Australian Ports News Vol 3 No 11

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Special Feature - Pages 16-24 Port of Townsville today

Below: Port of Townsville 1915

MUA all at sea over shipping facts & the need for reform

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REDICTABLE but erroneous claims by the Maritime Union of Australia (MUA) that changes to coastal shipping regulation will cost Australian jobs or maritime skills are not only wrong, but expose a desperate bid to stifle debate on vital industry reforms.

Deputy Prime Minister and Minister for Infrastructure and Regional Development Warren Truss confirmed the Australian Government is actively considering a raft of reforms to turnaround the stark decline in coastal shipping to rescue and, ultimately, rebuild Australia’s domestic maritime sector.

“Recent hikes in Australian shipping freight rates have seen shipping sink as a transport mode, with customers reporting increases of up to 63% in coastal freight charges in just the first year of Labor’s botched Coastal Trading Act,” Mr Truss said.

“Between 2000 and 2012 shipping’s share of national freight fell from a paltry 27% to less than 17% at a time when Australian freight actually grew by 57%. That means more congestion on roads and rail, which drives up their costs too.

“The Australian Government makes no apologies for working to remove the red tape that is unnecessarily burdening our coastal shipping industry, so we can reduce freight costs for shippers and their customers and bring shipping back on an even keel with road and rail.

“My address to the some 300-strong audience at the rtecent Shipping Australia Luncheon drew a sigh of relief from an industry under the pump and heralded a wave of support from the Minerals Council of Australia, the Business Council of Australia, the National Farmers’ Federation, the Australian Logistics Council, the Australian Mines and Metals Association and the Port of Brisbane.

“Current protectionist regulations are burdensome and ineffective. Even when an Australian shipper prevents a foreign ship getting a licence, the cargo often may not be awarded to an Australian carrier. The sale goes offshore. How can that be good for Australian business?

“The MUA claimed reform would cost jobs.

On the contrary, the Government’s agenda of removing red tape is expected to boost activity in the sector and grow the economy, which means more jobs in this country.

“Claims of 2,000 direct job s and 8,000 indirect jobs on the ‘chopping block’ are ridiculous.

“The 2013 industry census identified some 10,000 seafarers employed in Australia. Of that number, the largest single group are, in fact, Navy personnel (4,158), and many of the remaining seafarers (2,893) work in industries unaffected by our proposed reforms, such as the offshore sector, pilotage, dredging or in ports.

“Shore-based jobs in associated industries can only benefit by increasing shipping activity in Australia and reforms to the Act are the only way to have more ships operating around the Australian coast.

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Above: Warren Truss “The claim that 500 jobs in towage could be lost is simply not true, as towage workers are engaged regardless of whether a ship is Australian or foreign flagged.

“The Union’s claims of an increase in the number of ships licensed as proof of the system working are a fantasy. There are 47 Australianflagged general licence vessels under the Coastal Trading Act 2012, of which only 18 are major coastal trading ships, 28 are small coastal vessels and one is a scientific vessel.

“The five additional major vessels mentioned by the MUA have capacities of between 2,000 and 3,400 deadweight tonnes, which service the Torres Strait Islands. While this is an important local task it does not significantly add to our coastal trading capacity.

“More telling is that over the two years of Labor’s Coastal Trading Act, Australia’s coastal shipping capacity fell by a massive 64%.

“There is no basis for the MUA’s speculation that is ‘highly likely’ we have seen increases in activity following changes in 2012.

“The Bureau of Infrastructure, Transport and Regional Economics confirms that Australian ports loaded 49 million tonnes of coastal freight in 2012-13, but that five years earlier (2007-08) it was over 59 million tonnes – a 2.4% average annual decline. This is the proof that the system does not work and the slide has continued.

“Finally, the MUA’s claim that ‘no such regulation exists’ in reference to the industry example of ships remaining idle in port for a day before loading can begin exposes an appalling lack of knowledge of the sector in which the MUA operates.

“The system implemented by the previous Labor government includes a mandatory minimum 24-hour period to approve a variation, which means vessels can wait in port for a day for a variation to be approved before cargo loading can commence.

“The system is broken and we must act to fix it.

“Without action, coastal shipping will continue to lose market share to road and rail, adding to congestion in our cities, spiralling costs and causing extra wear and tear on land infrastructure. Only rapid reform will help to rescue coastal trading as a viable freight option.”

ILBARA PORTSAuthority has delivered its monthly throughput statistics for the month of September.

Overall, a total tonnage of 52.4 million tonnes (Mt) was achieved for the month of September, of which 48.6 Mt was iron ore exports.

The Port of Port Hedland achieved a monthly throughput of 37.1 Mt, an increase of 7.3 Mt or 25% from the same period last year.

Iron ore exports totalled 36.3 Mt, an increase of 7.3 Mt or 25% from the same month in 2013.

Imports totalled 236,000 tonnes, an increase of 67,000 tonnes or 40% from the previous year.

The Port of Dampier achieved a total throughput of 15.3 Mt for the month of September, a slight decrease of 4% compared the same period last year.

Imports totalled 82,000 tonnes, an increase of 13,000 tonnes or 20% from the same month in 2013.

Page 2 - Australian Ports News

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In this issue: • Portarlington pier renewal takes another step forward Page 3

• Cathodic Protection Installed at Northport Blackdog takes the bite out of Corrosion Challenge Pages 4-5 • Kestrel takes off at Port Kembla Energy Power Systems Australia - when you need fast and reliable CAT® marine power Page 6-7 • Hydrographic Survey Feature HydroSurvey Australia - the Seabed Mapping Specialists Page 8 • Precision Hydrographic Services - the best choice for quality and experience - Page 9 • 3D Marine - An Extra Dimension for a Safer Harbour Pages 10-11 • Surveying Project a Valuable Insight - Page 12 I • X Survey takes Bathymetry to New Heights in Accuracy - Page 13 • Ports News Pages 14-15 • Special Feature The Port of Townsville Celebrates 150 Years Pages 16-24

Portarlington pier renewal takes another step forward Left: Minister for Ports David Hodgett

• Napthine Government announces contract award for construction of the new pier at Portarlington • Tenders are also being called for the Portarlington Harbour Study • Napthine Government investing in Victoria’s local boating infrastructure

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HE RENEWAL of the Portarlington pier precinct is gaining momentum with a contract awarded for construction of the new pier and the City of Greater Geelong calling for tenders for the Portarlington Harbour Study.

Minister for Ports David Hodgett said the contract award for the construction of the new section of pier meant that detailed design work is now underway and onsite construction works will start in February next year for mid-2015 completion.

“The Napthine Government is well progressed with the Portarlington pier renewal project – we allocated more than $3 million to the project which is scoped and designed and now has a contractor on board to deliver the works,” Mr Hodgett said.

“I am pleased to announce that PW Johnson Constructions Pty Ltd has been appointed by Parks Victoria to deliver the project.

“PW Johnson Constructions Pty Ltd is a Victorian company specialising in complex marine piling and construction projects, most recently including the Mornington Pier.”

Liberal Candidate for Bellarine Ron Nelson said that local Geelong-based concreter Coen Precast has also been successful in securing the precast work.

“This project will give an economic boost to the local economy and provide a quality longlasting walking surface for the new section of pier,” Mr Nelson said.

“The major infrastructure upgrade will deliver a new 175 metre long, 4.5 metre wide pier aligned alongside the existing pier and is designed to last more than 50 years.

“A significant benefit of the project is that it will provide separate pedestrian and vehicle access on completion of the upgrade.”

Above: The existing Portarlington Pier on Corio Bay, near Geelong

Mr Hodgett said the announcement would be welcome news to the local aquaculture industry.

“The Portarlington pier is vital to the Port Phillip aquaculture industry based on the Bellarine Peninsula. By renewing the pier the Napthine Government is supporting this industry well into the future,” Mr Hodgett said.

“The design of the pier has ensured that there is provision for the future installation of wave screens to protect vessels and there will also be an increase to the load limits on the new pier section to improve aquaculture and other marine industry access.

“The investment in the region by the Napthine Government will secure access for the existing aquaculture berth holders and take an important step towards the development of the precinct,” Mr Hodgett said.

The City of Greater Geelong and the Department of Transport, Planning and Local Infrastructure have also partnered to prepare an implementation plan for the redevelopment of the Portarlington Harbour.

A business case will be developed to: • articulate the economic benefit to the region of an expanded commercial fishing and aquaculture fleet from Portarlington, • test the market demand for recreational berths, • understand private sector interest to invest in the harbor, and • develop a staging plan for the infrastructure works and responsibility for delivery.

Tenders are now open seeking consultants to prepare the business case.

Australian Ports News - Page 3

Cathodic protection installed at Northport T

HE FIRST incidence of Accelerated Low Water Corrosion (ALWC) and Microbiologically Influenced Corrosion (MIC) in New Zealand waters has been discovered and dealt with in a NZ$2million project at Northport.

ALWC and MIC affects mostly sheet piling in ports around the world including a growing number in Australia but the outbreak at Northport is, according to Terminal Facilities Manager Greg Blomfield, the first known occurrence in New Zealand.

Northport is a three-berth deep water commercial port facility at Marsden Point, Northland, at the entrance to Whangarei Harbour. It is the northern-most port in New Zealand and very important to the both the regional and general New Zealand economies due to its relatively close proximity to the country’s major trading partners.

Mr Blomfield explained that harbour installations including tubular and sheet piling have been traditionally designed with a sufficient thickness of metal to remain safe for the design life of the structure in spite of the losses of metal due to normal corrosion.

He said construction began on the first phase of the port in 2002 and that it had been designed to provide an operating life of 50 years. Once the second phase of the project was completed in 2007, the port consisted of a 570m berth over a concrete deck supported by tubular and sheet piling.

Investigations into the rate of corrosion in the port’s pilings in 2008 led to the discovery that ALWC and MIC were present in a number of areas. The existence of ALWC and MIC was confirmed by laboratory testing and a detailed investigation began to determine the rate of

corrosion.

After extensive photography and the purchase of underwater steel thickness and pit gauges and increased inspections of the pilings by divers, it was determined that the areas affected

by ALWC and MIC were corroding at up to 10 times the expected rate.

This meant that the life of the affected pilings would be very much shorter than they were designed for and that the port structure could begin to fail. Northport is fully aware of their installation’s importance and the paramount need to extend its safe operating life as far as possible.

They therefore moved swiftly to fully investigate and implement solutions to the ALWC and MIC outbreak. The search began in New Zealand but Northport was not encouraged by level of advice in the country and Mr Blomfield then attended the Third International Conference on ALWC in Amsterdam in March, 2012.

At the conference he learnt that cathodic protection had emerged as the preferred solution for mitigating the effects of ALWC and MIC and extending piling life. NSW company Corrosion Control Engineering (CCE) was appointed by Northport in August 2013 to design and manufacture the cathodic system to be installed at the port.

