DCN October Edition 2019

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SOUTH AUSTRALIA FREIGHT BLUEPRINT FOR SOUTH AUSTRALIA RELEASED The South Australian Freight Council’s CEO Evan Knapp spoke with DCN about the release of its report Moving Freight 2019 In relation to the Moving Freight report what response have you received, if any, from government and stakeholders? Responses to Moving Freight have been overwhelmingly supportive so far – particularly from other associations that represent key freight customer groups and individual transport modes. An online poll run by the local Murdoch press found 75% public support for our ‘South East Link’ concept, with almost 900 responses. That was particularly gratifying, as it’s not always easy to develop public support for freight related initiatives. The local Commonwealth MP didn’t like the concept – but rejecting it won’t change the fact that a rise in road freight is unavoidably coming to her electorate when other infrastructure is completed. We are not expecting any official government response prior to the release of the 20 year State Infrastructure Strategy, but individual discussions have been positive. Did the Freight Council anticipate any significant modal shift away from road or increase in freight being carried by sea in its analysis for this report? Adelaide has some of the best, if not the best, road freight links to its container port of all mainland capital cities (noting that some work on the final links is required). Road train movements account for around a third of all container movements to FACT (the Flinders Adelaide Container Terminal). Coupled with the inbuilt difficulties that short haul rail has to overcome, it’s difficult to see the road dominance being overcome without government intervention to force modal shift. While we’ve previously called for a loosening of the current cabotage rules to promote better use of the ‘blue highway’ in Australia, the simple fact is that there has been little positive movement in this area despite it being on the agenda for at least a decade. Naturally there is an expected total growth of both bulk and non-bulk export sea freight over time. This could be significant if a number of mining ventures are developed – particularly the Braemar province – but there are infrastructure challenges to be overcome first. What do you think are the most critical port/shipping related findings of the report? Critical freight transport infrastructure – including ports and port freight links – need to be better protected from encroachment by non-compatible uses. The economic costs of allowing ports to be constrained are both massive and (at least in South Australia’s case) avoidable. In essence, state planning systems need to embrace a ‘principle of prior use’, protecting freight infrastructure and banning noncompatible developments. It’s pleasing to see that the National Freight and Supply Chain Strategy has embraced this principle at SAFC’s urging, but we will need to see principle turned into action quickly to avoid some of the issues already being felt at certain east coast ports. South Australia has also seen a deluge of regional port proposals in recent years – far more than are actually needed or that we have the freight to support. While the need for new regional freight ports is real, the number of proposals is changing risk dynamics and paralysing development. In relation to the Eyre Peninsula, did the Freight Council see merit in coming up with a means by which grain could still be transported by rail rather than moving this to road? SAFC argued long and hard for government intervention to keep the Eyre Peninsula rail lines open, including taking the issue directly to ministers, but were ultimately unsuccessful. Early draft versions of Moving Freight had support for the EP rail lines in our top three ‘urgent’ projects. This changed to calling for urgent EP road safety upgrades once the decision to cease grain transport was made and bedded in. We are concerned that roads and communities on the EP are not prepared for the significant additional truck numbers that the rail closure will create. What’s next for the SA Freight Council in relation to this report and attempting to get action on at least the most urgent projects? Our first priority will be to see the infrastructure priorities outlined in Moving Freight embedded into the 20 Year State Infrastructure Strategy. Looking at the other submissions to the strategy and the high level of support for many of the initiatives we have put forward by other influential groups, we have a high level of confidence that this will be achieved. Then the long process of encouraging Infrastructure Australia submissions by government and gaining Commonwealth and State budget support begins. We are ready for this challenge. Evan Knapp, CEO, SA Freight Council SA Freight Council 42 October 2019 thedcn.com.au
