Port of Dampier Land Use and Infrastructure Plan 2014

Transcription

1 dampier port authority Port of Dampier Land Use and Infrastructure Plan 2014 >Summary

2 Dampier Port Authority Contact Dampier Head Office Phone: Fax: info@dpa.wa.gov.au Postal Address: Locked Bag 5006, Karratha, WA 6714 Location: Mof Road, Burrup Peninsula, Dampier, WA 6713 Perth Office Phone: Fax: portdevelopment@dpa.wa.gov.au Postal Address: PO Box 84, West Perth, WA 6872 Location: Level 3, 16 Parliament Place, West Perth, WA 6005 Disclaimer The Dampier Port Authority (DPA) makes no statements, representations or warranties about the accuracy, currency or completeness of the information contained in this Port of Dampier Land Use and Infrastructure Plan (Plan). This Plan does not constitute scientific, business or other professional advice and should not be relied upon as such. This Plan should not be relied upon when making investment decisions, or concerning the financial substance or reliability of any entity. While the assessments and any opinion within this Plan are supplied in good faith and where necessary using professional judgement, it may not be current, accurate, complete or suitable for the particular purposes intended. The DPA accepts no liability (whether arising out of negligence or otherwise) for any loss or damage arising out of, or in connection with, or reliance upon the information, assessment or any opinion that may be deemed to be supplied in this Plan. Independent professional advice should be sought before relying, acting or omitting to act on any information contained in this Plan. Copyright June 2014 Dampier Port Authority, Dampier, Western Australia. No part of this document may be reproduced except to the extent permitted under the Commonwealth Copyright Act 1968.

3 foreword The Dampier Port Authority (DPA) manages the Port of Dampier (Port) serving as a vital gateway for exports and imports for the west Pilbara region in Western Australia. It is the world s third largest bulk export port. In , approximately 180 million tonnes of product with an estimated worth of $33 billion transited through port waters. The DPA has a role as the port manager to ensure efficient movement of cargo through the port by facilitating appropriate, optimal and effective use of port land and waters. One of the ways of achieving this is through effective land use planning. This Port of Dampier Land Use and Infrastructure Plan (Plan) articulates the DPA s development vision for the Port by clarifying and communicating appropriate and potential uses of port land and waters. The Plan provides a framework for future development at the Port. By using a precinct planning approach to land use planning, a clear intent for each precinct is provided along with the development outcomes and preferred land uses (including waters). This Plan completes the DPA s suite of planning documents that includes our master plan, the Port Development Strategy 2030, land use plans for DPA s other port locations, and development codes, the Port Development Guidelines. The information contained in this Plan represents a snapshot in time and will be reviewed every three years or earlier to reflect any significant changes at the Port and opportunities for the Port and the Pilbara region. Steve Lewis Chief Executive Officer

4 ACRONYMS ALF Alternate Load Out Facility BIE Burrup Industrial Estate CD Chart Datum DBLB Dampier Bulk Liquids Berth DCW Dampier Cargo Wharf DFD Dampier Floating Deck DMSF Dampier Marine Services Facility DPA Dampier Port Authority FDTS Floating Deck Trans-shipment System HLO Heavy Load Out Facility HP Horizon Power KBIE King Bay Industrial Estate KBSB King Bay Supply Base LA Lease Area LNG Liquefied Natural Gas LPG Liquefied Petroleum Gas LRZ Landside Restricted Zone MMA Mermaid Marine Australia MMASB Mermaid Marine Australia Supply Base MRWA Main Roads Western Australia MSIC Maritime Security Identification Card NWIS North West Interconnected System NWS North West Shelf NWSV North West Shelf Venture PAA Port Authorities Act 1999 RORO Roll On Roll Off RTIO Rio Tinto Iron Ore ABBREVIATIONS Plan Port of Dampier Land Use and Infrastructure Plan Port Port of Dampier UNITS OF MEASUREMENT m Metre km Kilometre ha Hectare m 2 kl t MPa Square metres Kilolitre Tonnes Megapascal

