Q.
Are there more suitable sites within Tin Can Bay for a marina,
such as Carlo Point?
Answer
The proposed Fraser Straits Marina is planned to be located in
the Snapper Creek State Boat Harbour. It is the only location
that has compatible existing uses and infrastructure such as good
roads and services access; it is not covered by Marine Park and
Ramsar designation; and the dredging works required to form a
useful marina are comparatively minor. There is minimal marine
infrastructure in other areas of the Tin Can Inlet. Carlo Point
is covered by Marine Park and Ramsar designation and would require
more dredging than the Snapper Creek State Boat Harbour.
Snapper Creek State Boat Harbour is an area set aside by the State
specifically for the development of marine infrastructure. It
already contains a large number of marine infrastructure components
and is serviced by an existing navigation channel maintained by
Queensland Transport.
All other intertidal areas of Tin Can Bay are contained within
both the marine park and the Ramsar wetland. The Snapper Creek
Boat Harbour is the only location not covered by these designations.
In addition, other locations within the Tin Can Inlet that might
be considered have poor connectivity to roads and services (eg
water and sewerage) and/or major dredging challenges.
Q. Will
the proposed marina stop feeding of the Indo-Pacific Humpback
Dolphins in the area?
Answer
No, there is no intention to impact on the feeding of dolphins
in the Snapper Creek Boat Harbour. The design of the proposed marina retains the areas where feeding has been carried out.
The
dolphins which frequent the area for feeding have become accustomed
to busy boat traffic given that the boat ramp is located near
a navigation channel that services the existing 172 berth marina,
fishing trawlers and small vessels. The harbour also hosts events
such as the Bay-to-Bay Yacht Race which attracts a fleet of up
to 200 yachts.
A number of marine construction activities have been undertaken
previously at Norman Point. They include construction of the public
pontoon and refuelling jetty (which included installing piles).
Dolphin feeding has continued after these projects. During construction
of the proposed marina, management measures would be put in place
to reduce potential impacts to the current feeding activities.
These could for example include limiting works around the feeding
area during peak times (typically in the mornings), employing
fauna watchers during construction and utilising lower noise methods
to install piles where possible.
Q. I've heard the proposed marina
is a 'mega marina', how big will it be?
Answer
The proposed marina would be of a similar size to the existing Tin
Can Bay Marina and adjacent commercial berths and hardstand areas.
The proposed marina is typical of marinas located in small harbour
settings. In the context of the range of marina sizes it could
not be described as a "mega marina". The number of berths
(243) is appropriate for the proposed setting in the State Boat
Harbour. As an example, the existing Tin Can Bay Marina contains
172 berths while approximately 30 berths are provided for trawlers
immediately adjacent to the Tin Can Bay Marina. Together these
are of a comparable size to the proposed marina.
To compare the proposed marina with others in the region, the
marina in the Mooloolabah State Boat Harbour contains approximately
250 berths. Marinas in other State Boat Harbours such as Urangan
(approximately 400 wet berths) or Manly (over 1000 wet berths)
are more in line with what would be considered a large marina.
The size of vessel catered for by the proposed marina is also
similar to existing vessel sizes currently found in the boat harbour.
The Tin Can Bay Marina provides for vessels predominantly in the
range of 8 - 15 m with some provision for vessels up to 20 m.
Trawlers berthed within the harbour would also typically be between
10 - 15 m in length. Over 200 of the 243 wet berths at the proposed
marina will be for vessels between 9 and 15 m with only a handful
of berths made available for vessels 20 m and over.
Q. Is there 2-4D (a herbicide) in the sediments proposed to be dredged?
Answer
The sediment in the area of the proposed marina has been thoroughly sampled and tested. No trace of 2-4D was found.
2-4D is a herbicide used for the control of broadleaf weeds in a wide range of crops and non-cropping situations. The use of some 2-4D products has been suspended since 2006. Given the surrounding land use is predominantly urban with marine related facilities, and the lack of agricultural areas within the vicinity of the harbour, it is unlikely that 2-4D herbicide residue would accumulate within the marine sediments in the proposed dredging area.
Q. Are there toxins in the sediment which would have an adverse effect on marine life in the area because of dredging?
Answer
Sampling and testing of the sediments in the area which would be dredged has been carried out. The tests included a wide range of parameters which could potentially be toxic, as prescribed by Commonwealth Government guidelines for sediment testing.