equipment has been installed, including weighbridges, automated sampling probes and bunker walls.” The port will have three 8000 tonne silos plus a road intake building, and will be able to receive 1000 tonnes of grain an hour with an outturn of 1500 tonnes an hour on to a transshipment vessel. A transshipment vessel, the Lucky Eyre, has been fitted out with material handling systems in Shanghai to load ocean-going vessels about five nautical miles off the coast. The team behind another project at Port Spencer remains hopeful it will be operational for the 2020 grain season although the timeframe for approvals and construction is becoming tight. FREE Eyre Limited subsidiary Peninsula Ports has secured early involvement with four contractors to get a running start on construction once the new port gets the green light from authorities. “We’re a small company with big aspirations. We’re doing it on behalf of our 475 shareholders, who are principally grain farmers on the Eyre Peninsula. This hasn’t been done in South Australia for 40 years,” FREE Eyre chief executive Mark Rodda tells DCN. He is confident the port will be built and will be servicing the Eyre Peninsula farming community by 2021, if not sooner. “There’s been a number of other proposals to build port facilities in South Australia. Most of them are just talk,” he says. “We’ve got 40 people working on the project, between us and the contractors. This is not a talkfest anymore. There’s a lot of money being spent to get this right.” FREE Eyre began moving full steam on the project after its purchase of 140 hectares of land from minerals company Centrex Metals settled on June 3 this year. The two companies had been working together on a joint port project in 2012-13 which had been given major project status by the South Australian government. However, when Centrex decided to pull back on its mineral operations in the region, FREE Eyre decided to go it alone. As the market is improving in the mining sector we are seeing some great potential... Stewart Lammin, Flinders Port Holdings FREE Eyre has opted for a modular jetty design, as used by Rio Tinto in Queensland, which will save construction time and has brought the expected capital cost down to $50-60m compared with the original Centrex Port proposal with a traditional deep sea jetty, capable of handling cape-sized vessels. “Had it not been for this new design and construction of the jetty, we wouldn’t have been having this conversation. “We wouldn’t have been able to afford a jetty just for grain,” Mr Rodda says. The design will cater for vessels of Panamax or post-Panamax size which Mr Rodda says would cater adequately for vessels carrying grain. Mr Rodda says FREE Eyre expected the new port to handle about 800,000 tonnes of grain annually. He says about 2.6 million tonnes of grain is grown in the Eyre Peninsula region on average, of which about 1.6m tonnes should South Australia’s leading port owner, operator and logistics specialist. From ship to shore, road and rail, we can provide your complete supply chain solution. Ports 7 ports Pilotage & transfers Mooring Draft surveys Tide management Hydrographic services Container Terminal Gateway to South Australia People safe and environment sound Onsite container depot Direct rail links and road connections to national highways Competitive transit times Logistics Complete supply chains Customised solutions Road transport Warehousing Stevedoring www.flindersportholdings.com.au thedcn.com.au October 2019 43
Page 1 and 2: First published in 1891 October 201
Page 4 and 5: XXXXXX Contents 32 24 FEATURES 24 3
Page 6 and 7: First published in 1891 October 201
Page 8: WORD FROM THE MINISTER Victoria del
Page 11 and 12: Report released into Brisbane dedic
Page 13 and 14: Hirohito Takada Safety processes da
Page 15 and 16: You wouldn’t accept overbooking i
Page 17 and 18: Helping economies grow and customer
Page 19 and 20: INDUSTRY OPINION Removing road bloc
Page 21 and 22: WOMEN IN MARITIME Svitzer Australia
Page 24 and 25: LINER TRADES TO THE AMERICAS The li
Page 26 and 27: LINER TRADES TO THE AMERICAS Contai
Page 28 and 29: LINER TRADES TO THE AMERICAS 27 % A
Page 30 and 31: LINER TRADES TO THE AMERICAS 6.1 %
Page 32 and 33: PORT DESIGN, CONSTRUCTION & DREDGIN
Page 34 and 35: PORT DESIGN, CONSTRUCTION & DREDGIN
Page 36: PORT DESIGN, CONSTRUCTION & DREDGIN
Page 39 and 40: Weathering seasons Major ports in S
Page 41: BRINGING THE PORT TO THE PRODUCT T-
Page 45 and 46: ARDENT OCEANIA A leading marine ser
Page 47 and 48: local barge sourced by the Southern
Page 49 and 50: speed and channel bathymetry. This
Page 51 and 52: TMC Marine Stages of autonomous shi
Page 53 and 54: TMC’s Captain Roger King When dis
Page 55 and 56: Ian Ackerman been unsuccessful as t
Page 57 and 58: Image supplied Alexis Cahalan, prin
Page 59 and 60: WINTER CROP PRODUCTION AND AREA, AU
Page 61 and 62: THE 24TH ANNUAL AUSTRALIAN Shipping
Page 63 and 64: Roger King and Neil Lawson at PIANC
Page 65 and 66: INDUSTRY OPINION Traxens’ role in
Page 67 and 68: SUBSCRIBE TODAY! Stay up to date wi

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