport Management Plan Revision 1 Doc no.: 36.3096-MP-MTM-001 of 52

External referenced documents (if applicable) Document Name Version Date

Draft EIS : Chapter 11 Environmental Management Programme

Darwin Harbour Marine Transport Management Strategy – Construction Phase.

0 AUG 2012

Development Permit 11/0775 NOV 2011

Development Permit 12/087 JUL 2012

Dredging and Spoil Disposal Management Plan(C075-AH-PLN-0028)

1 AUG 2012

Ichthys High Level HAZID A NOV 2011

EPA AUG 2012

Supporting documents Document Number Document Name

36.3096-HSE-HSESMP-001 Health, Safety, Environment and Security Management Plan

36.3096-MP-HMP-001 Heritage Management Plan

36.3096-MP-WMP-001 Waste Management Plan

36.3096-MP-ERP-001 Emergency Response Plan

36.3096-ERP-LIS-001 Emergency Response Charts

36.3096-MP-CRP-001 Cyclone Response Plan

36.3096-MP-PRM-001 Project Risk Management Plan

36.3096-RA-DAC-001 HAZID Register

36.3096-MP-AOD-001 Alcohol and Drug Management Plan

36.3096-MP-DMM-001 Dredge Material Management Plan

36.3096-MP-AMP-001 Anchoring Management Plan

36.3096-MP-MDP-001 Mobilisation and Demobilisation Management Plan

Distribution list Name Function

VOA Project Management

VOA Project Team

INPEX Document Control

INPEX Project Team


Table of contents Table of contents ................................................................................................................... 4 Abbreviations and definitions ................................................................................................. 6 1 Introduction .................................................................................................................... 7

1.1 Scope ...................................................................................................................... 7 1.2 Marine Traffic Management Principles .................................................................... 8 1.3 Document Governance ........................................................................................... 9 1.4 Contract Responsibilities for Marine Transport ........................................................ 9 1.5 Interaction with NT Government .............................................................................10 1.6 Marine Traffic Management Hierarchy....................................................................11 1.7 Contractor’s Marine Site Locations .........................................................................11 1.8 Key Stakeholders in Darwin Harbour Environment .................................................12 1.9 Key assumptions and Facts ...................................................................................13

2 Marine Transport ...........................................................................................................15 2.1 Contractor Marine Traffic Generation .....................................................................15 2.2 Co-ordination with other contractors operating in the Harbour ................................16 2.3 Contractor TMP Risk Assessment ..........................................................................16 2.4 HAZID Workshop ...................................................................................................17 2.5 Key Risks Identified ................................................................................................17

3 Alternatives to Marine Transport ....................................................................................20 4 Risk Mitigation and Marine Traffic Management Measures ...........................................21

4.1 Safe Use of Waterways ..........................................................................................21 4.1.1 Safe Masters / Crews: Qualifications, Induction, Training and Briefings ............21 4.1.2 HSE Induction and in house trainings................................................................22 4.1.3 Fitness for Work ................................................................................................23 4.1.4 Drugs and Alcohol .............................................................................................23 4.1.5 Fatigue Management ........................................................................................23 4.1.6 Safe Shore to Ship to Shore ..............................................................................23 4.1.7 Use of Pilots and Exemptions ...........................................................................24 4.1.8 Vessel Management Systems (VMS) ................................................................24 4.1.9 Vessel Load Management .................................................................................24 4.1.10 Dangerous / Hazardous Goods ...................................................................24 4.1.11 Waste Management .....................................................................................25 4.1.12 Portable communications while at the Helm.................................................25 4.1.13 Marine Charts ..............................................................................................26 4.1.14 Advice to vessels regarding changed Environmental & Traffic Conditions ...26 4.1.15 Restrictions to Marine Traffic Routes ...........................................................26 4.1.16 Public as a Risk Factor ................................................................................28 4.1.17 Defence Activities ........................................................................................28 4.1.18 Synchronisation and Co-ordination with Marine User Traffic Flows ..............28

4.2 Safety Waterways ..................................................................................................29 4.2.1 Safety Zones .....................................................................................................29 4.2.2 Defined Traffic Routes ......................................................................................30 4.2.3 Anchorage Plans ...............................................................................................32 4.2.4 Marine Traffic Separation Schemes ..................................................................34 4.2.5 Marine Patrols and hazards to Navigation .........................................................34 4.2.6 Refuelling ..........................................................................................................34 4.2.7 Cyclone Procedures ..........................................................................................34 4.2.8 Signage and Buoyage .......................................................................................34


4.3 Safe Vessels ..........................................................................................................35

4.3.1 National Standards ............................................................................................35 4.3.2 Survey and Seaworthiness ................................................................................35 4.3.3 Vessel Inspections ............................................................................................35 4.3.4 Master and Coxswain Situational Awareness – Communications Fit .................37 4.3.5 Lighting and Visibility Augmentation ..................................................................37 4.3.6 Maintaining Access along Waterways ...............................................................37 4.3.7 Preserving Safety, Minimising Safety Zones .....................................................37 4.3.8 Maintaining Access to Recreational Areas ........................................................38

5 Simultaneous Operations ..............................................................................................39 5.1 SIMOPS between the Ichthys Project and other users of the Harbour ....................39 5.2 SIMOPS Execution within the Ichthys Project ........................................................40

6 Marine Safety and Traffic Communications Plan ...........................................................41 6.1 Background ............................................................................................................41 6.2 Marine Transport Communications Working Groups ..............................................41 6.3 Public Feedback – Grievances and Positive Comments .........................................41 6.4 Marine Traffic Communications ..............................................................................41 6.5 Implementation .......................................................................................................41

6.5.1 Stakeholders .....................................................................................................42 6.5.2 Communication Tools .......................................................................................43 6.5.3 Communications Plans Assessment and Updating ...........................................45

6.6 Contractor Marine Safety and Transport Communications Plans............................45 6.7 Contractors Community Feedback Management ....................................................45 6.8 Marine Traffic Communications ..............................................................................45

7 Incident Management and Response ............................................................................46 7.1 Incident Response Procedures ..............................................................................46 7.2 Accident and Incident Reporting .............................................................................46

7.2.1 Internal Reporting..............................................................................................46 7.2.2 External Reporting ............................................................................................47

7.3 Incident and Hazard Reporting ...............................................................................48 7.4 Communications with NTPFES, DPC and St. Johns Ambulance ............................48 7.5 Incident Investigation ..............................................................................................49 7.6 Incident Trend Analysis ..........................................................................................50

8 Compliance, Audit and Reporting ..................................................................................51 9 Change Management and Updates ...............................................................................52


Abbreviations and definitions Abbreviations AAPA Aboriginal Areas Protection Authority AIS Automatic identification system ALARP As low as reasonably practicable AMSA Australian Maritime Safety Authority AQIS Australian Quarantine and Inspection Service ASS Acid Sulphate Soils BHD Backhoe Dredger BOM Bureau of Meteorology CSD Cutter Suction Dredger DPC Darwin Port Corporation DSDMP Dredging & Spoil Disposal Management Plan DSEWPaC Department of Sustainability, Environment, Water, Population and

Communities EIS Environmental Impact Statement EMP Environmental Management Plan EPBC Act Environment Protection & Biodiversity Conservation Act GEP Gas Export Pipeline GPS Global positioning system HAZID Hazard Identification HSE Health, Safety & Environment IMS Invasive Marine Species IOPP International Oil Pollution Prevention ITP Inspection and Test Plan LDC Larrakia Development Corporation MOSES Marine Oil Spill Equipment System MS Method Statement MSDS Material Safety Data Sheet NRETAS Natural Resources, Environment, the Arts and Sport (NT Government) NT Northern Territory, Australia PASS Possible Acid Sulphate Soils PPE Personal Protective Equipment QA/QC Quality Assurance / Quality Control QHSE Quality, Health, Safety & Environment ROV Remotely Operated Vehicle SOPEP Shipboard Oil Pollution Emergency Plan SRB Sewage Record Book TSHD Trailing Suction Hopper Dredger UXO Unexploded Ordnance VOMS Van Oord Management System VRA Vessel Risk Assessment


1 Introduction

1.1 Scope

This Marine Transport Management Plan (MTMP) has been produced by Van Oord Australia

Pty Ltd (Contractor) and is applicable to the works performed under the Darwin Harbour

Dredging Works for Onshore Facilities contract (the Contract) with INPEX Operations

Australia Pty Ltd (Company) forming part of the Ichthys Gas Field Development Project (the

Project).

Company has produced the Darwin Harbour Marine Transport Management Strategy –

Construction Phase (MTMS, [REF 2]) that establishes the policy framework with respect to

the management of marine transport activities on the Project. The MTMS states that the

management of marine traffic movements within the work site is covered by procedures

produced by individual contractors and their subcontractors engaged on the Project.

The works to be carried out by Contractor under the Contract are the dredging and disposal

of material from five Separable Portions (SPs). These are the Module Offloading Facility

(SP1) located in the Elizabeth River, the Jetty pocket for the Product Loading Jetty (SP2), the

Berth Area (SP3), the Access Channel and Turning Basin (SP4) and the Walker Shoal (SP5)

The dredged material is to be discharged at a designated disposal site located outside

Darwin Harbour, approximately 15km north-west of Lee Point.

Figure ‎1-1: Dredging area showing the location and extent of each of the Separable Portions.


This MTMP describes the management procedures to be implemented by Contractor to

manage the risks associated with the movements of Contractor’s vessels and the

interactions with other harbour users whilst undertaking marine operations for the

performance of the works under the Contract. Contractor is committed to implementing

measures that ensure marine transport risks are reduced to as low as reasonably practicable

(ALARP).

1.2 Marine Traffic Management Principles

Contractor recognises and adopts the key principles that Company has agreed with the

Northern Territory Government (NTG) for the management of marine transport activities

during the performance of the works under the Contract. These principles are:-

Preserve public safety

Minimise public inconvenience

Manage the tempo of marine transport maintaining the integrity of public waterways and

use alternatives, where practicable and commercially viable;

Engage stakeholders and listen to concerns, communicate with the community with

consistent messaging by all parties; and

Work together to deliver the Ichthys Project on schedule and within budget.

Marine Transport Management provides the controls, procedures and management actions

related to the Marine activities of the dredging and spoil disposal activities on the Darwin

community. This includes, amongst others, sailing routes, vessels signals, recreational traffic

and dealing with complaints.

