Connell Wagner Pty Ltd ABN Boundary Street Spring Hill Queensland 4004 Australia

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1 Connell Wagner Pty Ltd ABN Boundary Street Spring Hill Queensland 4004 Australia Telephone: Facsimile: cwbne@conwag.com LNG Production and Export Precinct Public Release Document 28 March 2008 Reference Revision 2

2 Document Control Document ID: P:\MRN\ GLADSTONE LNG\DOCS\REPORT\PUBLIC RELEASE\GLADSTONE LNG - SITE SELECTION STUDY_PUBLIC RELEASE REV 1_CLEAN.DOC Rev No Date Revision Details Typist Author Verifier Approver 0 4 March 2008 Initial Draft for feedback SB BKB SJB 1 17 March 2008 Draft with Client s Comments SB BKB SJB 2 28 March 2008 Final Issued to Client SB BKB SJB GRH A person using Connell Wagner documents or data accepts the risk of: a) Using the documents or data in electronic form without requesting and checking them for accuracy against the original hard copy version. b) Using the documents or data for any purpose not agreed to in writing by Connell Wagner.

3 Contents Section Page Executive Summary 4 1. Introduction Scope of works Study context statement Industry description Construction phase Operational phase 8 2. Existing information Review of existing information provided by DIP 9 3. Design criteria Vessel parameters Future vessel size considerations Vessel separation Port of Gladstone data Tides Currents Waves Extreme water levels Existing channel dimensions Under keel clearance Channel dimensional requirements Port Alma data Tides Channel dimensions Further environmental conditions SIGTTO Site selection and design for LNG ports and jetties Critical requirements of a conceptual LNG plant and infrastructure Safety and security zone Cryogenic pipeline Gas delivery Transport and infrastructure for both construction and operations Site assessment criteria Common user infrastructure considerations Identification of sites within the Gladstone Region High level assessment of possible sites Sites excluded on first cut review Site inspection Inspection findings Determination of long-listed sites Land use and zoning 47 FILE Q:\BNS-MRN\ GLADSTONE LNG\DOCS\REPORT\PUBLIC RELEASE\GLADSTONE LNG - SITE SELECTION STUDY_PUBLIC RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 2 PAGE i

4 9. Determination of short-listed sites Fatal flaw considerations Mainland Curtis Island sites Ranking of short-listed sites Land tenure Concept layout drawings Concept layouts and capex differentiators Primary assumptions Approach Outcomes Twin berth export facility Cost differentiation Concept assessment conclusions Study conclusions 64 Glossary of Technical Terms 66 Appendix A Common User Infrastructure Review Appendix B Drawings FILE Q:\BNS-MRN\ GLADSTONE LNG\DOCS\REPORT\PUBLIC RELEASE\GLADSTONE LNG - SITE SELECTION STUDY_PUBLIC RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 2 PAGE ii

5 Disclaimer Exclusive Use This report has been prepared by Connell Wagner at the request of the Department of Infrastructure and Planning ( Client ), exclusively for the use of its Client. Third Parties It is not possible to make a proper assessment of this report without a clear understanding of the terms of engagement under which the report has been prepared, including the scope of the instructions and directions given to and the assumptions made by the consultant who has prepared the report. The report is scoped in accordance with instructions given by or on behalf of the Client. The report may not address issues which would need to be addressed with a third party if that party s particular circumstances, requirements and experience with such reports were known, and may make assumptions about matters of which a third party is not aware. Connell Wagner therefore does not assume responsibility for the use of, or reliance on, the report by any third party and the use of, or reliance on, the report by any third party is at the risk of that party. Scope and Information The scope of Connell Wagner s brief in this matter, including the scope of investigation requested by Client, means that the report necessarily concentrates on general industry requirements and issues. The report is also based on information provided to Connell Wagner by other parties. The report is provided strictly on the basis that the information that has been provided is accurate, complete and adequate. Connell Wagner takes no responsibility and disclaims all liability whatsoever for any loss or damage that the Client may suffer resulting from any conclusions based on information provided to Connell Wagner, except to the extent that Connell Wagner expressly indicates in the report that it has verified the information to its satisfaction. No Comment on Commercial Feasibility The findings, observations and conclusions expressed by Connell Wagner are not, and should not be considered as, an opinion concerning the commercial feasibility of the prospective industry. This report, in whole or in part, may only be reproduced or published with the prior written permission of Connell Wagner, and this explanatory statement must accompany every copy of this report. Public release document The Study is prepared for the information and consideration of Cabinet via the Department of Infrastructure and Planning. This Public Release version of the study report has been prepared to provide background material relevant to potential for future Government decisions. Any information considered confidential at the time of writing the report and not considered appropriate for public release has been deleted. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 3

6 Executive Summary The ( DIP ) is seeking to examine the emerging liquefied natural gas ( LNG ) industry in the Port of Gladstone. DIP has commissioned Connell Wagner to identify and rank sites within the Port at which plant and associated infrastructure could be located to form an LNG precinct commencing at 3 Mtpa production, with potential to expand to 10 Mtpa. The purpose of this study is to inform the Government about the infrastructure issues surrounding the development of an LNG industry in Queensland for the purpose of significant future Government deliberations and decisions, and about establishing a location and recommendations regarding common user infrastructure for an LNG industry. This study is running in parallel with a separate commission being undertaken by McLennan, Megasanik & Associates to investigate the Viability and State Cost / Benefit of establishing an LNG industry in Queensland. The scope of this study includes the following: Review of existing information Determination of critical requirements of a conceptual LNG plant and infrastructure allowing for future growth Determination of criteria to assess all possible sites Determination of a long list of possible sites within the Gladstone region Establish a short list and conduct a thorough assessment and ranking of short listed sites Design criteria for LNG facility operations were established in relation to LNG carrier size and operations, port configuration, loadout wharf facilities, LNG processing plant and associated infrastructure, cryogenic pipeline, safety and security clearance zones. The environment and community, gas delivery capacity and transport and infrastructure considerations for both construction and operation phases were also addressed. Site assessment criteria were developed and grouped into relevant areas to assist with consideration and ranking of the sites. The study initially identified a total of 13 sites for high level assessment (refer Section 6). A first cut review was undertaken resulting in a long list of 9 sites, of which 6 were located on Curtis Island. Curtis Island has been considered in many development proposals to date but as yet is primarily undeveloped and requires significant infrastructure to be established, including an access road bridge, in order to facilitate significant development. The long list of 9 sites were then assessed against pre-determined criteria (refer Section 4) using a multifactor evaluation technique. A fatal flaw analysis was undertaken (refer Section 9), in conjunction with a site inspection. The site inspection was undertaken to confirm issues relating to shipping access, land side access, services access, land form and the environment. Interviews were also held with representatives of the Gladstone Economic and Industry Development Board, Central Queensland Ports Authority and the Regional Harbour Master (Maritime Safety Queensland). Short listed sites were then determined as: North China Bay Hamilton Point West Both of these sites are on Curtis Island and are, coincidentally, adjacent. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 4

