PORT HEDLAND
PORT AUTHORITY
Lumsden Point Development
August 2012
Port Hedland Overview
• Iron Ore Exports
– 105 mtpa 2005/06
– 246 mtpa 2011/12
– 487 mtpa 2016/17 (forecast)
• Berths
– Current
• 11 Cape Size Iron Ore Berth
• 1 Multi User Mini Cape Bulk Berth (Utah Point)
• 3 General Cargo Berths
– Approved (inner harbour)
• 16 Cape Size Iron Ore Berths (inc. South West Creek)
• 1 Multi User Mini Cape Bulk Berth (Utah Point)
• 3 General Cargo Berths
Iron Ore Exports
Actual
Forecast
Non Iron Ore Overview
• Port Hedland Berths 1 – 3 used for General &
Bulk Cargo
– Fuel
– Salt
– Copper Concentrates
– Containers
– General Cargo
– Project Cargo
– Rail – tracks, locomotives, bogies
General Cargo – Existing Berths
Non Iron Ore Trade Growth
• General cargo activity linked to exports – Department
of Transport estimates this at 1 – 1.5% of throughput
• Cargo forecast, including general cargo, to grow from
4.9 mtpa in 2011/12 to 9.2 mtpa 2016/17
• Capacity of 6.3-6.5 mtpa at existing berths to be
reached in 2012/13
• Significant congestion of the berths expected beyond
this timeframe
• Growth in export berths has not been matched by
growth in general cargo berths
Non Iron Ore Trade Growth
2010/11 Actual
Acid &
Caustic
Soda
0%
Acid & Caustic
Soda
0%
Containers
0%
Copper
Concentrate
(bulk)
11%
2016/17 Forecast
Containers
3%
Rock
0%
Manganese
(bulk)
General Cargo
0%
7%
Copper
Concentrate
(bulk)
4%
General Cargo
8%
Salt
40%
Rock
18%
Salt
60%
Oil
22%
Manganese
(bulk)
10%
Oil
17%
Relation berth occupancy/waiting time –
General Cargo
2 - Berth case
Port performance and Productivity: Source United Nations Conference on Trade and Development (UNCTAD)
Berth Congestion
Lumsden Constructed 2014
Berth Occupancy 2011-2017
140%
120%
Berth Occupancy (%)
100%
PH1
80%
PH2
60%
PH3
40%
Lu1
Lu2
20%
0%
2011/12
2012/13
2013/14
2014/15
2015/16
2016/17
2017/18
* 100% berth occupancy reflects 70% actual berth usage, plus vessel sailing and change over, and berth maintenance
* Rock Load Out for 2 years 2015/16-2016/17
Berth Congestion
Lumsden Constructed 2015
Berth Occupancy 2011-2017
140%
120%
Berth Occupancy (%)
100%
PH1
80%
PH2
60%
PH3
Lu1
40%
Lu2
20%
0%
2011/12
2012/13
2013/14
2014/15
2015/16
2016/17
2017/18
* 100% berth occupancy reflects 70% actual berth usage, plus vessel sailing and change over, and berth maintenance
* Rock Load Out for 2 years 2015/16-2016/17
Channel Capacity
• A & B Class
– Priority sailing for iron ore vessels – loaded and
empty
– Tidal constrained
• C Class
– PHPA Utah Point and General Cargo
– Typically non tide constrained
• Other – D Class
Inner Harbour
Capacity
Allocations
Inner Harbour
PHPA
30 Mtpa
BHP
240 Mtpa
FMG
120 Mtpa
RHI
55 Mtpa
NWIOA 50 Mtpa
Total
495 Mtpa
Outer Harbour
BHP “Quantum” 200 Mtpa
Multi-User
200 Mtpa
Total*
400 Mtpa
* Can be increased
Channel Capacity
AM Peak
PM Peak
AM Peak
A & B Class Tide Sailings
18.3m
A & B Class Entry - Empty
C Class
Non Tide
Constrained
Sailings
4 Hrs
14.3m
24 Hrs
Theoretical Channel Capacity based on a 6 Cape Size Vessel per tide
configuration:4380 number of Slots
Calculated as follows: 365 days x 2 Tides x 6 vessels per tide
4 Hrs
Lumsden Point
• Identified originally in the 2007 Ultimate
Development Plan as site for multi user
berths
• Early concept work by PHPA created the
‘triangle’ option
– Multiple land backed berths
– Variety of cargoes – ore, fuel, containers, general
– Staged development
• Involved substantial capital investment
Lumsden Point
Current Concept
 Predominantly general cargo (excluding iron ore,
salt)
 Staged development to match cargo demand
 Stage 1 entails– 2 Handymax berths, 400m length, land
backed
 Optimise capital investment
 Operationally aligned to PHPA service delivery
objectives – reliable, competitive & efficient port
 Minimise dredging and environmental impact
Stage 1: Concept design
Lumsden Estate
• Approx. 140 Hectares
• Mix of light and medium
industries to support port
activities
• Direct access to Lumsden Point
and Common User Facility (CUF)
• Direct access to Great Northern
Highway realignment
• Developed in stages to meet
industry demand
• Pre Assembled Modules (PAMs)
access road for Boodarie
CUF Concept Design
•
•
•
•
•
•
Maritime Servicing Facility
Wharves
Ship lift
Laydown area
Supporting Industries
Synergies with General
Cargo at Lumsden
• Proposed location
adjacent to Lumsden
general cargo berths
*Concept only
for illustrative
purposes.
General Cargo Investment
Sequencing
• Lumsden Point - 2 Berths (Handymax)
2014/15
• South West Creek – Anderson Point 6 Berth
(Fuel – Post Panamax) – Demand Driven
• Lumsden Point – 2 Berths
(Handymax/Panamax) – Demand Driven
Lumsden Funding Approvals
• Concept Design & Strategic Business Case
complete
– PHPA Board approved a market sounding study
on concept design and business case
• Liaise concept design with key agencies
• Next stage of approvals dependent on
preferred procurement / funding strategy
– PHPA / Government Funded
– Proponent Funded / PPP
Approvals process
If privately ‘owned’
N
O
W
Infrastructure
option
assessment
and
short listing
‘Next Steps’
Prepare procurement
strategy focusing
on commercial
framework, risk
and
approvals
Determine funding
and
procurement
approach
plus project
development
Place funding
If publicly ‘owned’
Finalise
final
business
case/project
definition plan
for
Funding
approval
Actions
Actions
Actions
Seek Board endorsement of the
preferred concept.
Seek Board approval for
recommended funding and
procurement approach.
Seek Board approval to prepare
to go to market for funding
Seek Board approval to appoint
a consultant tasked with
conducting a market sounding
process to fund and/or operate
the project.
PHPA to explain progress with
Department of Transport and
Treasury.
Submission of Application for
Concept Approval to Minister.
Seek endorsement of
Government on funding,
operating and procurement
approach including, requests
for state funding (if required).
Seek funding approval for a
consultant to conduct the
procurement process.
Seek endorsement of
Government to go to market for
funding
Prepare tender
and
go to
market
Build
Thank You