North-East Shipping Management Plan

The North-East Shipping Management Plan identifies actions based on information about the nature of shipping activity in the north-east region as well as the experience and knowledge of members of the North-East Water Space Management Working Group.

The NE WSM WG works to the parent North-East Shipping Management Group (NE SMG).

The plan separates actions into three groups:

Medium term, a duration of one to three years (six monthly reporting).
Long term, a duration of three to five years (annual reporting).
Foundational, ongoing, business as usual practices (annual reporting).

The following table provides a status update, of the actions identified in the 2019 review of the NE SMP.

Show all / Hide all

Medium term actions—July 2020 update

The North-East Shipping Management Plan (NE SMP, or the Plan) identifies actions based on information about the nature of shipping activity in the north-east region as well as the experience and knowledge of members of the North-East Water Space Management Working Group (NE WSM WG). The NE WSM WG works to the parent North-East Shipping Management Group. The Plan separates actions into three groups:

Medium term, a duration of one to three years (six monthly reporting),
Long term, a duration of three to five years (annual reporting), and
Foundational, ongoing, business as usual practices (annual reporting).

The following table provides a status update, as of July 2020, of the medium term actions identified in the 2019 review of the NE SMP.

Medium term actions

Description	Lead Agency	Update
NE SMP 2 Queensland port authorities to investigate and implement where appropriate, systems that reward ships for having higher safety and environmental standards.	Queensland Ports Association Supported by Maritime Safety Queensland	Queensland Ports Association has identified multiple environmental incentive schemes in use across the world, including a system used by NSW ports. This has highlighted the complexity of such programs and revealed that a generic program may not work for all QLD ports. Queensland Ports Association and Maritime Safety Queensland will continue to investigate the relevance and applicability of these incentive schemes for the QLD port industry.
NE SMP 4 Taking into account increases in traffic density and resultant changes in risk, Maritime Safety Queensland and the Australian Maritime Safety Authority to investigate the benefits of REEFVTS and mandatory pilotage supporting shipping for the areas of the upper middle Inner Route.	Maritime Safety Queensland and the Australian Maritime Safety Authority Supported by Great Barrier Reef Marine Park Authority	Maritime Safety Queensland and AMSA closely monitor shipping traffic for indications of changes in the volume of traffic or the regions transited. The behaviour of shipping is also monitored by the Reef Vessel Traffic Service (VTS). Over the past 2.5 years, there have been 13 instances where Reef VTS provided assistance to vessels, under the Navigation Assistance Service¹. Six of these vessels were attempting to transit waters outside the combined Designated Shipping Area and General Use zones of the Great Barrier Reef Marine Park, and another five intended to transit mandatory pilotage areas without a pilot. These instances highlight the important role of Reef VTS in helping to protect the Great Barrier Reef and Torres Strait. There has been no change in overall traffic density or risk during the reporting period. This action remains ongoing. ¹A navigational assistance service is defined by International Maritime Organization Resolution A.857(20) as a service to assist on-board navigational decision-making and to monitor its effects.
NE SMP 8 Drawing on the work done to date, the Great Barrier Reef Marine Park Authority, Department of Agriculture, Water and the Environment, and the Australian Maritime Safety Authority to further investigate research into the potential environmental and socio-economic impacts of ship-generated sediment resuspension.	The Australian Maritime Safety Authority Supported by Great Barrier Reef Marine Park Authority and Department of Agriculture, Water and the Environment	In July 2019 the Australian Maritime Safety Authority increased the maximum allowable draught at which bulk carriers and tankers can transit through Torres Strait from 12.2 metres to12.5 metres. Following this, AMSA tasked its Cairns based Challenger aircraft to collect information about sediment resuspension by photographing key shallow areas at times when deep draught ships were in transit. The images suggest there is low correlation between a ship’s draught and the amount of discolouration in its wake. The work also suggests a ship’s hull form and propeller configuration are important factors affecting the amount of sediment resuspension.
NE SMP 9 Department of Agriculture, Water and the Environment to investigate mechanisms to fund high priority restoration and rehabilitation of reef habitats following a ship grounding.	Department of Agriculture, Water and the Environment Supported by Queensland Ports Association and Maritime Safety Queensland	The Department of Agriculture, Water and the Environment is seeking to formalise the source of funding for use in the event of a serious maritime incident to investigate, assess impacts to the marine environment, and to undertake time-critical remediation of the site.
NE SMP 11 Government agencies and industry to evaluate the safety and environmental benefits and viability of a vessel arrival system at commodities ports where ships spend extended periods at anchor.	The Australian Maritime Safety Authority Supported by Maritime Safety Queensland, Queensland Ports Association, and Queensland Resources Council	In October 2019, the Australian Maritime Safety Authority commissioned DNV GL¹ to conduct a study to quantify the effect of a vessel arrival system (VAS) on fuel consumption and Greenhouse Gas (GHG) emissions from arriving bulk carriers. The study, completed in the first half of 2020, evaluated available shipping data before and after implementation of the VAS at the Port of Newcastle, and compared Newcastle to Port Kembla, to investigate the effect it has had on the behaviour of arriving ships, their fuel consumption and GHG emissions. The study found an appreciable difference between ship’s GHG emissions pre- and post-VAS at Newcastle – 18% lower post-VAS. Similarly, comparing Port Kembla and Newcastle found GHG emissions to be 13.2% lower for voyages to Newcastle. This was attributed to Newcastle-bound ships using the VAS to moderate their speed, slowing down some 550 NM from port, and significantly reduced time at anchorage and in port. This study informs one type of environmental benefit of VAS which is likely to be increasingly important, as the shipping industry looks to implement the GHG emission reductions required under the IMO Initial Strategy for reducing GHG Emissions from Ships. The summary results of the DNV study will be shared with relevant Queensland ports and the NE WSM WG ¹ Information about DNV-GL, a marine classification society, can be found here: https://www.dnvgl.com/about/index.html

