MAX October 2020 - Living the Dream by maritimeindustryaustralia

MAGAZINEEXTRAMARITIME EDITION OCTOBER 20 mial.com.au In the deep end with Chas Kelly, CEO/Executive Chairman of SeaRoad Dream Living the Shipping on the path to a clean energy future The scourge of marine plastic Free OverviewMaritimedownloadableFutureFuelsPoster

www.midwestports.com.auENVIRONMENTWITHINOPERATINGBALANCETHE

CONTENTS Maritime Industry Australia Ltd 473 St Kilda Road Melbourne VIC 3004 T: +61 3 9647 6000 mial.com.au If you have any questions or comments relating to any articles in this newsletter, please feel free to contact the Max Editor on 03 9647 6000 or admin@mial.com.au Published October 2020 About MIAL Max Magazine is published quarterly by Maritime Industry Australia Ltd, 473 St Kilda Road, Melbourne 3004. Ph: 03 9647 6000. Disclaimer: Whilst every effort has been made to ensure the accuracy of the information contained in this publication at the time of going to press, Maritime Industry Australia Ltd (MIAL) makes no warranty as to the accuracy or completeness of information contained herein. MIAL shall not be liable for any loss, damage or expense howsoever incurred by any organisation or individual relying on information or statements contained in this publication. MIAL has no control over the content contained in advertisements within this publication and advertisers are solely responsible for the content of the advertising material which they submit to us. Any views or opinions expressed in articles contained within this publication are those of the author of the article and are not necessarily held by MIAL. WELCOME FROM THE CHAIR & CEO 3 LIVING THE DREAM 5 SHIPPING ON THE PATH TO A CLEAN ENERGY FUTURE 9 RESETTING OUR BENCHMARK FOR MARINE HABITATS IN THE GERALDTON REGION, WESTERN AUSTRALIA 13 MEMBER UPDATE: OPPORTUNITIES, DEVELOPMENTS AND CHALLENGES ON THE HORIZON FOR VICTORIA’S REGIONAL PORTS 15 MEMBER UPDATE: RV INVESTIGATOR CHECKS UP ON HOBART AIR QUALITY DURING COVID-19 SHUTDOWN 16 MEMBER UPDATE: THE ARRIVAL OF AUSTRALIA’S ONCE-IN-ALIFETIME ANTARCTIC ICEBREAKER RSV NUYINA 17 MEMBER UPDATE: SELF-DRIVING SHIPS TO SEE US INTO 2050 19 THE SCOURGE OF MARINE PLASTIC 21 MIAL SHIPPING COURSES GO ONLINE 22 MEMBER UPDATE: FIRST RESULTS FROM AUV MISSION REVEAL SECRETS OF THE SØRSDAL ICE SHELF 23 MIAL NEW MEMBERS 24 REMAINING VIGILANT 26 ASSOCIATION IN FOCUS: ICHCA AUSTRALIA LTD 30 ATSB INVESTIGATION: BULK CARRIER GROUNDS AFTER TOTAL ELECTRICAL BLACKOUT 31 NEW ASSET FOR AUSTRALIA’S EMERGENCY RESPONSE AGENCIES 33 INDUSTRY LENDS A HAND WITH THE RESTORATION OF TALL SHIP ALMA DOEPEL 36 NationallyAvailableMaritimeSafetyTraining Perth | Melbourne | Darwin 1300 3748 28 OUR STCW SHORT COURSES [ COST | COST CC | COP CC | COC CC | lifeboat | FRC | FRC CC | PSSR | SAT | coming soon - PSC ] ERGT.EDU.AU Cover: Searoad executive chairman Chas Kelly aboard the Searoad Mersey II in 2016. Picture: Brodie Weeding

1EDITION 1902 We have you covered all over Australia and the Pacific pacificmarinegroup.com.au Based in Townsville, North Queensland, with extensive experience in Australia, PNG and other parts of the Pacific. Pacific Marine Group specialises in: Visit our website or email info@pacificmarinegroup.com.au • Salvage • Towage • Tug and barge charter • Landing craft charter • Marine logistics • Heavy cargo roll on / roll off • Artificial reefs • Marine construction • Wharves, jetties, breakwaters • Dredging • Navigation aids installation and maintenance • Subsea pipelines and outfalls • Commercial diving

MIAL is providing the Australian maritime sector with the best available knowledge on COVID19 and the restrictions on crew changes. We have learned much and are sharing that knowledge widely – beyond the membership – because the issues around Border Closures impact all Australians. The Secretariat has also managed to “pivot” by moving the Introduction to Shipping course and Introduction to Offshore Oil & Gas – Maritime Operations courses online. Whilst still maintaining face to face courses in those States where it is permitted, the move to Online has enabled MIAL to continue with this important training. In the same vein, MIAL has joined forces with LNG-MFI to create a Maritime Future Fuels & Energy Efﬁciency Webinar Series. As we are all now accustomed to Zoom, the fantastic opportunity to draw upon experts from around the globe to speak on alternative fuels is quite exciting. Finally, I would like to thank you - our members, colleagues and stakeholders - for your tremendous support and willingness to work with us in this complex and challenging environment.

The MIAL secretariat continues to be in high demand and I congratulate Teresa and the team for their unﬂinching commitment during this volatile period.

MIAL, together with the rest of the world’s shipping associations, has been focused on the plight of the 400,000 seafarers who are stuck at sea, impacted by governments’ continued inaction to facilitate crew changes across the globe. At a local level, we continue to provide clarity – sometimes on a daily basis – to our members on the State Border Closures that are impacting our industry’s business operations and causing many challenges for our members.

3EDITION 2002 WELCOME

From the Chair

Kind ChairDavidregards,Parmeter

From the Chief Executive Ofﬁcer

The year has continued to be like no other with the consequences of COVID19 dominating our industry and our lives.

Even with COVID19, the “show must go on” and I am proud that MIAL has delivered the Diversity – Women in Maritime report, which provides interesting insights and should serve as a backbone to future work in this area. We have also represented our members at two Parliamentary inquiries, made a submission to the Critical Infrastructure review and are working on a number of submissions including Seacare and Coastal Trading. But, for good reason, this edition of MAX is focused on the environment. The industry is committed to “Sustainable shipping for a sustainable planet”. On January 1, the global cap on fuel sulphur content of 0.5% was imposed universally to ensure a level playing ﬁeld. The new regulations, which meant shipowners needed to switch to compliant fuels or invest in exhaust gas scrubbing technology, have been readily adopted. The industry is also working hard to explore energy efﬁciency and alternative fuel options that will enable the internationally agreed GHG emission reduction targets for the sector to be Wemet.also

Kind ChiefTeresaregards,LloydExecutive Ofﬁcer

give you an update on how some of our members activities including Mid West Ports benchmarks on marine habitats, ASP Ships Group monitors Hobart’s air quality, AAD’s new vessel the RSV Nuyina and AMC’s work in the Sardal Ice Shelf.

Principal ofﬁces are strategically located throughout the world, which enables us to provide a rapid response to clients’ needs. Management systems are being continuously upgraded and, with dedicated sea and shore staff training, the best quality service is assured at all times. ASP has an exemplary reputation in managing all classes of vessels and maintaining an unblemished safety record is our primary focus. ASP Ships Group provides integrated global maritime service solutions. • AUSTRALIA • NEW ZEALAND • SINGAPORE • • UNITED KINGDOM • INDIA • PHILIPPINES • UKRAINE • BANGLADESH • MYANMAR • www.aspships.com F

F12016Australiancensus2https://www.ﬂotilla-australia.com/holyman.htm

5EDITION 2002

At the time, Holyman’s not only had a strong shipping ﬂeet, it also had a substantial road transport operation and previous history as an airline that ultimately became Ansett Airlines2 Chas thrived in the business, even tak ing a six-month secondment in Mel bourne, which reinforced his love for Tasmania. At Holyman’s he climbed the corporate ladder and became Chief Clerk. This role exposed him to all elements of the transport mix: ports, stevedoring, providoring, pay scales, subcontracting, ships, trucks –and he “loved it”!

In the deep end with Chas Kelly, CEO/Executive Chairman at SeaRoad. or a man who has spent a lifetime in the trans port industry, Chas Kel ly uses the word ‘love’ a lot. He “loves” what he does, “loves” coming to work every day and the great place that is his home town – “loves it”. That hometown is, of course, Devonport, Tasmania. Chas has spent all his life there – born and bred in the port town where the Mersey River meets Bass Strait. It is Tasmania’s third largest city with a population of around 23,0001a lively place that has a long maritime history and is still home port to one of the most competitive and vibrant com mercial routes in Australia. And it was in Devonport where Chas and his mates developed an interest in cars. At 16 he had ambitions to become a panel beater and there was a job going, but his mate got it. As a result, Chas took the next role on offer and three weeks before his 17th birthday he started at William Holyman and Sons Pty Ltd as a Junior Clerk. The hand of fate dealt Chas a fortui tous card, but he did not know it then.

By ALISON SAUNDERS

William Holyman and Sons was a pio neering transport and shipping com pany founded in Tasmania in 1850. Holyman’s had a progressive spirit, exposing the young Chas to all aspects of shipping and transport logistics.