The results of this testing were compared with guideline values which indicate whether the amount of any substances detected could have toxic effects.
Of all the parameters tested (over 100), only the following were detected within the samples from the proposed dredge area.
- 3 samples showed traces of 4 types of pesticide (DDD, DDE, DDT and Dieldrin). The concentrations were below the maximum level specified in guidelines.
-
1 sample showed traces of Acenapthene (a residue from some types
of fungicide or insecticide). The concentration was below the
maximum level specified in guidelines.
- 1 sample contained TBT (tributyltin used in old types of anti-fouling paint) above the maximum concentration specified in guidelines.
The samples which contained these pollutants were from within a small section of the proposed dredge area close to the public boat ramp and storm water outlets. Under present conditions these pollutants are located in surface sediments which are in contact with the water column.
Using a cutter suction dredge to remove these sediments and place them in the base of the reclamation would provide a benefit because the pollutants in the sediment would no longer be in contact with the marine system.
There
would be no significant potential for the pollutants to cause
adverse effects during the dredging because the concentrations
of pollutants are low, the amount of sediment affected is small
(so could be dredged in only a few days), the suction of the dredge
limits sediment dispersion in the water column, and the pollutants
identified tend to remain with fine sediment particles which means
they can be contained in the reclamation area.
Q. Is there seagrass present within
the boundaries of the State Boat Harbour, and if so does it support
dugong, turtle and Indo-Pacific Humpback Dolphin populations?
Answer
A seagrass survey was carried out within the State Boat Harbour
as part of detailed marine ecology studies undertaken for the
proposal. It found very sparse (generally < 5% cover) patches
of Halophilia ovalis within the development footprint, of which
0.88 ha would be directly affected by dredging and reclamation.
These patches of seagrass have low fisheries values and are too
sparse to provide foraging habitat for dugongs, turtles or dolphin
species.
Q. Will dredging and operation of the marina impact on water
quality and seagrass beds outside of the boat harbour?
Answer
It is very unlikely that dredging and marina operations will impact
water quality. If any impacts should happen, they would be very
minimal and would need to happen during adverse weather conditions
to spread outside of the boat harbour. Boat effluent releases
have also been known to impact on water quality. The proposed
marina plans include improved infrastructure for better management
of effluent releases.
Comprehensive site specific modelling of turbidity plumes resulting
from dredging has been carried out as part of impact assessment
studies undertaken for the project. Approximately 90% of dredging
would be carried out in sand which would result in little or no
discernable turbidity plume. For the other 10% (which is made
up of a combination of silt and sand), there is the potential
for low intensity plumes to extend marginally outside of the State
Boat Harbour boundary during strong tides. These plumes would
extend only a small distance outside of the harbour for a short
period of time. Environmental impacts resulting from these small
plumes outside of the harbour would be negligible as they would
not be intense enough to affect benthic flora or fauna.
Maintenance dredging would need to be carried out intermittently
(approximately every 4-5 years) as part of the ongoing management
of the marina. This would be consistent with the current maintenance
dredging cycle for the Queensland Transport managed navigation
channels. The scale of maintenance dredging requirements would
be much less than that required during construction.
Like any marina facility there are some operational water quality
issues that need to be addressed, such as effluent disposal and
the release of anti-fouling chemicals from boat hulls. The construction
of a new marina will provide an opportunity to improve the management
of boat effluent release in the inlet by providing pump out facilities
for vessels that may not currently have access to such facilities.
The use of antifouling paints on boat hulls is now well regulated
with potentially harmful chemicals such as TBT banned from use.
The levels of these chemicals being released into the water column
would be too small to be ecologically significant.
The marina will be managed in line with current guidelines and
standards and impacts are unlikely to occur outside of the footprint
area. The location and layout of the proposed marina in a tidal
creek would ensure the area is well flushed, maintaining water
quality at the site.
Q. What will be the impact from the
proposed marina from the potential increase in boat traffic on
marine species in the Sandy Straits region?