The targets are:-

No accidents and incidents involving Contractor’s equipment.

No injuries to any Contractor’s personnel or member of the general public arising from

the dredging works.

No damage to property attributable to the dredging works.

Zero complaints or grievance from the public.

All dredging personnel to complete a Health, Safety and Environment (HSE) induction,

including relevant information on awareness of environmental, general and specific

project related risks.


1.3 Document Governance

This MTMP has been prepared and issued by Contractor as a Deliverable under the

Contract. A Deliverable is a document that is necessary for the proper and complete

performance of the work to be undertaken by Contractor under the Contract. The MTMP will

be issued to Company and made available to all appropriate levels of Contractor’s

organisation including Works Managers, Superintendents, HSE Personnel and Masters of

the Contractor’s vessels. The MTMP will be revised from time to time to take account of

new methods of working, changed circumstances and feedback received. Change

management and authorisation is covered at Section 9

1.4 Contract Responsibilities for Marine Transport

Task Person(s) responsible

Project Director

Project Manager

Works Manager

Vessel Captain

Ensure that the MTMP is developed, aligned with the MTMS and available for use at all appropriate levels of Contractor’s organisation.

X

Ensure that the MTMP is reviewed on a regular basis and updated whenever there are changed circumstances that should be recorded and communicated to appropriate levels of Contractor’s organisation.

X

Ensure that the MTMP and any associated procedures are understood and in use at all appropriate levels of Contractor’s organisation, including the organisations of suppliers and any subcontractor(s).

X

Implementation of all appropriate measures described in the MTMP.

X X X X

Contractor’s primary point of contact with the Port Authorities, contractors and other harbour users regarding day-to-day activities, issues and SIMOPS.

X

Monitoring the implementation and effectiveness of the MTMP.

X

Plan and co-ordinate safe and efficient marine traffic flows for all operations including synchronising

X


traffic flows with other contractors. .

Liaison with owners and suppliers of auxiliary vessels, e.g. crew boats, tugs to ensure that all day-to-day procedures relating to marine traffic flows are understood and in use.

X

Attendance at Ports and Harbours Committee meetings, as necessary

X

Attendance at Port Users Group meetings.

X X

Attendance at Port Users Group – Operations Sub Group meetings.

X

Ensure that all relevant requirements of the MTMP are understood and adopted by the crew.

X

Communication with Port Control

X

Completing Daily Vessel Reports.

X

Provide feedback on any improvements and changes that should be made to the MTMP.

X X X

Communication with Company, NTG stakeholders and community groups.

X X

Securing all approvals from Company and NTG in accordance with the Contract.

X

Table ‎1-1 Contract resposibilities for Marine Transport

1.5 Interaction with NT Government

Contractor will support Company on all matters relating to the management and co-

ordination of safe and efficient traffic flows arising from the execution of the works on the

Project. The Ports and Harbours Committee (PHC) is co-chaired by Company and the NTG

(Darwin Port Corporation – DPC) and serves as the forum for the NTG, Company and

contractors (when appropriate) to discuss issues of policy, marine traffic management

strategy, infrastructure and community communications with a view to resolving these issues.

The Port Users Group (PUG) is a forum chaired by DPC and held quarterly. It serves as a

forum for the sharing of information and issues across all Port stakeholders for identifying

resource and water space management issues. Company attends this meeting as a Port

stakeholder, representatives of Contractor also attend. The PUG Operations Sub-Group

(OSG) is convened by DPC and meets weekly or fortnightly as dictated by circumstances.

The OSG is the tactical, day to day level forum for synchronising port activities across the

major users. The meeting is chaired by the General Manager Marine Services or delegate.

Contractor attends these meetings; Company is an observer at these meetings.


1.6 Marine Traffic Management Hierarchy

Company has produced the MTMS that provides the top tier, framework document to

describe Company’s practices and initiatives with respect to the management of marine

traffic flows emanating from works under the Project. This Strategy has been produced by

Company following consultation with NT Government.

Each contractor working on the Project for Company is required to develop traffic

management plan(s) that describe best practices to be adopted in the management of

marine traffic flows associated with their works. This MTMP has been produced by

Contractor in compliance with Company’s requirements as described in the MTMS.

1.7 Contractor’s Marine Site Locations

Figure 2 shows the dredging areas (Separable Portions), the dredged material disposal area, the crew jetty / crew change location, emergency egress locations and marine traffic routes to be used by Contractor’s vessels (dredgers, barges, tugs, crew vessels, survey boat). See below figure.

Figure ‎1-2: Indication of used routes, to be used facilities and working areas (not to scale)


1.8 Key Stakeholders in Darwin Harbour Environment

Company has identified the following Key Stakeholders:

Commonwealth Government

o SEWPAC.

o Department of Defence (particularly Northern Command and Navy).

o DAFF.

o Australian Customs and Border Protection Service.

Northern Territory Government

o Chief Minister’s Office.

o Darwin Port Corporation (operator of Darwin harbour wharves and controller

of vessel traffic).

o Harbour Master - navigation safety regulator.

o Department of Lands & Planning (Marine Branch - marine safety and pollution

regulation matters).

o Land Development Corporation (owner of waterfront land and landlord to

many marine businesses).

o NRETAS.

o NT Work safe.

o Police, Fire and Emergency Service.

o St John's Ambulance Service.

o Power and Water Corporation (cables across the harbour).

o Telstra (cables across the harbour)

o AAPA.

Darwin Community: and Community Groups

NGOs such as

o AFANT.

o Boating Associations.

o Yachting and Boating Clubs.

Greater Darwin Area Business and Peak Body Stakeholders

o Chamber of Commerce NT.

o Port Commercial Operators

o NT Minerals Council.

o NT Cattlemen's Association.

o VOPAK.

o Conoco Phillips (Darwin LNG).

o Larrakia Development Corporation.

o Northern Land Council.

o Fishing Tour Operators.

o Marine Light Industry and Barge Operators.

o Tourist operators.

o Tourist businesses


1.9 Key assumptions and Facts

Category Assumption / Fact

Marine Traffic

Management All of Contractor’s personnel and those employed by suppliers and

subcontractors will comply with all laws and regulations.

All of Contractor’s personnel and those employed by suppliers and

subcontractors will comply with the requirements of this MTMP.

Contractor will adopt best practices for the management of marine

traffic to produce best practice outcomes wherever practicable and

commercially reasonable.

Contractor’s scope of works does not include the supply of any

materials to be incorporated into the permanent works under the

Project, e.g. piles, piping. The materials to be used by Contractor

are items of equipment e.g. floating pipelines, spare parts and

consumables e.g. fuel, vessel supplies. Consequently Contractor will

not be making use of road transport on the Project except for the

delivery of vessel supplies to established quays and wharfs.

EAW is the principal commercial wharf for Darwin; Contractor’s

activities must minimise any impact on the operations at East Arm

Wharf.

Repairs to East Arm Wharf will result in closures of elements of the

wharf face during 2013 that may impact on the availability of berths

and offloading facilities.

Fort Hill Wharf is available for commercial activities but is dominated

by naval vessels, cruise ships and tugs. Large naval exercises occur

between July and September each year and can use all of the berth

space at Fort Hill Wharf and ten anchorages or more in the harbour.

Naval vessels from patrol boats to 100,000 tonne aircraft carriers visit

the harbour. Naval vessel activities are largely confined to the

northern parts of the harbour. Patrol boat movements from the Navy

and Customs are not likely to have impacts on Contractor’s marine

operations.

Defence will build a barge ramp at East Arm. At some stage during

the Project it is likely that Defence will load amphibious ships via

landing craft operating from East Arm.

The Mandora ferry makes regular trips from Cullen Bay to Mandora

thereby cutting across the main shipping channel.

Bunkering will be carried out at areas in the harbour as discussed

and agreed with the Harbour Master.

Marine Traffic

and Schedule

The marine traffic flows generated by Contractor’s works are as follows:-

The transportation of dredged material from the five Separable

Portions within Darwin Harbour to the dredged material spoil area

located approximately 12 nautical miles north-west of Lee Point. The


dredged material will be transported by approximately six self-

propelled split hopper barges, with hopper capacities varying

between 1,000m3 and 3,700m3 and also by two Trailing Suction

Hopper Dredgers (TSHD). Generally the TSHDs will be loaded by a

Cutter Suction Dredger (CSD) and will transport the dredged material

to the spoil disposal area, i.e. effectively the TSHDs will perform as

large barges rather than as dredgers. The TSHDs have hopper

capacities varying between 21,000m3 and 32,000m3. A TSHD will

also be deployed in dredging mode to dredge Separable Portion 4,

the TSHD will sail to and fro the spoil disposal area.

One 22m long survey boat will be engaged on surveying works

throughout the dredging area, the spoil disposal area and the

channel / sailing route between.

One 18m long boat will be engaged in environmental monitoring

works throughout the dredging area, the spoil disposal area and the

channel / sailing route between.

A dedicated crew transfer boat (22m long) will transfer crew,

Contractor’s personnel and ships’ supplies from a crew jetty at

Darwin Waterfront to the backhoe dredgers operating in Separable

Portion 1 and to the barges, TSHDs and CSD.

Significant marine traffic generated by commercial operators include:

DLNG, 1 vessel every seven to ten days.

Marine Supply Base Dredging and Construction at East Arm will

consist of one CSD, pipelines and ancillary equipment. Operations

will commence Q3 2012 and continue until Q1 2014.

One cruise ship per week visits Darwin Harbour.

A cattle ship visits on average every week or two. These vessels

have berthing priority.

A fuel delivery tanker visits on average every month. These vessels

have berthing priority.

A bulk mineral carrier (panamax sized vessels) visits fortnightly.

Container and general cargo traffic.

Barges and commercial traffic supplying NT coastal communities

operating from both Hudson Creek and Francis Bay.

Fishing and sailing charters.

Weather

conditions Darwin is susceptible to cyclones from November to April. The

harbour will be closed from approximately 48 hours prior to the arrival

of the cyclone for what can be a period of many days.

The Wet Season produces tropical storms and thunder storms that

produce lightning and heavy rain with reduced visibility, increased

winds and sea states.


The Dry Season produces smoke haze but there are not normally

impacts on visibility. Strong trade winds can create sea state 3 or 4

in the harbour from time to time.

