Feasibility Study - Department of Transport

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• machinery and equipment such as generators, turbines, transformers, paper bales, train carriages and forestry machinery loaded on to wheeled trailers • project cargoes which can include very large and very heavy loads, such as pre-assembled plant. These trades would also relocate to the Port of Geelong and, in addition to the land area required for motor vehicle import and export, would require: • approximately five hectares of open-air and undercover storage areas to allow for inspection, processing, cleaning and storage prior to delivery to off-site long term storage or directly to customers • ramps, pavement strengths and overhead clearances capable of handling HiHe loads of at least 350 tonnes net. Corio Quay North and South are currently used for breakbulk trades including steel imports for the motor vehicle industry and exports of aluminium ingots from Alcoa. These existing break-bulk trades could share undercover and outdoor storage provided for other related trades, or could be relocated to other parts of the Port of Geelong, subject to acceptable commercial terms being reached with relevant parties. Ships and cargo exchanges RoRo vessels enable vehicles and other cargo to be driven off the vessel via side and stern ramps. It is expected that the average size of RoRo vessels will increase over time as outlined in the following table. The average number of vehicles exchanged per vessel call is also expected to increase over time, due to: • increases in ship size and capacity • reduction in the number of port calls per vessel as overall trade volumes increase and shipping lines seek to achieve efficiencies. Increasing ship sizes and cargo exchange rates will require longer berths, additional lay down and terminal space and greater stevedoring services per ship call in future. Forecast ship fleet adopted for this study Length Typical registered draught Typical beam 2010 2015 2020 2025 2035 2050 (m) (m) (m) (% of car carrier ships calling at Melbourne) < 191 5 – 8 20 – 28 49 38 31 25 18 15 191-210 8.8 32.2 34 37 39 40 39 36 211-230 9.5 32.2 8 13 15 17 20 22 231-250 11.3 32.2 6 8 10 12 16 19 251-270 11.5 32.2 3 4 5 6 7 8 > 270 11.7 33 0 0 0 0 0 0 Forecast vehicle exchanges per ship call 2015 2020 2025 2030 2035 2040 2045 2050 Average Vessel Size (CEU) 6,117 6,250 6,368 6,432 6,496 6,517 6,538 6,559 Vessel Exchange 18.6% 19.8% 21.0% 22.2% 23.4% 24.6% 25.8% 27.0% Average Vessel Exchange (Vehicles/visit) 1,138 1,238 1,337 1,428 1,520 1,603 1,687 1,771 6 Feasibility Study Relocating motor vehicle importing and exporting to the Port of Geelong
Land-side supply chains The discussion paper described in detail the current supply chain for motor vehicle imports and exports, as summarised in the following diagrams. Exported vehicle supply chain Toyota’s export vehicles are transported directly from the production line to port up to 10 days prior to export. Reliability of export vessel schedules is crucial for Toyota as shipments from Australia are linked to a global schedule of vessel movements. Imported vehicle supply chain Most imports are transported away from the port precinct within the three days ‘free storage’ offered by the terminal operators: • 40 per cent of vehicles are transported direct to dealers following PDI at on-wharf facilities • 60 per cent of vehicles are transported to offwharf facilities, mainly in Altona/Laverton for PDI prior to subsequent transport to dealers, or for long-term storage. The logistics approach chosen largely depends on the manufacturer’s business model. Some manufacturers aim to reduce delivery time and inventory holding costs by conducting on-wharf PDI and delivery within three days. Manufacturers that are less driven by delivery schedules or import cars which are not pre-sold are more likely to transport their vehicles to Altona/Laverton. As more of the industry aims to improve supply-chain efficiency and reduce inventory costs, the proportion of on-wharf PDI is likely to increase to 60 per cent or more over time. This is consistent with current practice interstate where new, purpose-built vehicle import facilities have been established at the Fisherman Islands Cargo Terminal at the Port of Brisbane and the Port Kembla Terminal at the Port of Port Kembla. Distribution of imported motor vehicles reflects the current population distribution of Melbourne. Approximately 60 per cent of vehicles are currently sold through dealers in the eastern and south-eastern suburbs, while the rest are sold in the west and north. In the future this will move closer to 50/50 given higher residential growth rates in the west and north. Production plant Car transport company Consolidation at export wharf Stevedore Ship A few only Most Dealer About 40 per cent On wharf PDI A few Storage Dealer Ship Wharf stack (terminal operator) About 60 per cent Off wharf site Most Off wharf PDI Dealer A few Dealer Storage Dealer Feasibility Study Relocating motor vehicle importing and exporting to the Port of Geelong 7
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Feasibility Study - Department of Transport

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