Description

Lead Agency

Update

NE SMP 2

Queensland port authorities to investigate and implement where appropriate, systems that reward ships for having higher safety and environmental standards.

Queensland Ports Association

Supported by Maritime Safety Queensland

Queensland Ports Association has identified multiple environmental incentive schemes in use across the world, including a system used by NSW ports. This has highlighted the complexity of such programs and revealed that a generic program may not work for all QLD ports.

Queensland Ports Association and Maritime Safety Queensland will continue to investigate the relevance and applicability of these incentive schemes for the QLD port industry.

NE SMP 4

Taking into account increases in traffic density and resultant changes in risk, Maritime Safety Queensland and the Australian Maritime Safety Authority to investigate the benefits of REEFVTS and mandatory pilotage supporting shipping for the areas of the upper middle Inner Route.

Maritime Safety Queensland

and

the Australian Maritime Safety Authority

Supported by Great Barrier Reef Marine Park Authority

Maritime Safety Queensland and AMSA closely monitor shipping traffic for indications of changes in the volume of traffic or the regions transited. The behaviour of shipping is also monitored by the Reef Vessel Traffic Service (VTS).

Over the past 2.5 years, there have been 13 instances where Reef VTS provided assistance to vessels, under the Navigation Assistance Service¹.

Six of these vessels were attempting to transit waters outside the combined Designated Shipping Area and General Use zones of the Great Barrier Reef Marine Park, and another five intended to transit mandatory pilotage areas without a pilot.

These instances highlight the important role of Reef VTS in helping to protect the Great Barrier Reef and Torres Strait.

There has been no change in overall traffic density or risk during the reporting period. This action remains ongoing.

¹A navigational assistance service is defined by International Maritime Organization Resolution A.857(20) as a service to assist on-board navigational decision-making and to monitor its effects.