Marine

Workforce

The numbers of crew and personnel on Contractor’s vessels will be as

indicated below.

First dredging season to 30 April 2013 (at peak):

Backhoe dredgers: no. 20

Split hopper barges and TSHDs acting as barges: no. 100

CSD: no. 50

TSHD: no. 40

Auxiliary equipment (survey, crew boat etc) no. 50

Second dredging season from 1 November 2013 to April 2014:

CSD: no. 40

TSHD acting as barge: no. 60

Auxiliary equipment (survey, crew boat etc) no. 50

Table ‎1-2 Key assumptions and facts

2 Marine Transport

2.1 Contractor Marine Traffic Generation

The dredging works will produce an increase in marine traffic in Darwin Harbour during the two dredging seasons; the first season is between August 2012 and the end of April 2013 with the second season between 1 November 2013 and April 2013. No dredging works will be carried out during the 2013 Dry Season. The vast majority of the traffic will be between the Separable Portions forming the dredging area and the spoil disposal area located outside of the boundary of the Port of Darwin, approximately 12 nautical miles north-west of Lee Point. The sailing route from the dredging area is via East Arm channel, Middle Arm channel, Middle Pass in an approximately north-westerly direction before turning away from the channel in an approximately north-easterly direction directly to the designated disposal area. During the first season Contractor will have two backhoe dredger spreads dredging in Separable Portion 1 (MOF) comprising in total two backhoe dredgers (BHD) and a maximum of six self-propelled barges that will transfer the dredged material to the spoil disposal area. Also operational during the first season will be a cutter suction dredger that will load two TSHDs, each with a hopper capacity of in excess of 30,000m3; the CSD will dredge in Separable Portions 2, 3 and 5. The use of these TSHDs as barges minimises the number of trips required to convey the material to the disposal area thereby reducing the marine traffic generated by the dredging works. A large TSHD will dredge the channel in Separable Portion 4 during the first season and dispose the dredged material in the designated spoil disposal area.


During the second season Contractor will operate only with the CSD spread, comprising the CSD and two large TSHDs as barges. In the absence of the BHD spreads and the TSHD the marine traffic in the second season will be significantly reduced from that in the first season.

2.2 Co-ordination with other contractors operating in the Harbour

Contractor will carry out the Darwin Harbour Dredging Works for Onshore Facilities between

August 2012 and April 2014 with a period of inactivity between May 2013 and October 2013

inclusive. During the aforementioned periods other contractors will be performing works for

Company as below:-

Contractor Overview of works Period

JKC Delivery of modules and materials for the

LNG Onshore facilities, including the

Workers’ Village and construction of the

MOF and jetty.

Saipem Gas Export Pipeline construction package

Cardno Environmental monitoring

Table ‎2-1 Other Company Contractors SIMOPS

The MTMS states that each of the above contractors and their subcontractors will produce

MTMPs that will vary in complexity and depth based upon the traffic flows, loads, scope and

risks but will be in line with the MTMS.

The marine traffic management operations of all of the contractors will be discussed and co-

ordinated at SIMOPS meetings.

2.3 Contractor TMP Risk Assessment

Company and all of its Contractors have signed up to Safety being the number one core

value.

Contractor has established a HSES management system; the system is described in a

number of documents of which the top tier document is the HSES Management Plan, ref.

36.3096-HSE-HSEMP-001. The HSES management system includes the Hazard Register,

ref. 36.3096-REG-HAZ-001. The Hazard Register identifies all hazards likely to be

encountered in the course of the dredging works and unwanted events that may arise there

from, the resulting risks are rated between low and high. The assessment of risks includes

those that originate from the movement of vessels in the dredging area and to and from the

spoil disposal area. The risk analysis for marine traffic movements takes account of the

following:-

Type of vessels in use in all parts of the working area.

Traffic routes and hotspots.

Presence of other users (commercial, recreational) in the harbour.

Impacts of weather, tides and currents.

Emergency situations, eg engine failures, fire.

Bathymetry, draft restrictions.


Industrial relations disputes creating congestion with limited anchorages;

Cyclones;

Interface with the public and risk created by public to project vessels arising from:

o Alcohol;

o Excessive Speed

o Lack of knowledge of marine rules of the road, lighting and navigation

marks due to a lack of boat driver licenses;

o Lack of ability to identify non-commercial vessels due no registration;

Low capability of civilian on water emergency response to respond to protests,

incidents and accidents;

Collisions due to a failure for the Project to manage simultaneous operations.

Following the analysis and assessment of the risks the Hazard Register has been developed

to show additional control measures that will be put in place to reduce the risk to As Low as

is Reasonably Practicable (ALARP).

2.4 HAZID Workshop

Contractor’s Hazard Register was discussed and reviewed extensively with Company at two

HAZID workshops held on 2 and 8 August 2012 following which the Hazard Register was

updated to incorporate improvements. Contractor’s Hazard Register is included in Appendix

1.

2.5 Key Risks Identified

A summary of the relevant parts of the Hazard Register relating to risks from marine traffic movement is shown below: Activity Hazards Unwanted event

Controls

Compliance with site specific Policies and Procedures

Non-conformance of policies and procedures

Breach of procedures resulting in Injuries to personnel and or damage to equipment

- Management plans - Method Statements - Standard Works Procedures - Safe Work Method Statements - Job Safety Environmental Analysis - Permit to work - Take 5's - Monitoring and support from HSE Advisors and Department

Sailing and/or manoeuvring (whether independent or under tow)

Presence of marine traffic during marine operations, such as project vessels and commercial vessels.

Collision resulting in injury to personnel, damage to or loss of equipment, or damage to the environment.

- Van Oord approved & competent masters, operators on-board. Adequate training provided. - Satellite marine traffic and buoys location and movement information. - Communication with Darwin Port Corporation (DPC) on schedule of movements. - Emergency Drills as per standing instructions. - Vessel seaworthiness surveyed and certified. Preventative maintenance system (FMS). - Vessel lighting and symbols in good working order. - Bridge watch as per STCW95. Two per night. - International and Australian maritime procedures followed. - Ensure that relevant annual inspections are carried out by qualified inspectors. - Emergency drills. - Assistance to be requested when manoeuvring barges alongside BHD when effected by currents. - Maintain watch as per maritime


regulations. - Ensure surveyed sailing routes to spoil grounds are followed and survey screen information is kept current by regular updates.

Presence of recreational vessels during operations.

Collision resulting in injury to personnel, damage to or loss of equipment, or damage to the environment, or damage to reputation of project.

Existing Controls include those set above for Marine Traffic (Commercial vessels and project vessels). Defensive sailing practice. Sounding horn when vessels approaching or in close proximity to inform. Reduce speed. Crew vessel to approach vessel and inform public. Encourage to move away. Vessel masters and crew are aware (or informed) of Darwin recreational vessel practices. Vessel Masters trained to be prepared for interaction with recreational vessels. Masters informed of: Drivers of recreational vessels may not be aware of safety zones, not skilled or trained in manoeuvring vessel, or understanding marine traffic rules or signs. Vessels may not use or have lights. Buoys deployed to increase awareness by public.ISPS-code. All vessels not announced to be warned.

Heritage locations. Disturbance or damage to heritage items.

- Vessels are not to enter Heritage areas and are to adhere to safety zones, with exception of Survey Vessel. - Heritage areas and safety zones are mapped. Van Oord Aus. has augmented the safety zones. Heritage safety zones are clearly visible on all navigation systems of vessels. - Heritage exclusion zones are strictly no anchoring zones and no-access for project vessels. - Heritage areas are surveyed after significant cyclones or other extreme weather events, that may cause heritage items to be moved. In this case Safety zones are to be updated and Vessel masters to be informed.

Vessel to vessel transfer Moving Vessels, waves, current

Crushing between vessels, slips trips falls into water/on deck, drowning, near drowning

Vessel to Vessel Transfer procedureOnly transfer when:1. Captain of transfer vessel agrees it safe to transfer and2. Captain of receiving vessel agrees it is safe to transfer and3. You are comfortable with (conditions of) the transferThree points of contact on the pilot ladder at all times bags pulled up by deck via rope and or work basket. Use of leeward side of vessel to be boarded.Scheduled boarding whilst barge is loaded where possible to reduce the height of the boarding areaOnly transfer at designated transfer points.good communications between Masters of each vessel prior to and during crew transfer operations.PPE (Life jacket, safety shoes, gloves)

Water (ocean, or rivers).


Medical emergency Unprepared emergency

procedures and drills Inadequate execution of emergency procedures, resulting in injury to personnel, fatality, and or loss of equipment.

VO induction, emergency response plan. Emergency response plan, emergency ship drills, training and awareness packages.

Use of DPC waters close to pipeline by various stakeholders

Poor visibility of the pipeline

Collision between pipeline and other port users vessels (including recreational boats)

- Advertisements of INPEX on public TV; - Introduction of 250 meter safe zones by DPC; - Distribution of SIMPOPS sheets; - Marine Traffic Management Plan - Heritage Management Plan; Anchor Management - Plan as far as the Single mooring point goes - Information signage placed at each boat ramp - Notice to Mariners

- Sequential lightning on the pipeline; flags on the pipeline or similar

Table ‎2-2 Summary of Hazard Register


3 Alternatives to Marine Transport

Contractor’s scope of works under the Contract does not include the provision of any permanent works materials to the Project. Thus, the consideration of alternatives to marine transport e.g. rail freight and air transport is not applicable to this MTMP.


4 Risk Mitigation and Marine Traffic Management Measures

4.1 Safe Use of Waterways

4.1.1 Safe Masters / Crews: Qualifications, Induction, Training and Briefings

All Contractor vessels will comply with all laws, international regulations and guidelines. The

vessels will be inspected and audited on a regular basis to ensure validation of all

certificates. Crew on board the vessels will all have the applicable training and/or education

to safely execute their tasks.

Contractor believes that continuous training is important for all employees and will further

equip them with the necessary knowledge and skill to effectively implement and improve the

safety system at the site.

There are requirements for the personnel working on the project to be competent for the

tasks they are to perform. A training matrix has been prepared in which all training available

is stated with applicable target groups.

The crew on board of the Contractor vessels will be trained to meet the legal requirement. A

training matrix will be maintained by the Contractor Crewing department detailing the

required certificates and expiry dates for the crew of each vessel.