7 A more detailed assessment of the two sites was then undertaken. This involved preparation of site layout drawings in order to enable consideration of the practicality of siting of the LNG plant and product loading jetty, barge landing sites to facilitate large module delivery, high level capital expenditure cost comparison, assessment of expansion capability (beyond 10 Mtpa), and ultimately a final ranking of each site. The study conclusions result in a marginal ranking of the North China Bay site as the preferred development site for an LNG processing precinct. This site ranked only marginally better than the adjacent Hamilton Point West site, however, it is noted that the North China Bay site has the attraction of additional adjacent areas suitable for further LNG operations expansion or for synergistic development. Although the North China Bay and Hamilton Point West sites are adjacent, they are separated by a ridge, and therefore may not be easily merged. Notwithstanding the recommendation for North China Bay as a preferred site, it may be that synergies between the two shortlisted sites and potential proponents could be developed. As such, site layouts may be revisited in terms of optimisation, synergistic development opportunities and sharing of common user infrastructure etc. Such opportunities will only become evident following definition of particular proponent requirements and further detailed analysis of the sites and development requirements. During the course of the study it became evident that further detailed consideration of channel widths and LNG carrier access arrangements, beyond the scope of this study, is required. Work is currently underway by CQPA and MSQ in terms of ship simulation work to address safe vessel movement, and hence any resultant increased dredging requirements. This assessment is critical in order for decisions relating to overall project costs and potential common user infrastructure access requirements to be made. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 5

8 1. Introduction 1.1 Scope of works The ( DIP ) is seeking to determine the viability of a liquefied natural gas ( LNG ) production and export facility in the Port of Gladstone. Consequently, DIP has engaged Connell Wagner ( CW ) to identify and rank sites within the port at which plant and associated infrastructure could be located. The following report details the key tasks and findings of the study. The purpose of this study is to inform the Government about the infrastructure issues surrounding the development of an LNG industry in Queensland for the purpose of significant future Government deliberations and decisions, and about establishing a location and recommendations regarding common user infrastructure for an LNG industry. In parallel with this study, DIP commissioned independent consultants to assess the impact of the development of an LNG industry in the state of Queensland. It should be noted that this is a high level strategic study and is not intended to be an environmental assessment, application for approval, nor a definitive statement of all infrastructure requirements. 1.2 Study context statement There are currently a number of proponents considering Gladstone as an option for establishment of export facilities for LNG (from Coal Seam Gas). The proponents are suggesting onshore storage and plant developments of varying size, with different site and infrastructure requirements. Some proponents have publicly released their proposal details, with others wishing to remain confidential. In terms of establishing the context of this study, the have advised the following: The study is to be undertaken on the basis of establishing shared common user services and common user infrastructure to suit a number of possible proponents over time The study should identify an LNG Precinct located in the Gladstone region The study outcomes / recommendations should establish the preferred option from the perspective of the best interests of the State of Queensland, and on the assumption that the State ultimately desires to support the establishment of an LNG export industry in some form Consequently no proponent specific requirements will be identified in the study in relation to plant, services, location or site requirements etc. Notwithstanding, each of the proponents has been given the opportunity to present to and liaise with the study team in order to clarify and identify general overall industry requirements. Such presentations and any subsequent discussion and industry consultation has been undertaken in a confidential manner. No proponents or specific proponent requirements will be identified in this report, other than general LNG industry requirements. The purpose of the study is therefore, to identify a precinct which could be set aside for development of an LNG industry of up to 10 Mtpa, on the expectation that bringing similar projects together would facilitate the provision of common user infrastructure, as well as delivering other benefits. It is noted that individual proponents operating at a smaller scale may find alternative sites attractive to them outside of the precinct for various reasons. Such smaller proponent projects will be subject to existing development approval processes and scrutiny by the respective approving authorities. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 6

9 It is further noted that following the issue of the Final Report to DIP on 23 November 2007 there has been a number of public statements by additional LNG proponents. This demonstrates the recent rapid growth in interest with regard to producing LNG from coal seam gas, along with the importance of adopting an outcome which will facilitate the establishment of an LNG industry in the State and providing capability for entry by a number of industry proponents. 1.3 Industry description For the purpose of assisting readers as to the nature of LNG processing operations, the following description of typical plant facilities and operations is provided. The industry is expected to be based on the use of Coal Seam Gas ( CSG ) from gas resources in the Bowen and Surat Basins as feed gas for a nominal 3 Mtpa LNG liquefaction and export facility. Over time it is anticipated that total annual production may increase to 10 Mtpa. This study only focuses on the site selection for the LNG liquefaction, storage and export wharf facilities in the Gladstone region. The function of an LNG plant is to receive CSG via a delivery pipeline running through established / approved service corridors to the selected plant site. On entry into the plant the CSG will feed through metering facilities which will measure the gas received at the plant. Metering facilities are typically used for pipeline monitoring and gas accounting. The metering facilities are also likely to contain equipment to remove any liquid from the CSG in order to meet gas delivery requirements. The CSG is then processed into LNG using an established proprietary process to be adopted by the proponent. The plant area where the CSG is processed into LNG is commonly called a process train. Following processing, the LNG is stored on site in one or more large storage tanks refrigerated to approximately -161 degrees centigrade. Export of the LNG is undertaken via a cryogenic pipeline from the storage tank to the export wharf, where specialised LNG carriers typically operate on a dedicated route between the LNG plant and the receiving customer s facilities. Establishment of the industry would include the construction and operation of the following major components: A construction jetty to enable pre-assembled modules ( PAMS ) associated with the plant to be delivered to the site Initially a single train LNG plant of nominal 3 Mtpa production capacity which comprises: CSG processing facilities to remove impurities and refrigerate the natural gas to liquid state On site LNG storage tanks Plant infrastructure and facilities A loadout jetty to enable transfer of LNG from the storage tank(s) to LNG carrier A dedicated fleet of LNG carriers to transport the LNG to the customer Construction phase The construction phase would involve major engineering contracts which may include: Clearing and civil works for the plant site and construction of the plant components Construction of common user infrastructure such as access roads (bridges) services etc Construction of a construction jetty/facility to enable PAMS delivery Construction of the on site storage tank(s) Construction of the approach jetty and loadout wharf Associated channel and swing basin dredging and spoil disposal RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 7

