Port of Ashburton Master Plan 2050 - Pilbara Ports Authority · Table 1: Port of Ashburton – port lands, seabed and waters 8 Table 2: Planning areas 18 Table 3: Marine planning

Port of AshburtonPort Master Plan 2050

Pilbara Ports Authority | Port of Ashburton | Port Master Plan 2050

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PILBARA PORTS AUTHORITY:Corporate Office:Phone: +61 8 6217 7112Fax: +61 8 9226 2196Email: [email protected] Address: PO Box 84, West Perth, WA 6872Location: Level 3, 16 Parliament Place, West Perth, WA 6005

Port of Port Hedland:Phone: +61 8 9173 9000Fax: +61 8 9173 9060Email: [email protected] Address: Locked Bag 2, Port Hedland, WA 6721Location: The Esplanade, Port Hedland, WA 6712

Port of Dampier:Phone: +61 8 9159 6555Fax: +61 8 9159 6557Email: [email protected] Address: Locked Bag 5006, Karratha, WA 6714Location: MOF Road, Burrup Peninsula, Dampier, WA 6713

REVISION HISTORYRevision

NoPrepared

ByRevision

DateReviewed

ByReview

DateApproved

ByApproved

DateDescription

1.0 Karen Hayes 31/10/2016 Peter King 31/10/2016 Executive 15/11/2016 Draft

2.0 Karen Hayes 18/11/2016 Peter King 21/11/2016 Board 25/01/2017 Final

Images throughout the document provided by Chevron Australia

Objective Reference No. A469085

DISCLAIMER:Pilbara Ports Authority (PPA) makes no statements, representations or warranties about the accuracy, currency or completeness of the information contained in the Port Master Plan. The proponent should make its own assessment of all information contained in the Port Master Plan to satisfy itself as to the suitability of such information for the proponent’s own purposes. Any reliance by the proponent, on any information, or any use of any information, in the Port Master Plan, is solely at its own risk. PPA does not accept any responsibility for any interpretation, opinion or conclusion that the proponent may form as a result of examining the information and PPA is not liable, and the proponent covenants not to make any claim or commence or pursue any proceedings against PPA, for any loss of any kind arising from an error, inaccuracy, incompleteness or similar defect in the information contained in the Port Master Plan. COPYRIGHT:© 2017 Pilbara Ports Authority, Western Australia. No part of this document may be reproduced except to the extent permitted under the Commonwealth Copyright Act 1968.

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TABLE OF CONTENTS

1. Introduction 8

1.1. Purpose of the Port Master Plan 8

1.2. Location 8

1.3. Development context 10

1.4. Environmental setting 12

1.4.1. Climate 12

1.4.2. Marine habitat 12

1.4.3. Coastal environment 12

1.4.4. Terrestrial flora and fauna 13

1.4.5. Marine reserves 13

1.4.6. Contaminated sites 15

1.5. Native Title 15

1.6. Heritage context 16

1.6.1. Aboriginal cultural heritage 16

1.6.2. Historical and maritime heritage 17

2. Planning process 18

2.1. Port planning objectives 18

2.2. Port development outcome 18

2.3. Planning areas 18

2.3.1. Marine planning area 20

2.3.2. Landside planning area 22

3. Foundation Stage Port layouts 24

3.1. Marine planning area 25

3.1.1. Marine operations management area 25

3.1.2. Marine infrastructure 25

3.1.3. Landside infrastructure 28

3.1.4. Port security and maritime safety 30


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3.2. Landside planning area 33

3.2.1. Western planning precinct 33

3.2.2. Eastern planning precinct 34

3.2.3. Eastern infrastructure corridor 36

3.2.4. Communications area 38

4. Post-Foundation Stage Port layouts 40

4.1. Marine planning area 41

4.2. Landside planning area 43

4.2.1. Western planning precinct 43

4.2.2. Eastern Planning Precinct 47

4.2.3. Eastern infrastructure corridor 53

5. Development opportunities 58

6. Approvals 60

7. Next steps 63

8. Bibliography 64


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TABLESTable 1: Port of Ashburton – port lands, seabed and waters 8

Table 2: Planning areas 18

Table 3: Marine planning area – planning precincts 20

Table 4: Landside planning area – planning precincts 22

Table 5: Foundation stage – marine operations management area 25

Table 6: Foundation stage – marine infrastructure 26

Table 7: Marine infrastructure that will transfer to PPA 27

Table 8: Foundation stage – landside infrastructure 28

Table 9: Foundation stage – port security and maritime safety zones 30

Table 10: Foundation stage – western planning precinct and coastal area 33

Table 11: Foundation stage – eastern planning precinct, services corridors and roads 35

Table 12: Foundation stage – eastern infrastructure corridor 36

Table 13: Post-foundation stage – western planning precinct and coastal area 43

Table 14: Post-foundation stage – services corridors 44

Table 15: Post-foundation stage – roads 47

Table 16: Post-foundation stage – eastern planning precinct, multi-user area no. 1 48

Table 17: Post-foundation stage – eastern planning precinct, services corridors and roads 50

Table 18: Post-foundation stage – eastern infrastructure corridor 55

Table 19: Port of Ashburton – opportunities 58

Table 20: Other regulatory and statutory approvals 60


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FIGURESFigure 1: Port locations along the Pilbara coastline 8

Figure 2: Port of Ashburton / Port of Onslow 9

Figure 3: Port and strategic industrial estate 11

Figure 4: Marine reserves 14

Figure 5: Native Title areas 15

Figure 6: Aboriginal cultural heritage survey areas, registered sites and other heritage places 16

Figure 7: Planning areas 19

Figure 8: Marine planning area 21

Figure 9: Landside planning area 23

Figure 10: Foundation stage port master plan 24

Figure 11: Foundation stage port layout – marine and landside infrastructure 27

Figure 12: Foundation stage port layout – breakwater and MOF 29

Figure 13: Foundation stage port layout – port security zones 31

Figure 14: Foundation stage port layout – maritime safety zone 32

Figure 15: Foundation stage port layout – western planning precinct and coastal area 34

Figure 16: Foundation stage port layout – eastern planning precinct, services corridors, roads 35

Figure 17: Foundation stage port layout – eastern infrastructure corridor 37

Figure 18: Foundation stage port layout – EIC cross section (AA’) – northern terminus 38

Figure 19: Foundation stage port layout – EIC cross section (BB’) – southern terminus 38

Figure 20: Location of the VTS communications tower 39

Figure 21: Post-foundation stage port master plan 40

Figure 22: Post-foundation stage port layout – marine and landside infrastructure 42

Figure 23: Post-foundation stage port layout – western planning precinct and coastal area 45

Figure 24: Post-foundation stage port layout – services corridor cross section 45

Figure 25: Post-foundation stage port layout – multi-user area no. 1 49

Figure 26: post-foundation stage port layout – supply base and logistics area 51

Figure 27: Post-foundation stage port layout – services and utilities 52

Figure 28: Post-foundation stage port layout – Eastern infrastructure corridor 56

Figure 29: Post-foundation stage port layout – EIC cross section – northern terminus (AA’) 57

Figure 30: Post-foundation stage port layout – EIC cross section – southern terminus (BB’) 57


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ABBREVIATIONS AND ACRONYMS

AHD Australian Height Datum

ANSIA Ashburton North Strategic Industrial Area

ARI Average recurrence interval

BHP Billiton BHP Billiton Petroleum (Australia) Pty Ltd

Chevron Chevron Australia Pty Ltd

CHMP Cultural heritage management plan

DAA Department of Aboriginal Affairs (Western Australia)

DDG DBP Development Group Nominees Pty Ltd

DER Department of Environment Regulation (Western Australia)

DFES Department of Fire and Emergency Services (Western Australia)

DMP Department of Mines and Petroleum (Western Australia)

DotEE Department of the Environment and Energy (Commonwealth)

DoT Department of Transport (Western Australia)

DoW Department of Water (Western Australia)

DPAW Department of Parks and Wildlife (Western Australia)

DSD Department of State Development (Western Australia)

EIC Eastern infrastructure corridor

HCWA Heritage Council of Western Australia

HP Horizon Power (Western Australia)

LandCorp Western Australian Land Authority

LAT Lowest astronomical tide

LGA Local Government Authority (Western Australia)

LNG Liquefied natural gas


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ABBREVIATIONS AND ACRONYMS

LPG Liquefied petroleum gas

LRZ Landside restricted zone

MARSEC Maritime security level

MOF Materials offloading facility

MRWA Main Roads Western Australia

MSIC Maritime Safety Identification Card

MUIC Multi-user infrastructure corridor

OSV Offshore supply vessels

PLF Product loading facility

The port Port of Ashburton

PPA Pilbara Ports Authority

PSV Platform supply vessels

RL Reduced level

RORO Roll-on, roll-off

SAA State Agreement Act

SPMT Self-propelled modular transporter

VTS Vessel traffic services

WAM Western Australian Museum

WAPC Western Australian Planning Commission

WaterCorp Water Corporation (Western Australia)

WRZ Waterside restricted zone


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LEGISLATIONAHA 1972 Aboriginal Heritage Act 1972 (Western Australia)

BA 2011 Building Act 2011 (Western Australia)

CSA 2003 Contaminated Sites Act 2003 (Western Australia)

EPA 1986 Environmental Protection Act 1986 (Western Australia)

EPBCA 1999 Environment Protection and Biodiversity Conservation Act 1999 (Commonwealth)

HSA 1976 Historic Shipwrecks Act 1976 (Commonwealth)

LAA 1997 Land Administration Act 1997 (Western Australia)

MAA 1973 Maritime Archaeology Act 1973 (Western Australia)

MHA 1981 Marine and Harbours Act 1981 (Western Australia)

MTOFSA 2003 Marine Transport and Offshore Facilities Security Act 2003 (Commonwealth)

NTA 1993 Native Title Act 1993 (Commonwealth)

OSSAA 1992 Onslow Solar Salt Agreement Act 1992 (Western Australia)

PAA 1999 Port Authorities Act 1999 (Western Australia)

PAR 2001 Port Authorities Regulations 2001 (Western Australia)

PDA 2005 Planning and Development Act 2005 (Western Australia)

SPA 1967 Shipping and Pilotage Act 1967 (Western Australia)

WCA 1950 Wildlife Conservation Act 1950 (Western Australian)

UNITS OF MEASUREMENT°C Degrees celsius

ha Hectares

mm Millimetres

m Metres

m2 Square metres

km Kilometres

kN Kilo newton

t Tonnes

Mtpa Million tonnes per annum

W Watt


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1. INTRODUCTION

1.1. PURPOSE OF THE PORT MASTER PLANThe purpose of the Port Master Plan is to plan for the long term development of the Port of Ashburton (the port) including delineation of land use precincts within the port, identification of essential infrastructure required to support development, the provision of port layouts of the ultimate development in 2050 when the port has reached its full potential, and the provision of information relevant to future port users. The Port Master Plan further develops the strategies identified in the Pilbara Ports Authority (PPA)’s Port Development Strategy 2030 (Pilbara Ports Authority, 2015a).