In addition to standard skill training, the type of training which may be required could be:

First – Aid Course.

Fire fighting training

Safe working practices (use of PPE, manual handling, working at height, reduction in

the discharge of waste, confined spaces, rigging, etc.)

Environmental emergency response procedures

Oil spill emergency response procedures

Confined space

Marine fauna observation training

Heritage management training

Reference is made to 36.3096-ORG-TMX-001 Training & training matrix

Verification of Competency as mentioned in the Code of Practice 2006 will be applied for all

applicable operations / tasks on the project.

The Corporate Personnel and Organisation department (P&O) is responsible for producing

and maintaining an up to date training matrix that identifies key personnel and the level of

training required to ensure conformance with Contractor Health, Safety and Environmental

Policy and with reference to significant risks, impacts and emergency preparedness.

The Project Manager will ensure applicable training is identified and provided to all project

staff including sub-contractors, consistent with the requirements of the matrix.


Tasks which have the potential to cause a health and safety hazard or a significant

environmental impact shall first be identified by risk assessment. Following the risk

assessment Van Oord or the sub-contractor acting on behalf of Van Oord shall ensure that

persons undertaking the tasks are competent on the basis of appropriate education, training

and experience. Copies of training certificate shall be made available upon request.

Training and awareness will be achieved through a variety of routes including site induction,

toolbox talks, briefing, newsletter and formal training courses.

People that operate specialised equipment (excavator, cranes, tele-handlers, etc.) must:

Be competent to operate the specialised equipment they are to operate;

Be in possession of a valid certificate/licence, applicable to the type of equipment which

he / she operates, Certificate of Competence / driver license. A copy of these

documents must be handed over to the QHSE Department during the induction.

Competency will be achieved by way of Verification of Competency which will include

challenge testing.

The operator record and a copy of the relevant competence certificates are maintained on

site.

Training and awareness will be achieved through a variety of routes including site induction,

toolbox talks, briefing, newsletters and formal training courses.

4.1.2 HSE Induction and in house trainings

Health, Safety and Environmental inductions will be given to people when they first arrive on site. The inductions will cover all site specific HSE aspects, including site rules, applicable local HSE rules and regulations, emergency procedures, unsafe working conditions, Company requirements, environmental sensitivities on site, waste management principles and procedures and drug & alcohol policy. HSE Induction will ensure that all personnel work in a safe manner use correct PPE at all times and understand Company, Van Oord and sub-contractor’s commitment to health, safety and environmental issues. Visitors will receive a site induction in which the general project rules are explained. The record of inductions completed will be kept at the site office. The Project Manager will ensure applicable training is identified and provided to all project staff including sub-contractors, consistent with the requirements of the matrix. Individuals who suspect that they have a problem that could affect their fitness for work are encouraged to seek advice and treatment before safety at work or their work performance is affected. Employees are encouraged to raise any problems or concerns they have about their fitness for work with their Supervisor, Manager, the Project Manager or the QHSE Manager. All such discussions will be confidential.


All employees also have access to an Employee Assistance Program. This is an external counselling service that is both voluntary and confidential.

4.1.3 Fitness for Work

Supervisors and Superintendents are responsible for assessing the fitness for work of individuals including masters of vessels under their control and taking prompt and appropriate action to address declining safety or work performance as a result of an employee being unfit for work in the same manner as for any other cause. Supervisors must direct an employee to leave the site if they believe they are unfit for work.

4.1.4 Drugs and Alcohol

Contractor vessels working on the Project are all ‘dry’ vessels. This means that there is no

alcohol available on board the vessels. This will be regularly checked by breathalyzer & drug

tests to ensure the zero tolerance policy. Reference is made to Contractors Drug and Alcohol

Management Plan; 36.3096-MP-AOD-001.

4.1.5 Fatigue Management

Contractor has a duty of care to ensure that all individuals are alert and fit for work whilst on

its sites or whilst undertaking activities on its behalf. Therefore the Darwin Harbour Dredging

Works Fatigue Management Plan (36.3096-MP-FMP-001) has been developed. This plan

outlines the responsibilities of all individuals and provides procedures to reduce and address

the causes of fatigue, mitigate and monitor the risks associated with fatigue and to deal

effectively and appropriately with individuals who may be unfit for work due to fatigue.

Reference is made to the Fatigue Management Plan, 36.3096-MP-FMP-001.

4.1.6 Safe Shore to Ship to Shore

Locations for crew change and as well for emergency transport from vessel(s) to shore will

be;

Fort Hill Wharf in Darwin

Stokes Hill Wharf in Darwin

Reference is made to; 36.3096-MP-ERP-001 Emergency Response Management Plan,

containing the emergency routes to the hospital from both crew change locations.

On either location a suitable walkway including mooring pontoon will be established to

ensure safe transfers. Walkways will be constructed to ensure the easy passage and

handling of a medical stretcher. During pre-survey works the general jetty will be used for

any emergencies. Fort Hill Wharf is sheltered during bad weather

All personnel will be wearing full PPE including inflatable life vest to ensure safe passage.

Vessel to vessel transfer will only be, if all three involved responsible (both vessel masters

and the personnel transferring) feel safe for the transfer, taking all conditions in consideration

(weather / sea state / current / urgency (or lack off) / etc.).


4.1.7 Use of Pilots and Exemptions

Contractor has made arrangements with the DPC regarding the use of pilots. Non propelled

dredgers do not require pilot nor pilot exemption, as they are stationary. Self-propelled

dredgers will use pilot exemptions. Prior to the start of actual operations, two familiarisation

runs with a DPC pilot. One in day light, the other in darkness. These runs are followed by an

exam from DPC. Contractors auxiliary equipment is either under 32m and does not require a

pilot or will have the familiarisation.

4.1.8 Vessel Management Systems (VMS)

All equipment operating on the Project will be equipment with (D)GPS systems to monitor the

location and voyage direction. Monitoring screens will be placed within the Contractors office

displaying current equipment location.

Sea planner or similar will be used to monitor operations and personnel. This application

enables the Contractor real-time tracking and status checks of personnel, vessels (AIS) and

site assets integrated with an interactive web-based GIS map with all data stored for the

lifetime of the project. All movements of the vessels/equipment will be logged. Logged data is

to be collected on a regular bases and is available for incident investigation if required.

Besides the above mentioned systems the vessels crew will maintain visual contact with its surrounding. The following actions are furthermore required:

Identify the area of operations/route that is being taken (e.g. incoming vessels);

Contact the master/coxswain to notify new hazards, changes to marine conditions or to discuss a time critical public complaint (e.g. strong current due to spring tide);

Be able to respond to community complaints or concerns; and

Where appropriate provide feedback, advice and training to masters to improve safety and performance

4.1.9 Vessel Load Management

Contractor has vessel load management systems in place and available on board, which includes: training for crews, ensuring vessels are not over loaded, loads are stable, centre of gravity and stability are maintained within limits, loads are properly secured, procedures are in place for loss of load and, where appropriate, loads are covered to protect the public and the environment. Furthermore contractor has all required procedures in place to ensure the correct loading of vessels is undertaken including the prevention of overloading, stability and security of loads and actions in case of loss of load. Measures in place during the construction phase should include a visual inspection of vessels to ensure that their load is appropriately loaded / distributed / secured.

4.1.10 Dangerous / Hazardous Goods

The carriage of dangerous goods will comply with all NT legislative requirements, and industry best practice for all Ichthys project movements of dangerous goods. Records of dangerous goods carried are to be kept and audited by contractors. Where appropriate and/or required by law, contractor will keep the DPC and NTPFES informed about the movement of dangerous goods. Applications for the movement of Dangerous Goods in Darwin Harbour are subject to an application being lodged and approved by DPC.


Information is available from DPC and on the DPC website. Contractors are to provide a list of all dangerous goods to be moved to emergency services, which is to be updated on an on-going basis. Contractor will furthermore minimize transport of hazardous goods.

4.1.11 Waste Management

All vessels operating in Darwin harbour will comply with the Marine Pollution Act which is enforced by Marine Safety Branch and the Waste Management and Pollution Control Act which is controlled by the Environment Protection Authority for the storage and disposal of waste products. Particular care is to be taken with oily wastes and the discharges from bilges and fire mains to ensure water quality is not affected. Contractor will to adopt the Company's philosophy of reduce, re-use, recycle when managing waste. Waste management is to be covered in detail in Contractors Environmental Management plan. Reference is made with document 363096-MP-WMP-001; Waste Management Plan

4.1.12 Portable communications while at the Helm

At all times communication between Contractor vessels and DPC will be maintained. This

according with marine regulations and guidelines. Communication will be on general harbour

channels to ensure surrounding vessels will be kept up to date. Vessels in close proximity of

the Contractors vessel will be contacted directly.

On board the vessels communication to be recorded in logbook on the bridge and noted for

handed overs. Communication with the DPC will go via VHF radio. All relevant DPC VHF

channels are listed in Table 4.1 – below.

VHF Used for Primary Use

06 DPC Lockmaster for Frances Bay

Marina

Communications with vessels entering

or leaving Frances Bay mooring basin

08 Tipperary Waters Lockmaster Communications with vessels entering

or leaving Tipperary Waters marina

09 Darwin LNG Wickham Point operations

10 All vessels Darwin VTS working channel and

primary port operations

11 Cullen Bay Lockmaster Communication with vessel entering

and leaving Cullen Bay marine

12 and 13 Tugs Ship manoeuvring with the assistance

of tugs

14 and 69 Naval vessels Navy port working frequency

16 All vessels [International] distress, safety and

calling

68 Bayview Marine Lockmaster Communications with vessels entering

and leaving Bayview marina

72 All Vessels Ship to Ship, and Aus. Customs

Table ‎4-1 DPC VHF channels


4.1.13 Marine Charts

All contractors vessels are supplied with charts of the Darwin Harbour and entrance, either on paper or electronic. Furthermore all vessels will have Contractors most recent hydrographical survey data available in the their navigational system. Buoys, pipeline, anchors and other fixed floating object, used by the various dredge spread, can also be fixed on and shown in their on their navigational system. All contractor’s vessels are to keep their chart updated with chart corrections from RAN and DPC Notices to Marines.