The design of the system was simplified by the fact that ALWC was considered during the design of the port and allowance was made to enable the easy retrofitting of a cathodic protection system in spite of the fact that ALWC and MIC had never previously been reported in New Zealand.

Continued next page

Below: Before treatment Above and Below: Sheet Piling

Page 4 - Australian Ports News

Cathodic protection installed at Northport Continued from previous page The system supplied by CCE was designed to operate at a voltage of 8-12 volts initially which will be reduced in time after the rate of corrosion has stabilised. The objective was to decrease the electrical potential between the pilings and seawater from the naturally occurring -650mV to at least -900mV. The change in the port’s electrical environment was expected to halt rust and cover the piling surfaces in a salt matrix which would create a chemical reaction and have a bleaching effect, making the environment hostile to the microbes causing the ALWC and MIC.

Manufacture of the system was completed

by CCE and the installation by Blackdog Steelworks and Marine and Industrial Electrics began in January 2014 and was completed in April/May 2014. Consisting of three 2mx3m cabinets, cabling which was trenched into the dock surface and 1.5m-long PVC-sheathed anodes running into the water at 12m intervals along the quayside, the system is unobtrusive and, said Mr Blomfield, does not interfere with port operation at all.

Early visual inspections of the affected areas of the pilings conducted by Diveco have shown a dramatic reduction in the incidence of the

orange bloom which is characteristic of the corrosion caused by ALWC and MIC and Mr Blomfield believes that the cathodic protection will effectively bring the rate of corrosion back within normal limits or even reduce it to near zero.

He said that periodic inspections would confirm what the new rate of corrosion was and that this would then make it possible to revise estimates of the life of the port.

The project has been a long-running investigation. However, once the solution was positively identified, the mitigation phase was undertaken very quickly. The companies involved with the design, supply and installation

have been excellent, with the system now in the final stages of commissioning. Northport can sit comfortably knowing that a proven system is operational and protecting its most valuable asset 24 hours a day.

ALWC and MIC is a worldwide problem but, said Mr Blomfield, little progress has been made on identifying the cause of outbreaks or even if it is somehow spread from one location to another. One theory is that today’s cleaner harbours provide a more hospitable environment for the microbes involved while another is that compounds now removed from ship anti-fouling paint played a role in microbe control.

Blackdog Takes the Bite out of Corrosion Challenge

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EW ZEALAND’s Blackdog Steelworks likes to sniff out a challenge and meet it head on. Such was the case when the Blackdog team were confronted by the need for corrosion control under existing wharves at Northport. On the surface it sounded simple enough but down below well, that was another story and just the kind of challenge Blackdog relish.

The job at hand was to apply install cathodic corrosion protection to the 3 berths at Northport with a combined length of 600 metres. The deep water multi-purpose port is located at Marsden Point which is about a two hour drive from Auckland.

At the outset, the major problem was pulling up to 250m per run of heavy cable underground & through the ducting under the wharves. So the challenge was to install 2.5 kilometres of cable under the wharves without disrupting shipping movements and to install the trunking to house the cable during its journey to the 64 anodes. Of course, the Blackdog team also had to contend with the prevailing tidal movements, limited head-room at high tide and the inclement weather.

Fortunately, the team from Blackdog Steelworks had an experienced Project Manager at the helm and in-house personnel with a broad range of skills who are used to overcoming the unexpected. They also had their own qualified Skipper and just as well. Blackdog would build two barges to transport crew and materials to the project site and the Skipper would coordinate with the Harbour Master for shipping arrivals and departures, as well as planning the team’s own harbour schedule.

Blackdog also used their own unique multifunctional Blackdog Cats to perform the task under the wharves. Designed and manufactured by the company, these aluminium pontoon Cats are extremely stable with a hull designed to provide maximum deck space.

They were ideal under the prevailing conditions to make working around the wharves a lot easier and safer.

Significantly, Blackdog Cats recently supplied Northport with a new work-boat, an 8.5 metre aluminium catamaran called Manaia. It was built by Blackdog to the port’s specifications and was launched on 31st July at Marsden Cove.

However, for humans, working under water is not a natural location and the installation of the trunking had its moments but getting the heavy 120 centimetre square cable through such a long length of conduit wouldn’t be easy.

Call it ingenuity or initiative but the Blackdog team had a cunning plan, it was original and very clever. They secured a length of nylon to one end of the cable and the other end to the back of a battery powered, child’s model racing car. They then sent the car down the narrow trunking towing 250 metres of cable along the conduit where it was met at the wharf end.

This highly creative procedure was extremely successful; and was used a number of times to hook up the 3 berths so the 64 anodes would have a continuous supply of electricity.

Blackdog Steelworks have enjoyed a long working relationship with Northport and have successfully completed a number of diverse projects at the port. These include the relocation of a chip loading conveyor; refurbishment of cargo trailers; the construction of concrete access bridges across a waterway; making modifications to harbour side navigational aids as well as modifying 30 metre light towers so that the top lighting platform could be removed for refurbishment when required.

Blackdog’s Kevin Ogle was delighted with the way the anti-corrosion project was conducted and spoke highly of the teamwork approach.

“The corrosion control project was extremely successful and we would like to do more work of this kind. We’ve always enjoyed working with Northport, communication is excellent and on this occasion we were joined by DiveCo, Marine & Industrial Electrics Ltd as well as Atlas Cranes and the overall team spirit made the whole project a pleasure to execute.”

For more information about Blackdog Steelworks visit; www.blackdogsteelworks.co.nz

Blackdog Steelworks is proud to have been a part of the successful installation of

Northports ICCP project.

222 Lower Port Road, Whangarei 0148 New Zealand

Phone: 0800 430 2126 Website: www.blackdogsteelworks.co.nz Email: info@blackdogsteelworks.co.nz Australian Ports News - Page 5

Kestrel takes off at Port Kembla supplied the Furuno electronics package including radar, echo sounder and plotter and Icom radios – all sited in a central console with everything being convenient and at hand for the coxswain.

The vessel has a cabin with forward-sloping windows to minimise heat transmission to the cabin interior. She is equipped with substantial Trelleborg fendering around her hull, as well as cabin-mounted grab rails and everything required for the safe and speedy exchange of personnel between the boat and large vessels underway.

Safety equipment was supplied by RFD and includes a six-person RFD life raft sited to port on the aft deck. The vessel was equipped with another potentially life-saving piece of equipment in the form of a forward-looking infrared (FLIR) camera which is able to detect

S

YDNEY PORTS Corporation took delivery of the Kestrel a new stateof-the-art pilot boat at Port Kembla on October 1, 2014.

The vessel, a Pantocarene-designed 15.6m HM ORC 15.6HR5 fast pilot boat, had been built for the client by Hart Marine at their yard in Melbourne. According to Hart Marine General Manager Graeme Taylor, the vessel is the latest and best of a string of pilot boats built at the yard for clients across Australia.

“The ORC pilot boats we have built over the years have been carving out a reputation for reliability, comfort and seaworthiness among their users and operators and, with the Kestrel, we have surpassed ourselves in reducing cabin noise by a further 3Db to a comfortable 68Db which, together with the resiliently mounted cabin, leads to unparalleled levels of operator comfort,” Mr Taylor said.

Construction of the Kestrel began in November 2013 and she was launched in

Melbourne on September 8, 2014. Then followed a rigorous program of sea trials including testing maximum, cruising and transfer speeds and to certify fuel consumption.

In addition, the vessel’s compasses were swung and she was subjected to a crash stop and steering test.

One of the most important tests was to check her stability curve to ensure that she will selfright if that is ever required. The tests were conducted by Hart Marine experts, including Mr Taylor, who were then joined by the coxswains who will pilot the vessel at Port Kembla for the delivery journey north from Melbourne.

Kestrel was designed to incorporate exceptional levels of usability and safety even in the most extreme conditions. She is surveyed to carry two crew and six pilots and is fully self-righting in the event she ever capsizes.

The wheelhouse is well thought out with comfortable seating for 6 persons and a command chair and station amidships with excellent all-round vision. Olectric Systems

the heat given off by human beings and track their position in the sea, making it possible for her to recover them from the stern-mounted MOB platform.

The vessel is powered by twin C18 700hp Caterpillar diesel motors delivering power to two Mikado 750mm propellers through remotemount MGX5135A gear boxes. These will give Kestrel a top speed of 28.5 knots and more than ample power to tackle any conditions she will meet.

The ORC craft offer a particularly stable platform and integral to this is the unique hull design which has oversized rudders and wide trim-tabs that deliver outstanding manoeuvrability and sea-keeping characteristics. The hulls are light but superstrong and made from resin-infused E-glass with carbon fibre frames.

Continued on next page

Above: The engine room offering ample work space below deck

The Hart Marine built ORC Pilot Boat

marine Find us on YouTube Scan the QR code or search for Hart Marine www.hartmarine.com.au +61 03 5975 5622 Page 6 - Australian Ports News

As used by: Port Phillip Pilots Geraldton Port Authority Rio Tinto Esperance Ports Port Kembla Ports

Kestrel takes off at Port Kembla Continued from previous page The design fundamental making the ORC pilot boats unique are their wave-piercing beak hulls which evolved from years of tank testing and sea trials by Pantocarene and combine the characteristics of planing and semi-planing hulls. Vertical acceleration is reduced when compared to typical semi-planing hulls, with the best results being obtained at high speed.

In following seas, the beak hulls behave better than traditional planing or semi-planing hulls. The feature imparts inherent roll damping and the vessel slows only moderately as its beak bow pierces the next wave.

The importance of this feature cannot be overstated with pilots and crews of the craft reporting that the design offers a much smoother ride and greatly reduced levels of fatigue.

Many also report that, although they had experienced seasickness on older-style pilot boats, the new design has worked to virtually eliminate it.

Noise and vibration in the crew cabin are further reduced by the composite materials used in construction, the fact that the wheelhouse is resilient-mounted and that Kestrel’s twin 750mm five-blade propellers have the effect of reducing cavitation and noise.

Mr Taylor said that Hart Marine staff were proud of the pilot boats they built and that they were Australian through and through, being built by Australians for Australian ports using components sourced in the country.

He said that the already great design provided by Pantocarene was constantly being tweaked and improved by Hart Marine after regular consultations with clients including Port Philip Sea Pilots who were located in close proximity to Harts and who had long experience of operating the craft in the extreme conditions of the Bass Strait.

One other of the prime selling points of the Hart Marinebuilt pilot boats, said Mr Taylor, is their estimated 35-year lifespan and the fact that they will have a resale value long after vessels with conventional metal hulls would have deteriorated to the point where they would have to be scrapped.

The craft have performed impeccably even in extreme sea conditions and this has led directly to a number of new orders which are currently in production. These include another Orc 18 for Port Phillip Sea Pilots and two vessels for Svitzer which are destined for service at Barrow Island and Wheatstone.

Energy Power Systems Australia – when you need fast and reliable Cat® marine power

T

HE Hart Marine built 15.6-metre pilot vessel for Port Kembla Ports Corporation has C-rated Cat C18’s for its propulsion system.