LIVING THE DREAM

Being Tasmanian, I understood Tasmanians, and there was a huge advantage in that.

6 MIAL MAX

At this point Chas was 32, it was 1979 and there was plenty of business. With not much strategy but a lot of ambi tion, Chas decided to leave Holyman’s and set up his own trucking business.

After this conversation Chas decided it was an opportunity to be pursued. He put together a group of friends and as sociates. “The market was good, and I knew Bass Strait shipping reasonably well. It took over six months in a com petitive bidding situation to ﬁnalise the deal, but we got across the line.”

FEATURE

Initially using sub-contractors, howev er lacking autonomy Chas then bought an old truck that he worked on each night to ensure it would be operation al the next day. Gradually, Chas Kelly Transport developed into a “reasona ble “Webusiness”.wouldturn ourselves inside out for our customers, we were reliable, and we always paid our creditors”, says Chas. “I listened to a few people, quite a few people and kept modifying the business – and we grew. Being Tasma nian, I understood Tasmanians, and there was a huge advantage in that.”

It was obvious in 2008 that there was a capacity issue with the existing two Sea Road ships. A new build was a necessity and as anyone who works in shipping knows, a ship build takes a lot of time, a lot of planning and a lot of money.

The idea of LNG as a fuel was appeal ing but the specialist bunker barges, and associated infrastructure were costly. “It was around this time that my son was involved in V8 Supercar racing and they use dry-break fuel refueling systems. A derivation of that process looked like it would work on a ship.”

Innovation is the Tasmanian waywhilst the rest of the world were talking about LNG fuelled vessels, LNG infra structure and LNG policy – SeaRoad was doing it. In 2016 Searoad Mersey II arrived in Devonport and started work. “One of the real highlights in my life was watching the Searoad Mersey II sail up the Mersey river. It was quite ex traordinary” says Chas. LNG ﬁrst presented itself to Chas as an alternative fuel in the trucking space. “Around 2010, we started converting our trucking ﬂeet to LNG, Again, a group got together and invested in a refuelling network. It all turned sour when Gunns went into voluntary ad ministration in 2013. The engine man ufacturers exited the business soon after and there was nothing left but a good idea.”

The LNG tanks used on Searoad Mersey II are driven on and off as would be any I listened to a few people, quite a few people and kept modifying the business –and we grew.

And so, Chas Kelly Transport grew to have trucking operations across ﬁve businesses and a footprint that goes from Tasmania all the way up the east coast of mainland Australia. In the background, things were also happening with his old employer. In 1999, Patrick Corporation acquired Holyman Ltd. In 2006 Toll Holdings Ltd were keen to take over Patrick Cor poration and offered to sell its Bass Strait shipping interests to meet the ACCC’s expectations. The outcome was that Searoad Mersey and Searoad Tamar came on the market. Naturally, this generated a lot of inter est in Devonport and one day, in a con versation with a colleague it was sug gested Chas might be the new buyer. It was news to him.

Searoad Mersey II represents an invest ment in excess of A$110 million. The vessel itself was the ﬁrst coastal ship in Australia to use LNG fuel and power technology and the ﬁrst pure dry car go ship globally to use a roll-on roll-off LNG supply system.

Searoad Mersey II provided 62% more capacity for SeaRoad Shipping all year round. The vessel has been more successful than expected, achiev ing higher freight volumes earlier than anticipated. As Chas says, “we are very happy with its success”.

Terry Morris, Chas’s partner in the Sea Road business observes “Chas has de veloped his skills and abilities to a level that enables him to handle the CEO/ Executive Chairman roles at SeaRoad admirably. He is not only a first-class executive but more importantly his life experience equips him well to be a mentor to the management team at all levels. I observed the planning and building of the Searoad Mersey 11 and a highlight was the dedication of the team to produce a vessel that would excel in the unique conditions of Bass Strait. The hull and design not only provide the necessary stability but also outstanding efficiency that gives Sea Road confidence in maintaining the tight schedules necessary to service the market and our valued customers”

The SeaRoad story has happened with out any government assistance. A ship build is a long-term investment that requires planning beyond the politi cal cycle. “How do you talk to a poli tician when you work in 30-year scales and they work in three?” says Chas. SeaRoad was, however, able to access beneﬁts from MIAL’s work in reform ing fuel tax credits and corporate tax, which culminated in the Shipping Re form (Tax Incentives) Act 2012. “MIAL has always been an independent voice for the industry, they have done a good job and we are very supportive of their work” says Chas. Even with a new ship build and a new management team, Chas is not slow ing down in his beloved Devonport. “I live in the perfect world, Tasmania is always going to be here with growth in agriculture, aquaculture and minerals. We Tasmanians are opportunistic in our thinking but what I’ve learnt is to stick to the knitting. We concentrate on transport, that is all we do. And I love it.”

7EDITION 2002 ro-ro cargo. At any one time three of the purpose-built tanks (Type C Porta ble Tanks) are positioned on the stern of the weather deck of the ship, where they are secured to the special loading bays with multiple twist-locks. Once in position the tanks are “plumbed in” via special manifolds to the ship’s fuel system, which is otherwise stand ard technology for any gas-burning installation; while the ship is at sea the liquid is converted in a gas-handling room situated below deck and fed to the dual-fuel engines3 When in port the tanks are simply removed via the vessel’s stern ramp, driven away to be reﬁlled, and re turned.

LNG capacity is more than ad equate for a Bass Strait crossing with a considerable safety margin, and there is always the fallback of marine diesel if Inrequired.2016,

3 SeaRoad Media Release

Devonport is the southern terminus for SeaRoad Shipping’s vessels, Searoad Mersey II and Searoad Tamar as well as TT-Line’s two Spirit of Tasmania passenger ferries. The Toll Shipping cargo vessels Tasmanian Achiever II and Victorian Reliance II sail between Melbourne and Burnie. Bass Strait is a busy route and a ﬁercely competitive market. Sea Road have another vessel planned for delivery in July 2023. “COVID-19 has disrupted our plans a little and we ha ven’t exactly locked away a shipyard. We are still committed to the build though. The next ship will be bigger and better: 210 metres long, another lane wider and a 4th deck.”

The odds of growing up to become an Australian shipowner are slim. The odds of growing up and owning a ﬁrstin-class ship are even slimmer. Owning a second vessel? Slimmer still. It is a re ﬂection on Chas’ drive and opportun ism. Even so, Chas does not like to take the credit. “It’s a team effort, I was and am surrounded by people with a lot of knowledge, I don’t like to interfere with what they do.”

2020 - From the 2nd of Nov 2020 we will be operational to deliver Lifeboat training from our Rous Head Training Point. The on-water facility greatly enhances skills training across free fall, single and twin davit lifeboats.

Rous Head - Fremantle W.A. Bass strait operations training centre

Lifeboat simulator -Melbourne

8 MIAL MAX We are putting to practice our in-depth knowledge gained over a decade in lifeboat training. ERGT Australia to operate rous head facility in western australia

2010 - Awarded the license to operate and deliver Lifeboat training for Bass Strait operators, where we serviced more than 10 platforms.

perth

2017 - Developed and introduced the ﬁrst ever Lifeboat simulator in Australasia, operating in our Melbourne Safety Training Centre. In collaboration with oil and gas operators and technology partners, our aim is to lower the risk and drive efﬁciencies.

2009 - We began investigating various training approaches, with the aim of identifying methods of increasing operator capabilities and reducing risks of training.

Angela Gillham, Deputy CEO – Maritime Industry Australia Ltd MIAL has joined forces with the LNG as Marine Fuel Institute to present the Maritime Future Fuels and Energy Efficiency webinar series. energy on the path tofuturea

9EDITION 2002 Shippingclean

Furthermore, the report points out that each additional degree of warming brings with it greater climate risks, and associated impacts such as weather extremes ( oods, droughts, more intense storms), sea level rise (signi cant land inundation and the loss of small island nation states) and mass species extinction (rapid and severe changes to environmental conditions does not allow for species to adapt over time, leading to high numbers of extinctions).

If none of that is of direct concern to you, you should be aware that these climate risks and associated impacts are closely linked with human wellbeing, and as we see these changes occur, we will feel the e ects on human health, livelihoods, food security and of course economic growth.

To avoid the worst of these impacts, the Paris Agreement has enshrined the goal of keeping global warming to 1.5 degrees. Given that we are already about two thirds of the way there, it is hard to imagine how this will be achieved without drastic action - all nations and all sectors of the global economy, including shipping, must immediately reduce emissions on a sharp trajectory, towards net zero by 2050.

MARITIME FUTURE FUELS & ENERGY EFFICIENCY PREPARING YOUR BUSINESS I WEBINAR SERIES

ere is no doubt that international shipping and aviation have lagged behind land based sectors when it comes to low carbon transition – this is not really surprising when you consider that both sectors have been speci cally excluded from the international instruments specially dedicated to coordinating e orts towards driving down global emission. e task of emissions reduction sits, among a ra of ship safety, security, and environmental issues, within the purview of the International Maritime Organisation (IMO).

he Intergovernmental Panel on Climate Change (IPCC) Special Report of 2018, a highly readable and digestible document, states that global average temperatures have already risen approximately 1 degree above preindustrial levels, and that as a result, we are now experiencing changes to the land and the ocean ecosystems that are critical to supporting life on earth as we know it. ose who were a ected by the recent bush re season experienced in Australia can attest to that fact.