4.1.14 Advice to vessels regarding changed Environmental & Traffic Conditions

The Territory is subject to severe weather conditions; for example heavy rain, lightening, fog, cyclones, bush fires, reduced visibility due to fog, smoke, haze and dust and high winds associated with thunder storm gust fronts, tropical lows and in the dry consistent trade winds can generate Sea state 4 in the harbour. Conditions on Darwin Harbour can change very rapidly particularly in the wet when thunder storms move rapidly. Masters will be briefed on these hazards as part of the induction training. Policies and procedures are in place to communicate such hazardous conditions to masters particularly if they have not been previously briefed at a toolbox or vessel hand over session and to ensure masters operate to the conditions. Current traffic, weather conditions and additional briefing items will be communicated to all masters at the commencement of their shift during the daily toolbox meetings. Changes or unexpected hazards must be able to be safely communicated to masters while they are on the water.

4.1.15 Restrictions to Marine Traffic Routes

Contractor does not foresee any restrictions to marine traffic routes during the early stages of dredging, as this is upstream of the main commercial trading route. Smaller size vessels (max 60m long shallow draft landing craft) are to pass the dredge spread, which does not provide any difficulties, due to their limited draft. At a later stage, while dredging the Walker Shoal and Berth Approach anchor and floating pipeline positions are to be carefully planned and generally approved by DPC. Based on the design and current surveys Contractor does not foresee closure of channel to the East Arm Wharf and adjacent Hudson Creek. Partly because the channel is wide in that specific area and because the floating pipeline and the TSHD can be behind the CSD in the newly dredged channel. As can be seen in figures 4.2 and 4.3 the CSD spread requires a lot of work area. Overview required lengths and distances:

CSD length 120m

TSHD length up to 230m

Average cut width 130m

Floating Pipeline up to 750m

CSD anchor distance average 50m (outside dredge cut) but can go up to (but not limited to) 500m.

Pipeline anchors distance up to 200m So all in all a very large area which cannot be crossed / entered by anything other than

Contractors vessels. This area could easily cover 1000m x 500m.


This type of dredge spread has also one dedicated tug boat (multi cat or shoalbuster type).

this vessel is required for assistance during manoeuvring, cargo handling, anchor handling

etc. This vessel will also be required to assist in keeping a watch for marine traffic to ensure

they keep clear of the area.

Figure 4-2 Indication of layout and required working area of CSD spread (with outgoing tide)

Figure 4-3 Indication of layout and required working area of CSD spread (with incoming tide)

Note; both figure 4.2 and 4.3 are not to scale and mentioned lengths can vary. Also working

direction of CSD can vary.


4.1.16 Public as a Risk Factor

During the Company sponsored Ichthys Marine Transport HAZID a number of high risks

were identified that resulted in the possible need to protect project vessels and personnel.

This need is perceived on how private boats are operated in the Northern Territory. One

viable method of reducing the risk was via the provision of information and education. It was

recognised that both targeted messages to the general public on general risks and targeted

messages to high exposure stakeholders groups against specific risks were required. Key

risks posed by the recreational boat users:

Operation of vessels under the influence of alcohol and/or drugs

Excessive speed

Lack of knowledge of marine rules of the road, lighting and navigation marks due to a

lack of boat driver licenses

Lack of ability to identify non-commercial vessels due to no registration

As Darwin harbour is known for its many high powered fishing boats, with all the above

mentioned key risks involved, contractor has various options to minimise these risks. As

mentioned before all dredge spreads have a designated vessel which will keep an extra eye

on surrounding vessel. If public vessels do enter the working area, the designated vessel will

warn them to clear the area. This can be done via VHF, via horns signal, or vocally. If this is

not sufficient and the dredge area is still entered by public vessels, marker buoys can be

placed to mark the dredging area. If required they can be positioned at a certain interval and

fitted with warning signs. As a last option, clearly marked floating ropes can be installed in

between these buoys, to create a physical barrier between dredge spread and public area.

The required access is then easier to manage and control. As said all these are possible

options and require risk analysis prior to installation.

4.1.17 Defence Activities

Defence is a major user in Darwin harbour and conducts a number of activities which represent a risk to project marine traffic flows of which the Company and Contractors must be cognisant. Defence activities include refuelling by barge, diving operations, boarding party training, ammunitioning at a buoy near Talc Head, amphibious load out and anchoring large numbers of vessels in Darwin harbour increasing congestion and reducing sea room. All of these activities can be easily and adequately controlled by good communications. DPC coordination of harbour movements will be supplemented by a close relationship and open information exchange between the Company and Defence.

4.1.18 Synchronisation and Co-ordination with Marine User Traffic Flows

The Company has developed a multi layered, multimedia policy of Marine Transport

Communications to ensure that communications are targeted to minimise risks.

Communications are synchronised with other key marine safety messaging bodies such as

the DPC, DOT, and AFANT. The Strategy is available in PIMS Document No. C025-AG-

PLN-0030. The strategy forms an addendum to, and an integral part of, the Ichthys

Construction Transport Management Strategy. It forms the framework for the company to

communicate with the Greater Darwin Area. Contractors are required to deliver daily

communications on construction activities and hazards.


Working groups will be established by the Company with Government and the contractors

(where appropriate) to coordinate the delivery of marine safety messages to the public and to

share information on marine transport communications and public engagement issues.

Contractors will then form working groups with sub-contractors and lower level stakeholders

as required to ensure robust and aligned safety communications delivery.

For the Project to communicate transport messages clearly and regularly, several

communication tools should be utilised. The following are the key methods likely to be used:

Darwin Port Corporation (DPC) Website

Regular Darwin Harbour users visit the DPC website before navigating their vessels in the

harbour. It contains essential information including, but not limited to:

Notices to Mariners;

Harbourmaster’s directions

Waves, tides and weather

Ship movements

Active Port security zones; and

Maps

Using this already well-established website to post the Project’s weekly harbour movements

should be critical in ensuring all work is conducted safely.

1800 Number and Email Enquiries

A 1800 number hotline has been established for community stakeholders with questions or

concerns relating to dredging or other Project marine activities. The actual number is 1800

705 010.

Public displays

Public displays will be used to engage directly with the community to help identify and

communicate transport information. For example, public displays at boat ramps to inform

fishermen of safety zones in the harbour or at shopping centres to inform the public.

4.2 Safety Waterways

4.2.1 Safety Zones

Safety zones of 250m will be established around all equipment. This to ensure that the public

(recreational craft) will stay at a safe distance.

All contractors will operate their vessels at a speed consistent with safe navigation in all

prevailing conditions such as heavy rain, fog, dust, smoke, strong winds etc. They will also

reduce speed to 5 knots within a mooring area, within 30m of a moored vessel or divers

operating in the water, within 100m of a wharf, jetty or commercial shipping area or that the

wash endangers the safety of a person, boat or structure. Speeds are enforceable and water

police checks will be conducted.


4.2.2 Defined Traffic Routes

Before commencement of the dredging activities, the working area, sailing channel & spoil

disposal ground will be surveyed by the Contractor. Latest survey charts will be provided on

board all project vessels to ensure safe navigation. Reference is made to 36.3096-MP-SMS-

001 Survey Method Statement, stating more specific survey navigation equipment used

during the Project.

All floating equipment will be equipped with a RTK GPS or similar specifications positioning

system.

Any obstacles found during this survey, together with the information on any sub-sea

pipelines, obstacles (UXO) or out-of-bounds areas present in or near the working area will be

plotted on a chart, which will be distributed to all marine equipment.

These data will also be presented visually on board all vessels equipped with positioning

equipment, i.e. the backhoe dredge, the survey vessel and the tug boat. On a computer

screen the operator will see:

Alignment of the area and access channel;

Vessel position;

Shore line;

Other features as desired by the circumstances (such as out-of bounds areas and

DSDA).

The dredge will be made operational and all the required survey equipment, i.e. the

(horizontal) positioning equipment (DGPS system) and the (vertical) dredging support

equipment (tidal data receiver), will be set up. The dredge (survey) system will be calibrated

prior to commencement of excavation.

During the initial positioning of the BHD in the (centreline of) the dredge area survey

personnel will be on board to give assistance, brief the crew on board regarding survey and

positioning requirements and to ensure that the BHD is properly positioned before dredging

commences. Initial positioning of the Dredger can be witnessed by Contractor and/or

Company, if required.

During the dredging activities survey personnel will carry out regular checks of positioning as

per standard Van Oord QA/QC procedures. Furthermore the dredge operations will be

closely monitored by regular interim surveys as describes in the Survey Procedure.

Contractor has two options for sailing to the spoil disposal area. These two options are

shown in Figure ‎4-4 Sailing Route to Spoil Disposal Area;

The longest white line indicates the conforming route at this stage. Vessels will exit

Darwin Port via the dedicated entrance / exit channel (middle pass) stated on the sea

chart. At the end of the channel vessel will turn towards the spoil disposal area.


The shorter lines indicates an alternative route Contractor is currently considering.

However this route will first be thoroughly surveyed by the Contractor to ensure safe

navigation. After survey has been completed the results will be evaluated by Contractor

and the assessment will be made if the alternative route is safe to sail to the spoil

disposal area (in consideration with Contractor regulations and guidelines).

Figure ‎4-4 Sailing Route to Spoil Disposal Area and possible anchor locations for SHB

and TSHD if required. No go areas included (red)

Same routes will be used by the TSHD which will be loaded by the CSD. These vessels have

a bigger draft so are probably fixed to black line. As said extensive survey will show if a route

for these large vessels are possible (for instance on high water and when empty).

The public will be informed by the DPC website and Company communications regarding the

dredging activities, including defined traffic routes.


4.2.3 Anchorage Plans

During the execution phase of the Project the cutter suction dredger will be dredging the

material and loading the hoppers via a floating pipeline, as can be seen in figure 4.2 and 4.3.

The floating pipeline will be around 600m long and will be secured via a Single Point Mooring

Buoy. This single point mooring buoy will be secured via a box anchor. Yellow lights will be

mounted on top of the floating pipeline every 20 metres. This to ensure safe navigation for

other vessels in the surrounding area. During operations there will always be a multicat

vessel assisting the Cutter Suction Dredger and the floating pipeline to ensure safety and

productiveness. Reference is made to the CSD method statement mentioned in 36.3096-MP-

DMM-001 Dredge Material Management Plan.