1.2. LOCATIONThe port is located along the Pilbara coastline approximately 1,380 kms (by road) north of Perth and approximately 300 kms (by road) south-west of the Port of Dampier (Figure 1). The port is adjacent to and immediately west of the Port of Onslow. PPA manages and operates the port under the Port Authorities Act 1999 (Western Australia) (PAA 1999). The Department of Transport (DoT) manages and operates the Port of Onslow under the Shipping and Pilotage Act 1967 (Western Australia) (SPA 1967) and the Marine and Harbours Act 1981 (Western Australia) (MHA 1981). There is one State Agreement Act (SAA), the Onslow Solar Salt Agreement Act 1992 (Western Australia) (OSSAA 1992), in operation near the port (Figure 2).

The areas of port lands, seabed and waters are listed in Table 1.

Table 1: Port of Ashburton – port lands, seabed and waters

Port land, seabed and waters Area (ha)Port waters 25,402

Port seabed 25,402

Port land (onshore) 365

Port Land (under Management Order) Nil.

Legend

PPA Port Location

Proposed Port Location

Department of Transport Port Location

Port ofPort Hedland

Port ofDampier

Port ofAshburton

Port ofBalla Balla

Port ofAnketell

Port ofCape Preston East

Port Walcott

Port ofVaranus Island

Port ofBarrow Island

Port ofOnslow

Port ofCape Preston

BROOME

PORT HEDLAND

ROEBOURNEKARRATHA

PANNAWONICA

N

ONSLOW

DAMPIER

DAMPIER

PORT HEDLAND

PERTH

KilometresScale: 1:1,50,000

0 10 20 30 40 50

Figure 1: Port locations along the Pilbara coastline


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Figure 2: Port of Ashburton / Port of Onslow


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1.3. DEVELOPMENT CONTEXTIn December 2008, the Western Australian Minister for State Development granted in-principle agreement for the creation of a port and strategic industrial estate at Ashburton North. In October 2009, the Western Australian State Cabinet endorsed the establishment of the Ashburton North Strategic Industrial Area (ANSIA).

The Department of State Development (DSD) is the lead agency for the planning and development of the ANSIA, and in its role as lead agency enlisted across Government collaboration and co-operation during the statutory planning and land assembly process. The port and a portion of the multi-user infrastructure corridor known as the Eastern Infrastructure Corridor (EIC) were vested with PPA on 1 December 2011 to be managed and operated under the PAA 1999. The strategic industrial estate and the remaining portion of the multi-user infrastructure corridor were placed under the control and management of the Western Australian Land Authority (LandCorp).

The State Government’s choice of the Ashburton North site was based on its:• Relative close proximity to the offshore Carnarvon Basin where hydrocarbon resources are known to

exist.• Vast areas of land available to develop hydrocarbon based heavy industries and general industries

in close proximity to the port.• Potential to reduce bottlenecks at existing ports in the Pilbara region.• Stimulus to regional development, particularly for Onslow and small to medium sized businesses in

the area.

The target industries included the production of liquefied natural gas (LNG), liquefied petroleum gas (LPG), condensate, domestic gas, and other downstream hydrocarbon related products, offshore oil and gas support industries, fuel handling and general cargo. The State Government’s decision to focus on hydrocarbon processing and related support industries was influenced by:• Its desire to increase Western Australia’s share in international LNG markets and return a social and

economic dividend to the State.• The potential for additional domestic gas production to supplement an anticipated shortfall in the

State’s domestic gas supply.• The opportunity to attract new market entrants to the oil and gas industry by opening up access to

land and port facilities.• The opportunity to develop new common user export infrastructure with fair and equitable access

regimes, particularly for proponents of smaller projects.

The ability to quickly develop a port and strategic industrial estate was also an important consideration for the State Government. At the time, BHP Billiton Petroleum (Australia) Pty Ltd (BHP Billiton)1 was progressing development of the Macedon gas field for domestic gas production and Chevron Australia Pty Ltd (Chevron)2 was exploring options for developing the Wheatstone gas field for LNG and domestic gas production. Since then, BHP Billiton and Chevron have made final investment decisions for their respective projects.

In late 2011, the Macedon project was the most advanced development at the Ashburton North site. However, its product was destined for the Western Australian domestic gas market and access to port facilities was not required.

1 BHP Billiton Petroleum (Australia) Pty Ltd is the majority shareholder for the Macedon Domestic Gas project.2 Chevron Australia Pty Ltd is the majority shareholder for the Wheatstone LNG and Domestic Gas project.


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On the other hand, the Wheatstone project would require port access for the export of LNG, and as such the Wheatstone project was considered the foundation project for the port and Chevron (as the operator and majority shareholder) was considered the foundation proponent responsible for port construction. The State Government was of the view that the new port facilities be common user, with fair and equitable third party access. DSD, acting on behalf of the State of Western Australia, subsequently negotiated an agreement with the foundation proponent to this effect. PPA separately executed a number of commercial agreements with the foundation proponent for the development of facilities within the port. Execution of these agreements was important in the foundation proponent’s financial investment decision in favour of the Wheatstone project, and the State Government’s ability to secure this major investment for Western Australia.

An overview of the port and strategic industrial estate is shown in Figure 3.

Figure 3: Port and strategic industrial estate


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1.4. ENVIRONMENTAL SETTING

1.4.1. ClimateOnslow’s climate is considered to be semi-arid to arid, with mean maximum and minimum temperatures in January of 36°C and 24°C and mean maximum and minimum temperatures in July of 25°C and 12°C (Bureau of Meteorology, 2016). Mean annual rainfall is 316 mm. The majority of rain falls between January and June. A pronounced dry period is typically experienced from August to November. Rainfall in the region varies significantly from year to year and is dependent on rain-bearing low-pressure systems, thunderstorm activity and the passage of tropical cyclones. The officially recognised cyclone season extends from 1 November to 30 April of each year.

1.4.2. Marine habitatThe port and the nearby Port of Onslow host a wide range of marine habitats characteristic of the nearshore and offshore Pilbara marine environment. The dominant habitat within the marine environment is unconsolidated sediment with limited areas of benthic primary producer habitat. Corals are common in the turbid inshore waters and around the seaward margins of the islands and shoals. Seagrasses are present in the shallow nearshore areas, although they are not considered extensive. The abundance and distribution of the seagrasses can vary greatly due to seasonal changes in water quality resulting from extreme natural events such as cyclones and freshwater discharges from the Ashburton River. Six species of mangroves form fringes along tidal creeks and coastal lagoons.

Several important migratory marine species occur within the area on a seasonal basis. Humpback whales can traverse port waters during their annual northern migration from their Antarctic feeding grounds to warmer tropical waters from May to July, and during their return to the Antarctic from September to November. Coastal dolphin species such as the Indo-Pacific Humpback Dolphin and the Bottlenose Dolphin can occur year round. Dugongs are also known to occur, although the lack of extensive seagrass (foraging) habitat is likely to limit numbers. Four species of turtles are known to occur within the area. The islands, mainland coastline and marine environment are known to support both Green and Flatback Turtles year round. Loggerhead and Hawksbill Turtles are less abundant and their distribution and utilisation of the port’s marine and coastal environments is unclear. Saltwater crocodiles have reportedly been sighted in port waters and in the adjoining Ashburton River. These are likely to be isolated individuals at the southern limit of their range.

1.4.3. Coastal environmentThe port lies within the south western limit of the Pilbara Bioregion and shares many of the values of the adjacent Carnarvon Bioregion. The Pilbara Biogeographic Region is one of 89 Bioregions Australia wide – as defined by the Interim Biogeographic Regionalisation for Australia (Department of the Environment (Commonwealth), 2012). Each Bioregion is delineated based on climate, geology, landform, native vegetation and species characterisations. Bioregions may also contain a number of sub-regions.

The land areas are a complex of low relief undulating dunal systems, alluvial plains and low lying coastal systems. These land areas support a diversity of vegetation types, grading from open grassland/low scrublands to marine associated supra-tidal flats, salt flats and samphire systems closer to the coast. While these areas are generally in good condition, they have been exposed to grazing pressure for many years and a number of weed species have been introduced.


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1.4.4. Terrestrial flora and faunaFlora and fauna surveys within the port area were undertaken by the foundation proponent and published as part of its draft Environmental Impact Statement/Environmental Review and Management Program for the Wheatstone project (Chevron Australia, 2010). The surveys identified 25 vegetation sub-associations as per the National Vegetation Information System (Department of the Environment (Commonwealth), 2015)) with varying levels of conservation significance. High conservation status was determined for inland sand dune vegetation sub-associations and samphire shrublands, while moderate conservation significance was determined for tidal mud flats and cracking clay grasslands.

A total of 418 taxa of native vascular plants from 162 genera belonging to 58 families were also recorded, along with 12 weed species. Flora of significance included:• One species listed as ‘vulnerable’ under the Environmental Protection and Biodiversity Conservation

Act 1999 (Commonweath) (EPBCA 1999).• One Priority 1 species and four Priority 3 species listed by the Department of Environment Regulation

(Western Australia) (DER). Priority fauna are defined under the Wildlife Conservation Act 1950 (Western Australia) (WCA 1950).

• No ‘declared rare flora’ species were recorded (Department of Parks and Wildlife (Western Australia), 2015).