Over time, the pressure on IMO and the members states to demonstrate meaningful progress has built, via Environmental NGO’s and the “high ambition” members of the European Union, who have long threatened to include international shipping in the EU Emissions Trading Scheme. For a global industry, regionalisation such as this can be extremely costly and create market distortions, potentially driving cargo to more carbon intensive modes of transport. To avoid this very suboptimal outcome, most within the shipping industry are desperate to see meaningful and adequate progress at IMO.

10 MIAL MAX

As a result, there now seems to be genuine momentum towards progress that has, up until recent years, been absent. How far do we have to go?? e 4th IMO GHG Study has been submitted to IMO for consideration ahead of its formal public release. It provides the most up to date inventory of GHG (or carbon emissions) from the shipping industry and is the rst in the series of such studies that have been released over the last two decades, that has used a voyage-based methodology that is in alignment IPCC guidelines. is methodology utilises AIS data on port calls to better distinguish domestic and international shipping, providing a more precise picture of the allocation of emissions from the sector compared to the previous studies, and a more useful baseline from which to measure progress on emissions reduction. e study shows that in 2018 international shipping was responsible for 2.89% of total emissions – a contribution that has remained relatively stable since 2012 - and makes some interesting observations relating to carbon intensity of the industry over time. e base case dictates that emissions from the sector will grow as global trade increases. is is evident in the data from 1990 to 2008, which shows that emissions growth is “… tightly coupled to growth in seaborne trade...”. However, data from 2008 to 2014 demonstrates a “…decoupling of emissions from growth in transport demand…” via a period of rapid carbon intensity reduction. Interestingly, from 2014 to 2018 carbon intensity reduction continued, but at a much slower rate. What’s our progress? While the Initial IMO Strategy on Reduction of GHG Emissions from Ships calls for emissions reduction in terms of eet wide carbon intensity of 40% by 2030, (“…as compared to 2008, pursuing e orts towards 70% by 2050”) and 50% by 2050 in absolute emissions, the 4th IMO GHG Study predicts emissions from the sector to rise by 90 to 130% (from 2008 levels) out to 2050. If you compare this projected growth to the overall goal of keeping warming below 1.5 degrees, a goal which is inherent in spirit of the Initial IMO Strategy,

e next webinar being held is Hydrogen: How is it applicable to the maritime industry? On 20 October 2020 at 5pm AEDT and 2pm AWST. e webinar is free to attend but you must register beforehand at mial.com.au.

At the end of the day, adoption, and implementation of such scheme is in the hands if IMO members states, who are yet to formally consider the proposal due to the disruption caused by the COVID-19 global pandemic.

ere is a surprising amount of activity occurring in Australia in pursuit of alternative fuels for our maritime industry.

Implementation of short-term measures will map a path towards the carbon intensity reduction targets outlined in the Initial IMO Strategy, and provide the necessary con dence that they could be Incrementalmet.

reduction gains in eetwide emissions intensity that have been demonstrated to be possible via technical and operational measures are nothing to be sni ed at and will probably go a long way to meeting those targets once implemented. However, the 50% reduction required in absolute terms –regardless of the likely growth in seaborne trade, will not be achieved via energy e ciency measures alone.

To shine the light on some of those activities, and to provide a focal point for collaboration and discussion of the opportunities that exist within Australia to supply our maritime industry with sustainable fuels, MIAL has joined forces with the LNG as Marine Fuel Institute to present the Maritime Future Fuels and Energy E ciency webinar series. To register, or for more information, visit MIAL.com.au

11EDITION 2002 the challenge we have ahead of us becomes stark, and it is clear that greater intervention is required.

Fortunately, there seems to now be the collective will to do so. Although the COVID-19 global pandemic has seen all IMO meetings cancelled since March 2020, some informal progress on the development of new regulations has been made behind the scenes, with some discussions being initiated by industry, for the purpose of maintaining momentum. Furthermore, IMO have identi ed the work of the GHG Intersessional Working Group (ISWGGHG 7) and the progress of this issue through MEPC – speci cally agreement on short term measures - as high priority issues, which should ensure that when IMO is able to reconvene in some capacity, the development of these new regulations will be the focus.

Practically speaking, short-term measures are the low hanging fruit. Potential goalbased regulations delivering technical and operational tools to maximise the energy e ciency of the existing eet.

Furthermore, the Initial IMO Strategy will be reviewed in 2023 and while more and more jurisdictions and corporations are promoting their “net zero emissions by 2050” pledges, there is virtually no chance the revised IMO strategy will be anything other than more ambitious.

Matching the emissions reduction ambitions of other sectors of the economy, and meeting that ambition, will only be possible with the use alternative fuels. In the rst instance, rapid adoption of lower carbon options such as LNG, methanol, and biofuels, along with the goal based operational and technical energy e ciency regulations must occur while the truly zero carbon alternatives can be accelerated in tandem.

Industry is alive to the opportunities that alternative fuels represent and while development in the space is moving rapidly, to ensure development is not hamstrung by lack of funding, the shipping industry has submitted a proposal to IMO suggesting a levy be applied to bunker fuel of around US$2 per tonne. Funds raised would be directed to a maritime research and development for the speci c purpose of accelerating the development of zero carbon fuels.

It is clear is that there will not be one single alternative fuel solution that meets the needs of the entire shipping industry. Scale, price, security of supply, infrastructure, safety and voyage variability will dictate investment decisions relating to the adoption of alternative fuels. Also, the unique characteristics of the ports and locations of trades will have a heavy in uence on the life cycle emissions associated with the various alternative fuel options – all important considerations for shipowners trading within, and to Australia.

12 MIAL MAX MEMBER UPDATE

Historically, the majority of marine science research programs undertaken within the Geraldton area have been linked to local port development, commercial ﬁsheries or aquaculture ventures. Leveraging o technological advancements in aerial imagery, the recent Benthic Habitat Survey sourced LiDAR data for Champion Bay and Oakajee coastlines providing spatial high-resolution coverage of the shallow subtidal topography within the nearshore coastal environments.

13EDITION 2002

With almost 20 years since the last survey of the marine habitats located in Champion Bay, Mid West Ports Authority embarked upon a journey of innovation and discovery to reset our understanding of the local marine environments surrounding Geraldton Port.

RESETTING OUR BENCHMARK FOR MARINE HABITATS IN THE GERALDTON REGION, WESTERN AUSTRALIA

Champion Bay is located in the Mid West region of Western Australia and is home to a diverse range of marine environments, from high proﬁle reefs, corals and seagrass meadows. The Geraldton region supports a diversity of marine based industries including commercial and recreational ﬁsheries, tourism, aquaculture, and resources.

Choosing to adopt an innovative survey approach proposed by marine science consultant AECOM Australia, involving tow camera and Remotely Operated Vehicle (ROV) video transects, combined with Geo Oceans award winning Go Visions TM Software, enabled realtime data analysis and processing of the imagery using hierarchical classification scheme. The software also acts as an e cient data management system, sorting and coding the information according to location, transect and operator preference. These capabilities provide great benefits for field surveys, reducing the size of the project team, enabling a greater area to be covered in a shorter time frame and significantly reducing post field survey data processing. This approach reduces the risk to personal health and safety by removing the need to use divers to undertake surveys of benthic habitats as was traditionally done. By combining the latest LiDAR data and aerial imagery with cutting edge field data, the recent marine habitat assessment developed a higher resolution digital map, showing greater details of the benthic habitats associated with the wider Geraldton marine region and complex shallow reef systems located within close proximity to Geraldton Port. The project also provided a better understanding of the seagrass meadows in terms of density, distribution and species composition. The digital dataset and highly customisable field data framework can also be easily updated as new information becomes available and therefore provides a current baseline of the marine ecosystems in this region, informing better decision making and environmental management of the area into the future.

At Holding Redlich, great law is our starting point For more information or to meet the team, please visit www.holdingredlich.com or call us on +61 2 8083 0388 Our Transport, Shipping & Logistics team combines years of experience and knowledge with the resources and expertise of a leading national law ﬁrm. We provide solutions tailored to our clients’ needs, underpinned by the very best legal thinking and expert industry knowledge. SYDNEY | MELBOURNE | BRISBANE | CAIRNS Geoff +61BrisbanePartnerSuzy+61SydneyPartnerFarnsworth280830416Cairney731350684 Nathan Cecil +61SydneyPartner28083 0429 Scott +61SydneyPartnerAlden280830419

In the agriculture sector, welcome rainfall this year across the eastern seaboard is likely to see a return to substantial bulk grain trafﬁc and exports across Geelong and Portland in the New Year 2021. More good news!

Further afield, in the Latrobe Valley, the Hydrogen Energy Supply Chain (HESC) is a world-first pilot project designed to safely and efficiently produce and transport clean hydrogen from Victoria’s Latrobe Valley to Japan, through the Port of Hastings. This world’s first liquid hydrogen carrier was launched in December 2019 to enable the trial shipments to commence in 2021.