10 Typically a significant construction workforce peaking at 1,500 to 2,000 could be anticipated during the construction period. Whilst not uncommon to Gladstone, such a peak workforce would require provision of the necessary accommodation and place pressures on community services etc. The degree of such pressures would depend on whether or not any other major infrastructure projects occur concurrently in the Gladstone region. Associated with the plant construction would be the construction of the delivery pipeline from the coal seam gas fields. All aspects of the project would be subject to the appropriate Queensland Government and Commonwealth Government environmental and development approvals processes. It is likely that construction would occur over a nominal two to three year period following the necessary approvals Operational phase Following delivery of the CSG to the plant site by pipeline, operation of the plant would involve treatment of the CSG to remove impurities, the liquefaction to produce LNG and then storage on site awaiting shipment to the customer(s). A workforce of approximately 40 to 60 is anticipated, which would be supplemented by maintenance support operations. Shipping operations would be under the control of the Central Queensland Ports Authority ( CQPA ) and the Regional Harbour Master, Queensland Transport. Carriers would be subject to compulsory pilotage on all vessel movements. Vessel turnaround is anticipated to be approximately 24 hours (approx 14 hours product loading time) with a vessel arriving every 7 to 10 days for a throughput of 3 Mtpa. Tugs would be provided (subject to simulation assessment to determine tug requirements) to ensure safe berthing and departure with operational limitations in regard to minimum tide, maximum wind, maximum current, day/night movements. Cyclone procedures would be established by the Regional Harbour Master. Fire fighting requirements would be established based on a detailed risk assessment and would typically involve provision of fire fighting capability on the tugs, using onboard fire fighting foam storage to classification standards. A tug is normally required to be on standby during LNG loading operations. Fire fighting systems would also be installed on the wharf. The loadout wharf would be fitted with monitoring equipment to assist with ensuring safe ship manoeuvring and product loading operations. Such equipment would most likely include emergency release couplings to contain LNG in the event of an uncontrolled movement of the ship away from the wharf (compromising the loading arm or its connection to the ship). Typical to LNG industry practice, operations would be undertaken under a rigorous regime of risk assessment, hazardous operations assessment, staff training, accreditation etc. The plant would draw on utilities such as power, water, communications etc, which would be subject to determination by the proponents, and negotiation with the respective utility providers. Operational wastes including gas emissions, liquids extracted from the delivery gas stream, atmospheric and fugitive emissions (including flaring of gas), waste water discharges, solid and semiliquid wastes etc would be subject to determination by the proponents and assessment by the regulatory authorities in terms of compliance with emission standards. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 8

11 2. Existing information 2.1 Review of existing information provided by DIP The CQPA and the Gladstone Economic and Industry Development Board ( GEIDB ) have been investigating the establishment of an LNG production and export facility in the Port of Gladstone. Preliminary studies have been carried out on a number of possible sites by various parties and project proponents. CW has sourced this information where possible, noting confidentiality and intellectual property obligations. The report has been written to reflect general LNG industry requirements and practices, and does not identify any proponents or their specific project needs. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 9

12 3. Design criteria 3.1 Vessel parameters In order to assess existing and future LNG vessel trends, the Clarkson Ship Register and other information has been referred to. The Clarkson Ship Register, as of 1 April 2007, lists 227 LNG carrier vessels. The following table summarises the critical parameters regarding these vessels. Minimum Maximum Average Dead weight tonnage (t) ,654 67,895 Length overall (m) Length between perpendiculars (m) Beam (m) Draft (m) Gas Capacity (m 3 ) 1, , ,342 The minimum shown is unlikely to be relevant to the potential facility for Gladstone. Woodside operate LNG processing and export facilities in the Port of Dampier, Western Australia known as the Withnell Bay Terminal. The Whitnell Bay Terminal Information Handbook (February 2006) may be used as a guide to the design vessels operating within the current LNG carrier fleet, and in consideration of potential future vessels. The Withnell Bay facilities cater for design vessels with the following limits: LOA 190 to 300 m DWT 30,000 to 150,000 t It is noted that over 90% of the Clarkson Ship Register vessels fall within the above limits. Those that do not lie within these limits are all smaller than the 190m, and/or 30,000 dwt. Using only those ships greater than 190 m LOA gives the following summary of critical parameters from the Clarkson Ship Register: Minimum Maximum Average Dead weight tonnage (t) 13,400 89,654 70,884 Length overall (m) Length between perpendiculars (m) Beam (m) Draft (m) Gas Capacity (m 3 ) 25, , , Future vessel size considerations Currently the largest LNG carriers in service have capacities in the order of 135, ,000 m 3, however there are a number of vessels currently being constructed that will have capacities up to 250,000 m 3. These larger vessels are a result of the dramatic increase in train sizes currently occurring RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 10

13 in the LNG industry. The following table 1 indicates vessel parameters for larger LNG carriers under consideration. This reference also notes Qatargas II has also set another milestone by ordering eight large LNG carriers four of 209,000 cu m and four of 216,000 cu m. These will exceed the largest LNG ship under construction at Chantiers de l Atlantique, a 153,000 cu m vessel ordered by Gas de France (GdF). Thus, a brief review of anticipated future vessel size indicates anticipated 200,000 and 250,000 cu m vessel classes. Whilst the volume increase is significant, the physical dimensions indicate moderate beam and length increases of between 8% and 24% however, and there is only a marginal loaded draft increase of 5% to 12.0 m. For the purpose of this study, LNG carriers of up to 200,000 cu m capacity is considered appropriate with 313 m LOA, 50 m beam and 12 m draft. Future growth to 250,000 cu m capacity is not excluded, however it is considered less likely for CSG. Requirements for such large vessels will dictate assessment by the Harbour Master if contemplated by the CSG industry. Whilst the draft remains unchanged at 12 m, the handling characteristics of the ship may differ from the smaller ships, and thus require adoption of increased under keel clearance allowances, tug requirements etc Vessel separation Vessel separation for multiple adjacent berths within the Port of Gladstone is specified by the Harbour Master to be greater than 50 m, and typically 80 m. However, for the situation of LNG carriers, the minimum vessel separation will be greater due to safety exclusion zones for a single vessel at berth. Safety and exclusion zones for vessels are discussed later in this report. 1 LNG Observer, 3 October 2005, Volume 2, Issue 4 RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 11