Fauna surveys carried out by the foundation proponent in the port area identified a total of 128 vertebrate species, comprising 51 herpetofauna species (amphibians and reptiles), 60 avifauna species (birds) and 17 mammals. Notable observations from the surveys were:• The herpetofauna included one tree frog species, three ground frog species, nine gecko species, four

legless lizard species, 14 skink species, five dragon species, three monitor species, three blind snake species, two python species and seven front fanged snake species.

• One DER Priority 1 and two Priority 4 species were recorded in the port area. Of these, only the Australian Bustard was sighted multiple times.

• Three EPBCA 1999 listed migratory species were identified.• The most common species were the ground frog species.• The avifauna included 34 non-passerine species and 26 passerine species from 33 families. The

zebra finch was the most abundant bird species recorded. Birds of prey included ospreys, harriers, kites and eagles.

• The mammal species included 12 non-volant (ground dwelling) species, including carnivorous marsupials, kangaroos and wallabies. Five species of bats were also recorded.

• None of the habitats present in the survey area were listed as ‘threatened ecological communities’ (Department of the Environment (Commonwealth), 2016).

1.4.5. Marine reservesThe Nigaloo Marine Reserve is located approximately 70 kilometres to west of the port, and the Montebello Marine Reserve is located approximately 80 Kilometres to the north-east (Figure 4). These Reserves form part of the North-West Commonwealth Marine Reserves Network (Department of the Environment (Commonwealth), 2014) managed by Parks Australia. The port is also located in the general vicinity of the Montebello Islands Marine Park, the Barrow Island Marine Park and Barrow Island Marine Management Area (Department of Parks and Wildlife (Western Australia)). There are no Marine Parks or Marine Management Areas in close proximity to the port.

Several of the islands forming the ‘Mackerel Islands or Passage Islands’ group lie within the nearby


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Port of Onslow waters. Two of these Islands, Thevenard Island and Airlie Island, are declared Nature Reserves. This recognises the conservation value of the Islands’ marine and terrestrial habitats, including several important seabird and turtle nesting sites and fringing reefs.

Figure 4: Marine reserves


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1.4.6. Contaminated sitesThere are no contaminated or potentially contaminated sites within the port recorded on the Contaminated Sites Database or Reported Sites Register (Department of Environment Regulation (Western Australia), 2016).

1.5. NATIVE TITLEIn September 2008, the Federal Court of Australia determined that the Thalanyji people are the Native Title holders for the onshore area around Onslow, including the port (landside) and the strategic industrial estate (National Native Title Tribunal (Commonwealth), 2008). In accordance with the Native Title Act 1993 (Commonwealth) (NTA 1993), the Buurabalayji Thalanyji Aboriginal Corporation was incorporated to hold Native Title in the Onslow area on trust for the traditional owners (Australian Institute of Aboriginal and Torres Strait Islander Studies (Commonwealth)). The Thalanyji Native Title determination area is depicted in Figure 5.

Figure 5: Native Title areas


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1.6. HERITAGE CONTEXT

1.6.1. Aboriginal cultural heritageAboriginal cultural heritage values are defined as places and objects associated with the traditional life of Aboriginal people. Such places and objects may contain archaeological features such as engravings or middens and/or may have sacred, ritual or ceremonial value to Aboriginal people. Places containing Aboriginal cultural heritage values may be assessed under Section 5 of the Aboriginal Heritage Act 1972 (Western Australia) (AHA 1972). Those places determined to meet the criteria of Section 5 are registered as Registered Aboriginal Sites (Department of Aboriginal Affairs (Western Australia), 2016). Places that do not meet the criteria of Section 5, or are yet to be assessed, are also recorded in the register but are referred to as Other Heritage Places.

In 2010, the foundation proponent undertook a number of heritage surveys over the port area and the Wheatstone development site (Figure 6). There are several registered Aboriginal sites within these areas. These sites are characterised mostly by archaeological features such as middens and stone artefact scatters, indicating the traditional use of the area by Aboriginal people. The foundation proponent subsequently entered into an Aboriginal Heritage Agreement with the Thalanyji Traditional Owners regarding the management of Aboriginal sites within the development areas and obtained consent pursuant to Section 18 of the AHA 1972 to impact a number of the sites.

Figure 6: Aboriginal cultural heritage survey areas, registered sites and other heritage places


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1.6.2. Historical and maritime heritageHistorical and maritime heritage values are defined as places and objects associated with significant historical events such as early European exploration and settlement, early maritime exploration and trade/industry. Under the Heritage of Western Australia Act 1990 (Western Australia) (HWAA 1990), the Heritage Council of Western Australia (HCWA) is charged with registering and protecting the historical values of significant sites within the State.

There are known historical sites within the port and the strategic industrial estate relating to early European settlement and early port activity (Figure 6). A portion of the registered ‘Old Onslow’ town site is located within the port and registered as Place 3444 on the State Heritage Register (State Heritage Office (Western Australia), 2016). The registered area consists of portions of ruins of a former river landing and tramway, and the path of a former sea jetty (the remains of which are no longer readily visible). The remnants of a jetty constructed in 1896 (which was destroyed by a cyclone during its construction) were discovered during a marine geophysical survey undertaken by the foundation proponent. These remnants were subsequently investigated and the portion that was to be impacted by development was salvaged under maritime heritage legislation, with the residual portion largely remaining in place within the old jetty footprint.

The Western Australian Museum (WAM)’s shipwreck database (Western Australian Museum (Western Australia), 2016) indicates that while there are a number of shipwrecks within the region, there are no recorded shipwrecks within the port or the Port of Onslow. Associated maritime archaeological sites, such as historical maritime infrastructure, are also recorded by WAM and listed on the shipwreck database. Old Onslow and the Onslow Jetty both appear on the shipwreck database (Museum Reference Nos. 23 and 22). Even though shipwrecks and maritime archaeological sites are protected by the Maritime Archaeology Act 1973 (Western Australia) (MAA 1973) and the Historic Shipwrecks Act 1976 (Commonwealth) (HSA 1976), there is limited information available on the exact locations and status of many of the shipwrecks purported to exist in the region.


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2. PLANNING PROCESS

2.1. PORT PLANNING OBJECTIVESPPA’s port planning objectives are to:• Ensure that all planned port developments stimulate investment, support trade activities and

contribute to the long term growth of the Pilbara region.• Plan a multi-user, open access port with provisions to accommodate future users.• Plan and develop effective, efficient and innovative infrastructure and logistics solutions that

facilitate trade.• Ensure planning at the port accounts for and integrates with surrounding transport networks and

land uses.• Plan to minimise or mitigate adverse impacts of port activities on the community, environment,

Aboriginal cultural heritage, and historical and maritime heritage.• Ensure all areas within PPA, where appropriate to do so, are engaged in the port planning process in

a co-operative and collaborative manner.• Liaise with government agencies, stakeholders and proponents on port planning matters and deliver

effective and efficient port development solutions.• Communicate port development strategies and plans through a suite of clearly expressed documents.

2.2. PORT DEVELOPMENT OUTCOMEThe port development outcome for the Port of Ashburton is that it is developed as a multi-user port with an ultimate export capacity of 50 Mtpa LNG, export capacity for other hydrocarbon based products (including value-added processing), capacity for general cargo and fuel, and supply base activities to service offshore operations in the Carnarvon Basin.

2.3. PLANNING AREASFor planning purposes, PPA has divided the port spatially into two distinct areas, being the marine planning area and the landside planning area. Each planning area is then further divided into individual precincts (Table 2, Figure 7). PPA has considered the development of these areas and precincts as taking place over two distinct stages, being the foundation stage and the post-foundation stage. The foundation stage covers the period from the turning of the first sod to the completion of construction and commissioning (which is commensurate with the completion of construction and commissioning of the second LNG liquefaction train of the Wheatstone project). The post-foundation stage covers the period from commissioning through to 2050.

Table 2: Planning areas

Planning area Spatial definition Planning precinctsMarine planning area

The area seaward of the coastal port waters boundary (generally taken as the high water mark or the mean high water mark), including any landside infrastructure located within port waters that is associated with shipping.

• Port waters.• Marine infrastructure.• Landside infrastructure.

Landside planning area

The area landward of the coastal port waters boundary.

• Eastern Planning Precinct.• Western Planning Precinct.• EIC.• Coastal Area.• Services Corridors.• Roads.• Communications.


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Figure 7: Planning areas


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2.3.1. Marine planning areaThe marine planning area comprises three distinct planning precincts, each with their own definition and function (Table 3, Figure 8).

Table 3: Marine planning area – planning precincts

Planning precinct Details / permitted uses Development requirements*

Marine operations management area (i.e. port waters)

Port waters, from the fender line to the seaward port boundaries, including the coastal port waters boundary.Also includes lease areas for proponent infrastructure.

All proposed developments must:• Facilitate trade through the port.• Be consistent with the multi-user

nature of the port.• Be appropriately located,

designed and managed to maintain the port’s current and future operational requirements (including expandability).

• Integrate with supporting infrastructure and land-uses.

• Maintain safety and compatibility with surrounding land-uses.

• Avoid adverse impacts on the environment or areas of significant heritage value.

• Comply with PPA’s Port Development Guidelines (Pilbara Ports Authority, 2015c).

Marine infrastructure Includes shipping channels, access channels, turning basins, materials offloading facility (MOF) harbour, berth pockets, dredge spoil grounds, pilot boarding grounds, anchorages, navigation aids* and moorings.

Landside infrastructure Includes jetties, breakwaters, MOFs, tug pens, dolphins, wharf areas and Landside Restricted Zones (LRZ)**.

* While the vast majority of navigation aids are located in the marine environment, some navigation aids are located onshore. The location of any onshore navigation aids was considered in conjunction with planning for the landside planning area.

** The LRZ includes any logistics facilities, cargo consolidation handling or fuel supply facilities contained within the LRZ.


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Figure 8: Marine planning area


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2.3.2. Landside planning areaThe landside planning area is comprised of a number of distinct planning precincts each with their own definition and function (Table 4 and Figure 9).

Table 4: Landside planning area – planning precincts

Planning precinct Details / permitted uses Development requirements*Eastern planning precinct Includes multi-use areas, laydown

areas, storage areas; and lease areas for supply base, logistics and fuel storage purposes.

All proposed developments must:• Facilitate trade through the

port.• Be consistent with the multi-

user nature of the port.• Be appropriately located,

designed and managed to maintain the port’s current and future operational requirements (including expandability).