5 table of contents Introduction 6 Port Profile 7 Physical setting Dampier 7 Access 10 Existing land use 12 Berthing infrastructure 13 Existing berth infrastructure 13 Future berth infrastructure 15 Service infrastructure 16 Water 16 Power 16 Wastewater 16 Burrup Services Corridor 17 Tenure 18 Precinct Plan 19 Future Development 23 Next Steps 27 FIGURES Figure 1: Location of the Port of Dampier 7 Figure 2: Port seabed and waters 8 Figure 3: Port land 8 Figure 4: Surrounding land uses 9 Figure 5: Road network at the Port 10 Figure 6: Channels at the Port 11 Figure 7: Berth infrastructure at the Port 13 Figure 8: FDTS at Malus Channel 14 Figure 9: DFD 15 Figure 10: FDTS 15 Figure 11: Burrup Services Corridor 17 Figure 12: KBIE land tenure 18 Figure 13: Lot 472 land tenure 18 Figure 14: Precinct Plan 20 Figure 15: Potential development areas 23 TABLES Table 1: Shipping channels within Port waters 11 Table 2: Precinct plan guidelines 21 Table 3: Potential development areas 24

6 Introduction The Dampier Port Authority (DPA) manages port operations in Dampier and Ashburton North, as well as developments for emerging greenfield ports along the west Pilbara coast. Under the Port Authorities Act 1999 (PAA), the DPA has a statutory role to facilitate trade and development in a safe and secure environment. This plan relates to the Port of Dampier. The DPA s development vision for the Port of Dampier (Port) is: To be a leading multi-commodity port in the Pilbara region focussing on general cargo trading, and the facilitation of land use, infrastructure and systems that support the marine services sector and resources industry. This vision is delivered through a suite of plans that include: The Port Development Strategy 2030 (in preparation), providing a high level strategic planning framework across all port locations. This plan, the Port of Dampier Land Use and Infrastructure Plan (Plan), focussing on precinct level land use planning. The Port Development Guidelines, providing built-form and operational requirements for all site developments. This Plan has been prepared to guide new proponents, existing leaseholders, port customers and stakeholders on potential developments at the Port. It is intended to encourage pre-lodgement consultation and to provide a framework to assess and manage development on port land. The DPA will assess all development proposals against this Plan and criteria in the Port Development Guidelines to determine: Consistency with the development vision for the port. Correlation with the intent of the relevant locality and land use precinct. The ability of the development to meet relevant development assessment criteria. It is therefore essential that existing and future proponents read this Plan in conjunction with the Port Development Guidelines to ensure the success of their proposed developments.

7 Port profile Physical setting Dampier The Port is located on the west Pilbara coastline 1260 km north of Perth in Western Australia. The Port is centred within a logistics network extending 350 km inland to the iron ore rich deposits of the Pilbara region and 200 km seaward to the oil and gas fields of the North West Shelf (NWS) (Figure 1). Figure 1: Location of the Port of Dampier

8 The DPA manages 65,815 ha of waters, 64,791 ha of seabed and 119 ha of land as shown in Figure 2 and Figure Port lands, waters and seabed, are spatially defined in Deposited Plans held by the Western Australian Land Information Authority under the Land Information Authority Act 2006 and proclaimed via the Western Australian Government Gazette pursuant to section 24(1) of the PAA. Seabed within the Port is managed by the DPA with the exception of the Hamersley Iron (Rio Tinto Iron Ore) Dampier Offshore Lease - Special Lease 3116/3471 under the Iron Ore (Hamersley Range) Agreement Act Located on the Burrup Peninsula, the Port is surrounded by an abundance of natural and heritage assets. The area is recognised as containing one of the richest concentrations of Aboriginal rock art in the world and this is reinforced through the creation of the Murujuga National Park in 2013 as well as the introduction of National Heritage List areas in Figure 2: Port seabed and waters Figure 3: Port land

