Environmental and Social Impact Assessment Addendum

369 Pages·2016·5.12 MB·English

by  Merryane, Stephanie

Environmental and Social Impact Assessment
Addendum – Supplement Studies including
Biodiversity and Critical Habitat Assessment
Project Number: 49222-001
October 2016
INO: Tangguh LNG Expansion Project
Prepared by BP Berau Ltd. for the Asian Development Bank
The environmental and social impact assessment is a document of the project sponsor. The
views expressed herein do not necessarily represent those of ADB’s Board of Directors,
Management, or staff, and may be preliminary in nature. Your attention is directed to the “Term
of Use” section of this website.
In preparing any country program or strategy, financing any project, or by making any
designation of or reference to a particular territory or geographic area in this document, the
Asian Development Bank does not intend to make any judgments as to the legal or other status
of or any territory or area.
SUPPLEMENTARY INFORMATION TO SUPPORT THE IMPACT
ASSESSMENT
BP Berau Ltd. (“BP”) is the operator of Tangguh LNG, which comprises of two gas treatment
and liquefaction Trains located in Teluk Bintuni Regency, Papua Barat Province, Indonesia. The
onshore plant produces Liquefied Natural Gas (LNG) and stabilized hydrocarbon condensate as
export products with the first LNG cargo shipment in July 2009. Natural gas from two offshore
platforms is delivered to onshore receiving facilities via subsea pipeline.
BP and its partners plan to expand the Tangguh LNG facilities to increase Tangguh LNG
production capacity by developing LNG Train 3 and additional supporting facilities, referred
hereafter as the Tangguh Expansion Project (TEP). Initial expansion is to include LNG Train 3,
two platforms (ROA and WDA), 13 new development wells, two subsea pipelines, a combined
LNG and Condensate Jetty and other supporting facilities.
TEP aims to optimize LNG production of existing reserves that cannot be produced within the
existing two train development prior to Production Sharing Contract (PSC) expiry. TEP will
provide benefits to the Government of Indonesia and local communities, which include a
contribution to fulfilling domestic gas needs, supporting local livelihoods, strengthening
partnership and continuing investment in economic and social development of the region.
BP and its partners are seeking external financing to support the onshore components of the
project.
TEP aims are to comply with the environmental requirements of the Government of Indonesia
and respective local government regulations, to conform to ADB's Safeguard Policy Statement
2009 (ADB, 2009), and to align with IFC Performance Standards (IFC, 2012), as well as the
Equator Principle III (2013) standards.
This document provides additional information required to fulfill lenders requirements, to
supplement the impacts assessment discussed in the AMDAL. The additional information
requirements are:
- Impact assessment of LNG tankers operation;
- Residual impact management, i.e. Acid Sulfate Soil (ASS) management, landfill and
hydrostatic test water pond closure framework;
- Water management;
- Green House Gas (GHG) management;
- Drilling mud and cuttings management;
- Tangguh waste management facilities; and
- Critical Habitat Assessment and Biodiversity Action Plan.
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1. LNG Tankers
LNG Tankers shall operate according to applicable Indonesian regulations and the International
Requirement, i.e. International Maritime Organization (IMO), International Convention for the
Safety of Life at Sea (SOLAS) and International Convention for the Prevention of Pollution from
Ship (MARPOL). The requirement to follow those applicable international standards is stated in
the Master Time Charter Party Agreement between Tangguh LNG and the Ship Owner(s).
According to the agreement, BP will act as Commercial Operator/Charterer, with main
responsibility to provide assurance that the LNG Tankers will fully comply with applicable
requirements, e.g. SOLAS, MARPOL, while the full accountability to conduct the environmental
management of the LNG Tankers belongs to the Ship Owner(s).
It is clearly stated in the Master Time Charter Party Agreement that the Ship Owner(s) shall
ensure that no pollution of any description shall be discharged from the LNG tankers. The LNG
tankers shall be fully compliant with all applicable international, national and state oil and air
pollution laws, conventions and regulations. In case of any non-conformance of the
requirement, the LNG tanker shall be ‘Off-Hire’ until it is in state to resume the normal service
and operation required under the agreement.
1.1 Impact Description
Similar with the general sea transportation activities, LNG tanker movements within Bintuni
bay area may generate the following impacts which need to be managed:
1. Disturbance to Marine Mammal and Marine Biota due to LNG Tanker Movement.
Marine mammals (dolphins and whales) are sensitive to direct disturbance from waves
caused by vessel movements, and the possibility of vessels colliding with marine
mammals.
In addition, acoustic energy caused by transportation activities may also disrupt marine
mammals’ communication and navigation systems, so that they avoid the area.

2. Potential Pollution from LNG Tankers Waste Disposal and Wastewater Discharge.
Waste disposal and wastewater discharge from LNG tankers will be mainly sourced
from organic material, such as sewage and food waste. Although the disposal of both,
waste and wastewater from LNG tankers, may have impact to the sea water quality, but
considering the treatment facility on board to treat the waste and wastewater prior to
discharge and the fulfillment of MARPOL (and/or other applicable international
requirement), the impact from disposal of waste and wastewater from the LNG tankers
may be deemed insignificant.