• Integrate with supporting infrastructure and land-uses.

• Maintain safety and compatibility with surrounding land-uses.

• Avoid adverse impacts on the environment or areas of significant heritage value.

• Comply with PPA’s Port Development Guidelines (Pilbara Ports Authority, 2015c).

Western planning precinct Includes lease areas for two LNG proponents, and lease areas for major hydrocarbons related projects.

Services corridors Includes services, utilities, drainage, proponent leases / easements (exclusive and non-exclusive), and interconnectivity between services corridors.

Roads Includes permanent roads, temporary roads, port gates, and port gate house/s

Communications Includes communications towers and associated infrastructure, services and roads.

Coastal area Includes fore-dune areas and coastal protection, beaches, low lying intertidal zones and mangroves.Includes, lease areas for LNG proponent infrastructure (i.e. buried pipeline and product loading facility (PLF)). May need to be traversed by future proponent PLFs.

Unsuitable for development.


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Figure 9: Landside planning area


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3. FOUNDATION STAGE PORT LAYOUTS

The port layouts for the foundation stage and the post-foundation stage represent a culmination of many years of pre-planning and planning. The foundation stage port layouts show the spatial configuration of marine and landside infrastructure upon the completion of construction and commissioning of the port, while the post-foundation stage port layouts show a potential spatial configuration of marine and landside infrastructure in 2050 when the port has reached its full development.

The foundation stage port master plan shows a port layout at the completion of construction and commissioning of the port (Figure 10).

Figure 10: Foundation stage port master plan


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3.1. MARINE PLANNING AREA

3.1.1. Marine operations management areaPlanning for the marine operations management area or port waters (including the seabed) commenced with determining the location of the port boundaries, what infrastructure would need to be accommodated within that area and the associated lease areas, how those areas would function from an operational perspective in the future, and the impact of third party projects in port waters. Initial planning also took into consideration the marine environment and any heritage within the area (Table 5).

Table 5: Foundation stage – marine operations management area

Item DetailsPort boundaries • Port of Ashburton Area proclaimed and published in the Western

Australian Government Gazette on 30 November 2011 (No. 230).• Port of Ashburton proclaimed and published in the Western

Australian Government Gazette on 20 June 2014 (No. 89).• Port boundary amendment to incorporate Lot 501 within the port,

to accommodate the vessel traffic services (VTS) tower (Reserve 51690), published in the Western Australian Government Gazette on 20 June 2014 (No. 89).

• Latest port boundary amendments to incorporate the entire length of the Shipping Channel within the port, published in the Western Australian Government Gazette on 5 September 2014 (No. 139).

Proponent lease areas • Proponent lease area for incoming natural gas pipeline/micro-tunnel(s).

• Proponent lease area for the PLF.

Third party projects in port waters

• Thevenard Island Retirement (Decommissioning) Project – includes two monopod jackets and subsea pipelines located within port waters.

3.1.2. Marine infrastructurePlanning for the foundation stage of the port included all marine infrastructure such as the shipping channel and turning basin, MOF access channel and turning basin, MOF harbour and berths, anchorages, moorings, navigation aids, pilot boarding grounds and the disposal of dredged material (Table 6, Figure 11).

Marine infrastructure that has been constructed by the foundation proponent and will transfer to PPA’s control and management in the future is listed in Table 7.


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Table 6: Foundation stage – marine infrastructure

Marine infrastructure DetailsShipping channel • ~ 17 kms in length.

• Design depth 13.5 m LAT (Lowest Astronomical Tide).• Width ~ 240 m.

Turning basin • Turning radius ~ 300 m.• Design depth 13.5 m LAT.

MOF access channel • Design depth 7.0 m LAT.• Width ~ 150 m.

MOF turning basin • Design depth 7.0 m LAT.• Turning radius ~ 115 m.

MOF berths • Design depth 8.0 m LAT.• Width ~ 40 m.

MOF harbour • Design depth 7.0 m LAT.

Navigation aids • Main shipping channel marked by a mixture of fixed beacons and spar buoys spaced approx. one nautical mile apart. MOF access channel and harbour demarcated by floating and fixed navigation aids. Leading lights for both access channels.

Moorings • There are no permanent moorings outside the MOF Harbour. Temporary moorings are setup on a need to basis.

• There are moorings for small vessels near Beadon Creek in the Port of Onslow.

Anchorages • Six permanent anchorages (A1 to A6) have been established in the port for vessels that intend to visit the MOF.

Dredged material disposal grounds

• No permanent dredged material disposal grounds within the port.• There are two sites to the east of the shipping channel that

potentially may be used (with PPA approval) for the disposal of small quantities of dredged material in emergency circumstances.

Pilot barding grounds • Ashburton Pilot Boarding Ground A was established south east of the anchorages for vessels entering the MOF that need a pilot. Pilot Boarding Ground B was established outside of port waters to the east-north-east of Thevenard Island for tankers berthing at the PLF.

Note: The depths and dimensions stated are original design depths, declared depths may vary as they are regularly updated and cover the current operating parameters. The shipping channel width varies from 270 m through to 235 m at its narrowest. The MOF access channel width varies from ~ 260 m to 150 m at its narrowest.


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Table 7: Marine infrastructure that will transfer to PPA

Marine infrastructure Multi-user facility Available to other port usersShipping channel, turning basin and associated navigation aids

MOF access channel, turning basin and associated navigation aids

Breakwater and MOF harbour

MOF quays, ramps and decks

Note: The PLF is a multi-user facility and third parties can gain access in accordance with the established Access Charter.

Figure 11: Foundation stage port layout – marine and landside infrastructure


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3.1.3. Landside infrastructureFoundation stage planning also included landside structures such as the breakwater, MOF and tug pens (Table 8 and Figure 12). For more detailed information refer to the Port of Ashburton Port Handbook (Pilbara Ports Authority, 2015d).

Table 8: Foundation stage – landside infrastructure

Item DetailsMOF (generally) • Sheet piled land back wharf with a design life of 50 years.

• The western dolphins are connected to the MOF by a steel catwalk.• The fender system consists of cone fenders with steel panels and

ultra-high molecular weight polyethylene facing panels.• The mooring system consists of 50 t bollards.• The surface of the MOF is a 300 mm concrete slab.

MOF – east quay (LO-LO)

• 170 m berth face.• Berth pocket depth = 8.0 m LAT.• Deck area = 5,100 m2.• Deck elevation = +2.7 m Australian height datum (AHD).• Uniformly distributed load = 60 kN/m2 (Class 60 as per AS4997-2005).• Equipment load (T44 truck as per AS5100).• Concentrated load 500 kN on 0.7 m x 0.7 m – spacing 5 m (Class 25 as

per AS4997-2005).

East ramp (RO-RO) • Maximum slope = 3.33%.

MOF – south quay (LO-LO)

• 250 m berth face.• Berth pocket depth = 8.0 m LAT.• Deck area = 15,000 m2.• Deck elevation = +2.7 m AHD.• Uniformly distributed load = 95 kN/m2.• Equipment load: Monitowoc 4100W – Series S-1 and S-2 fully outfitted,

self-propelled modular transporter (SPMT) loading 2,160 kN (90 kN/Wheel), T44 truck (as per AS5100).

• Concentrated load 810 kN on 0.9 m x 0.9 m – spacing 6.3 m (between Class 25 and Class 40 as per AS4997-2005).

West deck (RO-RO) • Vessels berth alongside the western dolphins.• Uniformly distributed load = 95 kN/m2.• Equipment load: Monitowoc 4100W – Series S-1 and S-2 fully outfitted,

SPMT loading 2,160 kN (90 kN/Wheel), T44 truck (as per AS5100).• Concentrated load 810 kN on 0.9 m x 0.9 m – spacing 6.3 m (between

Class 25 and Class 40 as per AS4997-2005).• Linear load 412 kN/m for vessels ramp (parallel to quay wall axis).

Breakwater • Design life of 50 years.• Concrete armoured breakwater to protect the MOF.

Tug pen / cyclone haven • Foundation Proponent Tug Harbour (provides for four tugs and two support vessels).

• Not available for other users.


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Figure 12: Foundation stage port layout – breakwater and MOF


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3.1.4. Port security and maritime safetyPort security zones and maritime safety zones are operational areas, not planning areas. Their likely location and footprint was taken into consideration early in the port planning process to ensure they would be operationally efficient in the future (Table 9, Figure 13 and Figure 14).

Table 9: Foundation stage – port security and maritime safety zones

Item DetailsSecurity regulated port • Declared a security regulated port pursuant to Section 13(1)

of the Maritime Transport and Offshore Facilities Security Act 2003 (Commonwealth) (MTOFSA 2003) and published in the Commonwealth of Australia Gazette C2014G00087 on 16 January 2014.

• A new Maritime Security Plan was approved pursuant to MTOFSA 2003 on 8 March 2016.

Waterside restricted zone • Waterside restricted zones are declared by written notice from the Secretary of the Commonwealth Department of Infrastructure and Regional Development pursuant to Section 102(1) MTOFSA 2003.

• A security regulated ship may berth, anchor or moor within the waterside restricted zone (WRZ).

• The WRZ extends below the water level to the seabed and/or under any wharf adjacent to the WRZ.

• Includes Maritime Security Level (MARSEC) 2 and MARSEC 3.• Controlled access only when a security regulated ship is berthed,

anchored or moored within the WRZ.

LRZ • Landside restricted zones are declared by written notice from the Secretary of the Commonwealth Department of Infrastructure and Regional Development pursuant to Section 102(1) MTOFSA 2003.

• Includes an area of land or a structure connected directly or indirectly to land.

• Maritime Security Identification Card (MSIC) required.• Fenced with two security gates on the heavy haul road.

Boating safety exclusion zone

• Declared pursuant to Schedule 1, Division 4, Subdivision 2, Section 38 Port Authorities Regulations 2001 (Western Australia) (PAR 2001) and published in the Western Australian Government Gazette on 20 June 2014 (page 2,033).

• Controlled access at all times, permission must be obtained from the Harbour Master.