9 Commodities shipped through the Port include iron ore, salt, LNG, LPG, condensate, anhydrous ammonia, petroleum and a range of general cargo. It is currently the world s third largest bulk export port by tonnage and makes a significant contribution to facilitating Australia s resources trade. Surrounding land uses as shown in Figure 4 include: North West Shelf project one of the world s largest LNG producers supplies oil and gas to the Western Australian and international markets from offshore gas and condensate fields located 135 km north-west of Karratha in the Carnarvon Basin. Pluto LNG project a major LNG gas project with onshore gas processing facilities that process gas from the Pluto and Xena gas fields located 190 km north-west of Karratha in the Carnarvon Basin. Rio Tinto Iron Ore operations a major iron ore producer that exports iron ore from inland mines from their export facilities at Parker Point and East Intercourse Island. Rio Tinto Dampier Salt operations world s largest exporter of salt. Yara Pilbara Fertilisers operations one of the world s largest ammonia producers. Figure 4: Surrounding land uses

10 Access Road access to the port is via the North West Coastal Highway, an important supply corridor north of the State, that allows cargo to move from the Port to projects along the Pilbara coast or to mines located inland (Figure 1). Access to the Port on the Burrup Peninsula is via Burrup Road. At the Port the local road network consists of a mixture of public roads managed by the local government, the Shire of Roebourne, and private roads managed by the DPA (Figure 5). These roads are suitable for road train access with restrictions applied to certain roads that require approval from the respective state, local or port authority. Figure 5: Road network at the Port

11 Sea access to the Port is via the three major and three minor shipping channels as shown in Figure 6 and is summarised in Table Table 1: Shipping channels within Port waters Channel Declared Depth (CD) Provides access to NWSV Channel 12 m NWSV LNG and LPG jetties Rio Tinto Iron Ore (RTIO) Channel m East Intercourse Island, Parker Point and Mistaken Island wharves Pluto Channel 15 m Pluto LNG Jetty Mermaid Marine Australia Supply Base (MMASB) Channel 2 m MMASB wharves 7 King Bay Supply Base (KBSB) Channel 6.0 m KBSB tug pens Pluto Supply Base berths Dampier Bulk Liquids Berth (DBLB) Channel 10 m DCW, DBLB, HLO, ALF, FDTS Figure 6: Channels at the Port

12 Existing land use The DPA manages land in two areas: the King Bay Industrial Estate (KBIE) and Lot 47 Lot 472 is a controlled access area, within the Landside Restricted Zone (LRZ) which is required under the Maritime Transport and Offshore Facilities Security Act 2003 to protect critical port infrastructure. Port land presently accommodates the following range of businesses and services: Two permanent supply bases the Pluto Supply Base operated by Woodside for the Pluto LNG project and the MMASB operated by Mermaid Marine Australia. Three mud plant facilities operated by Rheochem, Halliburton and M-I Swaco. Fuel facilities and bunkering services. Businesses that provide specialise offshore or marine services including Australian Marine Solutions, Oceanic Offshore, SGS / Gearhart and Engineered Construction Maintenance. Stevedoring services provided by Patrick Stevedoring and QUBE. Transport and logistics services provided by Toll Energy Logistics. A construction supply base for the Wheatstone LNG project. Project cargo throughput for the resource industry. Supplies for offshore platforms and drilling rigs on the NWS. Anhydrous ammonia export facility. Diesel import facility. DPA s headquarters including staff offices, storage sheds and MSIC office. Heritage Conservation Area.