14 3.2 Port of Gladstone data Recently, Connell Wagner (as part of the Connell Hatch joint venture) has completed a preliminary design for the proposed Wiggins Island Coal Terminal offshore facilities. Data obtained for use in this study is presented to be used as general data for consideration of various sites within the Port of Gladstone. Some sites may have relatively significant differences from the data for the Wiggins Island site, however the following parameters are provided to assist with the high level considerations of this study Tides The tidal information is sourced from the Official Tide Tables published by Queensland Transport, specifically relating to Auckland Point. Tidal planes for Gladstone Tidal Plane Highest Astronomical Tide (HAT) 4.69 Mean High Water Spring (MHWS) 3.91 Mean High Water Neap (MHWN) 3.06 Mean Sea Level (MSL) 2.35 Australian Height Datum (AHD) Mean Low Water Neap (MLWN) 1.52 Mean Low Water Spring (MLWS) 0.67 Lowest Astronomical Tide (LAT) 0.00 Still Water Level (m LAT) Currents A tidal current of 3.0 knots (1.54 m/s) within the port is adopted as the maximum likely current in the Port of Gladstone, as advised by the Harbour Master. Currents may differ with the proposed different dredged channels and wharf locations Waves Wave parameters have been assessed in reference to the Wiggins Island Coal Terminal. Some specific points regarding the Wiggins site that qualify the use of these parameters are as follows: Facing and Curtis Islands effectively shelter the site from ocean generated sea and swell waves The site is a sheltered estuarine environment and only exposed to locally generated waves within Port Curtis Parameters adopted: For a 100 year ARI storm tide level of 3.43 m AHD and a wind speed of 50 m/s, representing a 100 year ARI cyclone, a significant wave height of approximately 2 m is generated within a sector of 90 degrees to 150 degrees. H sig = 2 m T p = 5 s H max /H sig = 1.7 to 2.2 Scenario Extreme water levels Storm Tide Level (m LAT) RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 12

15 100 year ARI 500 year ARI 1,000 year ARI No allowance for greenhouse effects Greenhouse Scenario combined effect of an increase in Maximum Potential Intensity (MPI) of 10% and a poleward shift in tracks of Wave set-up of 0.1 to 0.2 m to be added to the table figures when considering shore-line effects Existing channel dimensions Channel dimensions are taken from current information provided by CQPA, the Harbour Master and the most recent navigational charts of the Port of Gladstone. (Refer Appendix B CQPA Drawing No , Port limits and channel and berth depths) Port of Gladstone existing channel dimensions Channel Name Maintained Depth at LAT (m) Minimum Width (m) Outer Channels Wild Cattle Channel Boyne Channel Golding Channel Gatcombe Channel Auckland Channel Clinton Channel Targinie Channel ByPass Channels Golding ByPass Gatcombe ByPass Auckland ByPass Clinton ByPass Natural Under keel clearance The Harbour Master has expressed limits on under keel clearance in the Port of Gladstone of no less than: 0.5 m in the berth pocket 1.2 m in the inner harbour channels and swing basin 1.8 m in the outer port channel Channel dimensional requirements On the basis of the recommended 200,000 m 3 design vessel with a maximum loaded draft of 12.0 m, and in consideration of the Regional Harbour Master s stipulated under keel clearances, the following port depth requirements are derived in order to provide unrestricted 24 hour port access (subject to weather constraints): RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 13

16 Berth Pocket = 12.5 m Swing Basin = 13.8 m Inner Harbour Channel = 13.2 m Outer Harbour Channel = 13.8 m Desktop calculation of channel width requirements based on the internationally recognised PIANC Guidelines results in an assessment channel width of up to 230 m. Adoption of this channel width would require the widening of all channels in the Port of Gladstone. Given the significant implications of this issue, a more detailed analysis of channel width requirements is being undertaken. Until this analysis is complete, it is assumed that the existing maximum channel width of 180 m in the Port of Gladstone will be acceptable for LNG carriers. Whilst more detailed study of channel width and depth is required, along with maintenance dredging assessments, it is recognised that this study is to remain at a high strategic level. It is therefore considered that some overall rationalisation, consistent with work by others in terms of already calculated dredging volumes, is adequate for the purpose of this study. For the purpose of this study, the following depth and channel configurations are adopted for LNG carrier operations: Berth Pocket = 12.5 m Swing Basin = 14.0 m Inner Harbour Channel = 13.5 m Outer Harbour Channel = 14.0 m All channel widths = 180 m min Should the project proceed, a further detailed optimisation of dredge depths will be required. In relation to the recommended design vessel, and the above assumed parameters, it is noted that: The Outer Harbour Channels (Wild Cattle, Boyne, Golding, Auckland and Clinton) all have adequate depth and width to accommodate LNG carriers at maximum draft All passing channels are currently of insufficient depth or width to accommodate LNG carrier movements Any vessel movements further west of the Clinton Channel will require dredging of the Targinie channel both in depth and width 3.3 Port Alma data Official Queensland Transport Tide Tables 2 and The Port Alma Information Handbook have been used to assemble the following data Tides The tidal information is sourced from the Official Tide Tables published by Queensland Transport. Tidal Planes for Port Alma Tidal Plane Highest Astronomical Tide (HAT) 5.98 Mean High Water Spring (MHWS) 4.81 Still Water Level (m LAT) 2 Queensland Transport, Tide Tables 3 CQPA, Port Alma Handbook, July 2004 RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 14

17 Tidal Plane Still Water Level (m LAT) Mean High Water Neap (MHWN) 3.76 Mean Sea Level (MSL) 2.90 Australian Height Datum (AHD) Mean Low Water Neap (MLWN) 1.86 Mean Low Water Spring (MLWS) 0.81 Lowest Astronomical Tide (LAT) Channel dimensions The following channel depths are as listed in the Port Alma Information Handbook Port Alma existing channel depths Channel Name Balaclava Leads 7.6 Katzach Leads 7.0 Eupatoria Leads 7.9 Shell Point Leads 7.0 Swing Basin 5.8 Berth Pockets 9.2 Maintained Depth at LAT (m) Vessels larger than 165 m LOA currently have varying restrictions on their passage into the Port, depending on individual vessel characteristics. Minimum under keel clearances of 0.7 m in channels and 0.5 m in the swing basin are identified in the Information Handbook. In relation to the recommended design vessel, it is noted that there would be significant dredging required for LNG access to Port Alma Further environmental conditions Information regarding wind, wave, current and extreme water levels are not available to the same level of detail as in the Port of Gladstone. If Port Alma is an option for consideration, further work will be required to arrive at appropriate values for these environmental conditions to carry out the required high-level comparisons. 3.4 SIGTTO Site selection and design for LNG ports and jetties SIGTTO, the Society of International Gas Tanker and Terminal Operators Ltd is a non profit making company, formed to promote high operating standards and best practices in gas tankers and terminals throughout the world. It provides technical advice and support to its members and represents their collective interests in technical and operational matters. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 15

