By Dave Gambrel
| Figure 1: Great Barrier Reef and Torres Strait Vessel Traffic Service (REEFVTS). |
The eastern coast of Australia is divided between two coal-producing states: Queensland and New South Wales. As shown in Figure 1, the entire eastern and northern coast of Queensland are faced by the Great Barrier Reef (GBR). The GBR runs out before it reaches the north end of New South Wales, but an Inner Route through the GBR provides an opportunity for a northbound vessel to travel the full length of Queensland under the protection (leeward side) of the GBR.
A view of GBR from high altitude would suggest it could not be crossed by Panamax vessels without groundings, particularly during powerful storms. However, the last grounding that took place was on April 3, 2010.
The Chinese bulk carrier Shen Neng 1 ran aground on Douglas Shoal, approximately 70 nautical miles south of the then-southern Great Barrier Reef and Torres Strait Vessel Traffic Service (REEFVTS) boundary and, hence, outside the REEFVTS area. The grounding breached the ship’s double-bottom fuel tanks, resulting in the release of some bunker fuel. The impact of the vessel also caused physical damage to Douglas Shoal, which may take many years to recover.
The GBR is the world’s largest coral reef system, composed of more than 2,900 individual reefs and 900 islands stretching for more than 2,300 km over an area of approximately 344,400 km2. To the casual observer, it would seem the reefs are so randomly placed that a typical 965-ft Panamax vessel would have no chance of passing through them unscathed, yet the Australian Marine Safety Authority (AMSA) and Marine Safety Queensland (MSQ) have developed a real-time guidance and control system that guides and maintains vessels safely through the maze. Rather than viewing the GBR as a fragile maze, however, mariners have come to view it as the leeward side of a safe-sailing channel.
This view of Australian coal transportation is focused on one of four Queensland coal terminals known as Hay Point, a region capable of exporting 207 million tons through the four terminals. The remaining two Queensland terminals (Barney Point and Brisbane) and three New South Wales terminals have a combined capacity of 240 million tons. There is a secondary reason for choosing Hay Point: it is closest to the epicenter of the guidance and control activities at Townsville, north of Mackay.
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| Figure 2: Port of Hay Point is comprised of two separate coal export terminals: Dalrymple Bay Coal Terminal and the Hay Point Coal Terminal, which is owned by BHP Billiton Mitsubishi Alliance and operated by Hay Point Services. Ten vessels at anchor lie between loading terminals and three GBR islands at horizon. |
REEFVTS — The Pivot Point
It is not the intention of this article to be Australian all-inclusive, but to focus on coal mine, rail, and terminal assets that guide and support the safe movement of major coal-hauling vessels. Figure 2 shows that the Port of Hay Point (actually two terminals), is basically the pivot point of the operation.
Aurizon operates and manages Australia’s largest export coal rail network, the Central Queensland Coal Network. This 2,670-km-track network is comprised of four major coal systems: Goonyella, Blackwater, Newlands and Moura. Every application for access to the rail network is managed under a detailed process approved by competition regulator, the Queensland Competition Authority.
Rail operators who are accredited by Queensland Transport and have an access agreement with Aurizon Network may access the rail network. Access seekers who have an access agreement with Aurizon Network have access to Aurizon Network’s rail network through the use of an accredited rail operator.
Every application for access is handled under a process set in the Access Undertaking, which defines the regime for open access to the rail infrastructure. The process is approved by the Queensland Competition Authority, and includes requirements and timeframes.
While the rail and coal mine information does not represent the totality of Australia, Table 1 does show the totality of Australian coal export terminals.
Several high-profile groundings have led to the installation of VTS and new procedures for the GBR. Located in the Queensland town of Townsville, REEFVTS is a joint initiative of MSQ and AMSA. It is the marine equivalent of NASA’s Launch Control Center. It is one of the largest coastal vessel traffic services in the world, monitoring from Cape York to Sandy Cape.
REEFVTS has been extremely successful — since its introduction in 2004, there has only been one grounding, in 2010. This represents a 91% reduction in the rate of groundings in the Great Barrier Reef and Torres Strait area, from 1.42 groundings per 10,000 transits pre-REEFVTS to 0.15 transits post-REEFVTS.
The GBR is recognized all over the world for both its stunning beauty and its environmental diversity. That is why the International Maritime Organization declared the Great Barrier Reef and Torres Strait particularly sensitive sea areas. This means extra care needs to be taken to safeguard the reef from the potential impacts of shipping.