Above: Inversion coupled engine mount

Energy Power Systems Australia (EPSA) has recently worked with Melbourne-based Hart Marine to supply Cat® C18 diesel engines for a new state-of-the-art pilot boat for the Port Kembla Authority.

The vessel is designed for fast and reliable transfer of marine pilots in all conditions, 365 days a year. Pilot transfers are critical.

Vessels used for these transfers need to be fully operational in all conditions.

EPSA Sales Representative David Heard says “The two Cat C18 engines we supplied produce 533 KW each, and are coupled to island mounted MGX5135A Twin Disc transmissions.

The propulsion package provides an impressive horsepower to speeds of 28.5 knots.”

“The vessel, named ‘Kestrel’, is a 15.6metre HM ORC 15.6.HR5,” explains Hart Marine’s Graeme Taylor. “Kestrel is one of the most advanced vessels of its kind. She took 10 months to construct and her innovative design includes a wave-piercing beak bow hull which greatly enhances comfort for the crew.”

In order to withstand the toughest conditions the Kestrel has a remote mounted wheelhouse to reduce vibration noise, was designed with exceptional levels of usability and safety in mind, and is fully self-righting in the event of a capsize.

David Heard says: “It’s always great working with Hart Marine who are doing such innovative work in the marine industry.”

Kestrel is so smooth and silent it’s like being in a high end luxury motor yacht and the attention to detail in the engine room is exceptional.

EPSA is the exclusive supplier of Cat® engines and power solutions in Australia, Papua New Guinea and the Solomon Islands.

EPSA is the Cat engine dealer for any business or application: marine propulsion to industrial power, electric power generation, oil and gas drilling and offshore production, rental and used engines and generators.

Hart Marine is recognised as Australia’s most experienced advanced composite boat yard.

Hart Marine is a master boat builder specialising in the manufacture of high-performance yachts, motorboats, commercial workboats and pilot boats for clients in Australia, Japan, the UK and the USA.

Australian Ports News - Page 7

HydroSurvey Australia - the Seabed Mapping Specialists

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ydroSurvey Australia, Flinders Ports’ specialist seabed mapping division, has been using three customised vessels to carry out detailed hydrographic surveys, not only for Flinders Ports, but for other ports and organisations too.

Over the last 12 months the HydroSurvey Australia team has conducted a number of hydrographic surveys for Flinders Ports including the annual surveys of the navigation channels and berths for the ports of Port Adelaide, Wallaroo, Port Lincoln, Port Pirie, Port Giles and Klein Point in South Australia, a clearance survey for the new Oil Berth at Outer Harbor, Port Adelaide and surveys of TechPort and ASC Berths at Osborne, Port Adelaide - under both ship lifts.

As well as working for Flinders Ports, HydroSurvey Australia has recently completed other survey work in South Australia. This has involved a bi-annual survey of the Port Bonython navigation channel and berth in Upper Spencer Gulf, an annual survey of the Yarraville Shoal Choke Point in Upper Spencer Gulf, a bathymetric survey of the Cape Jervis harbour and boat ramp, pre and post dredge surveys of the O’Sullivan Beach boat haven and a predredge survey of the entrance to Gulf Point Marina for the South Australian Department of Planning and Infrastructure.

HydroSurvey Australia regularly undertakes hydrographic survey work in Tasmania. Working in close consultation with Tasports, HydroSurvey Australia recently carried out the annual survey of the Devonport harbour and entrance, a survey of two proposed spoil grounds in the Bass Strait adjacent to Devonport, and a survey at Hells Gates near Strahan.

By using Geoswath Plus interferometric wide swath survey systems in combination with Position Orienting System for Marine Vessels (POSMV) - Global Positioning System (GPS) aided inertial navigation systems, HydroSurvey Australia is able to achieve ‘total bottom coverage’, in compliance with the IHO specifications for Special Order Surveys. The company’s inhouse experts then process the raw data, prepare plans, undertake 3D modelling, calculate volumes and provide a variety of textual or graphic based outputs for clients.

Above: 11m NoosaCat Pathfinder using an interferometric wide swath survey system mounted in a moon pool between the hulls

Customised Survey Vessels HydroSurvey Australia’s fleet of vessels are the 11 metre NoosaCat Pathfinder, the 5 metre NoosaCat Felix and a fully customised SeaDoo Jet Ski. The company has committed to an ongoing program of technology upgrades for each survey vessel. Both catamarans, the Pathfinder and the Felix, have been installed with their own dedicated wide swath survey systems. The 11 metre Pathfinders gives

Below: 5m trailerable NoosaCat Felix using an interferometric wide swath survey system located in a centre aft position between the engines

Page 8 - Australian Ports News

HydroSurvey Australia strong capability for off-shore surveys, whereas the 5 metre long, trailerable Felix, is highly suited to inshore work. The Jet Ski, with a dual frequency single beam echo sounder built into its hull enables HydroSurvey Australia to deliver high quality survey services for near shore or river surveys.

This diversity of high-quality survey platforms lies behind HydroSurvey Australia’s success in winning survey work for ports, marinas, rivers, dams, lakes and coastal sands projects.

Below: Fully customised SeaDoo JetSki using a single beam echo sounder

Precision Hydrographic Services, the best choice for quality and experience PRECISION HYDROGRAPHIC SERVICES, formerly known as Swathe Services Australia, has established itself as a leading hydrographic survey services company, dedicated to providing the highest quality hydrographic services worldwide.

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HE GLOBAL economy is changing, and with it the demands on ports are changing too. To meet the increasing demands for volume and efficiency, ships are becoming larger and with maximum loading, under keel clearances are diminishing. Most ports and harbours have dredged channels, berths and anchorages.

However, these suffer from siltation, thereby reducing the depth of water available to shipping.

Consequently, a burden of responsibility is placed on port authorities to ensure that hydrographic surveys are undertaken to monitor charted depths, ensure depth accuracy is maintained, and underwater hazards are identified and avoided.

Sound velocity measurements, an important aspect of hydrography

Precision Hydrographic Services Managing Director, Neil Hewitt is an experienced and qualified hydrographic surveyor, having worked more than 25 years in the industry.

Neil founded Precision Hydrographic Services (PHS) in 2008 and his team specialise in the acquisition, interpretation and reporting of seabed information. The PHS team are skilled certified hydrographic surveying professionals and this is something Neil feels strongly about when he says, “Hydrographic surveying can be a complex operation and the appropriate experience and competence is critical in producing a high quality survey which can be confidently relied upon.�

On each project PHS develop a concise plan and work with clients to help them understand the data collected and how to implement strategies accordingly. The fundamental difference between a nautical chart product and a map is that the user of the chart is unable to verify the detail that is hidden beneath the sea surface. Therefore, the responsibility of the hydrographer is to cover a survey area so that no feature remains undiscovered. Neil has seen first-hand the significance high quality survey data can make in enabling ports to efficiently and accurately determine least depths in the port, allowing them to maximise draft and ensure the safe navigation of large bulk carriers and container ships.

Above: Bulk carrier, safety of navigation is paramount For the past eighteen months PHS have been working closely with the Pilbara Ports Authority (PPA) to gain a greater understanding of the available depth, and to identify unseen hazards to navigation in the Port Hedland port.

Port Hedland is the largest bulk port in the world and operates under a Dynamic Under Keel Clearance (DUKC Š) system. Accurate tidal and depth information is critical to the effective implementation of this system. PHS have assisted PPA in their understanding and confidence that the hydrographic data used by the DUKC Š system is reliable and accurate, enabling not only safe passage but maximum draft of large ships.

PHS conduct survey operations to the highest standards possible and use the best equipment available. They have developed capabilities using a number of tools and analysis platforms, and ensure all data passes through a rigorous system of checks to ensure accuracy and project outcomes are achieved. All critical survey results are approved by a Level 1 certified hydrographic surveyor.

The consequences of inaccurate seabed mapping can be costly and may mislead decision makers. They can also be fatal. Providing safe passage for marine vessels is serious business and requires specialist expertise, skill and accuracy, and why PHS’ tried and tested risk management approach is designed to enhance port operators’

understanding and provide peace of mind. PPA’s Dredging Manager, Frans Schlack stated, “The services provided by Neil and his team have led to a better understanding of the Port Hedland port in relation to available depths and tide observations, ultimately leading to a greater port capacity all the while improving safety for our visiting draft restricted vessels.�

It is clear PHS have a vast understanding of the issues affecting the industry, meaning their clients benefit from cost effective solutions in an industry facing ever changing regulatory and financial issues. PHS’ tag line We do it once, we do it right is a statement affirming their quality, timely and tailored certified hydrographic service.

If you are involved in the planning phase of a coastal or marine infrastructure project, PHS invite you to seek advice from their experienced and certified hydrographic surveyors. Their process will enable you to make informed decisions in areas of hydrography; minimising the potential outlays due to lack of information in this area of your project.

To speak with Neil and his team at Precision Hydrographic Services call 08 8351 1203.

Connect and engage with PHS on LinkedIn http://www.linkedin.com/company/precisionhydrographic-services and visit their new website coming soon: www.precisionhydrographic.com.au to view company and personnel profiles.

+61 (8) 8351 1203 www.precisionhydrographic.com.au info@precisionhydrographic.com.au

2/634 South Road Glandore SA 5037

Postal PO Box 1213 Blackwood SA 5051

We do it once, we do it right

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Australian Ports News - Page 9

3D Marine - An Extra Dimension for a Safer Harbour T HE TEAM from South Australia’s 3D Marine Mapping is highly experienced in the art of hydrographic surveying but recently the company was called upon for an unusual search and rescue exercise.

Four legs from an elevated drilling platform had been lost in a harbour and apart from the replacement cost, the missing 9 tonne legs presented a serious danger for commercial shipping. At 18 metres in length you might think that they would be easy to spot but the exact location was unknown.

The search covered an extensive area of 18 kilometres by 4 kilometres with depths ranging from 12 metres to 35 metres but fortunately, as far as maritime matters are concerned, 3D Marine Mapping has both the equipment and the expertise to narrow the field. Ultimately, they found the four missing legs and they were recovered intact and returned to the owner.

It’s no surprise that 3D Marine was recruited for the task as its area of expertise is extremely broad, mainly due to the eclectic mix of highly qualified in house talent and strengthened by its association with Alexander Symonds.

Established in 1932, Alexander Symonds is one of Australia’s leading survey and geographic consultancies and is a major shareholder at 3D Marine Mapping. The company also provides 3D Marine with access to additional surveying resources.

By agreement with Alexander Symonds, 3D Marine Mapping also provides training for graduate surveyors to enable qualification as certified professional level 1 hydrographic surveyors with the Australian Hydrographic Surveyors Certification Panel (AHSCP).

To enhance 3D Marine’s surveying skills, its own in house team has an impressive background in engineering projects and management of major infrastructure projects including port developments, railways, mines, power generation plants, transmission lines, pipelines, roads and urban development.