Answer
In 2006 there were 6,875 vessels registered in the Tin Can Bay
region. The proposed marina would represent 5% of vessels in the
area. The Great Sandy Marine Park Zoning Plan sets aside areas
to protect the habitat of marine species. Vessels that transverse
these zones will need to abide with 'go slow' areas which is 'off
the plane' that would, for most vessels, still be faster than
the 'no wash' speed limit of 6 knots that applies within the boat
harbour itself. These regulations are there to minimise any potential
risks to animals from boating traffic.
The proposed marina would also provide a destination for vessels
making passages from outside the region. This already occurs and
is one of the intended functions of the State Boat Harbour.
Most of the region surrounding Tin Can Bay, including Hervey Bay,
Great Sandy Strait, Tin Can Bay Inlet and the waters off the east
coast of Fraser Island, are contained within the Great Sandy Marine
Park. The Great Sandy Marine Park Zoning Plan sets aside areas
specifically for the protection of populations and habitat for
species such as dolphins and dugongs. Measures employed in these
zones include 'go slow' areas and prohibiting the removal of plants
or animals important to the marine ecosystem.
Q. Will the proposed marina impact
on navigational safety and access?
Answer
The proposed marina has been designed in accordance with relevant
standards, codes and the Harbour Master's requirements. It will
not prevent safe navigation either within the channel maintained
by Queensland Transport or from the existing boat ramp to the
channel.
The existing channel is 30 metres wide, which is in line with
other State Boat Harbours and the Australian Standard Marina Code.
The proposed marina will not impede this channel. The proposed
marina layout includes sufficient clearance between berths and
around the public boat ramp to allow room to safely manoeuvre
vessels launched from the ramp and provide adequate line of sight
to the navigation channel. Speed limits within the harbour and
additional signage where vessels access the channel from the ramp,
would reduce the risk of incidents occurring.
While it is true that vessels will have to navigate differently
than under the existing arrangement (i.e. there will be new structures
in place) and that care will need to be taken when navigating
in the marina area, the channels and public boat area will continue
to provide what is required for safe navigation.
Q. Why has the Federal Government determined the proposed
marina to be a "controlled action"?
Answer
A controlled action means there is a requirement to go through
the Commonwealth Environment Protection and Biodiversity Conservation
Act 1999 approvals process. This does not mean the project will
have a significant impact on the environment, however, the Federal
Government requested to be consulted and an approval process completed.
Many marine infrastructure projects of this nature are designated
controlled actions due to the generally sensitive nature of marine
environments. The proponents will continue to work with officials
from the Department of Environment, Water, Heritage and the Arts
to comply with the requirements of this Act.
Q. Will extreme weather events such
as a cyclone impact on the proposed marina?
Answer
Based on weather condition assessments carried out, the proposed
Fraser Straits Marina would be considered suitable for the development
of maritime infrastructure.
It has been suggested that strong winds (such as those that occur
during a cyclone) could result in damage to the proposed marina
and vessels residing within it. Strong winds generally affect
marinas by increasing the size and frequency of waves, forcing
berthed vessels into the marina fingers and causing damage to
both the vessels and infrastructure. The marina has been designed
with these potential issues in mind and is strong enough to withstand
strong winds and waves. An analysis of existing wind induced wave
conditions in Snapper Creek, and potential changes to these conditions
resulting from the development, has also been completed as part
of impact assessment studies carried out for the proposed marina.
While there is always the potential for extreme events such as
cyclones to affect coastal developments, Snapper Creek is protected
from wind waves by Fraser Island and the Tin Can Inlet. This is
one of the reasons why the area was identified as a State Boat
Harbour (i.e. it provides safe harbour). This makes the existing
wave climate generally conducive to boating and marina activities.
Modelling using site specific wind data has shown waves rarely
exceed 0.5 m around Norman Point, even in storm events. These
conditions would be navigable for all but the smallest vessels,
which is evidenced by the high level of marine activity that occurs
at the site.
Modelling has also shown that the existing wave climate will be
reduced around Norman Point as a result of the proposed development.
This reduction is especially apparent during easterly winds (the
direction of most strong winds at Tin Can Bay). The reclamed area
on which the marina would be built, would stop waves from that
direction entering Snapper Creek and the proposed marina.
For
further information on the proposed Fraser Straits Marina please
contact us via our toll free hotline or email address.
Hotline: 1800 627 972
Email: fraserstraits@KBR.com