13 Berthing infrastructure Existing berth infrastructure Berth infrastructure on Port land is a mix of DPA managed and commercially operated facilities as shown in Figure 7. DPA managed Dampier Cargo Wharf (DCW) is a multi-user concrete jetty supported on steel piles with a 9.5 m wide concrete approach bridge. It has seven 50 m berths, declared depth of 9 m Chart Datum (CD) on the western berth pocket and declared depth of 6.5 m CD on the eastern berth pocket. In , almost 3 million tonnes of break bulk, project, general, and offshore service and supply cargo was traded across the DCW. Dampier Bulk Liquids Berth (DBLB) consists of a 500 m long steel piled and concrete approach jetty with a composite precast and insitu concrete platform. It has a declared depth of 13 m CD berth pocket to accommodate vessels ranging from 5,000 to 65,000 tonnes displacement. It is currently used as a dedicated bulk liquids facility to export anhydrous ammonia and import diesel but has the potential to export other bulk liquid products as well as bulk solids. In , 657,304 tonnes of anhydrous ammonia was exported and 168,862 tonnes of diesel was imported. Heavy Load Out Facility (HLO) is a 50 m land back wharf and has been used to offload pre-assembled modules. It has a declared depth of 3 m CD along side and declared depth of 10 m CD offset 30 m from the berth face. This facility is currently leased for exclusive use and operates as a supply base during the construction phase of the Wheatstone Project. Alternate Load Out Facility (ALF) is a 28 m land back wharf with a declared depth of 2 m CD. Figure 7: Berth infrastructure at the Port

14 Commercially operated Floating Deck Trans-shipment System (FDTS) is a new system and facility of which the first stage land area was completed in April 201 The system includes a giant floating deck with 4000 m 2 of deck area, which is currently under construction. The first area of land completed is one hectare with a barge dock. The system is designed for the floating deck to be towed to deeper water at Malus Channel where cargo ships will anchor and discharge cargo (Figure 8). Each floating deck can be loaded to a capacity of around 15,000 tonnes. The berth pocket for the first barge dock area has been declared at 9 m CD. All berth infrastructure located in the KBIE on port land are commercially operated facilities (Figure 7). These include: MMASB wharf has 415 m of berth space serviced with water, power and fuel. MMASB land back wharf is used for transporting cargo up to 2000 tonnes. MMASB RORO facility is a dedicated ramp for loading RORO vessels. MMASB slipway is capable of docking vessels up to 3200 tonnes displacement. Pluto supply base berths consist of four tug pen steel pontoons and a land back wharf. Figure 8: FDTS at Malus Channel

15 Future berth infrastructure As part of DPA s commitment to provide adequate port facilities to cater for ongoing demand from customers, planned future berth facilities as shown in Figure 7 include: Dampier Floating Deck (DFD) will consist of a 3,500 m 2 floating deck that will be located at the northern end of the DCW, linked to the DCW by a vehicular ramp. It will provide two berths capable of accepting 90 m long offshore support vessels, a cargo stacking area, and will be accessible to 12 m long truck and trailers. This new facility has been designed as a forward cargo base to facilitate more efficient transfer to cargos bound for offshore oil and gas platforms on the NWS. The commercial venture will be operational in 2015 (Figure 9). FDTS stage 2 will expand the existing FDTS area by reclaiming a further four hectares of land with a second barge dock. This is expected to commence in September 201 The expanded facility will include two barge docks, laydown area, space for stacking and storing of cargo, quarantine approved wash-bay and customs licensed areas (Figure 10). Dampier Marine Services Facility (DMSF) will consist of 6 x 100 m berth jetty, Roll On Roll Off (RORO) wharf and approximately 17 ha of reclaimed waterfront land. Berths will accommodate vessels up to 65,000 dead weight tonne. Funding is currently being sought from industry to construct and operate this facility. It is anticipated to be operational in Figure 9: DFD Figure 10: FDTS