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Figure 13: Foundation stage port layout – port security zones


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Figure 14: Foundation stage port layout – maritime safety zone


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3.2. LANDSIDE PLANNING AREA

3.2.1. Western planning precinctDuring the pre-planning stage, a concept for the ultimate development of the western planning precinct and coastal area was considered to ensure that the location of foundation proponent lease areas did not compromise or sterilise portions of port land that could be leased to other proponents in the future (Table 10 and Figure 15). The lease areas provide tenure for the foundation proponent’s incoming natural gas pipeline (which is protected within a buried micro-tunnel), the PLF and LNG storage tanks.

The coastal area is considered unsuitable for development and is subject to change from episodic climatic events (i.e. cyclones). The only leases that will be granted in the coastal area are those that relate to pipelines, services, jetties and PLF structures.

Table 10: Foundation stage – western planning precinct and coastal area

Precinct Coastal area Details / permitted uses Development detailsCoastal

areaProponent lease area (leased).

• Incoming natural gas pipeline/micro-tunnels.

• Area = 78,245 m2.• Natural grade.

Proponent lease area (leased).

• Long term lease for foundation proponent PLF.


Western planning precinct


• Micro-tunnel work area. • Area = 136,355 m2.• 5 m (approx.) elevation.


• LNG storage tanks, condensate storage tanks and flares.

• Start of the PLF.

• Area = 250,250 m2.• 6 m (approx.) elevation.


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Figure 15: Foundation stage port layout – western planning precinct and coastal area

3.2.2. Eastern planning precinctThe eastern planning precinct has been configured to allow for the staged development of a supply base/s and logistics area, a central multi-use area that will contain critical port functions, a second multi-user area that can be leased to proponents and a PPA work area in close proximity to the shoreline (Table 11, Figure 16). PPA has also made allowance for a number of services corridors throughout the eastern planning precinct for utilities, services, drainage, fuel pipelines, product pipelines, telecommunications, etc. The services corridors and roads have been co-located together to facilitate access within the port and easy access to services.


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Table 11: Foundation stage – eastern planning precinct, services corridors and roads

Precinct Area Details / permitted uses Development detailsServices Corridor

Interconnecting services corridor.

• Services.• Utilities.• Drainage.• Fuel Pipelines.

• Area = 84,845 m2.• 4.6 m (approx.) elevation.

Roads MOF heavy haul road. • Two heavy haulage roads (40 m wide).

• The road has been designed for the cartage of module loads up to 5,000 t on SPMTs (depending on the module carrier set up and specific load foot print).

• The road pavement has been designed to ensure a minimum design/service life of 40 years.

• The design average recurrence interval (ARI) is 1:100 (service and survival) for a river flow and storm surge event.

Figure 16: Foundation stage port layout – eastern planning precinct, services corridors, roads


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3.2.3. Eastern infrastructure corridorThe EIC provides the main access to the port. The EIC includes services corridors located either side of the port access road which are for the provision of utilities, services and telecommunications to the port, and which can be leased in part either exclusively or non-exclusively for the placement of product pipelines (Table 12, Figure 17). The 30 m wide services corridor to the west of the port access road was developed during the foundation stage and contains a 10 m wide exclusive-use easement that accommodates a domestic gas pipeline owned and operated by DBP Development Group Nominees Pty Ltd (DDG). The 100 m wide services corridor to the east of the port access road will remain undeveloped during the foundation stage (cross-sections of the EIC at both the northern and southern termini are shown in Figure 18 and Figure 19).

There are no restrictions on the transport of chemicals along the EIC and within the port. All carriers will be required to conform to the relevant transportation of hazardous and dangerous goods standards.

Table 12: Foundation stage – eastern infrastructure corridor

PrecinctEastern

infrastructure corridor

Details / permitted uses Development details

East

ern

infr

astr

uctu

re co

rrid

or

Port access gate. • Port access gate.• Signage to remind drivers

to take care transporting sensitive chemicals (also included in PPA’s mandatory online induction).

• Area = 200 m x 80 m = 1.6ha.

• Finished elevation approximately reduced level (RL) 4.6 m AHD.

Port access road (northern section / heavy haul road).

• Suitable for transport of pre-assembled modules up to 5,000 t on SPMTs (depending on the module carrier set up and specific load foot print).

• Designed to Main Roads Western Australia (MRWA) standards.

• Total road pavement width = 40 m.

• Traffic lanes to be designated by line marking.

• Length = 1,000 m (approx.).• Finished elevation

approximately RL 4.6 m AHD.

Port access road (southern section).

• Suitable for transport of pre-assembled modules up to 5,000 t on SPMTs (depending on the module carrier set up and specific load foot print).

• Designed to MRWA standards.

• Total road pavement width = 20 m.

• Traffic lanes to be designated by line marking.

• Length = 1,400 m (approx.).• Finished elevation


Services corridor (to the west of the port access road).

• 10 m wide single user easement – domestic gas pipeline.

• 20 m wide services corridor – current alignment for proposed Telstra fibre optic cable.

• Area = 73,755 m2.• Finished elevation



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Figure 17: Foundation stage port layout – eastern infrastructure corridor


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Provision for futuretelecommunications cable Outline of

pre-assembled module

Width of asphalt 40mPort Access Road(Heavy Haul Road)

Road CorridorServicesCorridor

3m 110m

5m RL

80m30m

4.6m RL approx.

100m

100m

5m RL

0m RLNatural Elevation

A'A

Figure 18: Foundation stage port layout – EIC cross section (AA’) – northern terminus

Provision for futuretelecommunications cable Outline of pre-assembled module

28m w x 28m h

Road CorridorServicesCorridor

ProponentLease Area

3m

80m20m10m

4.6m RL approx.

100m


B'B

Width of Asphalt 20m

Future sliding gate in fully open position(35m clear opening)

Treatment may be required to stabilise slope5m RL

Figure 19: Foundation stage port layout – EIC cross section (BB’) – southern terminus

3.2.4. Communications areaDuring the foundation stage development of the port, PPA erected a communications tower on Seaview Drive, approximately two kms from Onslow (Figure 20). The tower supports monitoring equipment for PPA’s VTS Centre at the Port of Dampier. PPA commenced port monitoring and communications services at the port on a permanent basis on 1 July 2016. The VTS coverage area extends beyond the port limits. The VTS coverage area is not a planning area, it is an operations area – the extent of which will be determined in the near future.


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Figure 20: Location of the VTS communications tower


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4. POST-FOUNDATION STAGE PORT LAYOUTS

The post-foundation stage port layouts show a potential spatial configuration for marine and landside infrastructure in 2050 when the port has reached its full potential. The port layouts have been prepared to show what is possible and to ensure that future proposals do not inhibit the long term potential of the port. Marine and landside infrastructure includes:• Additional LNG berths to increase LNG export capacity to 50 Mtpa.• An additional berth for bulk liquids such as ammonia, methanol or di-methyl ether.• Additional general cargo berths capable of handling a range of vessel sizes.• An additional protected small boat harbour suitable for offshore supply vessels.• Additional dredged areas to support commercial shipping.• Additional laydown areas.

The post-foundation stage port layouts depict PPA’s intentions for the future development of the port and serve to demonstrate that the port has the capability to export hydrocarbon based products produced in the strategic industrial estate, accommodate supply base operations and logistics, and facilitate the import/export of general cargo and fuel.

The post-foundation stage port layouts are not proven concepts and the future marine infrastructure shown has not been tested in a simulator for vessel manoeuvrability. The concepts will require proving by means of geotechnical investigations and other assessments in order to verify (or otherwise) technical and economic feasibility.

The post-foundation stage port master plan shows a port layout of the port in 2050 (Figure 21).

Figure 21: Post-foundation stage port master plan

InfrastructureMarine planning areaFuture dredged areasExisting dredged areasCoastal areaWestern planning precinctEastern planning precinctServices corridor


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4.1. MARINE PLANNING AREAPlanning for the post-foundation stage development of the marine operations management area (including the seabed) commenced during the pre-planning phase. The marine operations management area may need future refinement and optimisation of the port boundaries to:• Maximise the efficiency and effectiveness of future operations within the port.• Allow for new lease areas that accommodate future development.• Continue facilitation of third party projects in port waters.

The post-foundation stage planning for development of marine infrastructure allows for extension of the shipping channel at the southern terminus, additional turning basins, extension and widening of the MOF access channel, development of a second MOF harbour and associated berths, and for other marine infrastructure such as anchorages, moorings, and navigation aids within the port area (Figure 22). A deeper harbour, such as the second MOF harbour shown in Figure 22, will allow vessels, such as the new generation platform supply vessels with deeper drafts, to access longer berths. The ability to cater a more varied fleet of vessels will increase trade opportunities at the port.

The post-foundation development of landside infrastructure allows for a second multi-user PLF for the export of LNG, LPG, condensate and other hydrocarbon products, a second breakwater, MOF and tug harbour, and the provision of a slipway with direct access to the MOF access channel. The concept for a second breakwater and MOF includes an additional tug haven to service a second LNG proponent and other bulk liquid carriers, in addition to pilot vessels and line boats required for expanded port operations. The second MOF would provide additional deck area to facilitate increased volumes of general cargo through the port. A slipway is seen as a likely future development, along with additional supply base facilities, to meet future demand arising from increased activity in the Carnarvon Basin. Platform supply vessels (PSVs) and offshore supply vessels (OSVs) occasionally need to be taken out of the water for mechanical repairs and maintenance. Such vessels typically range in length from 50 m to 100 m and have a draft around 6 m to 8 m.

To ensure the future security and safety of marine and landside infrastructure and operations developed during the post-foundation stage, PPA will review security zones (including the LRZ) and the boating safety exclusion zone from time to time. While these zones are operational zones, their early planning ensures better integration with the future development of infrastructure.


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Figure 22: Post-foundation stage port layout – marine and landside infrastructure


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4.2. LANDSIDE PLANNING AREA

4.2.1. Western planning precinctProponent lease areasThere is sufficient space in the western portion of the port to accommodate lease areas for a second LNG proponent’s infrastructure (such as incoming natural gas pipelines, LNG storage tanks, condensate storage tanks and flares) and storage areas for hydrocarbon based products produced in the strategic industrial estate (Table 13).