AMSA and MSQ are working together to make shipping in the Great Barrier Reef and Torres Strait area safer and more efficient. They’ve been entrusted with the guardianship of one of the world’s greatest natural treasures. The key to protecting the reef is through cooperation and communication. Through REEFVTS and other protection measures, the Australian and Queensland governments are working with the shipping industry to safeguard the reef for the future.
The aim of REEFVTS is to:
- enhance navigational safety in the Torres Strait and the Inner Route of the Great Barrier Reef by interacting with shipping to provide information on potential traffic conflicts and other navigational information;
- minimize the risk of maritime accidents and consequential ship-sourced pollution and damage to the marine environment; and
- provide an ability to respond quickly in the event of any safety or pollution incident.
AMSA has produced a video on REEFVTS that explains the essence of what it is, how it works and the benefits it provides. Shipping traffic in the Great Barrier Reef is confined to designated shipping areas. In conjunction with coastal pilots and the shipping industry, AMSA has developed a network of standard routes within the REEFVTS area.
There is also a draft North-East Shipping Management Plan (NESMP) on the AMSA website. This plan sets out the Australian government’s intentions to enhance ship safety in the Great Barrier Reef, Torres Strait and Coral Sea regions. This plan also identifies additional information on the Inner Route.
Compulsory Pilotage Through the Great Barrier Reef
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| REEFVTS office at Townsville, Queensland, Australia. |
The following compulsory pilotage districts require a pilot licensed by AMSA on board at all times.
Inner Route: The Inner Route is between the Great Barrier Reef and the Queensland coast, stretching for some 1,300 miles (2,000 km) from the Tropic of Capricorn to Torres Strait. All vessels of 70 m or more in overall length (loaded oil tankers, chemical tankers and liquefied gas carriers irrespective of length) transiting this district are required to use the services of an AMSA-licensed pilot between Torres Strait and Cairns. The draft of vessels will determine their boarding ground in Torres Strait (See Draft Restrictions for more information). One might consider this the leeward side of the reef.
Great North East Channel: The Great North East Channel pilotage located in Torres Strait (between Cape York and the Papua New Guinea coast) is around 120 miles between Dalrymple Island and the western approaches of Torres Strait. All vessels 70 m or more in length (loaded oil tankers, chemical tankers and liquefied gas carriers irrespective of length) are required to use the services of an AMSA licensed pilot.
Hydrographers Passage: Hydrographers Passage offers a track through the Great Barrier Reef in central Queensland, linking the ports of Hay Point and Dalrymple Bay, as well as Mackay with the Coral Sea. All vessels 70 m or more in length (loaded oil tankers, chemical tankers and liquefied gas carriers irrespective of length) are required to use the services of a licensed pilot.
Choosing Passages
Hay Point to Suez — For ships with suitable draft, the shortest distance from central Queensland ports (Port of Hay Point) and the Suez Canal is the route via Torres Strait. For ships with draft more than 12.2 m, the most economical route is via Hydrographers Passage, Diamond Passage, Jomard Entrance, Vitiaz Strait, Sagewin Strait and Lombok Strait. It is shorter than traveling south-about and, in general, the weather is more favorable. The distance from Hay Point to the Suez Canal via Hydrographers Passage and Jomard Entrance is 9,040 miles, whereas the same voyage via the Great Australian Bight is 9,180 miles. Of course, this route has one other consideration that must be evaluated: the status of piracy activities near the entrance to Suez.
Hay Point to Europe — Although the route from Hay Point to Europe via Hydrographers Passage, Diamond Passage, Jomard Entrance, Vitiaz Strait, Sagewin Strait, Lombok Strait and the Cape of Good Hope is about 600 miles longer than the route south of Australia, it is much shorter in steaming time, especially in the winter months. Again, this route has two other considerations that must be evaluated: the status of piracy activities near the entrance to Suez, and the status of storm activities around the Cape of Good Hope.
Hay Point to Japan — The voyage from Hay Point to Japan via Hydrographers Passage, Diamond Passage, and Jomard Entrance is about 250 miles shorter than proceeding via the Capricorn Channel and Rossel Island.
Dave Gambrel writes transportation columns for Coal Age and other Mining Media publications. He is a coal transportation consultant and professional engineer: bunkgambrel@earthlink.net.