16 Service infrastructure Water Potable water at the Port is supplied from the West Pilbara water supply scheme managed by the Water Corporation. Most areas are reticulated or located close to a water connection point. The DPA manages water supply and usage on Lot 472 that is capped at 1080 kl/day for usage on the entire site including fresh water supply at the berths. In the KBIE, access to potable water is through individual water supply agreements with the Water Corporation. A daily allocation is provided. Businesses requiring large amounts of water have supplemented with small-scale desalination plants (500 kl/day). Power Electricity used by industry on the Burrup Peninsula is sourced from either the North West Interconnected System (NWIS) or detached systems (isolated from the NWIS). The NWIS is the Pilbara s electricity grid managed by Horizon Power (HP). Electricity from detached systems are sourced from privately owned power generators. HP provides the transmission infrastructure to the Port s security gate and the DPA is responsible for distribution within Lot 47 HP is responsible for electricity distribution in the KBIE. Wastewater There is no reticulated waste water system on the Burrup Peninsula that connects to the waste water treatment plants in Karratha. At the Port, waste water is managed by onsite recycling units such as BioMAX tanks, or discharged into holding tanks and then pumped out by a certified operator.

17 Burrup Services Corridor The Burrup Services Corridor forms part of an existing set of multi-user infrastructure constructed in 2005 to support the Burrup Industrial Estate (BIE), a strategic heavy industry area established by the State government (in close proximity to Port land). The corridor connects the BIE s sites to the DBLB with part of the corridor residing on Port land. Multi-user infrastructure includes the DBLB, services corridor and seawater supply and brine return system (Figure 11). The corridor is intended for pipelines as well as a conveyor to export products from downstream gas processing industries located in the BIE via the DBLB. A portion of the corridor on Port land is managed by LandCorp (State agency that deals with land and infrastructure project) through a lease agreement with the DPA. Not withstanding that, the DPA can facilitate access to the corridor as required for trade across the DBLB that is managed by DPA. There is currently one proponent, Yara Pilbara Fertilisers, using the full length of the services corridor for the export of anhydrous ammonia across the DBLB. There is capacity in the existing marine and landside infrastructure to accommodate another three proponents. Figure 11: Burrup Services Corridor

18 tenure The DPA holds titles or leases (long term) for land from the State to be used for port related purposes including: Domestic and international trade. Integration of sea transport with other transport modes. For industries requiring close proximity to a port. The DPA has individual lease arrangements with resource industry related businesses for 70% of port land, the majority of which reside in the KBIE (Figure 12). The remaining land is retained for common use infrastructure and DPA s operations. While there have been long term leases granted in the past, current DPA policy is a maximum lease term of 10 years. A number of lease areas are coming to the end of their term within the next five years, which provides an opportunity to review boundaries, land improvements, and tenancy. Figure 12 and Figure 13 also highlight lease expiration and the size of the lease area. Longer lease terms may be granted subject to a case-by-case assessment of the proposed development. There is currently no readily available Port land for lease. Figure 12: KBIE land tenure Figure 13: Lot 472 land tenure

19 Precinct Plan This Plan reflects a precinct-based approach to land use planning on port land with consideration to surrounding land uses and development constraints. Six precincts were identified on the basis of physical characteristics, functions or location as follows: Offshore Port Infrastructure. Port Industry.. Environment and Heritage. Transport Infrastructure. 6. Services Corridor. The precinct plan is presented in Figure 1 The intent of the area, the development outcomes sought and the preferred land uses are described in the precinct plan guidelines in Table The intended uses within each precinct are indicative rather than an exclusive list of the type of activities or facility that may be permitted for that precinct. Non-permissible activities on Port land are those that do not fall within the intended purpose for each precinct as well as those that increase the risk to personnel on site. This includes permanent accommodation for personnel on Port land, food and beverage businesses and retail trade. The DPA will also assess applications to ensure that all developments are compatible with surrounding land uses and do not encroach on corridors set aside for future expansion. The DPA may permit short-term minimum impact activities that do not comply with the intent, development outcomes or preferred land uses for a precinct only if other intended long-term land use of the area is not immediately required.