Such expertise provides 3D Marine with an inherent understanding of the importance of cost effective delivery for both large and small scale projects.

Of course the company’s main focus and expertise is in mapping and management of hydrographic, charting and maritime information related to ports, harbours, coastal waters, shipping routes and the offshore mining sector.

Overseeing operations at 3D Marine Mapping is Director Robert (Bob) Lange and it couldn’t be in more experienced hands.

Bob is the former Chief Surveyor, Marine and Harbors SA and also as Survey Manager of Ports Corp SA, Bob was responsible for the maintenance of the South Australian tidal network and the production of tidal predictions for South Australian ports.

He also conducted surveys and charting for navigation safety purposes throughout 57 commercial ports and 3,700km of coastline in South Australia. The ports and their associated approaches included in excess of 100km of dredged channels. Bob Lange is also the ‘go-to-man’ as a recognized expert

and witness and often provides advice to government and the private sector on maritime issues.

When speaking to Bob Lange his friendly countenance conveys that quiet air of confidence in someone who enjoys his Contined next page

Sand Waves

Page 10 - Australian Ports News

3D Marine - An Extra Dimension for a Safer Harbour Contined from previous page

profession and knows his area of expertise back to front, but as Bob says; “We’re fortunate that we have highly experienced personnel with marine surveying skills that are second to none, but that confidence in overcoming any challenge is also enhanced by an extensive array of precision mapping equipment and software.

“We’ve invested heavily in recent years not only in training, but in interferometric wide swath survey systems and other advanced technology. We also enjoy a close relationship with GeoAcoustics, who as a manufacturer provides technical advice as well as information on product development.”

3D Marine Mapping’s primary focus is in the provision of high precision hydrographic services for commercial and recreational port operators in both the government and private sectors. This includes nautical charts, seabed mapping, pipelines, clearance surveys for dredging operations, berth locations, safe harbour routes and coastal shipping lanes, as well as environmental studies, site investigation, tide movements and monitoring of coastal and estuarine waters.

Operating from its South Australian headquarters, 3D Marine Mapping has successfully completed an impressive list of projects using swathe systems and bathymetric surveys throughout Australia and South East Asia.

The list includes container berths and shipping approaches for the Port of Singapore; pipeline routes and port approaches in New Caledonia; the processing of 850 line kilometres of swathe bathymetry for oil exploration leases in China; bathymetric surveys in Wellington Harbour NZ and a sunken warship/artificial reef in Cook Strait.

3D Marine’s national operations are equally impressive. The company has provided survey information for a variety of projects for ports and harbours in every state in Australia. These include surveys for approach channels, container berths, swinging basins and crude oil berths.

The team from 3D Marine has conducted similar projects in a wide variety of locations including Southeast Kalimantan, Madang, Papua New Guinea, Simberi and Woodlark Island. They’ve been called upon to conduct surveys in Sydney Harbour, Lake Nepean, Port Kembla and Warragamba dam in NSW, as well as numerous projects in South Australia, Tasmania, Western Australia and the Northern Territory.

3D Marine Mapping was established in 2002 and the rapid growth in clientele just in the last decade reveals a company that has built a solid reputation for excellence.

There’s no doubt that judging on its past performance, if the company’s future could be marked on a map, 3D Marine Mapping would be seen heading in the right direction with a successful journey assured over the many years ahead.

Shoal Escarpment

If you’d like to know more about 3D Marine Mapping visit; www.3dmarinemapping.com.au

Australian Ports News - Page 11

Surveying Project a Valuable Insight A

RECENT surveying project at Eastland Port in Gisborne has added valuable insights as New Zealand’s most efficient log-handling port looks to the future.

The port’s logistics infrastructure manager, Martin Bayley, said geophysical surveying carried out by Marine and Earth Sciences used refraction testing measures to map the area around the harbour breakwater.

“We experience long period wave surges that can cause problems once the waves enter the harbour. We’d been investigating various ways of mitigating that problem and modelling different wave configurations around the port. The options under consideration include lengthening the breakwater or shortening Butlers Wall.”

The results of the survey were a surprise.

“We discovered that at the end of the breakwater the rock dives deeply from around 20 metres to about 52 metres over a very short distance. It’s a deep, narrow palaeochannel – the remnant of a river channel filled in by younger sediment.”

Mr Bayley said modelling show lengthening the breakwater worked to reduce wave surges, but the recent survey results suggest an extension is not the perfect solution.

“We’re dealing with papa mudstone here, possibly the worst rock to deal with. It’s expensive to drill into but, because it’s a sedentary rock, drilling weakens it and it breaks up.”

Prior to the surveying, Eastland Port didn’t have a definitive understanding of what the breakwater was sitting on.

“It’s good news to know there’s rock there and the channel is deep. The information helps us determine the depth for dredging to allow bigger ships to berth. In general, ships aren’t growing in length – they’re growing in beam – so they actually float higher, and Eastland Port is limited by its turning basin anyway.”

Many of Eastland Port’s structures were shallow-piled, he added, with the latest ones designed in the 1970’s for smaller ships. “We dredge from dawn to dusk during the period of daylight savings to allow for bigger ships, and the survey has helped determine slope stability as well as tell us precisely how deep

we can dredge without undermining the current structures.”

“What we really wanted to know whether we could build to the bottom of the sea floor if we decided to extend the breakwater. The refraction tests developed a ‘kaleidescope of noise’ to determine just how much material was sitting

on top of the rock sea floor. The results have proved to us that while anything’s possible, extension of the breakwater may not be the most cost-effective solution to the ongoing challenge of long period wave surges.”

Commendation for Flinders Adelaide Container Terminal’s Safety Coordinator

C

HAD BAKER, Health, Safety & Environment Coordinator at Flinders Adelaide Container Terminal has received a Commendation from SafeWork SA for his contribution to Work Health and Safety at Port Adelaide’s container handling facility.

Earlier this year Flinders Adelaide Container Terminal nominated for Mr Baker for the SafeWork SA Award, ‘Best Individual Contribution to Work Health and Safety’. He was selected because he had shown strong

commitment and leadership on three major programs to improve safety: a traffic light control system for road train service lanes, straddle carrier guide lights on ship to shore cranes and a pedestrian swipe card access system for reefer row entry/exit.

All three systems have been extremely successful, significantly improving safety on site at the container terminal. Mr Baker was shortlisted as an award finalist, before receiving a commendation from the SafeWork SA judging panel at the Gala Dinner event which was held in Adelaide on Friday 31 October 2014.

Celebrating 175 years of the Darwin Port

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HIEF Minister Adam Giles (left) recently launched celebrations for the 175th Anniversary of the Port of Darwin.

“It was fantastic to stand with the Darwin Lord Mayor Katrina Fong Lim and Port CEO Terry O’Connor to celebrate the Port’s rich heritage and acknowledge 175 years of achievements as a vital trading hub for Northern Australia,” Mr Giles said.

“The discovery of Darwin Harbour by HMS Beagle in 1839 was a momentous event in the history of Northern Australia, laying the foundations for the great trading centre the city has since become.

The Port is now a centre of international trade, undergoing continual transformation in the past 175 years.

Page 12 - Australian Ports News

Above: Chad Baker on site at Flinders Adelaide Container Terminal “Today, East Arm Wharf oversees the movement of 2800 commercial vessels, around 400,000 head of cattle and 4.3 million tonnes of cargo every year.

“Celebrations for the 175th anniversary present an ideal opportunity to reflect on the history and achievements of the Port of Darwin.

“As part of the 175th Anniversary activities, the Territory Government is investigating the possibility of a new expedition to retrieve the two Beagle anchors which are currently in the mouth of the Victoria River.

“The last attempt to retrieve the anchors was 20 years ago and locating them would be an historical expedition of national and

international significance.

“Over the coming months the Territory Government will also announce a series of exciting commemorative activities including an educational website on the Port of Darwin and a special display at the NT Library presenting historic journals, shipping lists, chronologies, maps and photographs.

“Darwin has a rich maritime history and the 175th Anniversary is an opportunity to celebrate how far it has come.

“The Port is critical to the Government’s plans for the development of Northern Australia and I look forward to exploring opportunities for expansion into the future.”

IXSURVEY takes Bathymetry to New Heights in Accuracy

B

RISBANE based IXSURVEY Australia, is one of the renowned French IXBLUE Group of companies and specialises in high accuracy bathymetric surveys. The company has a wealth of in-house expertise and a range of state of the art equipment to ensure a comprehensive response when mapping of the marine environment is required.

The acquisition of hydrographic and geophysical data is of fundamental importance for ensuring safety of life at sea and is a key stage in the development of offshore and coastal engineering projects. IXSURVEY has extensive experience in the delivery of high accuracy single beam and multi-beam surveys to IHO specifications, and employs an experienced team of SSSI Certified Level 1, and IHO/FIG Category A and B Hydrographic Surveyors.

The company can also undertake site investigations using a variety of systems, including synthetic aperture sonar, side scan sonar, sub-bottom pinger, boomer and chirp profilers, magnetometers and physical sampling equipment.

With offices in both Australia and France, IXSURVEY can provide a cost effective range of mapping services which include; • Hydrographic surveys for navigation, engineering and environmental purposes • Geotechnical investigations

and

geophysical

site

• In-situ oceanographic data collection and analysis • Real time met ocean monitoring systems IXSURVEY’s operational reach is impressive and apart from its own highly qualified team, it also incorporates world’s best practice through its international links with the global IXBLUE Group.

Above: GBI Chart Drape The company recently conducted extensive coastal mapping in New Zealand waters for Land Information New Zealand up to and including the drying line. In Australia, IXSURVEY has also undertaken extensive Multi-beam surveys covering the bulk of Darwin Port.

Managing Director and founder of IXSURVEY Australia Pty Ltd is David Donohue who, apart from holding a bachelor’s degree in Administration and a Post Graduate Diploma in Hydrographic Surveying, served for 15 years as a hydrographic survey officer in the Royal Australian Navy. David is an accredited IHO / FIG Cat. ‘A’ hydrographic surveyor and is obviously passionate about his field of endeavour.

in all marine environments, whether in determining the right location for coastal and port infrastructure or providing safe routes for shipping or smaller vessels.

“We employ a number of proven methods both above and below the water using the most advanced equipment and we believe that our clients deserve the best and in achieving that end our pricing is extremely competitive.

“Any project that requires measurement of geophysical properties anywhere near water is potentially a project that IXSURVEY can assist with and you can be sure in the application of what we do best, it will be cost effective.”

If you would like to know more about the range of services IXSURVEY Australia can provide visit; www.ixsurvey.com.au

“Marine safety is critical for all users and any challenge in making that environment safer is always welcome.

“At IXSURVEY we are supremely confident in our abilities to ensure precision mapping

Above: Final overview Australian Ports News - Page 13

Ports Australia welcomes long term plan for the Great Barrier Reef

New search and rescue aircraft contract awarded

P

ORTS AUSTRALIA has welcomed the release of the joint Commonwealth-State Reef 2050 Long Term Sustainability Plan for public comment.