Figure 4-5: Overview of required anchoring zones (red) direction / dredging width and direction

(indicative and depending on conditions)

In above figure 6 one can see that the side anchors will follow the CSD progressively but

positions cannot be planned on forehand. Distances and wire angle vary due to changing

conditions such as depth, type of soil, obstructions etc. Anchor zones can be made per

planned cut. CSD does work with pre planned cut plan. This plan can be made well in

advance, also to foresee type of dredged material, predict wear and tear, progress in square

meter etc.


Figure 4-6: Requirements when dredging steep design slope (indicative only;not to scale)

As can be seen in figure 5 in some conditions a side wire pontoons is required. If the design

or work slope is steep and/ or hard soil is encountered, the pontoon is required to prevent

that the side wire is cutting through the soil (while swinging and stepping forward). Due to the

large forces on the wire it can damage or even break. The pontoon is to be positioned over

the slope and will safely guide the wire over the slope.

Figure 4-7: Dredge footprint plus added required anchor area (yellow) and NO GO areas (red).

(Indicative and not to scale)

Above figure indicates where most of the anchoring will occur; at the CSD dredge area. In

the CSD dredging area are a number of no go areas. They constist of the following:

- 6 Catalina Flying Boats

- 1 Kelat coal barge

- Aboriginal Heritage site

No go areas are specified in Contracter Heritage Management plan. The Backhoe dredge

spread does not work with anchors and therefore not specified in this plan.


4.2.4 Marine Traffic Separation Schemes

In confined areas of waterways such as near East Arm and at the mouth of the Elizabeth River, marine traffic management schemes may have to be established that keep commercial and recreational traffic separated from project traffic. The requirement for mitigators such as establishment of defined channels will result from contractor HAZIDs which are to include the Darwin Port Corporation. Buoyage and lighting may be required to mark Traffic Separation Schemes. Marine Traffic Separation schemes will be communicated by NTG via NOTMs, marine notices, the DPC website and other statutory requirements. The Company/contractors will contribute to the communication via radio and TV advertising, websites, AFANT, signage at boat ramps and other channels as per the Company communications plan. Initially safety zones and marine work area’s promulgated by DPC will be used to separate traffic. Should further risk mitigation measures be required they will be discussed with DPC.

4.2.5 Marine Patrols and hazards to Navigation

Masters/coxswains are to ensure they are observant of materials on or below the water and report such materials. Ichthys project vessels are not to create any hazards to navigation, any materials or loads that are inadvertently dropped or fall into the water are to be immediately recovered and reported to DPC. If this issue and/or traffic separation become a problem, the contractor will consider on water patrols to ensure the activities of the Project are not creating hazards to navigation.

4.2.6 Refuelling

Bunkering of the Hoppers will be conducted via the Port (East Arm Wharf). The major

hoppers will approximately bunker every two or 4 weeks. Stationary equipment (CSD / BHD)

will be bunkered by Contractors equipment. The multicat or split hopper will come alongside

the fuel receiving equipment and fuel will be transferred. Approved fuel transfer locations will

be discussed between DPC and Contractor. Fuelling will be in line with DPC and Contractor

procedures & checklists. All contractors vessel bunkering or refuelling, be it shore to ship, or

ship to ship, are to advise DPC Control tower on the VHF channel 10 of the proposed

operation, the commencement and completion times.

4.2.7 Cyclone Procedures

Contractor has developed cyclone response procedures in consultation and consistent with the requirements of DPC. For further information see Contractors doc 36.3096-MP-CRP-001 Cyclone Response Plan

4.2.8 Signage and Buoyage

Company to erect project signage at key locations such as boat ramps to make the boating public aware of Ichthys Project marine activities. Maintenance of these signs will be undertaken throughout the construction phase of the Project to target key risks in the community identified in the HAZID so they are controlled to ALARP. On water signage such as buoys with speed or warning signs may also be necessary. The employment of the latter only after consultation with, and approval from, the DPC Harbourmaster.


4.3 Safe Vessels

4.3.1 National Standards

All Contractors equipment operating on the Project will comply with all Contractor and international & national regulations. Lighting on the vessels and auxiliary equipment will be in place as described in the

International Regulations for Preventing Collisions at Sea.

4.3.2 Survey and Seaworthiness

All vessels must be seaworthy while performing movements for the Project. To be considered seaworthy, all vessels will comply with the following rules and regulations, including but not limited to:

Relevant NT legislation;

Relevant Australian Design Rules.

Project requirements.

Be in survey.

Comply with international and Australian standards. All Ichthys Project vessels are to be in survey at all times. No actions are to be taken by any person that might impact on a vessel's seaworthiness or compliance with survey requirements. All vessels operating in Darwin harbour will have an Offshore Inspection Database (OVID) inspection completed by a marine warranty surveyor prior to mobilisation. The OVID report will be made available to NTG upon request and along with survey papers and ship's/boat's records form the basis for the application for an NT survey.

4.3.3 Vessel Inspections

A complete set of documentation consisting of drawings, diagrams, instruction books and

parts books is available on board the vessels as well as at headquarters in Rotterdam, the

Netherlands. Before mobilizing to site all vessel will be inspected according the contractor

Mobilisation & Demobilisation Plan, 36.3096-MP-MDP-001.

Taking the guidelines from this documentation and instructions into consideration, the check-

up/maintenance operations to be carried out are scheduled on the basis of:

Time intervals for certain parts of the ship or for machines and installations and the

navigation and safety devices;

The number of operation hours of machine installations;

Legal requirements set by the Classification agency and the Transportation and Public

Works Inspection (maritime division).

Measuring reports related to wearing of parts in contact with sand;

Continuous inspections/maintenance by crew;

Damage occurred, defects and failures occurring.

The equipment is provided with the legally required certificates and documents. Every

certificate comprises part of the structure, installation and outfitting of the ship.


Reference is made to VOMS-PR3.08 Control Ship Documentation. For more details in

relation to the Safety Management System on board the marine equipment reference is

made to VOMS-SIG-IN-01 Standing Instructions to vessels and VOMS-SIG-IN-02 Standing

Guidelines to stationary equipment.

Routine inspections will be conduction during the project to ensure compliance and up to

date documentation. Reference is made to 36.3096-HSE-HSEMP-001 Health, Safety, and

Environmental & Security Management Plan.

All data that may be directly or indirectly related to the technical functioning of a piece of

equipment (including defects or failures) and their possible cause are registered:

Ship’s log In addition to the daily nautical registrations, inspections, drills,

technical tests, accidents and special incidents, such as damage,

defects of the ship, machines and navigation equipment are listed.

Refer to 4.1.12 re communications

Maintenance system or

Engine room logbook

Accounting for actions related to repair and maintenance to the

machinery. Registration of oil and lubricant supplies, of bunker

quantities and data.

Oil Record book Accounting for ballast or cleaning fuel tanks; discharging waste

water and contaminated fuel tanks; removal of oil residues;

discharging or removing and/or passing residual water, oil and

grease residue, in a different manner; bunkering fuel and

lubricants.

CFC Logbook Accounting for supplies, consumption of and repairs to

refrigeration and freezing installations insofar as these contain

CFC products

Crane book Accounting for periodic inspections, repairs, modifications and

replacements to hoisting equipment.

Garbage Record Book Accounting for removal of waste from the ship (other than waste

oil and lubrication products; see oil log). Waste from the ship

separated according to type of waste, in accordance with

MARPOL 73/78. A separate Waste Management Plan has been

created, reference is made to; 36.3096-MP-WMP-001, Waste

Management Plan.

Work order/

Repair Maintenance

Report

Log of preventive maintenance of/on board ships.

Specification of the operations (to be) executed and parts (to be)

replaced

The work order / repair maintenance reports are logged and generated on board in an

automated system for:


Scheduling maintenance operations, generating work orders, registration of

maintenance carried out for each piece of equipment or combination of equipment and

consumption of materials and parts.

Registration of spare parts and equipment.

Management of spare parts and the stock situation.

Processing of purchasing requests

Processing of transport orders.

Reference is made to VOMS-PR3.05 Maintenance of equipment

4.3.4 Master and Coxswain Situational Awareness – Communications Fit

All Project vessels will have appropriate communication devices installed to meet regulatory requirements and allow contractors and masters to communicate information such as hazardous marine conditions, environmental/weather factors, notable marine traffic congestion, loss of load/materials and updates for daily movements and other on relevant water activities.

4.3.5 Lighting and Visibility Augmentation

Contractor will comply with regulatory requirements for lights, shapes and flags on Project vessels. Other forms of visibility augmentation such as signage, lettering and paint schemes on vessels to improve vessel visibility and thus safety will be considered. Particular attention is to be paid to lighting and visibility augmentation for floating, semi-submersible or submerged equipment that could create a navigation hazard such as floating pipelines, mooring chains and anchor wires. DPC have indicated the preference for warning lighting on such pieces of equipment is flashing yellow lights. The semi submersed pipeline between the CSD and TSHD represents a significant hazard and will require robust mitigators to maintain safety.

4.3.6 Maintaining Access along Waterways

Project activities will be managed so as to preserve, to maximum extent reasonably practicable, access by commercial operators and the public along harbour channels and waterways. Where impact cannot be avoided the Project will work with DPC to minimise that impact as described in 4.2 Safety Waterways. Contractors will establish and implement procedures to respond to broken down vessels such that the vessels do not represent a navigation hazard or block a shipping channel.

4.3.7 Preserving Safety, Minimising Safety Zones

Safety is contractors and companies number one priority. Safety zones will not be reduced at the expense of safety. However, equally safety zones dimensions are to be the minimum necessary to preserve safety while ensuring that they are not unnecessarily conservative large. Safety zone for Contractor near shore dredging operation is set at 250m from dredge area.


4.3.8 Maintaining Access to Recreational Areas

Project marine activities will be undertaken to minimise impact on access to marine recreational areas. The majority of the project activities are expected to have little impact on the public's enjoyment of the Harbour. However there are a limited number of areas where some impact may occur. For example the Company has made undertakings to maintain, if at all practicable, access to the Catalina Creeks (Lightening and Cossack Creeks) during the construction phase of the Project. Should access to marine recreation areas be impacted, Contractor will work with the DPC to establish procedures or alternate access arrangements to minimise the impact and to assure the safe passage of the public to and from the recreational area.