18 The SIGTTO information Paper No 14 Site Selection and Design for LNG Ports and Jetties, January addresses safety issues for LNG ports. It focuses on the elimination of spillages both at the ship/shore interface and in navigational approach channels. The paper concentrates on issues which can be solved when a port is being designed. The Appendix of the paper outlines matters considered essential for consideration as part of the risk minimisation approach. It contains a number of recommendations which are flagged as basic guides to prompt special enquiry into particular aspects of the proposed operation, noting that the actual figures quoted together with their risk reduction effect, still depend on local conditions which have to be covered individually by the operator and port. Factors listed in the Appendix which are relevant for consideration by this study are listed below. Factors can be categorised into design or operational. Design factors in particular have been taken into account when addressing site selection criteria under this study. It should be noted that not all factors are to be adopted as stated, but to be included for consideration in a risk assessment at the appropriate pre-feasibility and/or feasibility stage of the development. 1 The Port 1.1 Port Analysis General Requirements for LNG Options (Where figures are given they refer to LNG carriers of 135,000 m 3 capacity) Speed restrictions for LNG carriers should be appropriate to limit grounding and collision damage. 1.2 Approach Channels and Turning Basins Navigable depths (for most LNG carriers) should generally not be less than 13 metres below the level of chart datum. Under-keel clearances should be established in accordance with the sea-bed quality. Channel width should be about five times the beam of the ship (approximately 250 meters). Turning areas should have a minimum diameter of two to three times the ship s length (approximately 600 to 900 metres). Short approach channels are preferable to long inshore routes which carry more numerous hazards. Traffic separation schemes should be established in approach routes covering many miles. Anchorages should be established at the port entrance and inshore, for the safe segregation of LNG carriers and to provide lay-by facilities in case, at the last moment, the berth proves unavailable. 1.3 Navigational Aids Buoys to mark the width of navigable channels should be placed at suitable intervals. Leading marks or lit beacons, to mark channel centrelines and to facilitate rounding channel bends, should be appropriately placed. Electronic navigational aids, to support navigation under adverse weather conditions, are needed in most ports. 4 Sigtto, Information Paper No 14 Site Selection and Design for LNG Ports and Jetties, January 1997 RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 16

19 General Requirements for LNG Options (Where figures are given they refer to LNG carriers of 135,000 m 3 capacity) Lit navigational aids should be provided to allow ship movements at night. 1.4 Port Services Tugs should be made available and three to four are normally required giving 140 tonnes total bollard pull. (Tugs may be required to meet LNG carriers farther offshore). Mooring services are often required and these services should normally provide a minimum of two boats, each having at least 400 horsepower. Escort services comprising fast patrol craft, to clear approach channels, turning areas, jetty, etc should be provided in busy port areas. Fire fighting services comprising specially equipped craft, or one or more suitably equipped tugs should be provided. 1.5 Port Procedures Traffic control or VTS systems should be strictly enforced to ensure safe harbour manoeuvring between the pilot boarding area and the jetty. Speed limits should be introduced in appropriate parts of the port approach, not only for the LNG carrier but also for other ships. Pilotage services should be required to provide pilots of high quality and experience. Pilot boarding areas should be at a suitable distance offshore. Ship movements by nearby ships, when the LNG carrier is pumping cargo, should be disallowed. Pilots and tugs should be immediately available in case the LNG carrier has to leave the jetty in an emergency. 1.6 Port Operating Limits Environmental limits for wind, waves, and visibility should be set for ship manoeuvres and these should ensure adequate safe margins are available under all operating conditions. Weather limits for port closure should be established. 1.7 Weather Warnings Forecasting for long range purposes should be provided to give warning of severe storms, such as typhoons and cyclones. Forecasting for short range purposes, such as those required for local storms and squalls, should be made available. 2 The Jetty 2.1 Jetty Location Jetty location should be remote from populated areas and should also be well removed from other marine traffic and any port activity which may cause a hazard. The maximum credible spill and its estimated gas-cloud range should be carefully established for the jetty area. River bends and narrow channels should not be considered as appropriate positions for LNG carrier jetties. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 17

20 General Requirements for LNG Options (Where figures are given they refer to LNG carriers of 135,000 m 3 capacity) Breakwaters should be constructed for jetty areas exposed to sea action, such as excessive waves and currents. Restrictions, such as low bridges, should not feature in the jetty approach. Ignition sources should be excluded within a predetermined radius from the jetty manifold. 2.2 Jetty Layout (Subject to detailed design) 2.3 Jetty Equipment (Subject to detailed design) 2.4 Basic Firefighting Facilities (Subject to detailed design) 2.2 Jetty Procedures On shore jetty safety zones should be effectively policed while the ship is alongside thus providing control over visitors and vehicles. Offshore safety zones should be effectively policed by a guard boat to limit the approach of small craft. Passing ships, close to the jetty, should have their speed controlled by the harbour VTS system. Communications procedures should be well established and tested. Contingency plans should be available in written form. Operating procedures should be available in written form. A Port Information/Regulation Booklet should be provided for passing operational advice to the ship. 3.5 Critical requirements of a conceptual LNG plant and infrastructure The critical requirements of an LNG plant and associated infrastructure, making allowance for future growth, are described in the following sections Safety and security zone Determining a credible range for appropriate safety and security zones is of paramount importance in order to provide a meaningful comparative assessment of alternative sites. In particular safety and security zones need to be established based on risk assessment of LNG operations relating to the following: LNG carrier movements associated with transit along shipping channels and in swing basins (including proximity to other ships and wharves) LNG carrier movements associated with securing the vessel alongside the loadout wharf and departure there from LNG carrier loading operations at the loadout wharf Loadout wharf when no carrier is at the loadout wharf LNG processing plant / tank storage Zones established at various LNG plant operations around the world are not set according to prescriptive, codified or industry standard criteria. The zones used at various plants have been established depending on the actual local conditions, local legislative requirements and risk assessments which have been undertaken. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 18