NE SMP 8

Drawing on the work done to date, the Great Barrier Reef Marine Park Authority, Department of Agriculture, Water and the Environment, and the Australian Maritime Safety Authority to further investigate research into the potential environmental and socio-economic impacts of ship-generated sediment resuspension.

The Australian Maritime Safety Authority

Supported by Great Barrier Reef Marine Park Authority

and

Department of Agriculture, Water and the Environment

In July 2019 the Australian Maritime Safety Authority increased the maximum allowable draught at which bulk carriers and tankers can transit through Torres Strait from 12.2 metres to12.5 metres.

Following this, AMSA tasked its Cairns based Challenger aircraft to collect information about sediment resuspension by photographing key shallow areas at times when deep draught ships were in transit.

The images suggest there is low correlation between a ship’s draught and the amount of discolouration in its wake. The work also suggests a ship’s hull form and propeller configuration are important factors affecting the amount of sediment resuspension.

NE SMP 9

Department of Agriculture, Water and the Environment to investigate mechanisms to fund high priority restoration and rehabilitation of reef habitats following a ship grounding.

Department of Agriculture, Water and the Environment

Supported by Queensland Ports Association

and

Maritime Safety Queensland

The Department of Agriculture, Water and the Environment is seeking to formalise the source of funding for use in the event of a serious maritime incident to investigate, assess impacts to the marine environment, and to undertake time-critical remediation of the site.

NE SMP 11

Government agencies and industry to evaluate the safety and environmental benefits and viability of a vessel arrival system at commodities ports where ships spend extended periods at anchor.

The Australian Maritime Safety Authority

Supported by Maritime Safety Queensland,

Queensland Ports Association,

and

Queensland Resources Council

In October 2019, the Australian Maritime Safety Authority commissioned DNV GL¹ to conduct a study to quantify the effect of a vessel arrival system (VAS) on fuel consumption and Greenhouse Gas (GHG) emissions from arriving bulk carriers.

The study, completed in the first half of 2020, evaluated available shipping data before and after implementation of the VAS at the Port of Newcastle, and compared Newcastle to Port Kembla, to investigate the effect it has had on the behaviour of arriving ships, their fuel consumption and GHG emissions.

The study found an appreciable difference between ship’s GHG emissions pre- and post-VAS at Newcastle – 18% lower post-VAS. Similarly, comparing Port Kembla and Newcastle found GHG emissions to be 13.2% lower for voyages to Newcastle. This was attributed to Newcastle-bound ships using the VAS to moderate their speed, slowing down some 550 NM from port, and significantly reduced time at anchorage and in port.

This study informs one type of environmental benefit of VAS which is likely to be increasingly important, as the shipping industry looks to implement the GHG emission reductions required under the IMO Initial Strategy for reducing GHG Emissions from Ships. The summary results of the DNV study will be shared with relevant Queensland ports and the NE WSM WG

¹ Information about DNV-GL, a marine classification society, can be found here: https://www.dnvgl.com/about/index.html

Long term actions

NE SMP 3

The Australian Maritime Safety Authority to keep under review the use of AIS on non-SOLAS commercial ships operating in the Great Barrier Reef.

Lead agency: Australian Maritime Safety Authority, supported by Maritime Safety Queensland.

Update

AMSA is continuing to explore opportunities to enhance the safety of non-SOLAS commercial vessels operating in the Great Barrier Reef through the use of an automatic identification system (AIS).

NE SMP 5

Drawing on the work done to date, further investigate the opportunities for conducting research on the impacts of ship anchorages at major commodity ports.

Lead agency: Queensland Ports Association and the Great Barrier Reef Marine Park Authority, supported by Maritime Safety Queensland and Department of Agriculture, Water and the Environment.

Update

Queensland Ports Association has commenced discussions with the Great Barrier Reef Marine Park Authority to further investigate the potential risks associated with ship anchorages, in order to refine the scope of future research efforts, based on quantified risk profiles.