Energy has been a key trade through the Ports of Geelong and Hastings for many years. It was back in 1958 that the first super tanker – the 28,000 tonne Velutina – entered the Port of Geelong to deliver crude oil to the then Shell refinery, at Corio. Operated by Viva Energy since August 2014, the Geelong Refinery has now grown its output to supply half of Victoria’s total fuel needs and 10 per cent of Australia’s fuel. Hastings has played a vital role in the Bass Strait production line since 1970, enabling the export of LPG and crude oil.

During these difﬁcult times, VRCA has been active in working with Victorian government agencies in line with COVID-19 protocols, to continue to support all vessels’ safe and effective navigation through the Port of Geelong.

Victorian Regional Channels Authority (VRCA) manages commercial navigation in the port waters of Geelong and Hastings and also oversees channel management for the Port of Portland and coordinates the Port Development Strategy for the Port of Geelong.

Developments, potential changes, and challenges

But the impact of COVID-19 has presented many commercial challenges for refineries around the world, including the Geelong Refinery, with crude oil prices and global demand for refined petroleum products all nose-diving during 2020.

Opportunities, developments and challenges on the horizon for Victoria’s regional ports

VRCA ﬁrmly believe there is good news at the end of that channel…

The arrival of the Spirit of Tasmania ferry service will deliver jobs and investment both during, and after, construction and will deliver a welcome increase in port trafﬁc which VRCA will manage.

While COVID-19 has presented many challenges for the maritime industry: critically the plight of international seafarers and their inability to get off their ships and go home, which VRCA is working hard to overcome, and VRCA believe the enforced operational rethink has allowed the organisation –indeed forced the organisation - to consider some new and exciting opportunities for growth for the future.

In June this year, Viva Energy announced the Geelong Reﬁnery had been earmarked for a future development as a major ‘Energy Hub’ for Victoria and South East Australia, incorporating gas and solar storage.

VRCA’s key focus is clearly on safety and it maintains its longheld commitment to working with the Victorian regional port sector to continue to provide a productive maritime gateway.

MEMBER UPDATE

And still on positive trade developments, AGL continues its investigation into developing a gas import hub at the Port of Hastings, which will utilise a moored ship at Crib Point jetty, a Floating Storage and Regassiﬁcation Unit (FSRU) to inject gas into the network. A new 57km long pipeline will be commissioned to connect Hastings into Victoria’s gas transmission network at a location east of Pakenham.

VRCA has also been a positive and proactive contributor to the current Victorian Ports Review, which will deliver its report to the Minister later this year.

15EDITION 2002

VRCA is also undertaking a preliminary cost-beneﬁt assessment to provide guidance on the economic feasibility of deepening Geelong’s channels, or other ways to optimise the channel conﬁguration, to better service current and potentially new users.

One of those new users, will be the Spirit of Tasmania ﬂeet after an announcement in April, that it would be relocated from Station Pier in Port Melbourne to a new base at a 12-hectare development at Corio Quay, north of Geelong.

–that’s the outlook for Victoria’s regional ports of Hastings, Geelong and Portland as Australia grapples with the uncertain ﬂow-on effects of the COVID-19 pandemic.

This signiﬁcant announcement reinforced the critical importance of the growing operations within the Port of Geelong and, underlined the signiﬁcance of the port to the broader Geelong region, as an ongoing driver of investment and employment.

“We’ll be able to collect data for a range of emissions and pollutants in the area, including gases such as carbon dioxide and methane,” Ian said.

16 MIAL MAX MEMBER UPDATE

“Mum! Can we go and get pizza?”

“No! There’s food at home.” We’ve all had this said to us at some point in our lives. RV Investigator is no different. Our research vessel normally sails the high seas and gathers data from far off marine environments. But COVID-19 restrictions have locked down the ship until further notice. So, what can you do if you can’t get your science from elsewhere? You science at home, of course!

Working on RV Investigator while docked in port has been a novel experience for the scientists, technicians and crew.

A pandemic won’t stop RV Investigator’s plans

“During the shutdown, I have been going to the ship once a week to perform maintenance. On other days I monitor the systems remotely and ﬁx any bugs that crop up. It’s very satisfying to see all the work we’ve put in over the last few years automating the systems as much as possible now paying off,” Ian McRobert said.

Investigator in home port, Hobart, Tasmania. Image: Andrew Burn, Tasports Pilot for the Port of Hobart, Tasmania.

RV Investigator has spent the last few months measuring Hobart’s air quality while docked in port. Take a minute to breathe it in There are many adjectives to describe the air quality in Hobart. Complex is one of them.

The aim is to provide a unique snapshot of the area’s air quality during the COVID-19 shutdown. There’s a reduction in car use and other human activity. The scientists want to compare the recently gathered data with previous and future years.

“Tropospheric ozone is both an air pollutant and greenhouse gas. It’s also one of six major air pollutants for which national air quality standards have been set.”

Scientists have been on-board to maintain the instruments measuring pollutants and emissions in the Hobart area. These instruments usually collect atmospheric data at sea to paint a complex picture of global climate.

One of our atmospheric scientists from the Climate Science Centre, Dr Melita Keywood, added the data could help those who manage Hobart’s air quality.

Science in your own backyard

“Normally, it’s a hive of activity in port. Now it’s very quiet. We go through a process of health declarations and temperature screening to get on-board. With the ship stuck in Hobart, I’m glad that we can productively use the station and target some speciﬁc scientiﬁc objectives,” he said.

“Another important gas measurement made by the instruments on RV Investigator is tropospheric ozone. This is ozone found in the lower atmosphere,” Melita said.

The ship normally delivers 300 research days each year!

RV Investigator checks up on Hobart air quality during COVID-19 shutdown

“Previous measurements have shown ozone concentrations in Tasmania to be low but there has been no systematic monitoring of ozone and little data is available for Hobart.”

Investigator’s advanced atmospheric instruments are perfect for measuring Hobart air quality. Image: Ann Jones, ABC.

“Hobart has an atmospheric environment that contains a range of sources of gases and aerosols,” Technical Ofﬁcer, Ian McRobert said. These include nearby residential and industrial areas which contribute to urban emissions. Plus bushland around Hobart which contributes to natural emissions,” Ian said. But here’s the thing. There are some emissions in Hobart not commonly measured or haven’t been measured for many years. It’s safe to say in recent years there have likely been some changes in emissions and pollutants. Some of these aerosols and gases have the potential to impact environmental and human health. One example is ozone, an air pollutant which is a concern to human health. Ozone hasn’t been measured in about 25 years. Air particles also come in different sizes and are made up of different chemicals. So, they need to be measured as well as counted. Who better to provide new updates than the ship with multiple advanced atmospheric instruments and nowhere to go?

17EDITION 2002

Australia’s Minister for Environment with responsibility for the Antarctic Division, Hon Sussan Ley, thanked shipbuilders Damen, operators Serco and the AAD’s Icebreaker Project team for working together to deliver an exceptional ship.

MEMBER UPDATE

The arrival of once-in-a-lifetimeAustralia’sAntarcticicebreakerRSV Nuyina

After a month long journey of nearly 7000 kilometres, Australia’s new icebreaker RSV Nuyina has arrived in the Netherlands for the final stages of its testing and commissioning.

The relocation of the ship to Damen’s Vlissingen shipyards from Romania, where work was suspended due to COVID, will enable equipment manufacturers to check and test the installation of its complex systems.

The ship was towed to the Netherlands because it didn’t have the required regulatory certificates to conduct international voyages under its own power.

“From an original concept designed in Denmark, the icebreaker

“Construction of the icebreaker has been much like an Antarctic expedition – a test of courage, critical thinking and international cooperation,” Minister Ley said.

After sea and ice trials, the ship is expected to be delivered to its owners the Australian Antarctic Division, in its home port of Hobart, in mid-2021.

AAD’s General Manager of Assets and Infrastructure, Rob Bryson, said Nuyina will be one of the most capable scientific research vessels in the world.

“The ship’s construction during a global COVID crisis is testimony to the ways teams have adapted and innovated, and her long journey through the Black Sea, the Mediterranean Sea and the North Atlantic to the Netherlands is a tribute to the flexibility of the teams involved,” Mr Bryson said.

The Australian Antarctic Division has chartered an interim vessel, the ice-strengthened MPV Everest, to resupply Australia’s Antarctic stations and sub-Antarctic Macquarie Island this summer.

Australia’s new icebreaker, RSV Nuyina, will make its maiden voyage to Antarctica in 2021. The ship will be the main lifeline to Australia’s three Antarctic research stations and its sub-Antarctic station on Macquarie Island, and will support Australia’s leadership role in Antarctic and Southern Ocean scientific research. The ship is also flexible enough to cope with future research and operational demands during its expected 30 year lifetime.

SPECIFICATIONS

Scientific capability RSV Nuyina is the only ship in the world to have a watertight room or ‘wet well’ to process seawater for krill and other fragile What’s in a name?

The word nuyina means ‘southern lights’ in palawa kani –the language spoken by Tasmanian Aborigines today. It is pronounced “noy-yee-nah”. The name Nuyina recognises the long connection that Tasmanian Aboriginal people have with the southern lights (or aurora australis). The ship name was suggested by Australian schoolchildren through a ‘Name our Icebreaker’ competition.

“The global shipping sector will get invaluable insights from other industries more advanced in applying machine learning, artiﬁcial Intelligence, and smart satellite technology for improved safety and efﬁciency.”