21 The operational hazards associated with LNG carrier movements and loading operations relate to groundings, collisions, loss of steering, spillage of product at the ship manifold, etc. As a result of such incidents the consequential impact is that there may be a cargo breach and spill of product. The establishment of a safety zone around the ship and loading facility would provide a buffer to protect people and assets from exposure to a vapour cloud, or potential ignition of the vapour. The assessment of LNG plant clearances should be based on a specific safety risk assessment to be undertaken by the plant proponents once the plant type, operating characteristics etc are known. LNG tank storage should be included in this assessment, and take account of the type of tank construction ie single, double or full containment each of which offer different risk profiles. Information from the majority of LNG facilities worldwide has been collated and reviewed, and Safety and Security Zones nominated for the purposes of the site selection study. These zones are based on an assessment of general LNG industry practise, as it may be applied in the context of Gladstone Harbour. From the research of published safety and exclusion zones, it is clear that there is a disparity of established safety and security zones around moving LNG carriers and loading facilities. Ranges identified vary from zero, to 1 kilometre or more. In consideration of terrorism and sabotage it is noted that the port operations will be subject to the application of the International Ships and Port facilities Security Code ( ISPS Code ) as established by the International Maritime Organisation ( IMO ) from 1 July Application of the ISPS Code will entail a review of the risk assessment for the Port of Gladstone and modification of the Port Security Plan. It is likely that a separate plan will be required to be prepared by the LNG operator under the current CQPA port security arrangements. This is the case with other operations in the Port of Gladstone. The plan will require approval of the Department of Transport and Regional Services ( DOTARS ) who are the regulators for port security plans throughout Australian Ports. For the purposes of this study the following parameters have been assumed. In the event of an LNG industry establishing, actual parameters to be finally adopted would be determined based on subsequent formal risk assessment processes by proponents and regulators: 500 m ahead, and 200 m abeam and astern of a transiting LNG carrier as it moves along shipping channels (permission for transiting two-way traffic in appropriate width channels in the opposite direction to be at the discretion of the Regional Harbour Master on a case by case basis) 250 m safety zone around the load out berth when unoccupied by a carrier 1,000 m public exclusion safety zone around the load out berth when loading operations are occurring 250 m commercial shipping safety zone around the load out berth when loading operations are occurring 50 m each side of the cryogenic jetty pipeline 500 m public safety zone from the LNG processing plant within the LNG plant site to the site perimeter boundary (LNG storage facilities need to be assessed taking account of storage tank construction type). 250 m clearance zone to other hazardous industry inventory from the LNG processing plant. Notwithstanding the above figures adopted for the purposes of this study, a detailed risk assessment approach should be adopted with the operating parties / owners, regulators and the port authority actively participating in that process. Such risk assessments should include all aspects of the facility including plant and shipping operations. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 19

22 3.5.2 Cryogenic pipeline The length of cryogenic pipeline from the on site storage tank(s) to the loadout wharf is a critical element in terminal planning. Typical cryogenic pipeline, to facilitate a terminal exporting 3 Mtpa, is likely to cost in the range of $20 to $30 million per kilometre. An operational issue relates to boil off of gas. As the LNG travels along the pipeline length, away from its refrigerated source, it increases in temperature resulting in some conversion from liquid to gas. This is known as boil off and requires the gas to be returned for reliquefaction or to be flared off. Both options result in a loss of energy and increased operational expense. Similarly, longer cryogenic pipeline lengths require higher operational costs to keep the pipeline at operational loading temperature at and between ship loading operations. Alternatively if the pipeline temperature is allowed to increase between shipments, higher operational costs will be incurred to bring the pipeline down to operational temperature prior to the loading of product. From a proponent s perspective minimisation of the pipeline length is clearly desired, on the basis of cost, risk and losses. A review of terminal operations has established that it is acceptable, under normal circumstances to operate loadout pipelines of between 1 and 2 kilometres length. However some export sites, due to various site constraints, operate cryogenic pipelines up to 3 kilometres in length and more. Consequently, as some sites may require longer pipelines, these have not been discounted on that basis alone. Economic cryogenic pipeline length will normally be a detailed assessment of pipeline / jetty capital construction cost and pipeline operation and maintenance cost versus additional capital dredging and maintenance dredging cost associated with establishing the loadout wharf closer to the plant. For the purpose of this study a cryogenic pipeline and approach jetty length of up to 2 km has been adopted. Further refinement of this consideration would be undertaken when plant site specifics are determined Gas delivery Consideration was given to the ability of the Bowen and Surat coal fields to be able to supply sustainable gas delivery at a rate to facilitate processing and export of 3 Mtpa growing to 10 Mtpa. Similarly it was queried whether LNG export at a rate greater than 10 Mtpa was a possibility. To assess CSG supply availability and issues associated with CSG delivery overland to Gladstone the study group met with Mr Graham Baker, Senior Advisor RLMS and Mr Bob Graham, Director McLennan Magasanik Associates. In summary Queensland is not considered to be short of gas given current projected demands. Comment was made that Queensland was in need of significant investment in pipeline delivery systems to meet projected demand. A more detailed assessment of gas reserves, gas demand and potential impacts of establishing an LNG industry are being addressed in the parallel study Viability and State Cost / Benefit Study being undertaken by McLennan, Megasanik & Associates. Notwithstanding the above, for the purposes of the, Connell Wagner was instructed by the Department to base the study on initially a 3 Mtpa LNG industry growing to 10 Mtpa production capacity within the study horizon of 25 to 30 years. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 20

23 3.5.4 Transport and infrastructure for both construction and operations The LNG industry precinct is required to provide for a concept totalling 10 Mtpa ultimate capacity. The initial phase of development is envisaged to comprise 3 Mtpa capacity. This initial plant is envisaged to consist of two 1.5 Mtpa trains or possibly one 3 Mtpa capacity train. Subsequent growth in precinct production will be facilitated either by additional trains constructed by the first developer or by compatible trains constructed by other LNG producers. Likely service requirements based on the Darwin LNG 3 Mtpa facility are as follows: Construction Water fresh/potable water supply through a new delivery pipeline of 80 m 3 /hr Power 4 MW Communications local land line phones supplemented by cellular phones, marine radios (ship to shore) and hand held UHF/VHF radios for field use. Fuel delivered by road tanker and stored in appropriate storage tanks to meet authority requirements Operation Water potable water, process water, fire water plus margin 12 m 3 /hr Power on site generation from LNG with diesel standby units Fire on site water storage with fire fighting pumped system Communications as for construction phase Fuel nominal 40 m 3 diesel storage for firewater pumps and emergency equipment It is likely that the provision of utilities will be the subject of negotiation between the project proponent and utility authorities (or government) as part of early project establishment. This will be the case in regard to potential common user infrastructure benefits. Layouts outlining liquefaction trains, storage tanks, and cryogenic pipelines to the wharf facility have been developed which will accommodate alternative development scenarios, including allowance for the construction of additional processing trains. It is unlikely that separate loadout wharf facilities will be established for a multi user LNG precinct limited to 10 Mtpa production. It is more likely that an operational sharing arrangement for the marine facilities will be negotiated under such circumstances. Therefore the offshore component has been established on the concept of a common user wharf and loading facility appropriate for up to 10 Mtpa production capacity. According to the final user arrangements and associated shipping arrangements, it may be necessary to establish a second loadout berth in order to provide efficient vessel loading and turnaround for production capacity at and above 10 Mtpa. The second berth is envisaged to be an extension of the first berth construction sharing the pipeline approach jetty. Such considerations are envisaged to be the subject of more detailed investigations once proponent details, project requirements and the final extent of common user infrastructure are known. Shipping channels and berth pockets have been assessed on the basis of work undertaken previously by the CQPA and to accommodate growth in vessel size from the conventional 125,000 / 145,000 m 3 LNG carrier to the nominated design size LNG carrier of 200,000 m 3 capacity. Dredging requirements are identified in each of the short listed options detailed considerations. Navigation structures will need to be considered (ie. lead lights, navigation beacons, etc). It is normal that these will be established based on detailed ship simulation work undertaken by the LNG transport operator in conjunction with officers of Maritime Safety Queensland to ensure all relevant navigation RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 21