Previously, the Department of Sustainability, Environment, Water, Population and Communities (now the Department of Agriculture, Water and the Environment) and the Great Barrier Reef Marine Park Authority commissioned GHD Pty Ltd to undertake a study on Anchorage Management in the Great Barrier Reef World Heritage Area. Those reports are available on the Department of Agriculture, Water and Environment website.

NE SMP 6

The Department of Agriculture, Water and the Environment to keep under review modelling and assessments of risk of ship strike on cetaceans in the north-east region. As the degree of risk warrants, the results would be used to design and implement appropriate safeguards. (Link to SMP 10)

Lead agency: Department of Agriculture, Water and the Environment, supported by the Australian Maritime Safety Authority, Maritime Safety Queensland and the Great Barrier Reef Marine Park Authority.

Update

On 29 March 2019, the Marine Biodiversity Hub’s National Environmental Science Program published their report quantification of risk from shipping to large marine fauna across Australia.

This project combined existing data such as vessel density, speed and noise levels with species distribution/habitat models to identify Biological Important Areas and produce fine-scale relative spatial risk profiles. These risk profiles can be used to help identify when and where marine fauna and shipping may overlap, and to work through a question and answer process designed to help minimise risk. This includes evaluating relative risk, research and resourcing options, and the likely effects of management and mitigation approaches.

The Department of Agriculture, Water and the Environment is monitoring work being done overseas and looking for opportunities to draw any lessons applicable to the waters of the Great Barrier Reef. For example: NW Seaport Alliance Joins Underwater Noise Partnership

NE SMP 7

The Australian Maritime Safety Authority to investigate if the shape and energy of waves generated by passing ships influence coastal erosion in the Torres Strait.

Lead agency: Australian Maritime Safety Authority, supported by Torres Strait Regional Authority.

The Australian Maritime Safety Authority visited Poruma Island (also known as Coconut Island) in July 2019 and met with resident elders to discuss potential impacts of ship wake induced waves. A detailed study will take place in the first half of 2020 to quantify the nature of any impacts ship wake induced waves might have on the island’s shoreline.

Foundational actions

F1

AMSA to continue to work through the International Maritime Organization to seek improvement to standards that impact upon ship propulsion reliability and redundancy and emergency towing arrangements.

Lead agency: Australian Maritime Safety Authority.

Update

AMSA regularly attends and contributes to the work of International Maritime Organization committees and sub-committees on these matters, most recently on the revision of MSC circular 1175 ‘Guidance on shipboard towing and mooring equipment’ (MSC.1/Circ.1175).

As international attention turns to alternative fuels in an effort to meet agreed Green House Gas (GHG) reduction targets for shipping, The Australian Maritime Safety Authority will advocate for the need to improve the reliability of ship propulsion systems. The use of hybrid solutions is one area of development that shows promise in this area.

F2

AMSA to undertake initiatives focused on the contribution of the human element to shipping incidents and address ways of reducing risk.

Lead agency: Australian Maritime Safety Authority.

Update

AMSA is continuing efforts to improve international guidance and standards with an aim to ensure human-centred design principles are used to improve navigational equipment usability and safe operation noting the following:

the importance of interactions between seafarers and technology, particularly given the growing use of automated systems,
the benefits of a systems approach to safety to reduce the risk of maritime accidents and incidents,
the roles, responsibilities and training required of the Master, ships officers and shore-based personnel,
the need to improve awareness and develop educational material for seafarers on fatigue, safety and error management, and
the use of automated (using AIS) messaging to remind crews of critical course alterations when transiting the waters off Cairns.

F3

AMSA to promote the use of high quality ships, operated by competent crews, to trade in the region by stringently enforcing standards in compliance with International Maritime Organization guidelines for port State control.

AMSA to maintain and publish a Compliance and Enforcement policy that applies to ships regulated under the Navigation Act 2012 and Marine Safety (Domestic Commercial Vessel) National Law 2012.

Lead agency: Australian Maritime Safety Authority.