The future of shipping, while self-driving, will still be in our hands, Australian Maritime College researcher Dr Reza Emad explains.

A regulatory framework ratiﬁed by all countries with major ports could take years or even decades. This framework could be facilitated by a new code that sits along various conventions, led by the International Maritime Organization (IMO).

“In Australia we see regulatory exemptions enabling autonomous vessels to operate in oil, gas and hydrographic survey sectors,” Dr Emad said.

“An electric-powered, carbon-neutral battery will need to last two months and be replaced upon arrival at the destination.”

Regulations to slow the technological transition

College researcher Dr Reza Emad estimates that by 2030 we will start to see more and more remotely controlled ships with few crew onboard.

A four-staged journey towards autonomous ships

Like self-driving trucks and trains, the future of commercial ships is set to rely on machine learning, artiﬁcial Intelligence, and smart satellite technology to improve shipping safety and Australianefﬁciency.Maritime

Research is underway for the construction of a ‘stage three’ ship in Norway. It will have most of the features of a ‘stage four’ ship but will still have personnel onboard to monitor the operations and ﬁx any parts needing maintenance. Call it an initial trial for stage four.

SELF-DRIVING SHIPS TO SEE US INTO 2050

Dr Reza Emad researches and lectures on shipping at the Australian Maritime College.

“As the technology advances, virtual reality and augmented reality simulation will progressively be used for training future operators and this will allow for a more diverse pool, including early career maritime professionals,” Dr Emad said.

Dr Emad said there is a lot of complexity involved in achieving an international regulatory framework for autonomous ships that is acceptable to all IMO members, and learnings from other sectors will help the shipping industry move more quickly towards stage four.

MEMBER UPDATE

“These ships will be remotely controlled from shore control stations by upskilled seafarers and autonomous systems technicians.

Communication a vital skill for the future Directly connected to the new technology are the technical competencies and ‘soft skills’ that future operators will need to manage autonomous ships from shore.

Dr Emad’s study was carried out in collaboration with the University of South-Eastern Norway and Jade University of Applied Sciences with support from the International Association of Maritime Universities (IAMU) and The Nippon Foundation in Japan.

“We will need people skilled in leadership, teamwork, communication, managing crises and working with diverse stakeholders,” Dr Emad explained.

“The testing process is essential for checking the technology and improving ship-to-shore communication systems,” Dr Emad said.

“People will need to be able to communicate with each other virtually, via online or remote link and be able to communicate with the machines driving the ships,” Dr Emad explained.

“At this stage, coastal and domestic shipping is at the forefront of industry 4.0, with technology for international shipping needing more development,” Dr Emad said.

“Some seafarers naturally expressed fear of losing their jobs in the future,” he said.

Today’s commercial oceangoing ships generally have 20-30 personnel onboard but can be operated by a team of 11, the minimum legal requirement. It is unclear how many operators will be needed to monitor ships from shore and manage maintenance and battery swaps upon arrival at port. While computers can follow instructions, they do not have the emotional intelligence of humans.

The journey towards autonomous ships will move through four stages from crew onboard to operators onshore. Stage four will see fully autonomous, batterypowered ships with all operators onshore observing virtual reality systems that visually replicate the mechanical and technical systems on the ship.

Dr Emad and international collaborators interviewed maritime experts and seafaring professionals from across the world about their skill preparedness for autonomous shipping.

In May this year, a ‘stage two’ tugboat was successfully tested in Tokyo Bay by the Japanese Government. The tugboat was ﬁtted with sensors and cameras, which remote operators used to analyse the boat’s surroundings.

19EDITION 2002

“In the next ten years we may even have remotely controlled or even fully autonomous small commercial ships in near coastal areas with absolutely no crew onboard,” he said.

The global regulatory framework for commercial shipping will be the most likely factor hindering the commercial rollout of autonomous ships.

In the initial stages of remote-controlled commercial shipping, operators will need the experience of an ex-mariner, but over time, the industry will be more inclusive of early career professionals.

“Stage four ships will need to be designed for the most minimal maintenance – deﬁnitely no pistons,” Dr Emad said.

Low energy density (per volume) and may result in limited range and/or impact on available cargo space.

Energy density (per volume) much greater than hydrogen, with similar production costs. Widely traded and utilised commodity for a wide range of applications.

While we have an abundant supply of LNG, bunkering infrastructure is currently limited in MethaneAustralia.slip, although variable, is an ongoing issue that can limit the TtW effect. Further decarbonisation of LNG possible via carbon capture and storage (CCS) however is currently very costly. Challenges to be overcome

100% Benefits ammonia as marine fuel are derived when it can be produced from renewable energy such as solar, wind or hydro power. Additional energy required to synthesise hydrogen and nitrogen.

IMO regulatory work on the use methanol as fuel is well advanced. WtW profile is very sensitive to production process and feedstock and to achieve significant emissions reductions, methanol needs to be produced using renewable energy.

Ability to store 1.5 times more hydrogen in ammonia than pure hydrogen and in comparison to other hazardous substances, Ammonia is relatively benign.

*Compared to MGO/LSFO LSFO = Low Sulphur Fuel Oil | MGO = Marine Gas Oil | SOFC = Solid Ocide Fuel Cell | NOx = Nitrogen Oxide | LNG = Liquefied Natural Gas | CCS = Carbon Capture and Storage AMMONIAAMMONIA HYDROGENHYDROGEN BIOFUELSBIOFUELS METHANOLMETHANOL LNGLNG

LNG Fuel 12 to 28% Tank to Wake (TtW) 8 to 22% - depending on the natural state, production process and distance to market. Well to Wake (WtW) Overall GHG reduction potential* — life cycle analysis considerations

Methanol is a widely used and well understood substance, which is already in use as a marine fuel.

MARITIME FUTURE FUELS Overview

Methanol 15 to 20% WtW is highly dependent on the energy source used in its

For example, hydrogen is stored as a cryogenic liquid at very low temperature (-253C)

Address concerns relating to toxicity and the need for the development of technical standards for use as fuel, crew competency and safe handling regulations including bunkering.

Hydrogen 100% Benefits from hydrogen as marine fuel are derived when hydrogen can be produced from renewable energy such as solar, wind or hydro power. While the combustion of hydrogen via a fuel cell produces water, it takes significant energy to power the electrolysis process to generate hydrogen.

Biofuels

As a drop in solution, biofuels can utilise the existing supply and distribution network and be used in marine diesel engines with minimal modifications required. If scale and supply chain issues can be addressed, advanced biofuels have the added benefit of contributing to the circular economy.

As with LNG, the development of foundation use of methanol produced using non-renewable energy will assist in the establishment of a market and the necessary infrastructure for future application of methanol produced using renewable energy, which can result in further significant reductions on a WtW basis.

Currently,manufacture.the vast majority is produced using LNG, and therefore possesses a similar WtW profile. Production at a scale required to supply maritime industry. Lack of established distribution and supply infrastructure for bunkering.

Hydrogen is a highly versatile substance that can be used very effectively for energy storage either in its pure form or within a carrier such as ammonia or methanol.

Hydrogen is an efficient energy carrier per weight, but inefficient per volume.

Potential for NOx generation during combustion.

A mature and established marine fuel in use around the world. Can provide the foundation via the ongoing use of established infrastructure for future application of bio-LNG and synthetic LNG which can result in further significant reductions on a WtW basis. Other considerations

Further development required for solid oxide fuel cell (SOFC) which would avoid the need for hydrogen reforming and purification.

The following information provides an overview of the maritime future fuels picture for interest. This is a non-exhaustive list of considerations, and the cost of each option, relative to LSFO or MGO, is not a feature of this analysis.

Development of technical standards, crew competency and safe handling regulations including bunkering.

Ammonia fuelled engines are currently under development.

Very different properties compared to conventional fuels requiring different safety/handling approach.

Lack of any distribution and supply infrastructure.

Storing, loading and unloading is proven technology and there already exists a regulated storage distribution and supply infrastructure which could be adapted for the purpose of bunkering.

Ammonia

Address concerns relating to intrinsic safety of hydrogen resulting from its broad flammability range.

Limited TtW GHG reduction due to the similar carbon content to fossil fuels. WtW emissions reduction can be substantial, but it is a complex picture which is highly dependent on the feedstock, production process and supply chain. Due to the complexity relating to feedstocks in particular, (e.g. demand for dedicated biofuels crops leading to deforestation), and lack of reliable certification that assesses the full lifecycle of biofuels production, it can be difficult to understand the genuine carbon reduction credentials of the range of biofuels Advancedproducts.biofuels, or those manufactured using various waste streams (as opposed to dedicated crops) provide the least risk of indirect impacts that could result in higher WtW emissions compared to fossil fuels. Advanced biofuels are not currently produced at the scale necessary to supply the maritime industry.

DIVERSITY WOMEN IN MARITIME Go tomial.com.autodownloadthereport Picture courtesy: Royal Australian Navy officer, Sub-Lieutenant Holly Boubouras on the bridge of HMAS Canberra as the ship sails into the port of Townsville, Queensland. Photographer: LSIS Ryan Tascas. Photo courtesy Department of Defence. © Commonwealth of Australia 2020

While its clear that the vast majority of marine plastic enters the marine environment from land based sources, and that MARPOL already prohibits the discharge of plastic into the ocean from ships, in 2018 the IMO agreed to do its part to address the problem of marine plastic by adopting the IMO Action Plan to Address Marine Plastic Litter from Ships.