24 requirements have been incorporated. The Regional Harbour Master, MSQ is the approving authority in this regard. A concurrent study is being undertaken by Connell Wagner for the Department of Infrastructure and Planning and relates to the Gladstone Land, Rail, Road and Port Study. This study is tasked with identifying corridors for transport and services to meet the development needs of Gladstone. The location of corridors as proposed have been obtained from the GLRRP study and included in considerations of various options under this. The proposed corridors are shown on drawings attached to this report (refer Drawing No C-SK001). Road corridors will have sufficient width to allow delivery of large pieces of plant and equipment and vessels from the conventional cargo berths in the port of Gladstone to the plant construction site. Large PAMS such as cold boxes are likely to be delivered to Gladstone by heavy lift ship. The cold boxes will be unloaded from the heavy lift ship using the ship s specialised lifting cranes (or alternatively be rolled off the ship on special heavy lift trailers) onto a barge which will then transport the units across the harbour to a specifically built construction wharf. At the construction wharf the units and be rolled off the barge and delivered to their final location within the plant. No submarine service corridors or pipeline routes are proposed to cross the Gladstone Harbour floor, thereby reducing potential conflicts with shipping movements. Following construction and adoption of normal operations it is envisaged that traffic volumes to/from the plant will be far less than that for the construction phase as a result of the reduced personnel on the site and nominal maintenance and service traffic. In considering options a generic concept design for the plant site, storage tank location and jetty/ loadout wharf has been developed. Concept design includes: Nominal plant layouts including, liquefaction trains, LNG storage, warehouses, power generation equipment, maintenance, administration, security facilities, etc. Expansion capacity to 10 Mtpa has been provisioned. Plant layout design has been assessed to be consistent with the road and service corridors established under the Connell Wagner GLRRP study. This study includes consideration of the Narrows crossing and corridor to sites on Curtis Island. Port marine facilities including a cryogenic pipeline approach jetty and loadout wharf located in adequate water depths to facilitate the design LNG carrier at all states of the tide. A concept layout has been undertaken for each of the short-listed options and high level cost estimates produced for relative comparison only, not to set definitive project budgets (refer Appendix B). RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 22

25 4. Site assessment criteria The study team considered assessment criteria appropriate to meet the study requirements. The various criteria were developed and grouped into the relevant areas of consideration. A brief description of each of the criteria follows: Land-side Infrastructure costs These criteria relate to: Capital infrastructure cost Length of cryogenic pipeline required Most economical pipeline distance from the plant to the wharf via the storage tank Suitability of ground for proposed use gradient and geotechnical characteristics, eg stability, bearing pressure Marine infrastructure costs Infrastructure capital cost and maintenance costs, including maintenance dredging of shipping channel Proximity of deep water to the shore Navigability including provision of navigation aids Owner s costs Site accessibility for PAMS delivery Construction Costs Operating Costs Site accessibility for construction both landside and water side Land use issues Availability of freehold land at the site / Tenure Issues Land ownership, eg private Gladstone LNG precinct with multiple users / or single user Degree of utilisation of existing assets and services with spare capacity infrastructure corridors wharves shipping channels reclaimed land State Development Area land Proximity of the site to existing services (power, water, telecommunications, etc) and an assessment of the latent capacity of these services Benefits for Future Infrastructure The amount of common user infrastructure that would attain to each site and access to each site: Determination of energy (generation and transmission), telecommunications and water requirements for the plant both for construction and for operations Common user wharf/wharves and loading facility appropriate for the production facility. Shipping Channels and berth pockets for present and future generation cape size LNG vessels Potential for Common User Infrastructure ( CUI ) for LNG Whether the site is included in the existing Gladstone State Development Area or whether the site would need to be excised from an existing port user who may not be amenable to an LNG facility establishing in close proximity RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 23

26 Environment and community Terrestrial disturbance Acquatic disturbance Proximity to residents Cultural heritage conflicts Operational effect on surroundings Industry issues CQPA Strategic Plan and Land Use Plan Loss of potential alternative industry The difficulty of establishing other long term strategic industries which may be of higher value to the state at the sites, for example a steel industry may be foregone if the site is allocated for LNG instead Synergies/compatibility with other industries, for example use of waste heat Proximity of the site to mining leases, petroleum leases, grazing leases and minerals preservation zones Operability Breakdown and emergency response access Plant operability community and environment Berth operability Other Considerations Ability to expand beyond 10 Mtpa eg capacity of the site for project expansion Marine side safety and security zone dimensions / requirements Determining a credible range for an appropriate safety and security zone Remoteness of the plant, shipping channel and wharf from other port operations to mitigate any adverse impacts of the safety and security zone Recommended zone dimensions and the port related activities that can occur within this zone for port activities: Related to LNG industry with no ship at the LNG facility; and during LNG vessel loading Related to other than LNG shipping and port operations close to the LNG export facility Land side safety and security zones The study team assessed each of the criteria in workshop sessions over a period of several weeks as information came to hand and more informed decisions were able to be made in comparison of each of the site options. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 24

27 5. Common user infrastructure considerations The ToR established a requirement for consideration of common user infrastructure issues. Connell Wagner has undertaken a review of common user arrangements in LNG processing terminals throughout the world. In summary Whilst there is no common theme adopted throughout the terminals, there is a range of infrastructure arrangements in existence including tolling arrangements, joint venture arrangements and project company arrangements. The following figure provides a summary of elements that are common user in plants overseas. The system adopted to a large degree depends on the various company s approach to control of operations, quality / contamination issues and government s appetite to be involved with processing and storage facilities. The purpose of this work is to demonstrate that there are various infrastructure sharing models in place. Adoption of any particular model will have implications in terms of the degree of investment in common user infrastructure for the proponent, facility operators and potentially government. It is not considered within the scope of this study to further investigate this issue other than to provide the factual content of the review findings. These are presented in Appendix A. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 25