Update

AMSA employs 14 marine surveyors at 5 ports in the north east. Our surveyors carry out PSC inspections as well as:

flag State inspections
marine surveys
cargo related inspections
marine qualification duties

All marine surveyors have a ships master or chief engineer qualification and/or a related degree. All surveyors must pass comprehensive training in ship inspection procedures before becoming an inspector. They also act as examiners, auditors and investigators when required. Surveyors are regularly audited in line with:

ISO accreditation for Quality Management (AS/NZ ISO 9001:208)
environmental management (AS/NZ ISO 14001:2004)
workplace health and safety (AS/NZ 4801:2001)

AMSA has published the Compliance and Enforcement Policy 2018 on the website.

The objectives of this policy are to:

Support the objects of the maritime safety legislation.
Encourage compliance with the maritime safety legislation through application of a cooperative regulatory approach which builds effective compliance performance capacity.
Enable AMSA to identify, prevent and manage contraventions of the maritime safety legislation and the associated risks to safety, the environment and Australia’s reputation.
Facilitate consistent decision making.

F4

The Australian Maritime Safety Authority to continue its technical cooperation on maritime standards and technologies with neighbouring countries and particularly with Papua New Guinea (PNG) to ensure ships and crews operate to the highest international ship safety standards.

Lead agency: Australian Maritime Safety Authority.

Update

AMSA assisted PNG to conduct Liquid Natural Gas tanker inspection training, including general Port State Control training.

Three representatives from the PNG National Maritime Safety Authority visited AMSA and the Australian Hydrographic Office in August 2019 to discuss aids to navigation, their national charting strategy and the promulgation of Maritime Safety Information.

F5

Government agencies to work with the Australian Hydrographic Office to identify areas of the north-east region that will benefit from improved hydrography and oceanographic observations.

Lead agency: The Australian Hydrographic Office.

Update

The Australian Hydrographic Office is establishing a HydroScheme Review Panel, to guide the prioritisation of hydrographic surveys for nautical charting purposes.

In bringing together key program stakeholders, the HydroScheme Review Panel provides a focal point for prioritisation of survey effort and to minimise duplication of efforts across jurisdictions and programs.

All agencies have an opportunity to submit survey requests, which are then risk assessed and prioritised.

F6

AMSA and Maritime Safety Queensland will continue to apply a risk-based approach to managing shipping related risks stemming from changes in shipping density and the profile of ships calling at Queensland ports and transiting through the waters of the north-east.

(Linked to NE SMP 4 Pilotage action)

Lead agency: Australian Maritime Safety Authority and Maritime Safety Queensland.

Update

On 1 July 2019 AMSA published Navigation Services in Australian Waters - Outlook to 2030. This document outlines emerging trends and drivers in navigation technology and communications. It also describes anticipated impacts for the maritime industry.

After consultation with industry and government agencies, AMSA established a new section to the two-way route in the Great Barrier Reef, passing North of Pipon Shoals off Cape Melville. The route is charted and is being used by transiting ships. It enhances safety by separating north and south bound vessels and increasing the width of navigable waters.

The International Maritime Organization’s Navigation, Communications, and Search and Rescue sub-committee approved this in principle in January 2020. It awaits adoption by the Maritime Safety Committee in May 2020. Maritime Safety Queensland has implemented corridor alerts into the REEFVTS system for this new section.

All ship arrivals at the port of Cape Flattery are risk assessed, by the regional harbour master in conjunction with the marine pilot, against weather conditions for arrival and loading.

Maritime Safety Queensland SmartShip simulator has been used to assess the design and effectiveness of the Cairns Shipping Development Project that has widened the Cairns channel to enable larger cruise ships to enter the port of Cairns, reducing the need for these vessels to anchor offshore at Palm Cove.

F7

AMSA to continue to consult with all relevant aids to navigation stakeholders in the north-east and ensure access arrangements for aids to navigation maintenance are practical and within agreed environmental parameters.