Development in the western planning precinct during the post-foundation stage will likely require the import of large quantities of fill to raise the elevation of the land to RL 4.5 m AHD or higher, to bring it to a level that will provide a reasonable degree of protection against inundation. PPA has determined that RL 4.5 m AHD maintains dry pads in a 100 year terrestrial storm event combined with both a 20 year storm surge event and 100 year sea level rise due to climate change (BG & E, 2012). Drainage of such large expanses of land can be challenging, and may necessitate a pipe running under the coastal dunes to carry storm water runoff to the ocean. The location and configuration of such a drainage network will need to be assessed when future developments are proposed.

Table 13: Post-foundation stage – western planning precinct and coastal area

Precinct Area Details / permitted uses Development detailsCoastal

areaProponent lease area (unleased).

• Long term lease for a second LNG proponent’s incoming natural gas pipelines.

• Depends on location.

Proponent lease area (unleased).

• Long term lease for a second PLF structure.


Western planning precinct


• Long term lease for a second LNG proponent’s work area.



• Long term lease for a second LNG proponent’s LNG storage tanks, condensate storage tanks and flares.


Proponent lease area (Lot 1) (unleased).

• Long term lease for hydrocarbons storage.


Proponent lease area (Lot 2) (unleased).

• Long term lease for hydrocarbons storage.



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Services corridorsThere are two services corridors and several roads planned for development in the post-foundation stage of the port. In the future it is envisaged a major services corridor will connect the eastern side of the port to the western side of the port and provide a second connection to the strategic industrial estate located south of the port. It is also envisaged that a second smaller services corridor (to be located in the south-western corner of the port) will provide access to a lease area for a second LNG proponent’s storage tanks, condensate storage tanks and flares (Table 14, Figure 23).

A significant consideration in planning the location and dimensions of future services corridors and roads has been the potential movement of export cargos through the port. LandCorp ANSIA Industrial Development Plan as captured in the ANSIA Stage 1B and 1C Development Plan (Town Planning and Urban Design, 2012) for the strategic industrial estate sets aside land for the development of ammonia and urea plants whose products would need to be transported to export facilities in the port. Accordingly, PPA has made an allowance for:• Two ammonia pipelines to enter the port, access lease areas for storage facilities, with bulk liquid

products exiting the port via a second multi-user PLF.• A seawater intake pipeline and brine return pipeline between the ammonia and urea plants in the

strategic industrial estate and the second PLF.• A conveyor to transport urea to a second PLF.• Product pipelines carrying synthetic lubricants or other gas-to-liquids products to the second PLF.

The overall width of PPA’s services corridor is 130 m, within which the following widths have been allocated (Figure 24):• Product export pipelines and conveyor corridor (40 m).• Road corridor (40 m).• Seawater supply and brine return pipelines corridor (15 m).• Common utilities corridor (20 m).• Three buffers separating the four allocated corridors, each 5 m wide.

At the western side of the port, PPA’s services corridor will connect with the State’s Western Multi-User Infrastructure Corridor (MUIC). The State’s Western MUIC has not been planned to a similar level of detail. However, the allocation of corridor widths can be addressed when any future proponent proposes to install a pipeline or conveyor from a plant on the western side of the strategic industrial estate to the port, so that continuity between the State’s Western MUIC and the PPA’s services corridor can be achieved.

Table 14: Post-foundation stage – services corridors

Precinct Area Details / permitted uses Development detailsServices Corridors

Provides access to the western planning precinct, the coastal area and the State’s Western MUIC.

• Services.• Utilities.• Drainage.• Product Pipelines.


Provides access to a second LNG proponent’s lease area (western side of the port).

• Drainage.• Product Pipelines.



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Figure 23: Post-foundation stage port layout – western planning precinct and coastal area

Road Corridor40m

Services Corridor45m

Services Corridor45m

0m RL

Natural Elevation

130m

Pre-assembled module

Haulroad10m

Seawaterand Brine

Return15m

CommonUtilities

20mAmmonia

1Ammonia

2Urea ExportConveyor

5m RL

Figure 24: Post-foundation stage port layout – services corridor cross section


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RoadsThe proposed permanent road that would connect the eastern and western sides of the port is likely to be a dual carriageway road capable of handling up to B-Double combinations (Table 15). The road would need to pass under the existing PLF between bents B4 and B5 and this will restrict the size of the vehicles passing underneath. Taking into consideration the likely finished level of the road (RL 4.5 m AHD), the height of the underside of the PLF, the distance between bents B4 and B5, and allowing a margin of safety – the maximum height would be limited to 7.9 m and the maximum width would be limited to 13.0 m.

There may be times in the future where large general cargo (such as a prefabricated module) may need to be transported from the MOF to the western side of the port, and cannot pass underneath the existing PLF between bents B4 and B5 due to its size. In order to plan for this eventuality, the foundation proponent has pre-installed retaining walls between bents B6 and B7 to allow for excavation works to be undertaken in order to construct a temporary road with a greater height clearance. Taking into consideration the likely finished level of the temporary road (RL 1.6 m AHD), the height of the underside of the PLF, the distance between bents B6 and B7, and allowing a margin of safety; the maximum height would be limited to 11.0 m and the maximum width would be limited to 13.0 m. Any break bulk cargo is likely to be transported on a SPMT. If the height of the carrier is assumed to be 1.5 m, then the maximum height of the break bulk cargo would be limited to approximately 9.5 m.

In order for the permanent road to successfully function as a heavy haul road, break bulk cargos and SPMTs must be able to travel its entire length and in doing so, pass over the existing buried micro-tunnel. Accordingly, the foundation proponent was required to ensure that the micro-tunnel housing the incoming natural gas trunkline from the Wheatstone platform to the Wheatstone plant site, was strong enough to support a heavy haulage road in the future including the weight of a SPMT and a 1,000 t break bulk cargo (Table 15).


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Table 15: Post-foundation stage – roads

Precinct Area Details / permitted uses Development detailsRoads Permanent road. • Two lane road (one lane

in each direction).• Width clearance of 13.0

m under the PLF.• Height clearance of 7.9 m

under the PLF.• Micro tunnel

reinforcement.• Finished elevation


• Width of seal = 8.0 m plus unsealed shoulders 1.0 m wide.

Temporary road. • Single lowered road approximately 400 m in length.

• Width clearance of 13.0 m under the PLF.

• Height clearance of 11.0 m under the PLF.

• Micro tunnel reinforcement.

• Earth retaining structures under PLF (excavation required 200 m either side of the PLF to facilitate break bulk cargo passage).

4.2.2. Eastern Planning PrecinctPPA has made allowance for a number of services corridors within the eastern planning precinct for utilities, drainage, fuel pipelines, product pipelines, telecommunications, etc. The services corridors and roads have generally been co-located together to facilitate access within the port and easy access to services.

Development in the eastern planning precinct during the post-foundation stage will likely require the importation of large quantities of fill to raise the elevation of the land to RL 4.5 m AHD, to bring it to a level that will provide a reasonable degree of protection against inundation. The finished elevation may need to be higher than RL 4.5 m AHD in some parts so that storm water runoff is directed to swales or drains and ultimately to a disposal point. The sequence of development and the requirements of future proponents cannot be foreseen with certainty; therefore the ultimate configuration of the drainage network will need to be re-assessed when future developments are proposed.

Multi-user area no. 1 is an important port administration hub within the port and will be developed to include a port administration building, quarantine area, customs and border protection area, power and water hub, and allow for warehouse/storage facilities and laydown areas (Table 16 and Figure 25). It will also contain roads and services corridors.


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Table 16: Post-foundation stage – eastern planning precinct, multi-user area no. 1

Precinct Area Details / permitted uses Development detailsEastern

planning precinct

Multi-user area no. 1. • Port administration building

• Warehouse/storage facility (includes oil spill response equipment).

• Laydown areas.• Quarantine area

(i.e. Department of Agriculture and Water Resources) (comprises a building, a warehouse and a quarantine facility).

• Australian Customs and Border Protection area.

• Desalination plant and water Storage.

• Provision of power.

• Area = 60,810 m2

• 4.65 m (approx.) elevation

• Centrally located services corridor.

• The peak runoff analysis for the surface drainage systems (consisting of overland flow, open channels, and culverts) has been performed using the Rational Method with a 30 year design frequency of storm.


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Figure 25: Post-foundation stage port layout – multi-user area no. 1

The supply base and logistics area has been planned to allow for the development of three discrete sites, with each site having access to roads and services (when they are available), and the waterfront area (Table 17 and Figure 26). The supply base and logistics area will facilitate developments that provide supply base functions, service the offshore oil and gas industry and provide logistics services. This area is also located in close proximity to the port administration area (i.e. multi-user area no. 1). Multi-user area no. 2 is located away from the waterfront area and will provide proponent lease areas for fuel storage, temporary laydown and staging. PPA’s work area is adjacent to the breakwater and provides direct access to the beachfront area.


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Table 17: Post-foundation stage – eastern planning precinct, services corridors and roads

Precinct Area Details / permitted uses Development detailsEastern

planning precinct

Supply base and logistics area.

Area no. 1. • Area = 68,325 m2.• Finished elevation






Multi-user area no. 2. • Fuel storage (including micro-LNG).

• Temporary laydown.• Staging area.


PPA work area. • Access to beach.• Vehicle parking.


Services corridors

Provide services to supply base and logistics area and to the eastern site of the port.

• Services.• Utilities.• Drainage.• Fuel Pipelines.

• Finished elevation approximately RL 4.5 m AHD.

Roads Ring road around the supply base and logistics area.

• Designed to suit road train traffic, with heavy duty pavement and large radius curves.

• Two lane road, one lane in each direction.

• Width of seal = 8.0 m plus unsealed shoulders 1.0 m wide.


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Figure 26: post-foundation stage port layout – supply base and logistics area

ServicesThe provision of power and water in the post-foundation stage of the port’s development has been contemplated and may occur in a staged fashion. The need for both utilities in the efficient and effective functioning of the port is considered essential (Figure 27).

In the intermediate future, it is likely that PPA will install temporary diesel powered generators. Power would be transmitted to the Port Administration Building (to be located near the MOF) via the central services corridor in multi-user area no. 1. In the medium to longer term, depending on power demand, several possibilities exist for supplying permanent power to the port, including:• Solar panels – this option would require sufficient land area for the panels (most likely in the

strategic industrial estate) and improved battery storage technology.• Extending a power transmission line from a power station to supply power to the port.• Installing gas-fired generators, with gas being supplied from an LNG tank that is regularly replenished

by road transport from a mini-LNG plant within the region.• Installing gas-fired generators, with gas being supplied from a possible future gas pipeline within

the area.