28 Examples of CUI arrangements Common support facilities: Utilities (Fuel and Hot Oil Systems) Fuel Gas Facility Flare Stack Sour water stripper and disposal Condensate stabilization Treatment and Storage Fire Fighting Water Treatment Preprocessing * Liquefaction/ processing trains * Includes slug catcher, condensate removal, Mercury, H 2 S, CO 2 removal, dehydration and other unit operations. May not all be shared in each case, simply an indication that some aspects are shared. Storage Tanks Out loading Cryogenic Pipeline and Jetty Key Egypt Damietta Plant Indonesia PETAMINA Indonesia Tangguh Qatar Malaysia Bintulu RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 26

29 6. Identification of sites within the Gladstone Region 6.1 High level assessment of possible sites In the early stages of the study period the study team undertook a broad review of possible sites. Identified sites are listed as follows: Fisherman s Landing Wiggins Island South Trees Point Boatshed Point, Curtis Island Hamilton Point West, Curtis Island Hamilton Point, Curtis Island North China Bay, Curtis Island Sea Hill Point, Curtis Island (added during the course of the study) Port Alma Friend Point / Kangaroo Island Laird Point Gatcombe Head Sable Chief Rocks The general location of all high level assessment sites is shown on drawing number C-SK001. A brief description of each site follows. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 27

30 Fisherman s Landing Fisherman s Landing is located to the western end of the existing Gladstone Harbour on the extremity of the existing dredged shipping channel. Development of the site would require deepening of the current Targinie shipping channel from 10.6m to 13.5 m, plus widening from 120 to 180 m and provision of adequate swing basin, reclamation of land to provide a plant site, and construction of loadout wharf facilities. The site is adjacent to main service corridors, with good land and water access. As the site will be developed on reclaimed land, extensive foundation costs are likely. The site is adjacent to existing wharf operations and other planned developments. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 28

31 Wiggins Island Wiggins Island is located in the central section of the Gladstone Harbour and is the closest of all identified sites to the Gladstone CBD. Wiggins Island is earmarked for the development of a major coal terminal in the short term. The site is fringed by other proposed industrial developments such as Gladstone Pacific Nickel. Waterside access and dredged access is considered adequate. However identifying sufficient land area with adequate foundation capacity is problematic. It is likely that a long cryogenic delivery pipeline from the plant to the loadout wharf will be cost prohibitive. Compatibility of adjacent LNG Manufacturing Facilities and extensive coalstock piles is likely to be an issue. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 29

32 South Trees Point South Trees Point is located on the south east side of Gladstone Harbour and offers good shipping access with limited channel manoeuvring. The location is also the site for the Boyne Island Smelter operation. Identifying adequate land area is problematic without extensive land reclamation. Site foundations are likely to be an issue as is the provision of pipeline and land access corridors. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 30

33 Boatshed Point, Curtis Island A greenfield development site on the southern (sheltered side) of Curtis Island providing some separation from the city of Gladstone and good site foundations. The site requires the establishment of an access corridor for road, (future rail), pipeline and services, including construction of a high level bridge over the Narrows. Extensive dredging is required to provide ship access to the loadout wharf, which may generate a dredge spoil issue. Whilst the loadout berth would have some separation from existing channels and vessel movements, the safety of LNG carrier movements to this berth is likely to be a significant issue due to high currents and tight turning requirements for a berth located in this area. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 31

34 Hamilton Point, Curtis Island A greenfield development site on the southern (sheltered side) of Curtis Island offering deep water berth capability with the least amount of dredging of all Curtis Island sites. The plant site will be visible from the Gladstone CBD, however offers good site foundations. Adoption of the site for the LNG industry is questioned by the CQPA whose strategic plan identifies the site as the only remaining harbour site suitable for cape size, deep draft vessels associated with other port development activity. The loadout berth will be located close to the existing shipping channels and swing basin for the proposed Wiggins Island Coal Terminal, as well as the proposed Gladstone Pacific Nickel development. This may create issues during ship movements limiting operations at the LNG berth. Access corridor issues are the same as for all Curtis Island sites. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 32

35 Hamilton Point West, Curtis Island A greenfield development site on the southern (sheltered side) of Curtis Island similar to Hamilton Point, except that the plant site is located further inshore on the island and to the west. The site will require a longer jetty to reach the deeper harbour water with significant dredging required to provide ship access which may generate a dredge spoil disposal issue. The loadout berth would have some separation from existing channels and vessel movements, thereby improving the safety of LNG carrier movements and loading operations. The plant site is shielded to some degree from the Gladstone CBD, with the plant site offering good foundation conditions. Access corridor issues are the same as for all Curtis Island sites. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 33

36 North China Bay, Curtis Island A greenfield development site on the south western (sheltered side) of Curtis Island, with the plant site located to the north west of previously identified Curtis Island sites. The site may require a longer jetty or greater volume of dredging to reach a loadout wharf in deep water similar to that for the Hamilton Point West site. Similar dredging and dredge spoil disposal issues will exist. The site offers separation from existing channels and vessel movements, thereby improving the safety of LNG Carrier movements and loading operations. The plant site is sheltered to some degree from the Gladstone CBD, and offers good foundation conditions. Access corridor issues are the same as for all Curtis Island sites. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 34

37 Sea Hill Point, Curtis Island Sea Hill Point is a remote site located on the northern end of Curtis Island and has been proposed in terms of facilitating small LNG carriers operating on dedicated customer routes into the shallower waters in the entry to Point Alma. It is likely that significant capital dredging and dredge spoil disposal works will be required together with ongoing maintenance dredging associated with material deposition from the Fitzroy River, particularly during flood periods. The loadout wharf will be an exposed offshore wharf prone to ship loading interruptions, particularly for small vessels during bad weather. The plant site will be remote, which whilst offering a significant safety buffer, will necessitate added capital construction and operational costs. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 35

38 Port Alma Port Alma offers a remote site, taking advantage of the existing operational port. The existing port is limited in terms of vessel size and will require significant capital works development in terms of wharf infrastructure and dredging works to facilitate large LNG carriers. Significant infrastructure will be required to provide road and services access for the construction and operational phases of the project. No project proponent has identified Port Alma as a serious project option to date. RELEASE REV 2_FINAL.DOC 28 MARCH 2008 REVISION 1 PAGE 36

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