20 Figure 14: Precinct Plan

21 Table 2: Precinct plan guidelines Precinct Intent Development outcomes Current and potential future uses Offshore Port Infrastructure This precinct incorporates offshore areas within port limits and accommodates the development of infrastructure necessary for safe and efficient shipping movement and navigation. Port Industry This precinct will accommodate development and infrastructure that supports efficient vessel berthing and the loading and unloading of cargo that requires direct wharf access. This precinct will accommodate activities that support, align with or are complementary to trade related needs of the resource industry. New development integrates with existing activities and does not adversely impact on the risk profile of existing port operations. New development does not adversely impact the long-term efficient operation of the port. Development contributes to: improving port efficiency, shortening the supply chain, increasing trade capacity and/or providing logistical benefits. Common user berth infrastructure that caters for a range of vessels and allows for future expansion. Land is used efficiently and characterised by a high turnover of cargo. Development integrates with existing activities and does not adversely impact on the risk profile of existing port operations. Development does not adversely impact the long-term efficient operation of the port. Development contributes to: improving port efficiency, shortening the supply chain, increasing trade capacity and/or providing logistical benefits. Traffic generated by development in this precinct does not adversely impact on the Transport Infrastructure precinct. Development is serviced by appropriate infrastructure including water and power. Development does not adversely impact on the natural environment. Land use is optimised and development is undertaken in a coordinated manner. Development integrates with existing activities and does not adversely impact on the risk profile of existing activities. Development does not adversely impact the long-term efficient operation of the port. Development contributes to: improving port efficiency, shortening the supply chain, increasing trade capacity and/or providing logistical benefits. Traffic generated by development in this precinct does not adversely impact on the Transport Infrastructure precinct. Development is serviced by appropriate infrastructure including reticulated water, wastewater, stormwater drainage, telecommunications, waste and recycling collection and power. Development does not adversely impact on the natural environment. Channels and berth pockets. Anchorages. Moorings. Spoil grounds. Subsea pipelines. Navigational aids. Floating facilities. Commercial marine activities. Wharf facilities. Quarantine facilities. Stacking and laydown areas for: short term storage of cargo in transit (waiting to be loaded or unloaded) and quarantine inspection. Vessel repair and maintenance facilities (only in the KBIE). Marine supply base. Hardstand. Warehousing and storage facility. Approved dangerous goods storage area. Washdown facilities. Workshops, repair and testing facilities. Diving services. Vessel repair services. Bulk liquid storage. Bulk solids storage. Break-bulk storage. Ancillary administrative operations including parking.

22 Table 2: Precinct plan guidelines (continued) Precinct Intent Development outcomes Current and potential future uses Environment and Heritage This precinct is designated to protect areas that have significant Aboriginal heritage and ecological values. Protection of the Aboriginal cultural integrity of these areas. Minimal adverse environmental impacts from development in adjacent areas. Traditional Owner access and use. Transport Infrastructure This area accommodates existing and planned transport corridors and associated infrastructure to facilitate access to the Port from the broader regional transport network and between precincts at the Port. Transport network is maintained and enhanced to industry standard with an acceptable safety risk profile. Transport infrastructure is developed that contributes to shortening the supply chain, improving port throughput efficiency, providing logistical benefits or improving emergency evacuation routes. Roads and associated infrastructure. Truck turnaround areas. Truck queuing areas and parking hardstand areas. Services Corridor This area accommodates infrastructure that delivers product between the DBLB and Precincts. The use of the DBLB and Burrup Services Corridor is promoted. Development complies with both DPA s and LandCorp s development vision. Liquid product pipes. Solid handling conveyors. Maintenance and access track.