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The possibility of wind generated power has been considered, and it was concluded that the wind climate at Ashburton North has neither the consistency nor the strength to sustain a wind power installation.

At PPA’s request, the foundation proponent ensured that the design of the PLF was able to accommodate a seawater intake pipeline, a brine outfall pipeline, a wastewater outfall pipeline and associated equipment, and that an easement would be created on the PLF over PPA’s infrastructure to ensure ease of access to the pipework in the future. The future pipework will provide seawater to a desalination plant likely to be located at the southern portion of multi-user area no. 1. From that location, desalinated water would be reticulated as needed within the port.

Figure 27: Post-foundation stage port layout – services and utilities


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4.2.3. Eastern infrastructure corridorPPA has worked with DSD, LandCorp and the foundation proponent to ensure that planning for the EIC is consistent with planning for the State’s MUIC to eliminate any conflict in the locations of services and facilities where the two corridors connect.

Services corridorsThe EIC has a total width of 210 m. On the western side of the port access road, adjoining the Wheatstone plant site, there is a 30 m wide services corridor that accommodates the foundation proponent’s domestic gas pipeline within a 10 m wide easement. The remaining 20 m is available for services such as telecommunications cables, water and sewerage pipelines. The future installation of water and sewer pipelines would potentially be associated with connecting a fully developed gate house facility to the main port area.

It is envisaged that the 100 m section on the eastern side of the port access road may be fully developed by 2050. Accordingly, an allowance has been made for:• Synthetic lubricant pipelines (20 m wide corridor) accommodating six to eight small diameter

pipelines supported on sleepers or elevated pipe racks.• A gas pipeline (20 m wide corridor) accommodating a small diameter, low pressure pipeline from a

gas lateral pipeline distant from the port, to supply a gas-fired generator at the port.• A power transmission line (25 m wide corridor) to supply power to the port from a power station

distant from the port• A drainage swale (25 m wide corridor) to enable outflows from the various culverts across the EIC to

be directed into the appropriate natural drainage channels.

The 100 m section on the eastern side of the port access road will not need to be constructed to a finished elevation of RL 4.5 m AHD if it is deemed acceptable for it to be inundated for short periods of time at infrequent intervals. The finished level will only need to be sufficient to enable construction works to proceed in dry conditions and for access to become available again quickly after an inundation event.

RoadsIn the middle of the EIC is an 80 m wide road corridor, which accommodates the port access road and its associated works and facilities, such as road signs, lighting, guardrails, rock slope protection and culvert headwalls. The northern portion of the port access road has a sealed width of 40 m and is referred to as the ‘heavy haul road’. The southern portion of the port access road has a sealed width of 20 m. The road pavement over the full extent of the road in the EIC has been designed to accommodate the passage of pre-assembled modules up to 5,000 t on SPMTs, depending on the module carrier set up and the specific load foot print. The road pavement has also been constructed to a finished elevation of RL 4.5 m AHD or slightly higher, to ensure all-weather access in the long term. Both the northern (40 m) and southern (20 m) portions of the port access road are wider than necessary to properly manage normal traffic in and out of the port, and traffic lanes will be indicated by line marking to provide the guidance that drivers would expect on a road of normal width (Table 18 and Figure 28).


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It will be possible to bring modules all the way down the port access road from the MOF to the gate house, where a restriction in width will apply. While still conceptual at this stage, the proposed sliding security gate would have a maximum opening of 35 m. A future proponent may be able to transport a 30 m wide module down the 20 m wide southern section of the port access road by having the module overhang by up to 5 m on each side, otherwise the port access road would need to be widened. While space has been allocated to accommodate any future road widening, such road widening would be wholly funded by future proponents in the strategic industrial estate. The cost to widen the road may not be financially viable considering that the State’s MUIC south of the EIC is somewhat narrower than the EIC. It would also then fall to a future proponent to widen and/or strengthen the road in the MUIC as well.

PPA understands that the foundation proponent’s largest modules were approximately 30 m wide and 5,000 t in weight. This is considered to be at the large end of scale of modules coming into the Pilbara. Other hydrocarbon processing projects in the Pilbara have used smaller modules approximately 10 – 1 m wide and up to 1,000 t in weight.

Gate house facilityAt the southern end of the EIC, the gate house facility marks the formal entry point to the Port of Ashburton, where PPA assumes responsibility for land management and port operations. The three way geometric arrangement of the gate house facility and the port access road, the State’s MUIC and the entrance to the Wheatstone plant site has been endorsed by MRWA. The conceptual gate house facility design allows for an area 200 m long by 80 m wide that could potentially accommodate:• A sliding gate.• A length of road where vehicles may queue near the gate house if necessary, before proceeding

through the gate.• A gate house building that can accommodate security personnel and others such as first aid,

environmental, and health and safety personnel.• A carpark for vehicles for PPA personnel based at the gate house, and for vehicles of visitors who

may need to be met by PPA personnel to be escorted into the port.• A road train turnaround for use in the unlikely event that a triple road train sized vehicle is denied

entry to the port.


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Table 18: Post-foundation stage – eastern infrastructure corridor

Precinct Area Details / permitted uses Development detailsRoads Gate house facility. • Port access gate.

• Signage to manage the transportation of sensitive chemicals (also included in PPA’s mandatory online induction).

• Area = approximately 1.6ha.


Port access road (southern section) – additional widening.

• Potential to increase road width by up to 20 m.

• May be simulated dual carriageway with appropriate line marking.

• Otherwise designed to MRWA standards.

• Length = 2.5 km.• The road has been

designed for the cartage of module loads up to 5,000 t on SPMTs (depending on the module carrier set up and specific load foot print).


Port access road (northern section / heavy haul road).

• May be simulated dual carriageway with appropriate line marking.

• Otherwise designed to MRWA standards.

• Length = 1.1 km.• The road has been

designed for the cartage of module loads up to 5,000 t on SPMTs (depending on the module carrier set up and specific load foot print).


Services corridors

West of the port access road.

• 10 m wide exclusive use easement – foundation proponent’s domestic gas pipeline.

• 20 m wide services corridor.


East of the port access road.

• Synthetic lubricant pipelines.

• Gas pipeline.• Power transmission line.• Drainage swale.

• Elevation may vary from RL 0 m AHD to RL 4.5 m AHD.


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Figure 28: Post-foundation stage port layout – Eastern infrastructure corridor


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Provision for future telecommunications cableProvision for future water pipeline

Road CorridorServices CorridorUnused

3m5m 6m 6m

80m 25m

100m

20m10m


B

Maximum Spreadof Wheels 20m

5m RL

Provision for future sewer pipeline

110m

MOF Heavy Haulroad40m

Drainage Swale Gas to Port

5m 20m 20m

SyntheticLubricants

Power to Port

25m 5m

4.6m RL approx.

Figure 29: Post-foundation stage port layout – EIC cross section – northern terminus (AA’)

Provision for future telecommunications cableProvision for future water pipeline

Road CorridorServices Corridor

3m5m 6m 6m

80m 25m

100m

20m10m


B

Maximum Spreadof Wheels 20m

5m RL

Provision for future sewer pipeline

110m

MOF Heavy Haulroad40m

Drainage Swale Gas to Port

5m 20m 20m

SyntheticLubricants

Power to Port

25m 5m

Proponentlease area

Outline of pre-assembled module28m w x 28m h

Sliding gate in fully open position(35m clear opening)

Slope stabilisation treatment B' 4.6m RL approx.

Figure 30: Post-foundation stage port layout – EIC cross section – southern terminus (BB’)


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5. DEVELOPMENT OPPORTUNITIES

These development opportunities assume favourable market conditions, that all approvals can be obtained and that all constraints to development can be managed (Table 19).

Table 19: Port of Ashburton – opportunities

Opportunity ConsiderationsFoundation proponent LNG expansion.

• Foundation proponent expansion from start-up export capacity of 8.9Mtpa LNG to an ultimate export capacity of 25Mtpa LNG.

• All PPA leases, licences and land tenure are in place to allow expansion to ultimate export capacity.

Enablers:• Increased global demand for LNG.

Second LNG proponent. • Second LNG proponent/project to establish export facilities at the port.

• Land has been earmarked in the western planning precinct for a second LNG proponent’s LNG storage tanks, pipelines and supporting infrastructure, condensate storage tanks and flares.

• Heavy haulage roads and services corridors to link the LNG processing plant located within the strategic industrial estate, with export facilities located in the port.

Enablers:• Increased global demand for LNG.• Continuing gas discoveries.

Downstream processed hydrocarbons (other than LNG).

• Downstream processing of hydrocarbons (other than LNG) to establish export facilities at the port.

• Land earmarked in the port for bulk liquid storage tanks to support export operations.

• Heavy haulage roads and services corridors to link processing plant/s located within the strategic industrial estate, with export facilities located in the port.

Enablers:• Increased demand for bulk liquids products.• Ready access to affordable domestic gas (as an input feedstock)

on long term contracts.


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Opportunity ConsiderationsSupply base capability. • Development of up to three supply base operations at the port.

• Land has been earmarked in the eastern planning precinct to support supply base operations.

• A secondary supply base has also been earmarked in the strategic industrial estate.

• Access to the MOF would be provided on a fair and equitable basis.

• A second MOF would increase the supply base capability of the port.

• Heavy haulage roads and services corridors connecting the supply base with the regional road transport network.

Enablers:• Increased demand for oil and gas.• Continuing offshore exploration activity.• Demand for supply to offshore facilities and to Barrow Island.

Oil and gas exploration based activities.

• Laydown and storage areas have been earmarked in the eastern planning precinct to support a range of offshore support activities.

• Access to the MOF to be provided on a fair and equitable basis.

Enablers:• Increased exploration activity in the offshore southern and

western Carnarvon Basin.

General cargo. • Import/export of general cargo through the port to the strategic industrial estate and the hinterland areas.

• Heavy haulage roads and services corridors connecting the port with the strategic industrial estate.

Enablers:• Increased market demand.

Fuel storage and distribution. • Establishment of fuel storage and distribution services at the port.

• Land has been earmarked in the eastern planning precinct to support fuel storage and distribution operations.