The scourge of plasticmarineItisestimatedthatmorethan10milliontonnesofplasticentertheoceansannually,withdisastrousimpactsonmarinelifeandmarineecosystems.Someoftheimpactsofmarineplasticdebrisarewelldocumented,viashockingimageryofthesueringofsealifethroughentanglement,andthegradualstarvationthatoccursfollowingplasticingestion.Wealsoknowthatplasticsdonotbiodegrade,ratherovertime,plasticssuccumbtoweatheringandfragmentation,breakingintosmallerandsmallerpieces.Eventuallythesepiecesbecomemicroplastics,whichhavebecomewidespreadthroughoutthefoodchainandposeriskstohumanhealthbythereleaseofharmfulchemicals.

The IMO Action Plan proposes a study on marine plastic litter from ships, work to assess the availability and adequacy of port waste reception facilities, further consideration of measures relating to shipping containers lost at sea, and a range of measures designed to address the major problem of lost and abandoned ﬁshing gear.

21EDITION 1904

22 MIAL MAX Like many other organisations, MIAL has moved its courses online due to the COVID19 pandemic. The courses are still run live so that attendees can interact and ask questions. All three MIAL courses have been scheduled: Introduction to Shipping and Introduction to Offshore Oil & Gas – Maritime Operations and Advanced Shipping. To ensure there is no “Zoom fatigue”, MIAL runs the online courses with two, two hour sessions over two days. This appears to work well and the online facilitator, Captain Mark Pointon, has introduced techniques to encourage engagement. To find out more go to mial.com.au. MIAL Shipping Courses go Online INTRODUCTION TO SHIPPING Nov 4 & 6 – Online MIAL Members $245 Non Members $490 INTRODUCTION TO OFFSHORE OIL & –MARITIMEGAS OPERATIONS Oct 20 – Online MIAL Members $350 Non Members $425 ADVANCED SHIPPING Nov 12 – Online MIAL Members $245 Non Members $490

Dr Gwyther said melting of the ice shelves threatens their role as a buttress that blocks the progress of ice sheets draining from the Antarctic.

“It is therefore vital that scientists continue to monitor and better understand the changes taking place underneath the Antarctic ice.

“The unique access and data collection capability provided by AUVs means they can play a key role in this global research effort, which we are contributing to in collaboration with our local and international colleagues,” Dr Gwyther said.

“nupiri muka is one of the few AUVs in the world capable of operating autonomously under the ice, and our results show the value of this capability,” Dr Gwyther said.

“Ocean-driven melting at the base of ice shelves is already the main contributor to mass loss from the Antarctic ice sheet.

The AUV and the two glacier expeditions were funded by the Australian Research Council through the Antarctic Gateway Partnership. The AUV is housed and maintained at the AMC in Launceston. AUV near Sorsdal Glacier. Image credit Australian Antarctic Division.

The University of Tasmania’s state-of-the-art Autonomous Underwater Vehicle (AUV) nupiri muka is helping to unlock the secrets of the Sørsdal ice shelf, near Australia’s Davis research station in East Antarctica.

In February this year nupiri muka completed a 60-kilometre round-trip beneath the sea ice adjacent to the Thwaites Glacier as part of a Korean voyage in the Amundsen Sea region of West Antarctica.

The lead author of the paper in the journal JGR Oceans, Dr David Gwyther, said ice shelves such as the Sørsdal are floating extensions of Antarctic glaciers and play a key role in retarding the flow of the ice sheet toward the ocean.

“Last year’s deployment was the first time a vehicle of this type has explored beneath the Sørsdal ice shelf.

“When combined with data from a range of more traditional sampling methods, our results have allowed us to build a more complete picture of the processes controlling melting of the ice “Althoughshelf.previous studies have documented the presence of a reservoir of ocean heat less than 50 kilometres from the Sørsdal, we found that cold and salty water may be blocking the warm water from reaching it, maintaining relatively weak rates of melting.

AUV team at Davis Base. Southern crack widened. Photo David Gwyther.

The first published results from the AUV’s voyage to the ice shelf in early 2019 suggest that cold and saline water beneath the ice controls the weak melting observed from surface However,sensors.theresearch team, which included researchers from Institute for Marine and Antarctic Studies (IMAS), the Australian Maritime College (AMC), ACE CRC and the Australian Antarctic Division, also discovered a 1,200-metre deep seafloor trough running under the Sørsdal, which could allow warm water to enter and increase the rate of future melting if ocean conditions change.

“The deep trough that we identified is a potential pathway for warm water that could see the Sørsdal melt more quickly if ocean processes in the region change,” he said.

MEMBER UPDATE

FIRST RESULTS FROM AUV MISSION REVEAL SECRETS OF THE SØRSDAL ICE SHELF

23EDITION 2002

“A reduction in the buttressing effect of ice shelves is a negative feedback that can lead to glacial acceleration and a further increase in their contribution to mean sea level.

Mid West Ports Authority (MWPA) is responsible for the operation and success of Mid West Ports. Founded in 1840 with the name Geraldton Port Mid, the ﬁrst ship to anchor with them was the HMS Champion beginning their long and successful history. For the past 180 years their goal has been to provide a sustainable supply chain for the long-term future of regional Australia. MWPA is dedicated to using trust and transparency to build a gateway not only for trade and tourism but the prosperity of the community at large. Service for customers and value for stakeholders and employees is their commitment.

Victoria International Container Terminal (VICT) designed, built and now operates Australia’s ﬁrst fully automated container terminal for both landside and shipside operations. They were appointed to the project in 2014 by the Port of Melbourne after a proven forty plus years in port management and thirty successful global operations.

Coral Expedition Cruises, one of the largest employers of Australian Seafarers operating, has been pioneering expedition cruises for the past 35 years. They have led developments that have become standards in the cruise industry such as all-inclusive shore excursions aimed at stress free adventuring.

In 2017 the ﬁrst vessels began arriving at the new terminal and with them VICT began to set a global benchmark for port automation including a special focus on safety, sustainability, reliability and efﬁciency. They won the top rating of ‘Leading’ from the Infrastructure Sustainability Council of Australia for sustainability in design and build.

If you are interested in becoming a member of MIAL, please phone 03 9647 6000 or alternatively email admin@mial.com.au

The winner of the 2020 TripAdvisor Award for ‘Travellers Choice’ and operating from the portal to the Great Barrier Reef, Coral Expedition Cruises prides itself on the boutique and personal feeling of small ship experiences that cannot be replicated by larger vessels. Running a ﬂeet of three ships they take over 8,000 national and international travellers to some of the most beautiful places in the world, including the Great Barrier Reef, the Kimberly, Cape York, New Guinea, the East Indies and Japan.

As the port authority they oversee that operations are completed in a safe, efﬁcient, secure and environmentally friendly manner. They primarily work with exports of grains, minerals and livestock, and imports of fertiliser, mineral sands, project/general cargo and MWPAfuel.also works to bring in cruise ships, exhibition craft and oil rig tenders, and with the ﬁshing industry, berthing facilities and waste disposal. They are helping to provide the diversity needed for a thriving economic future.

The 33% capacity increase for the Port of Melbourne created by VICT ensures the continued reliable delivery of goods to Australian consumers and from Australian producers to the global marketplace. Their unique location on the bay side of the West Gate Bridge means a faster turnaround time for ships and an opportunity for larger vessels to dock than ever before.

24 MIAL MAX We are pleased to welcome the organisationSfollowingtoMIAL:

Australia’s gateway to Antarctica is the Australian Antarctic Program, through which all scientiﬁc, logistical and transport programs are conducted. They represent, protect and ensure Australia’s interest in the Antarctic region and collaborate with over 150 worldwide research institutions.

Coral Expedition Cruises travels to remote and stunning areas that are untouched by conventional cruise ships. Therefore, they pride themselves on an environmentally conscious approach to cruising. Even being accredited as an ecotourism cruise operator by EcoTourism Australia and taking part in extensive sustainability initiatives such as Eye on the Reef, a program run by the Great Barrier Reef Marine Park Authority to protect the Great Barrier Reef.

Australian Antarctic Program maintains four research stations full time with numerous pop ups that can be erected and packed as needed. Each station can employ between 40-100 people, working together to ensure the completion of important milestones such as the building of the giant ice-breaker RSV Nuyina By studying the region Australian Antarctic Program hopes to discover secrets of the past and predict future changes to the planet’s climate, both natural and human-made. As part of their climate research they have undertaken one of the most difﬁcult and ambitious projects run in the arctic to date, the quest to discover a million-year ice core. This core, buried deep underground, would give a million-year record of earth’s continually changing climates and atmospheres. They also actively seek to protect the unique environmental and biological spheres under their purview, from tiny Krill to the largest animal ever to exist - the blue Whale.

NEW MEMBERS

“From the regulator’s perspective, the Macondo incident brought into stark reality the importance of focusing on maintaining criticial controls to prevent major accident events.