5 Simultaneous Operations The roles and responsibilities, scope of work and execution of SIMOPS will be as per those described in Section 2. The sections below give a high level overview of how SIMOPS will work within Darwin Harbour for the Ichthys Project.

5.1 SIMOPS between the Ichthys Project and other users of the Harbour

DPC is responsible for the safe execution and coordination, including SIMOPS, of marine

activities between all harbour users on Darwin Harbour. This includes:Port Management System for the arrival prioritisation and allocation of berths to arriving vessels.

Harbour Control Tower including control of harbour movements where needed and

prioritisation of movements within the harbour Channels.

Vessel Tracking System (VTS).

Issuing general, warning and statutory/legal marine notices.

Delivers pilotage services.

Port Wharf Security, Emergency and Cyclone response.

The Harbour master is the safety regulator for the safe navigation of all vessels within the Port Limits. Company and Contractor have had several meetings with DPC and the other relevant elements of Government on Port coordination and management issues since the start of the Project. The following coordination meetings with DPC and other Port Users are the principle method of maintaining open and comprehensive communications and identifying and addressing SIMOPS activities with other harbour users:

Port Users Group. This is a meeting is chaired by DPC and is the vehicle for DPC to update all users on long range Port activities. Port Users also get the chance to advise significant activities. The Company observes this meeting and Contractors attend. The meetings are held every 4- 6 months. The Port Users Groups has several sub groups based upon area of operation or industry, such as oil and gas. The groups meet more regularly.

Port Users Group - Operations Sub Group. This Group discusses day to day operations in the Port and is the Port's key vehicle for dealing with execution of SIMOPS activities. Contractors participate in this Group and the Company observes. The Group meets every one to two weeks dependingupon the tempo of Port operations and the complexity of interacting activities.

One on One Meetings. One on one meetings with other Port users with whom Contractors have SIMOPS issues will be used to work out the finer detail of the coordination and deconfliction of activities. The Port may or may not attend these meetings.


5.2 SIMOPS Execution within the Ichthys Project

Company to play leading role in SIMOPS. Any request from Contractor to other Contractor will have go through Company. A full description of the Company procedures for the management of SIMOPS is contained in Greater Darwin Area Marine SIMOPS - Construction Phase Document no.: L062-AB-PRC-0001. Contractor notes that the near shore dredging package is a standalone project and does not foresee a lot of interfaces with other contractors.


6 Marine Safety and Traffic Communications Plan

6.1 Background

The INPEX and Van Oord HAZID workshops identified that the public pose a risk to the marine-based transport movements for the Project. Interface with the public and risk created by public to Project vessels arises from:

Recreational boat coxswain potential lack of knowledge of marine rules of the road, lighting and navigation marks due to a lack of boat driver education, testing and licensing;

Lack of ability to identify non-commercial vessels due to no registration weakening enforcement efforts and therefore deterrence;

Alcohol; and

Excessive Speed. INPEX will develop a communication and education plan and associated implementation program to target these marine safety risks so safety is preserved, public inconvenience is minimised and the public are kept well informed of all Ichthys Project activities on the water. Communications will also be used to inform and educate the public on dredging operations and the management of the environment. Van Oord Australia (VOA) will provide support to INPEX by way of providing timely information of activities, subject matter expertise, photographs and data to support the development of robust and comprehensive public information, and when requested VOA people to support public information activities such as the Royal Darwin Show or the Boat Show. INPEX is lead for executing public communications.

6.2 Marine Transport Communications Working Groups

Working groups will be established by INPEX with Government and contractor/s (where appropriate) to coordinate the delivery of marine safety messages to the public and to share information on marine transport communications and public engagement issues. VOA will contribute to marine communications working groups.

6.3 Public Feedback – Grievances and Positive Comments

INPEX will establish a procedure, including a 1 800 number, to receive, track, resolve and report public feedback.

6.4 Marine Traffic Communications

Marine communications plans will outline:

objectives of the Plan;

how the Project communicates with all harbour users;

an integrated approach between Government, the Project and the Contractor in dealing with marine transport and safety communication issues; and

public communication channels and tools.

6.5 Implementation

Implementation of marine communications Plans must assure:

the risks identified which are mitigated through public information, messaging and education are targeted and effectively controlled to as low as reasonably practicable;

safety of the community is preserved;

public inconvenience is minimised;


public is informed, educated and aware of Project activities;

public is educated on marine traffic rules;

Project, Contractor and Government are delivering an integrated program; and

risk is minimised to the Project’s people, assets, schedule and cost.

6.5.1 Stakeholders

Key Stakeholders identified include:

Commonwealth Government o SEWPAC. o Department of Defence (particularly Northern Command and Navy). o DAFF. o Australian Customs and Border Protection Service.

Northern Territory Government o Chief Minister’s Office. o Darwin Port Corporation (operator of Darwin harbour wharves and controller

of vessel traffic). o Harbour Master - navigation safety regulator. o Department of Lands & Planning (Marine Branch - marine safety and pollution

regulation matters). o Land Development Corporation (owner of waterfront land and landlord to

many marine businesses). o NRETAS. o NT Worksafe. o Police, Fire and Emergency Service. o St John's Ambulance Service. o Power and Water Corporation (cables across the harbour). o Telstra (cables across the harbour) o AAPA.

Darwin Community: and Community Groups

NGOs such as o AFANT. o Boating Associations. o Yachting and Boating Clubs.

Greater Darwin Area Business and Peak Body Stakeholders o Chamber of Commerce NT. o Port Commercial Operators o NT Minerals Council. o NT Cattlemen's Association. o VOPAK. o Conoco Phillips (Darwin LNG). o Larrakia Development Corporation. o Northern Land Council. o Fishing Tour Operators. o Marine Light Industry and Barge Operators. o Tourist operators. o Tourist businesses.


6.5.2 Communication Tools

For the Project to communicate transport messages clearly, regularly and across all the target groups, several communication tools must be utilised. The following are the key methods likely to be used. Communication Action Plans Communication Action Plans should be prepared for specific milestones and activities associated with marine transport. Briefings (formal and informal) Both formal and informal briefings (in person or by phone) are used as regular forms of engagement with community stakeholders. The Company Website The Project website www.ichthysproject.com.au is updated regularly to keep stakeholders informed of Project developments and key milestones. Stakeholders can register for alerts for any updates to the website and should include marine transport updates. The website includes the 1800 number and [email protected] email for community feedback. Northern Territory Department of Lands and Planning (DLP) Website The Marine Safety Branch of the Department of Lands and Planning is responsible for marine safety and pollution regulation matters in the Northern Territory. The aim is to ensure boating is both safe and enjoyable. This is achieved through education, regulation and the sponsorship of facilities such as navigation aids. The website contains information on:

Marine tide times.

Marine safety;

Guidance notes;

Marine regulations. Using this already well-established website to post the Project’s weekly marine transport updates or placing a link on this site to the Ichthys Project Community Billboard website will assist in ensuring the Project is well informed and risks are managed to ALARP. Darwin Port Corporation (DPC) Website Regular Darwin Harbour users visit the DPC website before navigating their vessels in the harbour. It contains essential information including:

Notice to Mariners;

Harbourmaster's directions;

Waves, tides and weather;

Ship movements;

Active Work Areas and Port Security Zones; and

Maps. Using this already well-established website to post the Project’s weekly harbour movements should be critical in ensuring all work is conducted safely. Links to the Ichthys project Community Information website will also be implemented. 1800 Number and Email Enquiries The 1800 number is available for community stakeholders to call with questions and concerns, or positive feedback relating to marine transport. Calls to the number are tended by INPEX. An email [email protected] is also available and promoted through the website and other publications.


Media Media releases will be prepared for traffic milestones, distributed to key media contacts and uploaded to the Company website. Fact Sheets Fact sheets should be developed for particular marine transport issues and activities, and can be distributed at community events, uploaded to the Project website or distributed in person at briefings. Advertising Advertising should help communicate key transport movement issues to the community. Adverts in the NT News detailing marine and land movements, which are likely to have an impact on the community, should be published on a weekly basis. Public Displays Public displays should be used to engage directly with the community to help identify and communicate transport information. For example, public displays at boat ramps to inform fishermen of safety zones in the harbour or at shopping centres to inform the public of road works scheduled for their area. Education Programs On the water in the Northern Territory recreational boat drivers are not licensed and as a result require no knowledge of marine rules, safety, buoyage, signage and lighting to drive a recreational power boat or yacht, including large yachts and high speed vessels. The NT has the highest recreational boat ownership rate per capita in the country. Marine safety education programs will be implemented seeking to improve public knowledge. These programs will be coordinated in conjunction with DPC, the Chief Minister’s Office, DLP and other key community organisations with specific interests in marine safety such AFANT and insurance companies. Targeted Communication Channels for Specific Higher Risk Groups Targeted communications packages should be developed for higher risk groups in the community and interest groups, associations and business organisations should be used to deliver the packages to the people affected. For example: AFANT, recreational boat use groups, boating clubs, Defence and Volunteer Coastal Patrol. Capturing Community Feedback on Marine Traffic Issues A number of methods will be used to gain an understanding of the success of communications strategies. Phone surveys Phone surveys have proven to be an effective method for measuring the success of our community engagement programs. Direct Feedback Direct feedback obtained from the community and other Project stakeholders through means such as the Company 1800 number, email, letters to the editor and verbal feedback can assist with monitoring the success of consultation with the community. Media Media, in particular newspaper editorials and letters or texts to the editor, can help gauge the effectiveness of our traffic communications program. Editorials by senior newspaper staff are often reflective of community opinions and can provide positive and negative feedback.


Statistics Review of accident and incident statistics investigation outcomes provide a source of assessing whether communications strategies are successful or need modification to meet lessons learned. Community Feedback Management The INPEX Community Feedback Management Procedure will provide an opportunity for members of the community to raise issues and concerns, providing direct feedback to the Company and feedback for contractors. A Community Feedback Register should record actions and outcomes relating to feedback management.

6.5.3 Communications Plans Assessment and Updating

Communication Plans should be regularly assessed and updated to determine its effectiveness. Market testing and survey should be used to assess the effectiveness and communications messages, channels and methodologies should be refined to improve the communication process and thereby continue to further minimise risk.