Lead agency: Australian Maritime Safety Authority, supported by Maritime Safety Queensland

Update

AMSA’s aids to navigation maintenance contractor undertakes regular reviews of their practices and materials used to maintain the aids to navigation network in consultation with stakeholders in the north-east. This includes the use of environmentally friendly and recyclable materials and more environmentally friendly vehicles and machinery.

A site induction is required for all personnel on mobilisation to site, which includes information on significant habitats, waste management, biological controls and reporting of environmental incidents. Site inspection reports contain a section on environmental management which triggers a review of the environmental aspects of each site and identifies areas for improvement and innovative ideas and practices.

The contractor’s maintenance activities are governed by an environmental management system in accordance with ISO14001.

F8

AMSA, in conjunction with shipping interests and pilotage providers, to review, as needs dictate, the effectiveness of Under Keel Clearance Management arrangements in Torres Strait and Great Barrier Reef.

Lead agency: Australian Maritime Safety Authority, supported by the Great Barrier Reef Marine Park Authority

Update

The long-standing draught regime for vessels transiting Torres Strait, including the maximum draught limit for Under Keel Clearance Management system use, has recently been amended. This follows extensive trials between 2016 and 2019 to determine the ability to safely modify the draught regime. Bulk carriers and tankers, where suitable tidal conditions prevail, are permitted to transit Torres Strait with draughts up to 12.5m. The 12.2m maximum draught limit still applies to container and other fine form hull vessels. Marine Order 54 Exemption 2019 (No.3) refers.

F9

AMSA to continue to work with government agencies and Queensland port authorities to encourage the improvement and use of waste facilities in line with International Maritime Organization guidelines and information.

Lead agency: The Australian Maritime Safety Authority supported by Maritime Safety Queensland and the Great Barrier Reef Marine Park Authority

Update

AMSA conducts regular workshops with Commonwealth and state/NT agencies that implement the International Convention for the Prevention of Pollution from Ships (known as MARPOL). The workshops focus on consistent application of the MARPOL Convention. Issues addressed include reception facilities for ships’ sewage, general garbage, and exhaust gas cleaning system waste. Opportunities for greater alignment of MARPOL legislation and implementation between jurisdictions is also discussed. Two workshops were held in 2019; a separate Sewage Regulation Working Group has also been established and will meet in conjunction with these meetings.

On invitation, AMSA attends meetings of the Ports Australia Environment and Planning Working Group and presents on relevant issues, including the adequacy of ships’ waste reception facilities. The Working Group considers environmental matters impacting ports (e.g. climate change, dredging and regulation) and the interaction between ports and the surrounding environment.

In 2018, AMSA and the Department of Agriculture, Water and the Environment completed two recycling pilot programs in Hay Point and Brisbane. The pilots investigated the feasibility of recycling clean and segregated glass, aluminium, steel cans and plastics from international ships. The Department of Agriculture, Water and the Environment are currently considering the results of the pilots.

F10

The Great Barrier Reef Marine Park Authority to share lessons learnt from the restoration of habitats affected by shipping incidents (e.g. coral and seagrass restoration, eradication of marine pests, and halt impacts from biocides).

Lead agency: Great Barrier Reef Marine Park Authority, supported by Australian Reef Pilots.

Update

The Great Barrier Reef Marine Park Authority reiterates that the primary objective of the Douglas Shoal Environmental Project is to support the natural recovery of Douglas Shoal. Relevant reports released in late 2019 include:

Site Assessment Report - presents the results of targeted on-site surveys conducted in 2019 at Douglas Shoal which provides improved understanding of remediation priorities.
Metocean Data Report - provides a factual report of the wave and current data collected at Douglas Shoal from January to June 2019.

The project’s environmental monitoring contractor BMT also completed the first set of pre-remediation surveys in late 2019. These surveys will set up a ‘baseline’ against which changes over time can be measured, helping to evaluate the effectiveness of remediation activities.

F11

The Australian Maritime Safety Authority to assess the availability of HNS cargo information currently available from ships in the region in the event of an incident. If necessary, the Australian Maritime Safety Authority to seek to amend the requirement of the mandatory ship reporting system REEFREP to require all ships to which REEFREP applies to report further details of the carriage of Hazardous Noxious Substances.