23 future Development Potential development outcomes in the Port over the next five years are outlined in Table 3 for each of the area depicted in Figure 1 Table 3 provides a brief description of each area, possible access issues and an indication of any existing utilities and infrastructure. Figure 15: Potential development areas

24 Table 3: Potential development areas Area Precinct Description / Status Development Outcome Access Utilities Infrastructure Operational berth. DBLB Vitenbergs Drive Available space for Port Industry Burrup Services pipelines and loading arm Water, Power Jetty structure Corridor infrastructure. DBLB channel Burrup Services Corridor Services Infrastructure DMSF Port Industry Quarry waterfront Port Industry Area A Area E LA 44 Levelled and sealed services corridor. Available space for pipeline/ conveyor infrastructure. Proposed reclamation and berth infrastructure. Part of the DMSF project ha of levelled land. Part of the DMSF project ha of undeveloped land. Part of the DMSF project ha of undeveloped land. Part of the DMSF project ha of reasonable flat unsealed land, earmarked as a source of rock to be used for the DMSF project. Available for lease after the DMSF is constructed. Increase the utilisation of the DBLB and Burrup Services Corridor. Increase port capacity developed by private sector through an Expressions of Interest to fund, construct and operate. King Bay Road Vitenbergs Drive Sealed corridor, varying width Mof Road Mof Road up to 8% gradient Hammonds Road Water, Power Water, Power Temporary buildings

25 Table 3: Potential development areas (continued) Area Precinct Description / Status Development outcome Access Utilities Infrastructure LA 45 LA 16 LA 17 LA 18 LA 19 LA 24 LA 26 LA 30 4 ha of undeveloped land. Available for development and lease ha of levelled land. Available for re-lease in ha of levelled land. Available for re-lease in ha of levelled land. Available for re-lease in ha of levelled, partially sealed land. Available for re-lease in ha of levelled, unsealed land. Available for re-lease in ha of levelled, partially sealed land. Available for re-lease in ha of levelled, unsealed land Available for re-lease in 2018 Lease for uses in-line with the Precinct Plan. Hammonds Road Hammonds Road Mermaid Road Hammonds Road Streckfuss Road Streckfuss Road Water, Power Water, Power Water, Power Water, Power Covered workshop Administration building Warehouse Mudplant facility Covered workshop Administration building Warehouse Quarantine area Administration building Warehouse Administration buildings Mermaid Road Streckfuss Road King Bay Road Water, Power Water, Power Administration buildings Warehouse Warehouse

26 Table 3: Potential development areas (continued) Area Precinct Description / Status Development outcome Access Utilities Infrastructure LA 29 LA 31 LA 99 Area C Area F 069 ha of levelled, partially sealed land Available for re-lease in ha of levelled, unsealed land. Available for re-lease in ha of levelled, unsealed land. Available for re-lease in ha of developed and levelled land. Reserved for DPA use ha of undeveloped land. Reserved for DPA use. Lease for uses in-line with the Precinct Plan. Develop areas for use by the DPA, in-line with the Precinct Plan. King Bay Road King Bay Road Mof Road Vitenbergs Drive 12% gradient Vitenbergs Drive 12% gradient Water, Power Water Water, Power Water, Power Warehouses Administration buildings Warehouses Mudplant facility Shed Administration building DPA buildings

27 Next Steps This Plan provides the framework to direct future development at the Port. In the event that no suitable land is available at the Port of Dampier, proponents may consider locating their projects at one of DPA s greenfield ports in the West Pilbara such as the Port of Ashburton or Anketell (see Port of Ashburton Land Use and Infrastructure Plan Summary; and the land use and infrastructure plan for Anketell currently in preparation). To progress any development, proponents are encouraged to initiate pre-lodgement discussions with the DPA as early as possible. Proponents should also refer to the DPA s Port Development Guidelines, which outline built-form and operating criteria for a development. For clarification on this Plan or development proposal discussions, the proponent can contact the DPA at the following address: Perth Office Phone: portdevelopment@dpa.wa.gov.au Postal Address: PO Box 84, West Perth, WA 6872 Location: Level 3, 16 Parliament Place, West Perth, WA 6005