The 2010 BP Macondo blowout claimed 11 lives and spilt an estimated ve million barrels of crude oil into the Gulf of Mexico. The disaster was a catalyst for stricter regulations globally and the formation of bodies like NOPSEMA, which is mandated to protect the offshore workforce and ensure responsible environmental management.

REMAININGchange.VIGILANT: 14

Major accident events leave a devastating legacy, with anniversaries serving as harsh reminders of the risks associated with working in high-hazard industries, such as offshore oil and gas.

Ten years on from the Macondo disaster, which resulted in signiﬁcant global reforms to improve standards across the oﬀshore oil and gas industry, the COVID-19 pandemic has highlighted the diverse nature of threats to safe operations, serving as a reminder to remain vigilant and responsive to

26 MIAL MAX

Even when other indicators might suggest that things are going well, other information may tell a very different story. In the case of Macondo, I understand the Deepwater Horizon drilling rig was receiving an award at the time for the number of days without accidents on the scale of slips and trips. Clearly they were doing some things well but at the same time, those sorts of indicators don’t provide warning of the risk of a major accident event. This attests that regulators and industry can lose sight of those bigger risks if other indicators are pointing to positive outcomes. I think Macondo is a particularly good example of that, reminding us to stay focused on the big risks that really threaten the lives of workers and the environment,” Mr Smith said.

NOPSEMA CEO Stuart Smith af rms that the Macondo disaster delivered a multitude of lessons for the industry. But he says that these lessons are revisited and considered perennially, to promote a culture of vigilance and responsiveness to changes and telltale indicators of bigger problems.

MACONDO LEGACY AND COVID-19 REINFORCE DIVERSE THREATS TO SAFETY

Just as the Macondo crisis in uenced change on a global scale, the COVID-19 pandemic has forced NOPSEMA as well as the offshore oil and gas sector to adapt and evolve. Like many industries, the offshore energy sector has responded to COVID-19 by applying new approaches to ensure critical business continuity and the health of its people under unprecedented and challenging circumstances.

“As a regulator, there is opportunity for us to provide additional value and perspective to the industry through other approaches such as management inspections. These inspections could focus on leadership and oversight of an organisation’s management of risks and assess whether senior management have adequate visibility of the working environment and suitable reporting arrangements from an operational site to the Executive. Information from these inspections could add signi cant value to the understanding of a company’s leadership and their systems for providing and receiving information from the bottom up and vice versa.”

27EDITION 2002

In light of the need to remain alert and aware of various, evolving risks and how they affect the overall risk picture, NOPSEMA is considering broadening its scope of investigations to take into consideration a company’s culture and how it balances performance expectations against safety priorities.

“For example, there has been greater collaboration and interaction between industry players, as in operators of offshore facilities, the Health and Safety Representatives (HSR), and the union movement, so workplace concerns are being picked up earlier and addressed earlier. Further, interaction between the operators and regulators has been occurring more frequently, and that’s enabled issues to be dealt with quickly and exibly.”

“COVID-19 has reminded regulators and industry to expect the unexpected. We all have to be alert to changes in risk, and the emergence of new risks. This thinking will allow us to quickly adapt new processes to the existing, established systems that have been created to date.”

NOPSEMA has also responded to the threat by drawing on latest techniques and the collective efforts of industry and its workforce to diversify the way it does compliance monitoring.

“The cooperation we have had from all groups has been excellent. There’s been a greater level of collaboration than traditionally occurs across the industry and the experience we’ve had with COVID-19 in that regard has been of beneﬁt to everyone,” Mr Smith said.

Mr Smith says the pandemic has resulted in a greater willingness for stakeholders, including industry, government, workplace representatives and regulatory bodies in Australia and overseas, to share information to deal with problems collectively, leading to faster and improved results.

28 MIAL MAX

In addition to increased interaction and stronger collaboration, NOPSEMA’s Head of Safety and Integrity, Derrick O’Keeffe believes the lessons learned from disasters like Macondo and pandemics like COVID-19 can be used to bolster industry’s capabilities to deal with threats, leading to better practices and safer outcomes.

NOPSEMA has also responded to the threat by drawing on latest techniques and the collective efforts of industry and its workforce to diversify the way it does compliance monitoring. Mr Smith says the pandemic has resulted in a greater willingness for stakeholders, including industry, government, workplace representatives and regulatory bodies in Australia and overseas, to share information to deal with problems collectively, leading to faster and improved results.

“The 1988 Piper Alpha disaster in the North Sea and the 2010 Macondo both contributed to radical change in safety world-wide with signi cant improvements in risks assessment and their management. So while no one saw COVID-19 coming and the risks this meant to the workforce, the mechanisms were already in place for dealing with infectious diseases such as Chickenpox, Whooping Cough and Measles. This meant that there were processes for operators of offshore facilities to quickly build upon and ensure the protection of their workforce,” Mr O’Keeffe said.

“At NOPSEMA, we have really valued the input we have received from other members from the International Regulators’ Forum (IRF). We have certainly shared our experiences with other jurisdictions within the IRF and they have certainly been happy to share their experiences and that’s given us the opportunity to test whether or not what we’re doing is amongst leading practice or not.

there is recognition that the pandemic has in uenced global practices in positive ways.

“Instead of being constrained by the way things have always been done, it’s evident that members of the offshore oil and gas sector are willing to consider different approaches to solving problems. That’s been a useful cultural change and it’s a change that I, and others across industry, would like to see continue,” Mr Smith Internationally,said.

29EDITION 2002

“Whether there are any lessons in other jurisdictions, we have sought to apply them in Australia and that’s particularly important for the oil and gas industry and for operators internationally. They want to know that whatever systems are being put in place in Australia are among the leading practices globally. This creates the opportunity to apply the best practices elsewhere, reducing risks for the workforce.

“The IRF has been a mechanism for us to coordinate responses even though individual jurisdictions are responsible for their own jurisdiction. We’ve been able to share experiences and that’s led to a more consistent approach internationally and I think a better approach internationally.” COVID-19 has reminded regulators and industry to expect the unexpected.

It’s anticipated that in due course, COVID-19 will contribute to a safer and more environmentally responsible oﬀshore oil and gas sector.

“The lessons from COVID-19 will add to the existing base of industry knowledge and systems. There’s nothing dramatically new about an infectious disease being a risk. It’s the speci c risks associated with COVID-19 that emerged and the required responses needed to deal with those speci c risks that are valuable to our knowledge base. Each step in the learning process provides a contribution to improve industry. Each step provides a continual reminder that the threats are there even if we can’t see them – we all must be ready for them,” Mr O’Keeffe said.

Each step in the learning process provides a contribution to improve industry. Each step provides a continual reminder that the threats are there even if we can’t see them – we all must be ready for them,” Mr O’Keeffe said.

Australia’s offshore energy regulator, the National Offshore Petroleum Safety and Environmental Management Authority’s (NOPSEMA) quarterly magazine The Regulator, Issue 2: 2020.

It’s anticipated that in due course, COVID-19 will contribute to a safer and more environmentally responsible oﬀshore oil and gas sector.

The COVID-19 experience is also expected to result in cultural changes across the offshore industry.

It’s anticipated that in due course, COVID-19 will contribute to a safer and more environmentally responsible oﬀshore oil and gas sector.

ICHCA International is a non-government organisation and represents its members in national and international agencies, such as the International Maritime Organization and other regulatory bodies.

A free online training course has been developed and a number of free webinars will be conducted to raise awareness and assist industry. The ﬁrst webinar will be held on Tuesday 13 October 2020, with more to follow later in October and November. For further information visit the FTA website https://www.ftalliance.com.au/ A similar campaign is currently underway overseas where , ICHCA International, the Container Owners Association, the Global Shippers Forum, the TT Club and the World Shipping Council are co-operating on a range of activities to further the adoption and implementation of the CTU Code (Cargo Transport Units). The ﬁve organisations recently published a ‘Quick Guide’ to the CTU Code together with a checklist of actions and responsibilities to guide packing cargo in freight containers.

ICHCA Australia Ltd is part of the International Cargo Handling Co-ordination Association (ICHCA) International Ltd global network, which was founded in 1952 and has members in 90 countries.

ASSOCIATION IN FOCUS

An example of how not to pack your container

ICHCA International is an independent, not-for-proﬁt organisation dedicated to improving the safety, security, sustainability, productivity and e ciency of cargo handling and goods movement by all modes and through all phases of national and international supply chains.

30 MIAL MAX

ICHCA Australia looks forward to welcoming you at one of our (post COVID-19) events. For further information please visit our website: peter.vanduyn@ichca.comcontactcom/about/ichca-australia-who-we-are.htmlhttps://www.ichca-australia.orourCompanySecretaryPeterVanDuynat:

ICHCA Australia, the Australian chapter of ICHCA International, is a not-for-proﬁt public company that is self-funded and non-political. Its purpose is to beneﬁt its members and the cargo handling and logistics industry as a whole. ICHCA Australia has about 50 members varying from stevedores and port authorities to individual members.

ICHCA Australia holds regular industry events, including biennial conferences, in Australian states and territories. A conference was scheduled to take place in Melbourne this year as part of the MegaTrans 2020 event, but due to COVID-19 restrictions it has been postponed until April 2021. ICHCA International also holds biennial conferences as well as regular technical panel meetings where industry experts discuss the latest developments in cargo handling practices.