Lead agency: Australian Maritime Safety Authority, supported by Torres Pilots

Update

AMSA domain awareness system has the capability to filter all vessels carrying dangerous goods based on the information contained in vessels’ Automatic Identification systems (AIS).

Torres Pilots advised that for each voyage booked, the vessel is asked to declare all dangerous goods and/or hazardous substances being carried including.

Maritime Safety Queensland also advised that the ports arrival booking system asks for notification if the ship is carrying dangerous goods and Maritime Safety Queensland have the ability to seek a manifest through the agent if required.

F12

Maritime Safety Queensland, port authorities and the Australian Maritime Safety Authority are to ensure they have adequate response assets and emergency towage capabilities and that they undertake training that targets responses to search and rescue incidents, maritime casualties and ship-sourced oil and chemical spills.

Lead agency: Maritime Safety Queensland, supported by the Australian Maritime Safety Authority and Queensland Ports Association.

Update

Maritime Safety Queensland and Queensland based response partners maintain stockpiles of strategically located, pre-positioned marine pollution response equipment. Maritime Safety Queensland delivers an annual marine pollution response training and exercise program.

Maritime Safety Queensland is working with AMSA and other states to review the efficacy of the National Plan for Marine Environmental Emergencies, and to ensure a framework is in place to deal with complex maritime emergencies.

AMSA has the emergency towage vessel ‘Coral Knight’ permanently stationed in the northern portion of the Great Barrier Reef. The ‘Coral Knight’ is also equipped to respond to other maritime incidents such as search and rescue or limiting the effects of ship-sourced pollution of the sea and carries oil pollution response equipment.

F13

The Great Barrier Reef Marine Park Authority and the Australian Maritime Safety Authority to work with CSIRO’s social and economic long-term monitoring programs to identify social perceptions of shipping and implement appropriate public education campaigns, as needed.

Lead agency: all members.

Update

The North-East Shipping Management Group reviewed the wording of this action after concerns were raised by the North-East Water Space Management Working Group.

The Management Group agreed to re-word the action item to: 'Members will seek opportunities to promote the communication of accurate and factual information about shipping activities and relevant initiatives in the Great Barrier Reef area'.

F14

Identify and implement marine biosecurity best practice management and early detection marine pest surveillance at key Queensland Ports.

Lead agency: Queensland Department of Agriculture and Fisheries, supported by Queensland Ports Association.

Update

Queensland Department of Agriculture and Fisheries is implementing an ‘early detection marine pest surveillance pilot program’ at the ports of Brisbane, Gladstone, Townsville, Mackay and Cairns. Surveillance methods include settlement plates, plankton samples and shoreline searches and will use molecular analysis techniques to detect the presence of DNA of target pest species.

F15

Maintain communications with agencies with interests in higher-risk ships transiting the Torres Strait and the Coral Sea but not calling at an Australian port.

Lead agency: Australian Maritime Safety Authority and Maritime Safety Queensland.

Update

In July 2019, the National Plan Strategic Coordination Committee released the final report of the National Plan Exercise Torres 2018. This exercise in the Torres Strait and Kaiwalagal Region, focused on the interaction of the Queensland maritime incident and disaster management arrangements with the National Plan for Maritime Environmental Emergencies.

Maritime Safety Queensland subsequently met with regional disaster management groups to progress the implementation of the recommendations from the report.

Last updated:

Tuesday 14 November 2023

North-East Shipping Management Plan—action update

Medium term actions

NE SMP 3

Update

NE SMP 5

Update

NE SMP 6

Update

NE SMP 7

F1

Update

F2

Update

F3

Update

F4

Update

F5

Update

F6

Update

F7

Update

F8

Update

F9

Update

F10

Update

F11

Update

F12

Update

F13

Update

F14

Update

F15

Update

Last updated: