Fremantle Port – the heart of the city’s identity

on business and the community. This includes codes and advisory instruments for which there is a reasonable expectation of widespread compliance. The level of analysis required in a RIS depends on the significance of the proposed change. Although the RIS principles were agreed at COAG, there does not appear to be widespread commitment to apply them at the State Government level.

What of those decisions that are not about regulation and don’t impose a compliance burden on businesses, that nonetheless have an impact on safety, productivity and efficiency, for example the location of safety bays and road upgrades? Genuine consultation on these matters can be hit and miss but there are countless examples of where good consultation, using local knowledge, has resulted in a better outcome for both industry and government.

Up until around 2002, Main Roads hosted Customer Service Committees (CSC’s) in each of their regions. These CSC’s comprised the Main Roads Regional Manager, a representative from Heavy supported by an enhanced rail network and new intermodal terminals.

The McGowan Government has allocated $97.2 million to progress on the recommended options, to be managed by a new Westport Office established in the Department of Transport.

All up, a Kwinana container port would cost between $4-4.7 billion, Ports Minister Alannah MacTiernan said.

There would be two options for Fremantle Port. The first would mean all container trade would move to Kwinana in 2032, the second would see the transition to Kwinana in a “phased approach”.

A cost-benefit analysis found under the phased approach every dollar spent would make the state an extra 76 cents, while the other option would return 64 cents.

Ms MacTiernan said a new Kwinana Port would reduce transport costs by about $100 a container.

The Liberal party responded with Vehicle Services, the local tourism group, local police, local government, transport associations, the Regional Road Group and Roadwise. Any of these parties could place an item on the agenda. It was a constructive group of stakeholders where proposed road upgrades and network conditions were discussed, as were safety initiatives, RAV combinations and proposed developments that would generate freight. The benefit of these meetings was that local knowledge was accessed to result in a better decision and they were collaborative in their approach. For example, prioritising upgrades on Brookton Highway and Opposition transport and ports minister Libby Mettam saying taxpayers had a right to feel ripped off by the $10 million spent on the Westport Taskforce process, which ‘tells us what we already know’.

She called on the state government to back the opposition's renewed push to build Roe 8 and 9.

“The government are clearly obsessed with the notion of shutting down Fremantle Port,” she said.

“This process has been flawed from the start when you consider the fact they have exaggerated consumption at Fremantle Port as well as the fact they have ignored a project which was in 2016 considered the most important of its kind by Infrastructure Australia.”

Mayor of Fremantle, Brad Pettitt said the Fremantle Port had huge local support and the City backed the retention of a working port, with Kwinana handling capacity overflow. the Williams-Kondinin Road may not have occurred when they did without this process. Unfortunately, CSC’s were abandoned and nothing has filled the void.

As we head towards the 13 March 2021 election, the major political parties will be developing their policies. A commitment to genuine collaboration with the transport industry, not mere information sharing, and the introduction of a regulatory impact process should be high on the list of priorities. At the very least the Regional Customer Service Committees

With the WA election approaching, the major political parties will be developing their policies. A commitment to genuine collaboration with the transport industry, not mere information sharing, and the introduction of a regulatory impact process should be high on the list of priorities

should be reinstated.

“This is a giant amount of money, which we shouldn’t be spending lightly without actually making sure we really make really good use of that asset, which is Fremantle Port,” he said.

“Locals of Fremantle don't want the Port moved and they see it very much as the heart of the city’s identity.

According to the Westport Taskforce, a Kwinana Port could handle 4.5 million containers a year, which is more than the 3.8 million it estimated would be required to service the state in 2068.

Fremantle Port can handle 2.1 million containers a year, the road infrastructure servicing it is limited to 1.2 million containers a year. It said moving all container freight through Kwinana in 2032 would be more cost effective. The Westport Taskforce's final report is available at www.mysaytransport. wa.gov.au/westport

There would be two options for Fremantle Port. The first would mean all container trade would move to Kwinana in 2032, the second would see the transition to Kwinana in a "phased approach"