ICHCA Australia is involved with Container Transport Alliance Australia, Freight &Trade Alliance (FTA) and other industry organisations in developing and delivering a Safe Container Loading Practices & Heavy Vehicle Safety Campaign funded by the National Heavy Vehicle Regulator. The aim of the campaign is to promote best practice in shipping container packing, cargo load restraint and weight distribution.

As a result, control of the Bulk India, which at the time had one tug in attendance and two pilots on-board, was lost and the rudder remained fixed at 20° to port. The ship turned to port and contacted the channel side, running aground. The ship was recovered into the channel with the aid of tugs, before being taken out the channel to anchor. A subsequent dive inspection of the hull found evidence of contact with the bottom but no significant damage.

The in investigation into the 11 March 2018 grounding found that the 298 metre, Panamanian-flagged Bulk India had lost all steering control and propulsion when shortly after the main engine was increased to full ahead, the ship’s auxiliary diesel generator engines shut down after the cooling water temperature controller failed, resulting in overheated cooling water.

In addition, when the ship’s emergency generator started in response to the blackout, it also shut down from overheating as a radiator fan belt that had failed several months earlier had not been replaced.

ATSB investigation: Bulk carrier grounds after total electrical blackout

“The ATSB investigation found that the ship’s engineers did not immediately identify the problem and were unable to manually operate the cooling water temperature control valve in time to prevent the blackout,” said ATSB Director Transport Safety Mr Stuart Macleod.

A bulk carrier ran aground in a channel during its departure from Dampier, Western Australia when it lost steering and propulsion due to a total electrical blackout from a failed generator, a recent Australian Transport Safety Bureau (ATSB) investigation has found.

The ship operator’s lack of adequate procedures to ensure that critical spares were identified and maintained in inventory to guarantee availability when required on board also contributed to the grounding, the investigation notes.

Read the investigation report: MO-2018-004: Grounding of Bulk India, Dampier, Western Australia on 11 March 2018

“This investigation highlights that ship operators and crewmembers should ensure that systems, machinery and equipment critical to the continued safe operation of the ship are thoroughly understood, as well as appropriately maintained and tested,” said Mr Macleod.

Subsequent to the grounding, the ship’s operator made improvement to their safety management and operating systems, as well as staff education and training processes. Separately, Rio Tinto have revised escort towage arrangements for ships departing their facilities in Dampier following extensive simulation exercises and a review of existing risk assessments. As a result, a second tug remains in attendance with bulk carriers for further along the channel. Further, a comprehensive guidance manual for ship towage operations in Dampier and Port Walcott was developed.

“The investigation also found that while the problems in the engine room started about 13 minutes before the blackout, the two pilots on board were not informed of the situation. This removed the opportunity for the pilots to prepare for the loss of control, and delayed actions that may have assisted in a more timely or more effective response.”

31EDITION 2002

32 MIAL MAX

Photo: The Far Saracen providing emergency support to the town of Mallacoota. One of many commercial vessels called to assist during the Black Summer bushfires across NSW, SA and Victoria in 2020.

The Compendium will hold currency on the available assets in Australia and will be available on demand. Specifically, the compendium will contain: Key contacts within companies in the maritime sector

Australia’s Emergency Response Agencies

A list of assets available along with details including:

In response to the valuable assistance that the commercial maritime sector provided during the catastrophic bushfires, Maritime Industry Australia Ltd (MIAL) will be compiling an Emergency Response Compendium for emergency response agencies to utilise.

33EDITION 2002

benefits to the nation having maritime companies and maritime capabilities, including wharves and maintenance bases as well as vessels, based in Australia. The MIAL Emergency Response Compendium will become a valued resource in future emergency events.

Teresa Lloyd, MIAL CEO says: “Improving the plans for the engagement of civilian maritime resources, establishing contacts and relationships across the business and government/emergency response divide and gaining a solid understanding of the requirements from both sides will lead to even more assistance in the future. This will be an asset to all of those involved in Thereemergencies.”areenormous

To register your interest in the compendium as either an asset provider or an emergency response agency, please go to mial.com.au to register your interest.

During the Black Summer bushfires, the vessels rendering bushfire support were well suited to the roles they undertook and the crews were able to be tasked at very short notice. The local civilian maritime industry proved itself to be flexible, nimble, professional and highly capable.

ThisSailingequipmentrangeareascapabilitiesofoperationavailableroutes,andmore.Compendiumwillallow emergency response agencies to rapidly determine what is available in the area, what vessels might be passing by, who to call and, most importantly, provide the ability to speak directly to key decision makers.

New asset for

Annual Review 2020 HeroesatSea ICS-SHIPPING.ORG IN FULL

35EDITION 2002 KNOW IT PLAN IT LEARN IT If you love boating, you’ll know the importance of preparation, safety and responsibility. Each time you’re on the water, you need to live a safe mindset. This National Safe Boating Week, live it by following these simple steps before you set off. Show your colleagues that if it’s easy enough to wear at work, it’s easy enough to wear on the water. #lifejacket2work We’re proud to have partnered with the Australian New Zealand Safe Boating Education Group (ANZSBEG) to promote and encourage marine safety. Learn more at amsa.gov.au/national-safe-boating-week

Industry lends a hand with the restoration of tall ship Alma Doepel

The historic wooden 1903 Topsail Schooner, Alma Doepel, took thousands of young people to sea during the 1980s and ‘90s and for many of them changed their lives, always for the better. After a century of sailing, even the staunchest ship needs a refit and, today, Alma Doepel, at 117 years old, is nearing the end of a 10-year restoration to give her another century of active sailing with the young people of Victoria of today and tomorrow.

Portside showing the new planks.

36 MIAL MAX

She is currently situated on a barge at North Wharf Docklands, where she is undergoing a complete restoration job which includes re-planking the ship with 300 75 mm thick spotted gum planks sustainably sourced from northern NSW. Now that all the planks are fitted, shipwrights use ‘oakum’, a tarred fibre used for packing the joints of timbers in wooden ships, to fill the gaps between the planks and cover the oakum with a special waterproof sealant.

37EDITION 2002

Oakum being applied near the stern tube.

Starboard side showing the new planks and stem.

A number of shipping industry organisations have contributed to the restoration project. Most recently, Mainfreight, a logistics company which specialises in the Australia/New Zealand trade, kindly arranged to transport the sealant, that had to be sourced from Auckland to Melbourne. The company covered the transport of an LCL container which was unpacked at Secon Freight Logistics in Truganina.

When the gaps in the planks (approximately 2000 linear meters!) are sealed the Alma Doepel will be painted with paint provided free of charge by Jotun Australia Ltd. Once painted she will be lifted off the barge by one of AAL Shipping heavy lift ships, which regularly call Melbourne, by using its 750-tonne twin-lift cranes to lower her gently into the water. The restoration team (consisting of volunteers and professional shipwrights), led by restoration director Dr Peter Harris, would like to thank recent and past shipping industry donors for their contributions. Once completed, Alma Doepel will once again be able to sail the high seas and resume the work of youth sail training and development.

For more details or if you would like to donate to the restoration project, please visit the Alma Doepel website: https://almadoepel.com.au/ or come and visit the ship when COVID-19 restriction are lifted.

Oakum with tools used to hammer the oakum into the gaps between the planks.

As an island state, ports are vital to our way of life. They help make sure Tasmanians get the goods they need, and they support our economy by facilitating trade in and out of our state. TasPorts is proud to connect Tasmania to the rest of the world through our multi-port system. 5.25am 21/02/2020 Port of Burnie CONNECTING TASMANIA TO THE WORLD 24 HOURS A DAY, 7 DAYS A WEEK. tasports.com.au

MAX October 2020 - Living the Dream

Articles inside

ASSOCIATION IN FOCUS: ICHCA AUSTRALIA LTD

SHIP ALMA DOEPEL

NEW ASSET FOR AUSTRALIA’S EMERGENCY RESPONSE AGENCIES

REMAINING VIGILANT

ATSB INVESTIGATION: BULK CARRIER GROUNDS AFTER TOTAL ELECTRICAL BLACKOUT

MIAL NEW MEMBERS

MEMBER UPDATE: FIRST RESULTS FROM AUV MISSION REVEAL SECRETS OF THE SØRSDAL ICE SHELF

MEMBER UPDATE: SELF-DRIVING SHIPS TO SEE US INTO 2050

LIVING THE DREAM

WELCOME FROM THE CHAIR & CEO

MEMBER UPDATE: OPPORTUNITIES, DEVELOPMENTS AND CHALLENGES ON THE HORIZON FOR VICTORIA’S REGIONAL PORTS

MEMBER UPDATE: THE ARRIVAL OF AUSTRALIA’S ONCE-IN-A- LIFETIME ANTARCTIC ICEBREAKER RSV NUYINA

RESETTING OUR BENCHMARK FOR MARINE HABITATS IN THE GERALDTON REGION, WESTERN AUSTRALIA

MEMBER UPDATE: RV INVESTIGATOR CHECKS UP ON HOBART AIR QUALITY DURING COVID-19 SHUTDOWN

MIAL SHIPPING COURSES GO ONLINE