Ports Australia CEO, David Anderson, said the plan will play an important part in the sustainable management of the Great Barrier Reef (GBR).

Mr Anderson said, “Ports have worked collaboratively with other partner members and have made positive contributions to meet targets and provide positive actions on port planning and delivery of environmental outcomes, including leading practice management of dredging.”

Ports Australia, as the peak national body representing port authorities and corporations, has been an active participant in the process that led to development of the draft plan.

Mr Anderson said the plan demonstrated the good progress and on-going commitment by ports in managing and protecting the GBR. “Ports Australia is committed to working with all levels of government to implement the Reef 2050 plan. We are encouraged by the partnership approach facilitated by government.

“Future steps in developing sector by sector and regional implementation plans for all human activities will be instrumental in the successful delivery of the Reef 2050 Plan’s targets and objectives.

“Ongoing collaboration and sound policy making is critical if Australia is to protect the Reef and balance environmental management with economic and social prosperity,” Mr Anderson said.

T

HE Australian Maritime Safety Authority (AMSA) has awarded a new contract to continue its dedicated airborne search and rescue capability when the current contracts expire.

Above: Ports Australia CEO, David Anderson He said the GBR was a large, complex system with multiple users and while ports have been the focus of attention lately, the plan rightly identifies the critical need for action across all sectors.

“The plan is a demonstration of the proactive environmental management of ports and that there is a much good work already done, and it embodies further improvements, which will see ports continuing to play their part in the management effort.”

Private Investment Expands Port Capability, Townsville, Australia

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AMILY owned logistics and stevedoring company, Townsville Bulk Storage and Handling has recently commissioned the $4.5million Liebherr 500 mobile shore crane on berth 10 at the Port of Townsville, bringing their total investment at the Port to $20million.

The acquisition of the new shore crane is part of the long term strategic plan toward investment in the region. As the largest privately owned stevedoring company in northern Australia, TBSH have a responsibility to ensure developments continue to service the demands of the market.

This shore crane provides further loading and unloading options, and the capacity to service more ships. The crane can lift 100 tonnes, giving us a competitive advantage at the Port of Townsville.

In addition to the crane, TBSH are also investing heavily into their storage facility which is located 500m from the Port gates. By

Dan Bacon and Peta Connelly Page 14 - Australian Ports News

December they will have 10,000 square metres of undercover storage and 30,000 square metres of hardstand storage. With an additional 20,000 square metres of hardstand storage area planned for 2015.

These actions have simply responded to market demand. Activity at the Port of Townsville is steady and clients are looking for a complete solution. The investment in the new shore crane and the continued expansion of the storage facility, along with a transport fleet, customs and quarantine services provides all import and export clients the solution they require.

The crane is now in full operation, arriving from Turkey in July in 47 pieces. It took 3 weeks to assemble and is now the only shore crane with 100 tonne lifting capacity at a boom extension of 40 metres.

For an interview, please contact Dewayne Cannon or Peta Connelly from Townsville Bulk Storage and Handling on +617 4721 6112 or visit our website at http://www.tbsh.com.au.

Cobham SAR Services Pty Ltd will begin providing a search and rescue service for AMSA from August 2016.

AMSA utilises aircraft based in strategic locations across the country to perform search and rescue tasks such as searching for missing people, locating activated distress beacons, providing communications support during an incident, and dropping survival equipment to people in distress.

AMSA Chief Executive Officer Mick Kinley said following an open tender process, Cobham SAR Services Pty Ltd had been chosen to provide this service.

“This contract will continue the search and rescue capability for AMSA utilising Bombardier Challenger CL-604 jet aircraft specially modified for this role. The future capability will use faster and longer range aircraft to provide a similar level of capability to our current service, but using fewer aircraft,” Mr Kinley said.

Mr Kinley said the aircraft that will be provided by Cobham SAR Services will be fitted with a suite of electronic sensors, and will

also be drop capable to allow for equipment such as life rafts, satellite phones, food and water to be dropped to a person in distress.

The contract is for a period of 12 years with an option to continue for up to a further three years.

The contract value, including estimated flying charges, is expected to be $640 million over 12 years. Under this contract, Cobham will provide a comprehensive service to AMSA that includes owning, modifying, maintaining and operating the aircraft. The aircraft will be available for search and rescue tasking by AMSA at short notice 24 hours a day, seven days a week.

Cobham SAR Services will commence search and rescue operations for AMSA from August 2016 in Perth, while operations will commence by the end of 2016 from Cairns and Melbourne. The current contractor, AeroRescue Pty Ltd, will continue to provide the service until that time.

Cobham SAR Services currently operates aviation services throughout Australia and is an experienced provider of special mission services internationally and across Australia.

AMSA would like to take this opportunity to thank those companies who responded to the initial market engagement and subsequent tender for their invaluable input into the process.

Amazing alternative building methods

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ORGET brick or stone, an emerging trend in Townsville is the use of shipping containers as building blocks for homes and offices. Like Legos, they can be stacked on top of each other or side by side, making them a viable addition to the home or workspace.

Tropical Containers has been in operation near the Port of Townsville since 1991 and helps customers to modify shipping containers to suit their requirements.

“Increasingly, we are seeing a new type of customer come through our door. People are really coming up with creative uses for shipping containers and we’ve worked with them. Construction site sheds, houses, mobile warehouses, offices and workshops are the most common,” said Ben McMahon, Managing Director of Tropical Containers.

Houses and offices are not the only specialised services that Tropical Container’s offer. “While the majority of our business is the sale and rental of all types of standard shipping containers, we also supply different types of containers that help with shipping large or unusual equipment that won’t fit into a conventional container.

This also includes dangerous good storage and cold storage facilities,” said Ben. The shipping containers that Tropical Containers supply were originally developed for marine use. They are manufactured to a very high specification out of high tensile steel and have corrugated steel walls and doors.

Because of this strength, they are capable of surviving in extreme conditions. “All rental

shipping containers come certified – so you are guaranteed a good quality product and peace of mind that your goods will not be damaged while in storage,” Ben said.

Tropical Containers is a Townsville-based privately owned family business whose clientele ranges from multinational companies to building contractors, government and the private sector.

To find out more visit: www.tropicalcontainers. com.au

Waimata welcomed into Eastland Port family E

ASTLAND PORT’s new tug boat the Waimata was officially launched yesterday evening at a wharfside event for the port’s customers and employees.

Built by Damen, a family-owned company based in the Netherlands, the tug left the Haiphong shipyards in Vietnam on 1 September, stopping in Papua New Guinea on her way to her new home in Gisborne.

Damen representatives from the Netherlands were on board the Waimata when she arrived into Poverty Bay on 3 October, and also attended the official occasion yesterday.

Also among the invited guests were four members of the former Gisborne Harbour Board – Captain Ian Cook, Peter Franks, Les McGreevy, and Trevor Gedye – who, in 1977, also greeted the port’s previous new tug, the Turihaua.

Eastland Group chief executive, Matt Todd told guests the arrival of the Waimata was an occasion worth celebrating, not only for the port but for the wider Gisborne region.

“The purchase of this bigger and stronger tug underscores Eastland Group’s commitment to continued investment in the port as we strive to improve both operating efficiency and safety.

The Waimata is an important asset for the port, the forestry industry and the entire region.”

Acting chair of Eastland Group’s Board, John Clarke said the company’s focus was on developing fit-for-purpose infrastructure to benefit the entire region.

“The Port is a key contributor to economic development here. Forestry is now the biggest contributor to regional GDP, employing more than ten percent of our workforce and paying more than $100 million in wages every year.”

At 24 metres, Mr Clarke said, the Waimata was a far stronger and larger tug than the Turihaua, with a bollard pull of at least 65 tonnes and displacement of 400 tonnes.

“She’ll allow the port and its workers a greater safety margin when manoeuvring the larger logging ships in the restricted area of the harbour.”

Named to fit in with Eastland Port’s other geographically tagged vessels, the new arrival replaces the 37 year-old Turihaua which will be sold once the Waimata is in full operation.

Eastland Port manager Andrew Gaddum said the past few years had seen an increase in the general size of ships, particularly logging vessels, coming into Eastland Port.

“Six or so years ago we were getting the 160m-170m vessels with a beam of 27.5 metres and 17,000 gross tonnes. Now we’re regularly receiving vessels that are up to 190m long, with a beam of 32.5 metres and a gross tonnage of 30,000 tonnes – and that’s unloaded.”

The launch event concluded with a formal blessing by local kaumatua Temple Isaac, and a champagne toast across the bow of the vessel by East Coast MP and Minister of Social Development Anne Tolley.

Background Eastland Port is a vital piece of infrastructure for the region and for a forestry industry that now directly employs over 1600 people. Since Eastland Group acquired the port in 2003 the company has spent more than $50 million on capital enhancements – over and above the purchase price and normal operational maintenance expenditure – and plans to invest a further $55 million over the next five years to accommodate customer projections for forestry harvest.

Below: From left: Les McGreevy, Captain Ian Cook, Peter Fransand and Trevor Gedye who were part of the Gisborne Harbour Board in 1977 when the last new tug boat was purchased!

Above: East Coast MP and Minister for Social Development, Anne Tolley toasting the Waimata Below: John Corson accepting a photo of the new tug from Eastland Group chief executive Matt Todd. At some time John’s family owned a boat with the same name Waimata

Australian Ports News - Page 15

The Port that has never stopped growing

By Kevin Glancy Senior Journalist - Australian Ports News

O

N THE SURFACE, given Australia’s relative youth since the days of white settlement, it’s hard to comprehend how a port, which isn’t located in a capital city, could be celebrating its 150th birthday since it was established. But such is the case with the Port of Townsville and it’s an extraordinary achievement.

It began with a false start and a few hiccups at a time when Australia was still some way from federation and the Australian Constitution was just a pipe dream. It was in the days when progress relied on a pioneering spirit; that particular kind of unbridled enthusiasm possessed by newcomers, eager to make an impression on a land they called Australia. The kind who seized an opportunity and refused to be distracted by any obstacle in their way.

It was also a time when there were no excuses in achieving the impossible and so it came to be, that the first wharf was built at a fledgling Port of Townsville in 1864.

However, the journey from thereon wasn’t easy. Along the way the port has withstood the swirling rage of cyclonic forces, overcome the challenging ebb and flow of an often volatile global economy and has continually picked itself up every time. Today, the Port of Townsville is one of the most vital and successful ports in Australia.

In hindsight, and no doubt through remarkable foresight, the port’s location 1,360 kilometres north of Brisbane, is ideal. It is the natural gateway to Asia and as far as import and export goes, the port is well and truly connected to what matters most in Queensland and in neighbouring states.

In effect, the port is on everyone’s doorstep.

The Mount Isa to Townsville Rail Line joins the dots to the resource rich, North West and North East Mineral Provinces and the Northern Galilee Basin. The North Coast Rail Line takes care of the northern and southern catchment areas so; as far as Queensland is concerned, getting commodities to and from the port is a relatively easy, logistical exercise.

Below: Berth 10 has experienced an $85 million upgrade

Page 16 - Australian Ports News

For road transport, entry and exit to the port itself is well catered for with the Port Access Road an easy home run for triple road trains up to 53.5 metres in length. There are also road connections direct to the port from cities and towns throughout regional Queensland.

The benefit for the port’s clientele is a simple and obvious equation. The Port of Townsville provides an efficient, cost effective supply chain and it’s a package deal which is hard to beat.

Dockside is a system of multi-purpose berths equipped to safely handle all commodities including bulk, break bulk, containers, motor vehicles, live cattle and most things that you would want to load on and off a ship. There’s also storage and laydown areas within close proximity.

The port’s extensive infrastructure is enhanced by a diverse range of on the spot service providers such as stevedores, transport companies, warehouse specialists, trade professionals and many other useful support and logistical services.

The Port of Townsville is a well-designed hub that has been built for speed and efficiency, even to the point where nature offers less tidal restrictions than most other ports. If that’s not attractive enough its managers, the Port of Townsville Limited, a Government owned Corporation, has invested over $500 million in the past five years alone to improve capacity and efficiency.

Highlights include the completion of the $217 million Townsville Port Access Road in 2012. As a designated heavy vehicle route it has removed 500 trucks a day off the city’s busy suburban streets, apart from making access to the port much easier.

Berth 8 recently benefited from a $40 million upgrade to cater for panamax vessels and to enable Mount Isa Mines to install a new ship loader and conveyors for handling bulk minerals and fertilisers.

Berth 10 experienced an $85 million upgrade and the construction of Quayside Terminal to improve facilitation of commercial shipping, naval defence operations and to cater for the increasing visits by cruise ships, was opened in October 2013. The Quayside Terminal adds a new and practical dimension to the

Above: Berth 8 has recently benefited from a $40 million upgrade port’s facilities. Just two kilometres from the Townsville CBD, Quayside Terminal provides an exciting special events venue for hire, whether for exhibitions, meetings, conferences, conventions, weddings or dinners.

It represents a smart move by the Port of Townsville to capitalise and broaden the appeal of the port beyond its normal commercial sphere of seafaring operations. Even the design and location of Quayside Terminal ensures that its guests can enjoy stunning views of Cleveland Bay, Magnetic Island, Castle Hill and Townsville city.

It’s all part of an ongoing expansion programme that is representative of a forward thinking strategy and it’s an investment that will continue well into the future. As the Authority’s CEO Renee Crosby explains.

“The Port of Townsville is always open for new business opportunities and we ensure that our facilities can not only meet current shipping and cargo requirements, but are expanded in anticipation of future import and export cargo trends.

“For instance. In 2012/13 total trade throughput was just over 12 million tonnes but based on current evidence our modelling suggests that the port’s throughput could be as high as 48 million tonnes by 2040. So we’re working hard to ensure that we maintain our high standards of efficiency and our logistical capacity in anticipation of that kind of outcome.”

Of course the proof is always in the pudding as they say and in that regard the port’s trading success confirms a very rich mix indeed. Just a few months ago the Port of Townsville reached an impressive milestone, surpassing a total of 2.5 million tonnes in general cargo imports since 1997/98.

It doesn’t end there. Further record milestones are continually being reached in throughput and here is an example expected during this financial year.

• 2.5 million tonnes of fertiliser imports since 1965/66 • 12 million tonnes of sugar exports at Lucinda since 1991/92 • 200,000 car imports since 1997/98 • 6 million tonnes of lead exports since 1997/98 • 11 million tonnes of fertiliser exports since 1997/98 During the 2011/12 financial year and just in international exports alone, the port achieved a massive $7.06 billion in trade according to the Queensland Office of Economical and Statistical Research.

In the financial year 2012/13 the port broke yet another trade record with more than 200,000 live cattle exported to Asian countries.

This figure represents more than the combined total in the three previous years. Container throughput also increased by 17% on the previous year.

The Port of Townsville does have a close relative dedicated to the export of sugar. The Corporation’s Port of Lucinda is located about 100 kilometres north of Townsville and much like its older sibling has also felt the wrath of cyclones. Lucinda serves the sugar rich Herbert River district and it was significantly damaged in early 2011 by Tropical Cyclone Yasi.

The cyclone wreaked havoc on the port’s offshore ship-loader and conveyor and it took over 12 months to repair the damage. Work was completed in time for the 2012/13 sugar cane harvesting season and subsequently the Port of Lucinda handled a total of 443,303 tonnes in that year. During the last financial year the port handled 533,186 tonnes of sugar and general cargo.

Apart from sugar, the Port of Townsville handles more than 30 different commodities and trades with over 42 countries worldwide including ports in 19 Asian countries. The port facilitates around 75% of all metals exported from Queensland and most of the imported vehicles destined for Queensland arrive through the port.

In terms of mining resources the port couldn’t be better placed as it serves the Galilee Basin which holds the world’s largest coal deposits and the Northwest Queensland Minerals Province which holds the largest deposits of copper and zinc.

Beyond mining resources the port’s trade is extremely diverse and reveals a capacity to respond to the needs of its clientele. Imports passing through the port include fertilisers, petroleum products, motor vehicles, cement, sulphur, sulphuric acid and general cargo.

On the export side is live, cattle, molasses, meat and by-products, contaminated oil and petroleum, sugar and of course the range of mining resources including magnetite and metal concentrates.

Unquestionably, the Port of Townsville performs a critical role in the ongoing economic development of northern Queensland and it continues to perform beyond expectations -so where and when did it all start?

Continued next page

of that period are scarce and I am grateful for the work of historian, Dr Dorothy M.GibsonWilde OAM, particularly due to her superb investigative work surrounding both the Townsville Port, the city itself and John Melton Black.

During her research to uncover the true facts in relation to John Melton Black, the good doctor made at least two trips to the UK to confirm a number of important facts which culminated in a fascinating historical account of early Townsville in her book, Gateway to a Golden Land. As she revealed Mr Black was far more ‘hands on’ than Robert Towns, who in fact resided in NSW and only ever visited Townsville once for a short period in 1866.

Mr Black’s contribution and perhaps his popularity was at least confirmed by the grateful people of Townsville when he was elected the city’s first Mayor.

So what was the motivation to create the Townsville port and how was it established?

Apart from her own thorough investigation, Dr Gibson-Wilde refers to two credible historical sources. The first was Mr. E.J. Banfield, whose early history of the Townsville area was released in 1887, in which he included first-hand accounts from Black’s colleagues and the newspapers published in the 1860/70s.

Importantly, one of the main contributors was Andrew Ball, who had also featured in the 1864 expeditions to locate a suitable site for the port.

Port area 1940s

In the beginning there was a place called Cleveland Bay

T

HE PORT’S origin was humble to say the least and it’s worth looking back simply to grasp how the Port of Townsville was born with regard to the state of our nation at the time. Of course, in any good story there is always a hero, perhaps two in this case, who saw an opportunity and in 1864 they began the journey, to turn a simple commercial idea into a reality. Their names were Robert Towns and John Melton Black but more about those two enterprising gentlemen later.

Prior to April 1864 the port was little more than a thought hanging in the air but it was enough to provide impetus for a series of expeditions to find and confirm a suitable location. At the same time the Australian landscape was nothing like it is today. In the mid to late nineteenth century going anywhere beyond the settlements was almost a journey into the unknown.

In 1864, the states as we know them now did not exist and wouldn’t officially for at least another 30 plus years. At the time there were six separate colonies with their own parliaments and tax rates. They used different postage stamps and ran their own armies. The colonies had their own time zones and railway lines, with limited reach, consisted of a variety of gauges. Crossing borders often meant paying import duty and the Canberra we know today was simply a rural village sitting idly on the bank of the River Molonglo. Who would have known back then, that one day it would be the national capital and the seat of power.

As for the place that was yet to bear the name of Townsville? It was still a humble settlement finding its feet. It was cattle country at best, providing access to grazing land and nothing more than a few wooden shanties and dwellings.

It wouldn’t be until the following year that the famous coach company, Cobb & Co would bring their horse drawn buggies into town to the Criterion Hotel, the first pub in Townsville.

From there they would head out at 1pm every Sunday and Wednesday, for the goldfields of Ravenswood and Charters Towers.

It was a dangerous journey on rough, mulga bush tracks that would take 21 hours with an overnight stop. They would pause the journey in an area where the Ross River Dam is now situated. Coincidentally, this is yet another connection to the Port of Townsville. Ross River is named after William Ross who, in

Below: HMAS Arunta - late 1950s

Continued next page

1864 was actually in one of the aforementioned expeditions to find a suitable location for the proposed port.

But although Townsville was rapidly on the rise ultimately due to the foundation of the port and a subsequent gold rush, it wouldn’t be declared officially as a municipality until February 1866. It would be as named as such after benefactor Robert Towns who, along with John Melton Black, were about to play an important role in the establishment of the Port of Townsville back in 1864.

In truth, it would appear that history, for the most part, has neglected John Melton Black’s enormous contribution to both the establishment of the port and Townsville. Newspaper records

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Australian Ports News - Page 17

Continued from previous page

Townsville Wharves 1877 The second source was Mr. W.J. Doherty who gave a further account in the 1920s. Both authors referred to letters between John Melton Black and Robert Towns. Mr Doherty, who wrote regularly for the Cummins and Campbell Monthly Magazine, also spoke to Mr. Black’s children in1930.

Banfield and Doherty both confirmed that John Black was the driving force behind the establishment of the port. Interestingly, W.J. Doherty went even further describing Black as the true founder of Townsville.

“Without the marvellous energy of J.M. Black, it is easy to imagine that Townsville might still possess the present pretensions of Cardwell or Burketown.”

Regardless of how history might reflect on Black’s role as far as Townsville is concerned, there is no doubt that the port was the catalyst without which, the city itself, may not have become what it is today. There is also no doubt that John Melton Black’s meticulous planning ensured that the Port of Townsville was established and with it came the motivation for commercial and residential growth.

Once established, the port ensured that Townsville would become the centre of attention in northern Queensland and just like it did in 1864, the Port of Townsville continues that legacy today – it is still the region’s catalyst.

Back in 1864, the advantage that John Melton Black brought to the table was a practical, businesslike approach. In essence he had a corporate perspective akin to a modern company’s strategy when choosing a site for a factory or a manufacturing base. Black looked at the potential commercial benefits in tandem with the logistics of a port’s location and in Cleveland Bay he could see how the bigger picture might be achieved.

This perspective was important because there were already a few small ports along the coast prior to Townsville, including Bowen and Cardwell but mistakes had been made.

Generally, in those days determining a location for a port was done by sea or at best, using coastal exploration so consequently, the selection of a proposed port often failed to take into account how it could be accessed from inland areas and that was Mr. Black’s major point of difference.

His strategy was critical as far as northern Queensland was concerned because early ports suffered a variety of logistical problems, not least was the difficulty in reaching them by land. Ultimately, they would need vast amounts of money to overcome such inherent problems. For instance, the Burdekin River and its tributaries which had to be crossed in order to get to Bowen’s Port Denison from inland, flooded regularly and in the days of horse and cart, crossing it could be treacherous. As for getting cattle to and from the port, which

was the main game in those days, it could be a logistical nightmare. At the very least an allweather bridge would need to be constructed over the Burdekin River which would have been no small feat in those days.

However, Cleveland Bay presented a much better option in terms of servicing northern Queensland, so what led John Melton Black to the area? Doctor Gibson-Wilde’s work enables some comprehension of John Black’s background and his significance in the choice and planning of the Townsville port.

Continued next page

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Below: Townsville Port 1915

Page 18 - Australian Ports News

John Melton Black - Victoria’s loss is Queensland’s gain

J

OHN BLACK was born in Scotland in 1830 and it’s believed that he arrived in Australia around 1852 having worked for a short time in London. Arriving in Victoria he didn’t waste any time and quickly established Tattersall’s Horse Bazaar in Lonsdale Street in Melbourne in 1853.

According to The Melbourne Argus it was described as; “a set of buildings of all sorts and kinds of horse accommodation, sale, etc., upon a gigantic scale‌situated in Lonsdale St, a little above Swanston St‌ (It ran) through, Arcade fashion, to Little Bourke St‌a great general horse emporiumâ€?.

John Black then established a very successful haulage business which ran between Melbourne and Geelong and which served the booming goldfields in Ballarat and Bendigo.

But by 1855, having made a considerable fortune, he left the drays behind to enter the world of show business and on the 5th July of that year he opened the Theatre Royal in Bourke Street, Melbourne. Even at the mere age of 25 years, Black’s bigger picture approach to business was quite evident.

The venture cost him 95,000 pounds, a staggering sum in those days but he didn’t just build a huge theatre capable of entertaining 3000 people, he constructed a precinct to house the theatre with its own shops and a hotel. At the time the Theatre Royal was regarded as one of Melbourne’s finest attractions.

However, any success was short lived in part, due to his own theatrical inexperience and the opening of the Olympic Theatre just two weeks later. It was also hampered by a resulting court case following John Black’s failed attempt to buy that theatre’s leading lady.

Following his loss in court and in an effort to attract an audience, Mr Black introduced the amazing Lola Montez. Unfortunately, Melbourne folk didn’t take to kindly to the lovely Lola due to her performance of the ‘scandalous’ spider dance and ultimately, Black lost his audience. It should be said that these days Lola’s dance during which, metal spiders fell from her dress as she danced, would probably be seen as comical and far from provocative.

Despite Lola’s failed attempt to attract a crowd, Black was not a man to give up and instead increased his theatrical holdings by purchasing the Amphitheatre in Spring Street, renaming it the Princess Theatre. Perhaps his motivation was more about investment and profit because he soon sold both theatres to George Coppin and Gustavus Brooke, who owned the more successful Olympic Theatre.

Below: 1980s Construction of Jupiters

Above: The Navy at the Port of Townsville Seemingly disenchanted with life in Melbourne and with a few creditors looming large, Mr Black, now John Melton Black, began his next great business adventure and in that, he looked towards the colony of Queensland.

Arriving on the east coast in the late 1850s, Black initially based in Sydney made a number of trips to Queensland with a particular purpose in mind. His aim was to make his fortune in sheep and cattle and for that he needed pastoral land which could be found in northern Queensland. Black wasted no time in securing land and on the 28th April 1862 he purchased a licence for a huge property he called Woodstock located in Halifax Bay. The annual cost for a licence to ‘claim’ land was not huge but to fulfil the obligations under that licence it would have to be stocked with sheep or cattle. So John Black needed a financial backer to purchase stock and found one by the name of William Byrnes in Parramatta who it’s believed, supplied him with 22,000 sheep.

However, the future success of his operation relied on easy access to a port and with it affordable ‘carriage’ costs but Port Denison was less than ideal due to the difficulties and the cost of accessing the port from inland.

For this reason John Melton Black turned his attention to the more northern Cleveland Bay area and it’s believed that the idea of building his own port began to form at this time, as it would provide him with the perfect solution for both access and ‘carriage’ costs.

With a plan to build a port, John Black set himself the task of acquiring licences for as much land as possible around the Cleveland Bay area and he often took risks to secure it.

According to one report at the time, such was his desperation that in 1864 Black had swum the Haughton River and reached Scott Creek which was in flood.

As the raging water rose he spent the night clinging to a tree along with his horse to avoid drowning. The next morning he continued his journey crossing the Burdekin River in a dugout log and ‘swimming many creeks’ in which alligators are not unknown’.

This hazardous trip was typical of many in the race to beat other claimants to obtain land and sign the necessary papers in the claims office in Bowen. Such a task was further complicated by the need to run stock on the land to justify the licence. In can be assumed that John Black was more than likely moving cattle and sheep to various pastures constantly in order to fulfil that obligation.

Continued next page

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Australian Ports News - Page 19

Continued from previous page meat boiling-down works and Black believed that if he could find a suitable site close to the proposed port that this would not only attract the sheep and cattle farmers and satisfy Robert Towns, but would also motivate other business entrepreneurs into the area. This in turn, would provide the growth and subsequent profits required to sustain the port.

The second and most critical ingredient was an inland to port transport system. With the failure of the other ports to provide suitable access from inland farming areas, Black wanted to make sure that a route for a road could be found to connect the farmers and cattle stations in the hinterland to his port. Black’s previous haulage experience in Victoria held him in good stead and he knew what type of terrain to look for and what improvements that would be required.

So in a short space of time and with the help of his loyal colleagues, Ball, Reid and others, who had concentrated on determining a suitable site for the port as well as ensuring that there were cattle or sheep on his licenced land, John

Above: Sugar shed Nevertheless, by the end of 1863 John Melton Black controlled around 120 kilometres of sea frontage stretching from Bowling Green Bay through to Cleveland Bay and down to Halifax Bay. He also ‘owned’ approximately 1300 square kilometres of hinterland.

Having abandoned the Halifax Bay property, Black acquired a second property in the Cleveland Bay area which was also called Woodstock. This would become his base for a series of explorations to identify the best site for a port.

It was here that John Melton Black’s meticulous planning came into its own but as we know, although the world would be lost without dreamers, in commercial terms a big idea always requires money to bring it to fruition and John Black was no exception – he needed money. So in order to execute his plans he had to first find another backer to replace William Byrnes who had now left their partnership.

As far as finance was concerned John Black found the perfect match in a man by the name of Robert Towns and it could be argued that despite Black’s planning and hard work, without Mr Town’s financial contribution the port may never have eventuated.

At the time Robert Towns was one of Australia’s richest men and as head of a large mercantile firm he was also a man of influence with governments in New South Wales and Queensland. It’s not clear when the pair first met but it is known that John Black journeyed to NSW to meet with Mr Towns to specifically discuss his venture.

When John Black presented his plans, preliminary surveys and the now considerable extent of his pastoral holdings, Mr Towns was suitably impressed and agreed to purchase a half share in Black’s business interests. To formalise

the partnership they formed Black & Co with John Black as the managing partner. In return for his financial backing, Black transferred all the land he had under licence to Towns and agreed that any future properties claimed would also be under the name of Towns.

From that point on it appears that Mr. Towns remained firmly in the background leaving John Melton Black to do the hard yards in establishing the port. However, in fairness to Robert Towns, his involvement was still critical. Not only was he providing the much needed finance but the fact that he was involved brought extra credibility to the project. This would be crucial when further financial support and approval would later be required from the Queensland government.

Meanwhile on his return and now financed, John Black quickly dispatched colleagues Andrew Ball and Mark Watt Reid to the Cleveland Bay area to conduct further exploration. This time Black wanted to confirm that, not only was there a suitable location for the port but that it would also provide the necessary commercial and logistical ingredients.

What is extraordinary is the speed by which John Melton Black travelled in his determination to not only establish the port but to ensure that the location was appropriate for traders whether they came by land or sea. In a an extremely short period of a few months he achieved what would probably take years of planning in today’s modern Australia. Whilst he moved swiftly as far as feasibility studies went and undoubtedly made decisions on the run, his instincts were spot on as history has both confirmed and witnessed.

John Melton Black knew that for a port to be sustainable it needed supporting industries and fortunately he already had the first one in mind. Robert Towns wanted to establish a

Above: Dredging at the Port John Black also highlighted good building ground around the base of Castle Hill and included markings for various civil buildings including his own Criterion Hotel. This would be the starting point for a city that would later bear the name of Townsville.

As for the port itself? Although the site was not perfect it had some important attributes including its accessibility from the hinterland.

Most problems related to rough terrain could be overcome by blasting away rocks and clearing mangroves. Wharves could be constructed near the entrance to Ross Creek and these would provide sheltered anchorage.

Black’s detailed maps revealed the course of Ross Creek and Ross River as well as Bohle, Alice and Black Rivers. The survey conducted was thorough and clearly showed that a port at Townsville would far better serve the cattle trade in the area than Port Denison in Bowen.

However, when Black and Towns presented their plans to Queensland’s Colonial Secretary on 13th September 1864 the response was not as enthusiastic as they had expected. Although

Below: Cattle ship

Page 20 - Australian Ports News

Melton Black was now confident that his plans for a port were feasible.

The resulting maps and drawings that Black would eventually present to Queensland’s Colonial Secretary were extremely thorough and detailed. The site for the boiling-down works was located on the Ross River and there was also a clearly marked road to the Upper Burdekin Township. This was a significant detail because it highlighted a major point of difference between the proposed Townsville port and the existing one at Port Denison.

Black’s new road would not only be less difficult to use in its current state but would be less expensive to construct in the longer term.

In comparison to Port Denison, the road also dramatically reduced the travelling distance from Upper Burdekin to his port.

Ultimately, the road marked by John Black would be officially opened on 10th August 1865. At a length of 93 kilometres the route travelled from Upper Burdekin crossing through Somer’s, Dotswood Station and Speed’s Creek and on to the port area at Cleveland bay.

official government recognition and its financial investment was important, the reality was that the port was moving forward, at least in part because it suited the locals and in particular the hinterland farmers.

On October 1864 the government had a change of heart and dispatched Captain Heath, who was the Government Marine Surveyor, to Cleveland Bay on the schooner, Flora. His job was to survey the area for the proposed port and to confirm Black’s drawings. His response was favourable and confirmed much of what Black had highlighted but it was not presented to the government until 12th December of that year.

In one way it mattered little as John Melton Black had by now established the first settlement at Cleveland Bay and on November 4th 1864 the first piece of infrastructure was being established at the unofficial Port of Townsville. By Christmas 1864 a regular shipping service from Bowen was underway with the Amy arriving on 10th December and the place they would soon name Townsville was rapidly taking shape.