Enablers:• Increased demand for diesel in the West Pilbara.

Helicopter transport services. • Establishment of a helicopter transport service from the port.• Land has been earmarked in the eastern planning precinct to

support a helipad and associated infrastructure.

Enablers:• Increased demand for oil and gas.• Continuing offshore exploration activity.


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6. APPROVALS

All proposals to develop and construct new infrastructure and / or modify existing infrastructure within the port will need approval from PPA. PPA’s Port Development Guidelines (Pilbara Ports Authority, 2015c) (PDGs) explain step-by-step the process for seeking approval from PPA and provide detailed performance criteria and minimum development requirements for both land and marine developments.

The granting of development approval and / or construction approval from PPA does not necessarily give consent to undertake the works, approvals from other regulatory and statutory authorities may be required. Typical approvals from other authorities are listed in Table 20.

Table 20: Other regulatory and statutory approvals

Regulatory or Statutory Authority Type of Approval

Department of Aboriginal Affairs (DAA) (Western Australia)

PPA recognises the importance and significance of Aboriginal heritage and has developed a Cultural Heritage Management Plan (CHMP) (Pilbara Ports Authority, 2015b) and associated procedures. This documentation allows PPA to operate in areas containing heritage values by avoiding, protecting and mitigating impacts in compliance with heritage legislation and in consultation with relevant stakeholders, including but not limited to Traditional Owners, proponents and regulatory Authorities.Aboriginal heritage sites are protected under legislation and statutory approval is be required if they are to be disturbed or relocated.Future individual commercial proponents should fund their own ‘site identification’ heritage surveys suitable for clearance under Section 18 of the AHA 1972 prior to undertaking any works for their respective projects.

Department of Environment Regulation (DER) (Western Australia)

The CSA 2003 deals with the requirements for identifying, recording, managing and remediating contaminated sites within the State. The CSA 2003 requires owners, occupiers and polluters to report known or suspected contaminated sites to DER. A site may be contaminated if a substance concentration exceeds the background level, and may present a risk to human health or the environment.Development proposals may require assessment by the Department of Environment Regulation for potential environmental impacts during construction and/or operation.A Native Vegetation Clearing Permit may be required for the proposed development. DER provides guidelines for clearing permits, exemptions and regulations for clearing native vegetation.www.der.wa.gov.auDepending on the size and complexity of the proposed development, proponents may also need to consult with the Environmental Protection Authority (EPA).www.epa.wa.gov.auand the Department of Parks and Wildlife (DPAW).www.dpaw.wa.gov.au

http://www.der.wa.gov.au

http://www.dpaw.wa.gov.au/


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Department of Fire and Emergency Services (DFES) (Western Australia)

Fire hydrants and other required fire fighting resources must be provided in accordance with DFES requirements.www.dfes.wa.gov.au

Department of Mines and Petroleum (DMP) (Western Australia)

DMP issues a wide range of licences that include (but are not limited to) licencing the storage and handling of dangerous goods, licensing major hazard facilities and licencing petroleum and natural gas pipeline licences.www.dmp.wa.gov.au

Department of State Development (DSD) (Western Australia)

SAAs are enacted by the Parliament of Western Australian in order to foster industrial and economic growth, and support the development of major resource projects. SAAs and State Development Agreements are administered on behalf of the State by DSD.www.dsd.wa.gov.au

Department of the Environment and Energy (DotEE) (Commonwealth)

DotEE assesses proposed developments that may significantly impact the environment. DotEE issues environmental approvals, grants sea dumping permits and issues approvals associated with historic shipwrecks in Commonwealth waters.www.environment.gov.au

Department of Water (DoW) (Western Australia)

DoW is responsible for managing the State’s water resources, and the issuing of various licences and permits.www.water.wa.gov.au

Heritage Council of Western Australia (HCWA)

HCWA is the State’s advisory body on built-heritage matters, encourages the conservation and sensitive development of heritage sites, and maintains the State Register of Heritage Places. If non-indigenous heritage values are registered, advice from HCWA should be sought.www.heritage.wa.gov.au

Horizon Power (HP) (Western Australia)

New power lines required in road reserves within port management lands must only be located in defined service corridors with the approval of both PPA and HP.www.horizonpower.com.au

Local Government Authority (LGA) (Western Australia)

Building Permits may be obtained from the relevant LGA in accordance with the requirements of the Building Act 2011 (Western Australia) (BA2011).

Water Corporation (WaterCorp) (Western Australia)

WaterCorp approval must be obtained if a water supply is required from existing water pipes or if the installation of new pipes and water meters are required. All works must be carried out in accordance with WaterCorp’s requirements.www.watercorporation.com.au

http://www.dfes.wa.gov.au

http://www.dmp.wa.gov.au

http://www.dsd.wa.gov.au/

http://www.environment.gov.au/

http://www.water.wa.gov.au

http://www.heritage.wa.gov.au

http://www.horizonpower.com.au

https://www.watercorporation.com.au/


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Western Australian Museum (WAM)

WAM is responsible for the protection of maritime archaeological sites on State land and in State waters. If maritime archaeological artefacts are registered or found within the proposed development area, advice from WAM should be sought.Maritime heritage legislation places restrictions around the disturbance, removal or interference of these areas or items, unless appropriate State and Commonwealth approvals are first obtained. Development activities will need to comply with the requirements of the MAA 1973 and the HSA 1976 and any other relevant legislation or agreements relating to maritime heritage.www.museum.wa.gov.au

http://museum.wa.gov.au/


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7. NEXT STEPS

The future development of the port reflects the state government’s original intention that the port focus on hydrocarbon related trade. The future layout of the port plans for and targets LNG, condensate and LPG, other processed gas products, offshore oil and gas support industries, logistics, fuel handling and general cargo. The realisation of future trade opportunities has the potential to: result in further commercialisation of hydrocarbon resources in the offshore Carnarvon basin, increase Australia’s share of international LNG commodity markets, attract new market entrants to the oil and gas industry, result in the development of further common use export infrastructure with fair and equitable access regimes, and return an economic dividend to the region and the State.

The next steps are to ensure that the PPA is operationally ready for the handover of facilities from the foundation proponent to PPA. It is envisaged that at that time, the PPA will also update this Port Master Plan to capture early planning for the post-foundation stage development of the port.

The next full review of the Port Master Plan is scheduled for 2021.


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8. BIBLIOGRAPHY

Australian Institute of Aboriginal and Torres Strait Islander Studies (Commonwealth). (n.d.). Native Title Corporations – Buurabalayji Thalanyi Aboriginal Corporation. Canberra. Retrieved from http://nativetitle.org.au/profiles/profile_wa_buurabalayjithalanyi.html

BG & E. (2012). Port of Ashburton Flood and Drainage Study. Perth.

Bureau of Meteorology. (2016, June). Onslow Averages. Onslow. Retrieved from http://www.bom.gov.au/climate/averages/tables/cw_005017.shtml

Chevron Australia. (2010, July). ERMP / EIS – Technical Appendices G1 – M1. Retrieved from https://www.chevronaustralia.com/docs/default-source/default-document-library/wheatstone-draft-eis-ermp-technical-appendices-g1-h1-i1-i-web.pdf?sfvrsn=0.

Department of Aboriginal Affairs (Western Australia). (2016). Aboriginal Heritage Inquiry System. East Perth. Retrieved from http://www.daa.wa.gov.au/heritage/place-search/

Department of Environment Regulation (Western Australia). (2016). Contaminated Sites. Perth. Retrieved from https://www.der.wa.gov.au/your-environment/contaminated-sites

Department of Parks and Wildlife (Western Australia). (2015). Threatened Plants – Declared Rare Flora. Perth. Retrieved from https://www.dpaw.wa.gov.au/plants-and-animals/threatened-species-and-communities/threatened-plants

Department of Parks and Wildlife (Western Australia). (n.d.). Marine Parks and Reserves. Retrieved from https://www.dpaw.wa.gov.au/management/marine/marine-parks-and-reserves

Department of the Environment (Commonwealth). (2012). Australia’s Bioregions. Canberra. Retrieved from https://www.environment.gov.au/land/nrs/science/ibra.

Department of the Environment (Commonwealth). (2014). Commonwealth Marine Reserves. Canberra. Retrieved from http://www.environment.gov.au/topics/marine/marine-reserves

Department of the Environment (Commonwealth). (2015). National Vegetation Information System. Canberra. Retrieved from https://www.environment.gov.au/land/native-vegetation/national-vegetation-information-system.

Department of the Environment (Commonwealth). (2016). Threatened Ecological Communities. Canberra. Retrieved from https://www.dpaw.wa.gov.au/plants-and-animals/threatened-species-and-communities/threatened-plants

National Native Title Tribunal (Commonwealth). (2008). National Native Title Register Details – WCD2008/003 – Thalanyji. Retrieved from http://www.nntt.gov.au/searchRegApps/NativeTitleRegisters/Pages/NNTR_details.aspx?NNTT_Fileno=WCD2008/003

Pilbara Ports Authority. (2015a). Port Development Strategy 2030 (A309636). Perth.

Pilbara Ports Authority. (2015b). Cultural Heritage Management Plan (A230990). Perth.

Pilbara Ports Authority. (2015c). Port Development Guidelines (A321884). Perth.

Pilbara Ports Authority. (2015d). Port of Ashburton – Port Handbook (A242137). Perth.


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State Heritage Office (Western Australia). (2016). State Heritage Register. Perth. Retrieved from http://stateheritage.wa.gov.au/admin-pages/search-results?indexCatalogue=full-index-new& searchQuery=Heritage Place No. 3444 Old Onslow Townsite OR Heritage Place No. 3444 Old Onslow Townsite%2A&wordsMode=0

Town Planning and Urban Design. (2012). ANSIA Stage 1B and 1C Development Plan Report. Perth.

Western Australian Museum (Western Australia). (2016). Maritime Archaeology Shipwreck Database. Perth. Retrieved from http://museum.wa.gov.au/maritime-archaeology-db/wrecks

All PPA publications are available on PPA’s website: www.pilbaraports.com.au.

http://www.pilbaraports.com.au

Documents

Port of Ashburton Master Plan 2050 - Pilbara Ports Authority · Table 1: Port of Ashburton – port lands, seabed and waters 8 Table 2: Planning areas 18 Table 3: Marine planning