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3. Potential Invasive Alien Species
Invasive alien species may occur due to ballast water change and/or barnacles on ship
body. Proper management of ballast water exchange and use of anti-fouling agent have
been implemented, to minimize the impact of invasive alien species.

4. Potential Collision with Community and Other Boats Passing in Bintuni bay Area
Tankers operating within Bintuni bay have the potential risk of colliding with
community/other boats passing the area. Although a shipping lane has been
determined for tanker’s operation, additional measures such as the presence of patrol
boat and security boat as described in Section 1.2 below have been put in place to
prevent collision between LNG tanker and community/other boats in the Bintuni Bay
area.
For this assessment, the scope of impact and management will be limited within the project area
of influence, i.e. within Bintuni Bay area, considering also limitations of the influence of the
project to the tanker operation.
Greenhouse gases (GHG) generated from LNG tanker operation is not considered as GHG
impact from Tangguh activity. Therefore, there will be no trans-boundary impact from Tangguh
generated from the LNG tanker operation.
1.2 Impact Management
To minimize the impact from LNG Tankers operation within Bintuni Bay, the following
mitigation measures have been implemented by Tangguh through inclusion into LNG Tankers
Charter Agreement, Operational Procedure and Work Instruction. The operational procedure
that is relevant for LNG tankers operation is Marine Mammals and Sea Reptiles Protection
Procedure (900-PRC-EN-2329) and provided in Attachment 1.
1. Disturbance to Marine Mammal and Marine Biota due to LNG Tanker Movement
- Tanker route shall consider the presence of endangered species and their calving
grounds; and
- Ensure compliance on Tangguh Policy to route LNG tankers along established
international sea lanes through Halmahera (Maluku) waters and avoid travel
through Raja Ampat, which features high biodiversity value and whale
migration corridors.
2. Potential Pollution from LNG Tankers Waste Disposal and Wastewater Discharge
Selective collection and management of wastes according to the criteria of MARPOL
73/78 Annex V Prevention Pollution Garbage Disposal of Garbage Outside of Special
Area, as shown in Figure 1 below.
- Disposal into the sea of all plastics, including but not limited to synthetic ropes,
synthetic fishing nets, and plastic garbage bags is prohibited;
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- Disposal into the sea of the following garbage will be made as far as practical
from the nearest land, but in any case is prohibited if distance from the nearest
land is less than 25 nautical miles (nmi) (46.3 km) for dunnage, lining and
packing material that will float; 12 nmi (22.2 km) for food wastes and all other
garbage, including paper products, rags, glass, metal, bottles, crockery and
similar refuse;
- Disposal into the sea of garbage specified in sub-paragraph (b)(ii) of Annex V
may be permitted when it has passed through a comminute or grinder and made
as far as practicable from the nearest land, but in any case is prohibited if the
distance from the nearest land, is less than 3 nmi (5.6 km). Such comminute or
ground garbage will be capable of passing through a screen with openings no
greater than 25 mm; and
- When garbage is mixed with other discharges having different disposal or
discharge requirements, the more stringent requirements will apply.
Table 1. Simplified Overview of the Discharge Provisions of the Revised MARPOL Annex V
Offshore platforms
(more than 12 nm from
Type of Garbage Ships outside special Ships within special land) and all ships
areas areas
within 500 m of such
platforms
Discharge permitted Discharge permitted
Food waste comminuted ≥3 nm from the nearest ≥12 nm from the nearest
Discharge permitted
or ground land, en route and as far land, en route and as far
as practicable as practicable
Discharge permitted
food waste not ≥12 nm from the nearest
Discharge prohibited Discharge prohibited
comminuted or ground land, en route and as far
as practicable
Cargo residues not
Discharge prohibited Discharge prohibited
contained in wash water
Discharge permitted Discharge permitted
≥12 nm from the nearest ≥12 nm from the nearest
Cargo residues land, en route and as far land, en route and as far
Discharge prohibited
contained in wash water as practicable as practicable and subject
to two additional
conditions
Discharge permitted
≥12 nm from the nearest
Cleaning agents and
land, en route and as far
additives contained in Discharge prohibited
as practicable and subject
cargo hold wash water
to two additional
Discharge permitted
conditions
Cleaning agents and
additives in deck and
Discharge permitted Discharge prohibited
external surfaces wash
water
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Offshore platforms
(more than 12 nm from
Type of Garbage Ships outside special Ships within special land) and all ships
areas areas
within 500 m of such
platforms
Carcasses of animals Discharge permitted
carried on board as cargo as far from the nearest
Discharge prohibited Discharge prohibited
and which died during land as possible and en
the voyage route
All other garbage
including plastics,
synthetic ropes, fishing
gear, plastic garbage,
bags, incinerator ashes,
clinkers, cooking oil, Discharge prohibited Discharge prohibited Discharge prohibited
floating dunnage, lining
and packing materials,
paper, rags, glass, metal,
bottles, crockery and
similar refuse
When garbage is mixed with or contaminated by other substances prohibited from
Mixed garbage discharge or having different discharge requirement, the more stringent
requirements shall apply

3. Potential Invasive Alien Species
For potential invasive alien species due to ballast water exchange, a ballast management
has been in place to ensure the ballast water exchange activity complies with local and
international regulations as applicable. Under Regulation B-4 Ballast Water Exchange
(International Convention for the Control and Management of Ships Ballast Water and
Sediments – IMO 2004), all ships using ballast water exchange should:
- Whenever possible, conduct ballast water exchange at least 200 nmi from the
nearest land and in water at least 200 meters in depth, taking into account
guidelines developed by IMO;
- If the ship is unable to conduct ballast water exchange as above, this should be as
far from the nearest land as possible, and in all cases at least 50 nmi from the
nearest land and at least 200 meters in depth in water;
- Where practicable, efforts should be made to reduce sound by ballasting unladen
tankers (with consideration to the potential for relocation of invasive species in
ballast water) and adjusting vessel speed;
- Ballast water exchange shall be recorded for verification at Tangguh LNG sea
port; and
- A ballast handling plan for a ballast voyage, where ballast water exchange is
intended to take place, should be prepared in advance. This pre-planning is
necessary in order to maintain safety and stability of the vessels during any
ballast water exchange or other ballast water treatment or control option as
required. Ballast water exchange is an area of concern in certain ports of the
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world. Vessel must at all times comply with local and international regulations
as applicable.
Another potential invasive alien species from tanker operation is from the presence of
barnacles on the ship body. This impact can be prevented by the use of anti-fouling
systems.
The International Convention on the Control of Harmful Anti-Fouling System on Ships
(AFS) was adopted by the IMO in October 2001 and entered into force on 17 September
2008. The AFS regulations and guidelines were adopted to prohibit the application of
anti-fouling systems containing organotin compounds.
The implementation of AFS will be certified with an International Anti-Fouling System
Certificate (IAFS) – see Attachment 1. The IAFS Certificate will be supplemented by a
Record of Anti-Fouling Systems. Compliance of the convention have also been touched
up with a TBT-free AFS. An inspection of anti-fouling systems may be carried out by
Port State Control (PSC) to verify compliance with the conventions.
In order to ensure compliance with the convention, the following steps are being
implemented by the Ship Owner:
a. Checking of ship’s documentation and reporting the availability of the
followings:
o International Anti-Fouling System Certificate;
o Supplement to IAFS Certificate – Record of Anti-Fouling Systems;
o Statement of Compliance; and
o Paint Specification and/or a paint record issued by the paint
manufacturer.
b. Re-validation of IAFS Certificate if one of the following actions takes place:
o Change of vessel owner;
o Change of name of the vessel;
o Replacement of more than 25% of the existing AFS;
o Complete removal of existing AFS; and
o Change of flag.

4. Potential Collision with Community/Other Boats Passing in Bintuni Bay Area
To prevent collision between LNG tankers with community/other boats during
transport within Bintuni Bay, the following measures are in place and implemented:
a. Dedicated Access Channel to Approach Tangguh Terminal
LNG tanker approach to Tangguh area has been provided with a dedicated existing
channel as shown in Figure 1. LNG Tankers entering and exit Tangguh port shall
pass through this channel and will be escorted by pilot boat and security boat.
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b. Escort Duties Procedure
Escort duties guidelines for LNG tanker entering Tangguh is provided in Marine
Security Patrol Boat Operating Guidelines for Tangguh LNG (920-PRC-OP-7019).
The escort duties responsibilities are:
o Prior to LNG tanker entering the Tangguh access channel, the boat skipper is
responsible to determine whether weather conditions have deteriorated
sufficiently to suspend marine security patrol boat escort activities;
o The pilot shall be informed of the weather and sea condition and is responsible
for deciding if the scheduled LNG tanker movement can continue;
o The pilot plus one security patrol boat shall escort LNG tanker from the pilot
boarding position to their respective berth(s) and vice versa;
o The pilot boat and patrol boat shall ensure the designated tanker route and jetty
approaches are clear of all fishing boats and associated nets, buoys and
equipment, and maintain an exclusion zone surrounding the vessel. Vessel
underway in designated tanker route is shown in Figure 2; and
o Security patrol boat and pilot boat will conduct channel clearance along the
passage of LNG tanker inward and outward from Tangguh Terminal until Pilot
Boarding Ground (PBG) to ensure the mandatory pilotage tanker route is clear
from fisherman’s boat and other fishing equipment.
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Figure 1 – Dedicated Access Channel to Approach Tangguh Terminal
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Port
Ahead Astern
Starboard

Figure 2 - Vessel Underway in Designated Tanker Route
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