6.6 Contractor Marine Safety and Transport Communications Plans

Contractor will comply and assist Company in their marine safety and communication towards other Contractors, Governmental bodies and the general public as far as reasonably possible based on Company’s Marine Transport Communications Plan and current permits and regulations Contractor is to adhere to. Apart from the above Contractor shall comply with its marine safety and transport communications as described in this document.

6.7 Contractors Community Feedback Management

Contractors HR Manager will collect Community grievance and positive feedback received by personnel of Contractor and will report to Company’s ‘Community Relations Coordinator’. Reference is made to Appendix 2 Company’s activity flowchart and Appendix 3 Grievance Draft Form of Contractor’s Social Impact Management Plan.

6.8 Marine Traffic Communications

At all times communication between Contractor’s vessels and DPC will be maintained. This

according to marine regulations and guidelines. Communication will be on general harbour

channels to ensure surrounding vessels, public as well as commercial, will be kept up to

date. Vessels in close proximity of the Contractors vessel will be contacted directly.

On board the vessels communication will go via handovers and the logbook on the bridge.

Officers on the bridge will be working in 8 hour shifts. All activities conducted will be noted in

the logbook on the bridge. Communication with the DPC will go via VHF radio. Reference is

made to Table 4-1 DPC VHF channels.


7 Incident Management and Response

7.1 Incident Response Procedures

Drills will be conducted to ensure readiness for emergencies. Drills simulate actual

emergencies where practicable, and confirm response and action times. Such drills are an

essential part of the overall safety programme to ensure everyone fully understands their role

in case of an emergency. Drills may be conducted in cooperation with the Emergency

Services (Ambulance, Fire Brigade).

This Marine Transport Management Plan (MTMP) will be updated when changes in the work

activity occur which may require additional actions are to be implemented or as a result of

incidents / accidents. It is the Works Manager’s responsibility to take the necessary steps to

update the MTMP according to new situations and provide updated versions.

On board the marine equipment the following drill schedule will be followed (initiated by the

safety officer on board):

Type of drill Frequency Abandon ship drill 1 x month Man Overboard drill 1 x month Fire drill 1 x month SOPEP (oil spill) drill 1 x month Emergency situation drill 1 x 2 month (one scenario)

Table ‎7-1 Drill schedule

7.2 Accident and Incident Reporting

7.2.1 Internal Reporting

Contractor has established a procedure and sequence of investigation and analysis of all

incidents at the work site with the objective of recommending specific actions to prevent

recurrence. The following personnel shall be informed immediately once an incident, damage

or near miss has occurred:

Project Manager (to inform Company)

QHSE Manager

Subcontractor and supervisor in-charge of the work / injured person.

In case of serious personal injury, the QHSE Manager together with the subcontractor and

his representative shall conduct a preliminary investigation and take immediate necessary

actions such as:

Cordoning off the scene of the Incident,

Attend to the injured person or call for an ambulance

The QHSE Manager shall issue instructions to whoever is responsible to carry out the

appropriate corrective and preventive actions as soon as possible.

The Project Manager sends the (preliminary) incident report within 24 hours to QHSE

department in Rotterdam and Area Manager. In case of damage, the report will be send to


the Technical Department. The QHSE Manager distributes the incident investigation report

among other involved parties. The final incident report (if applicable) must be send within 3

working days to the QHSE-department in Rotterdam and Area Manager.

Subcontractors will inform the PM, WM and HSE representative immediately when an

incident occurred and must submit a (preliminary) incident report within 24 hours to

Contractor.

An overview will be maintained with all outstanding actions resulting from incidents and near

misses. This overview will be maintained by the QHSE representative on site.

7.2.2 External Reporting

Accidents that involve Project vessels or personnel will be reported by Contractor as soon as reasonable practicable and within 2 hours. Major incidents will be reported as soon as reasonably practicable and within 4 hours. Minor incidents will be reported within 24 hours. Incident and accident statistics and summaries form part of Contractor reporting to the Company. Reference is made to below flowchart for communication and reporting responsibilities regarding marine traffic incidents.


7.3 Incident and Hazard Reporting

Company defines all near misses / near hits as incidents, as an event has occurred.

Company also recognises the term “hazard” (which is a physical situation with the potential

to cause harm to people, damage to property, damage to the environment or damage to

reputation, etc) and so strongly promotes hazard reporting. The intention of hazard reporting

is to promote a culture which identifies situations before incidents occur.

All incidents and hazards will be recorded and classified in accordance with the requirements

of the Company Incident Reporting, Recording and Investigation Standard. Please refer to

Table ‎7-2 Incident Notification Process & Timeframes for the Incident notification process.

Prevailing Influence Level 1

All incidents and hazards will be reported, recorded, classified and investigated in

accordance with the requirements of the Company Incident Reporting, Recording and

Investigation Standard. Processes shall comply with the requirements of Company Incident

and Hazard Reporting, Recording and Investigation Procedure. All incidents and hazards

shall be captured using the Company Database (First Priority).


All incidents and hazards will be recorded and classified, by the Contractor, in a method

aligned with the requirements of the Company Incident Reporting, Recording and

Investigation Standard. Processes will also comply with the Company Incident and Hazard

Reporting, Recording and Investigation Procedure. Incidents and hazards will be captured in

the Company Database (First Priority).


All incidents and hazards will be reported and classified by the Contractor in accordance with

its own systems (First Priority). Records will be made available to Company.

Incident Classification

Minor Incident:

First Aid Injury (FAI)

Medical Treatment Injury (MTI)

Alternate Duties Injury (ADI)

Major Incident:

Lost Time Injury (LTI)

Permanent Partial Disability

Permanent Total Disability

Fatalities

7.4 Communications with NTPFES, DPC and St. Johns Ambulance

Contractor liaised with the NT Police Fire and Emergency Services (NTPFES) and the St John’s Ambulance on their intended operations with a view to improving the safety and timeliness of emergency response and casualty evacuation. The NTG's ability to respond to emergencies and security issues on the harbour is limited. The Water Police Branch are located outside the harbour and their response time varies from two hours to potentially longer depending on availability and time of day. The Water Police have limited vessels


available of varying suitability to the security and emergency response task. Therefore Contractor has sufficient measures in place. In case of a medical emergency on board one of the Contractors vessels;

First aid will be given by a trained and licensed first aider on board the vessel

Injured person will be stabilized and assessed if further medical treatment is needed If further medical treatment is needed:

If injured person is mobile he will be transported by first available vessel to shore.

If injured person is not mobile he will be safely secured on a medical stretcher and transferred to the first available vessel for transport to shore.

If safe transfer is not possible due to height difference between both vessel the injured person will be transfer on the medical stretcher by small service crane, with the use a certified four leg chain sling.

Transport vessel will sail to crew change location; Fort Hill Wharf or Stokes Hill Wharf.

Ambulance (if needed) or staff will transport the injured person by car to the hospital.

7.5 Incident Investigation

Incident

Classificati

on

Verbal

Notification

Initial Written

Notification

Incident Report Incident

Investigation

Minor

Incident

Contractor will

notify the

Package

Manager within

12 hours of the

incident occurring

Contractor will send

Initial Incident

Notification to the

relevant Package

Manager & HSE

personnel & cc HSE

Reports

(HSEReports@inpex

.com.au) within 12

hours of the incident

occurring (following

the verbal

notification)

Contractor will send the

Incident Report (can be the

Contractor/Sub-Contractor’s

own format or the first 2

pages of the INPEX Incident

Report Form) to relevant

Package Manager & HSE

personnel including & cc

HSE Reports

([email protected])

within 24 hours of the incident

occurring

Contractor will send the

complete Incident &

Investigation Report to the

relevant Package Manager &

HSE personnel including & cc

HSE Reports

([email protected])

once the investigation has

been completed

Contractor will

complete the

investigation report

of a minor incident

within 7 days of the

incident occurring.

mailto:[email protected]





Table ‎7-2 Incident Notification Process & Timeframes

7.6 Incident Trend Analysis

Contractors will to keep records on marine accidents, incidents, identified hazards and near misses. Analysis of this data will to be undertaken with a view to ensuring that marine traffic management systems remain in control, risks are maintained at ALARP and that where necessary new controls and procedures are developed to improve traffic management based upon the analysis of incident/accident contributing factors. Most importantly feedback mechanisms are to be in place that ensure that lessons learned from investigations are incorporated into improved marine traffic management and safety procedures and plans. Further information on Change of Management is in section 9

Major

Incident

Contractor will

notify Package

within 2 hours of

the incident

occurring

Contractor will send

Initial Incident

Notification to the

relevant Package

Manager & HSE

Manager & cc HSE

Reports

(HSEReports@inpex

.com.au) within 2

hours of the incident

occurring (following

the verbal

notification)

As above Contractor will

complete the

investigation report

of a major incident

within 28 days of

the incident

occurring (unless

otherwise agreed

between Contractor

& Company)




8 Compliance, Audit and Reporting The Ichthys Project is a very large undertaking with many layers in the contracting and project execution chain. Robust systems of compliance and auditing down through the chain, and reporting up through the chain are critical to ensuring: alignment of policy, plans and actions and, most importantly, safety is preserved, risks are controlled to ALARP and that the marine transport management principles are adhered to throughout the execution of the Project.

Contractor has all management plans in plans and can be made available. These plans will

go in great detail in auditing and the required reporting.


9 Change Management and Updates Across the Ichthys Project a philosophy of adaptive management will be applied to all plans and activities. That is, plans and activity management will evolve in response to experience, incidents, accidents and stakeholder feedback resulting in improved management of the activity and managing risks to ALARP. The following are examples expected to trigger the change management and procedures update process:

A marine traffic route that will result in a material change to marine traffic flows and management, for example a new base for crew change activities;

A material difference in vessel numbers from those anticipated in this plan;

A different method of transportation that will materially affect marine traffic flows or safety;

A near miss, incident or accident and analysis of statistical trends;

Observation of the efficiency and effectiveness of traffic flows;

Outcomes of audits;

Annual reviews of Project risks and potential changes to risk profiles;

A significant change in the operating environment. For example a major route may be opened or closed, another Project may commence in close proximity, or a major stakeholder may have an unanticipated major activity such as a DLNG;

Feedback and suggestions from stakeholders and/or the workforce; and

Changes in laws and regulation.

contract number: 800409 - inpex · contract number: 800409 ... 5.1 simops between the ichthys...

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