Continued next page

Continued from previous page Eventually, the port would be officially anointed by the government on 31st September 1865 when Townsville was gazetted as a Port of Entry. The first Harbour Master and SubCollector of Customs was James Gordon for an annual salary of today’s equivalent of $600 per annum. Interestingly and ensuring value for money he was also appointed Acting Police Magistrate, Clerk of Petty Sessions and District Registrar without any addition to his salary.

As both the port and Townsville began to expand, the relationship between John Black and Robert Towns became tenuous. As two people they were like chalk and cheese and with Towns issuing instructions from New South Wales while John Black was trying to establish both the port and the town, it would inevitably exacerbate their differences.

If things were difficult for John Black on the ground, matters were made worse when on 3rd March 1867, Townsville became the first town in Australia to be struck by a cyclone and as we now know, it would not be the last. The damage wreaked by the cyclone was extensive but as it has done over the last 150 years both the port and the town would recover.

On 10th May 1867 and with Black & Co now dissolved, John Melton Black boarded the Boomerang and sailed back to England. He never returned although it was said that he had intended to enter politics in 1870 as a candidate in Kennedy but that was not to be.

In June of that same year gold fever struck at Ravenswood and Charters Towers and would later hit areas around Cape River, Gilbert and Etheridge. By October 700 new gold seekers had already arrived and ships bringing new settlers began to arrive in the port regularly.

Perhaps John Black’s departure was timely.

Fortunately, his best work had been done and the port as well as Townsville were now permanent fixtures. The gold rush along with sugar and cattle would now provide the impetus to ensure that the port would never turn back and it would continue to grow in activity and as a facility. John Black’s determination, hard work and forward thinking had established a port that would inspire regional growth and now other entrepreneurs would carry the mantle that would take the town and the port to a new level.

He was not forgotten by the people of Townsville who would later show their appreciation by sending him a magnificent solid gold cup made from Cape River gold along with an elaborate testimonial acknowledging his contribution to their city.

It read in part; ‘Presented to J.M. Black Esq., J.P., first Mayor of Townsville, Cleveland Bay, Queensland, by the inhabitants of that town and district, as a token of their esteem and

recognition of his valuable services in opening up and developing the resources of North Queensland.’

Back in England Black, having received a financial settlement from Robert Towns, used the money to establish Bell Punching and Printing Company. He invented a new mechanical ticket punch that was used by London bus conductors and his ticket punching or clipping machine led to the use of the colloquial term ‘Clippies’ in reference to bus and train ticket collectors in the UK. John Melton Black’s company was extremely successful and he would continue his life in relative comfort until passing away on 8th September 1919 at the age of 89.

It appears that once in England, Mr Black made little reference to his past achievements in the colonies. When his sons were interviewed some years later they were largely unaware of his enormous contribution to the establishment of the Port of Townsville and the city itself.

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Australian Ports News - Page 21

The Port for the 21st Century and beyond

O

VER ITS long and impressive 150 year history, those who have managed the port have clearly maintained a proactive approach to expansion, particularly with an eye on emerging cargo trends. From its origin in the cattle trade the port has never stood still. Management has always ensured that its facilities have been continually enhanced to meet trade demand, whether with regard to grain, sugar, mineral resources or any commodity that is to be imported or exported.

Always on the move to head off the future, the Port of Townsville Limited recently appointed a number of new key executives. It was a selection of talent which clearly illustrates the company’s intention to maintain its lead over competitors, not just locally but globally and to do so, well into the 21st century.

One of the areas which saw a particular focus was in regard to business development and customer satisfaction with the appointment of Claudia Brumme-Smith as General Manager Trade and Property. Although a resident of Townsville since 2007, Claudia was born and raised in Germany and could certainly be described as a valuable European import, given her impressive international academic record and workplace experience.

Claudia has been with the port since February 2012 and is fluent in German, English, French, and Spanish. Clearly not satisfied with such extensive multilingual skills, Claudia is currently learning Mandarin and already holds a double Bachelor Degree in International Management and Business with honours from universities in Germany, the US and Spain.

Above: Claudia Brumme-Smith

Above: Aerial view of the Port of Townsville Claudia’s employment resume is also impressive and includes marketing, business development and management roles in various countries and with several major global companies such as Proctor and Gamble, L’Oreal, Novartis and Johnson & Johnson. In 2013 Claudia spent time working at the Port of Hamburg studying international container supply chains as well as how to increase container handling capabilities.

She has won several management and export awards for her previous work at Townsvillebased Company, Larissa Bright Australia.

As far as the Port of Townsville is concerned Claudia has a clear intention in mind.

“We compete in a global business community so it’s not just about our national competition but also about our international competitors.

Our goal is to position the port as Northern Australia’s Transport Link to the World and we can achieve that connection by continually maintaining the highest standards in customer relationships. Whether handling containers or any trade that passes through our port, our relationship with the client is strengthened by providing a user friendly port facility and reinforced by providing throughput efficiency with cost effective delivery.

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Page 22 - Australian Ports News

“We are about world’s best practice and have been for some time because it is on the world stage where we must continue to succeed and the facilities we provide and any enhancements made to the port reflect that goal.”

The Port of Townsville is in effect, enjoying a constant state of evolution as its facilities are transformed and upgraded to meet the variety of trade demands into the future. Trade volume is expected to treble over the next 20 years and there is a comprehensive range of plans to match that growth and they are well advanced particularly where key trade growth is anticipated.

The port’s expansion plans also include upgrades to existing berths and construction of new berths with a particular focus on best practice, handling facilities to accommodate containers and commodities. User throughput efficiency is paramount but it doesn’t stop there with options for rail upgrades also being considered to ensure logistical access to the port is straightforward. Typically, such consideration is consistent with that user friendly approach to expansion which has been the hallmark throughout the port’s history.

Perhaps the final word to mark this unique celebration should go to the Corporation’s Chief Executive Officer, Renee Crosby.

“The establishment of the port in 1864 to serve the hinterland pastoral properties provided the impetus for the birth of Townsville and for the last 150 years the port has played an integral role in the economic welfare and prosperity of Townsville and the surrounding region.

“Apart from being an import/export hub its very presence can attract new business to the area and in doing so it can motivate employment opportunities which in any regional area is critical to ensure that the local economy continues to grow.

“Our intention is to ensure that the port will

Above: Renee Crosby continue to function as an economic driver for the region and I have no doubt that with the strategies which we have in place over the next 100 years will see the Port of Townsville continue to perform that role and it will continue to prosper.“ As we look towards the next 150 years you can be sure, based on its long history of endurance and survival, that the Port of Townsville will still be there, still fighting the elements, still breaking cargo handling records and it will continue to succeed and most definitely, it will weather the storm no matter what nature or the economy has in mind.

This is one port that has always overcome adversity and in the process, has never stood still and more than likely – never will.

From everyone at the Australian Ports News - Happy 150th Birthday Port of Townsville!

Berth 9

A SNAPSHOT PORT OF TOWNSVILLE 1864 – 2014 Source; ‘The History of Townsville Harbour Board 1864 – 1979’, by H.J.Taylor.

1900 Eastern breakwater wharves completes and a road formed from Magazine Island to South Townsville.

1901 Harbour Board’s offices erected on an old Customs Reserve between the Strand and Flinders Street.

1905 Recommencement of work on the inner harbour. Concrete quay type wharves erected at the foot of Flinders Street and cargo sheds built.

1911 Work ceased on inner harbour due to the increasing size of interstate steamers entering Townsville. Dredge ‘Cleveland Bay’ arrives in Townsville.

1913 Concrete pier running parallel to Jetty Wharf completed and a large cargo shed built.

1921 Invicta Mill at Giru crushes for the first time.

1923

1914

Construction of a jetty at Horseshoe Bay, Magnetic Island and a landing stage in Ross Creek.

Widening of the eastern breakwater and 10 ha of land reclaimed in front of Pilot Hill.

1925

1915

1928

The outbreak of World War I temporarily halts the impetus of development and stretches the resources of the Harbour Board.

1918 Shed on the concrete pier which was destroyed by fire in 1917 rebuilt and electric light plant installed for lighting the wharves.

Sugar from the new Tully Mill shipped through Townsville.

Purchased Magazine Island from the Commonwealth Government.

1929 Eastern jetty extended by 650 feet and railway tracks laid to transport MIM products. Pipe connected to the concrete pier and the first import of bulk oil (Shell Co.).

1920 Control of the foreshores of Magnetic Island given to the Harbour Board.

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Australian Ports News - Page 23

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1931

1965

The first shipment of lead slabs from Mount Isa loaded by crane at the rate of 50 tons per hour on 9th July.

Second storage shed for sugar constructed. Oil tanker berth at the northern arm of the eastern breakwater opened.

1936

1969

Construction of a 10,000 ton depot for the storage of zinc concentrates.

Construction of roll-on-roll-off terminal used for containers and vehicular cargo

by Australian National Line.

1938 MIM installed a second 20 ton electric crane. Townsville nominated as port of call for the Empire Flying Boats, carriers of the Imperial Mail Service.

1942 Townsville became one of the most important military bases in the Pacific due to the outbreak of World War II and harbour development and operations were severely affected. A Port War Signal Station was established on Pilot Hill. The longest serving member of the Board, Mr J.V. Suter, died on 22 November having retained a seat on the Board for 40 years.

1945 Peace was declared and the Harbour Board attended to the maintenance work that had been neglected during the war.

1951

1970 Queen Elizabeth II visited Townsville for the second time, accompanied by the Duke of Edinburgh and Princess Anne.

1971 Cyclone Althea strikes Townsville on 24 December with wind gusts of up to 122 knots.

1972 Number 3 berth reconstructed to accommodate the export of MIM products in containers and unit loads.

1974 Installation of a container crane with a lifting capacity of 55 tons. Export of the first refined nickel from Yabulu took place.

Work commenced on the widening of the eastern breakwater using rock quarried from Pilot Hill and the Townsville City Council quarry.

1977

1952

1979

MIM improved its zinc concentrates depot by widening the concrete floor by 70 ft, installing a new discharging ramp and building a roof over the whole depot.

Exports of rock phosphate ceased following the closure of the Duchess mine.

1953

New bulk mineral handling facility opened by the Premier Joh Bjelke Petersen.

Lighthouse Keeper’s cottage and signal relocated from Pilot Hill to a site adjacent to the existing Pilot Station.

1954

Major wool dumping and core sampling facility opened.

1983 1986

First visit to Townsville by Queen Elizabeth II and Prince Phillip.

Completed the removal of Magazine Hill and the construction of a new eastern breakwater off Benwell Road.

1958

1987

People’s right to elect members of the Harbour Board removed, the franchise being restricted to local authorities.

Governor in Council approves the name change - Townsville Harbour Board to Townsville Port Authority on 1 January.

1959

1992

Construction of the bulk sugar terminal.

Suter Pier constructed.

Prime Minister, the Hon. Paul Keating, unveils a plaque commemorating the official start of $90 million eastern port development area. Maritime Museum re-opened in Palmer Street following relocation from berth 4.

1963

1995

Fire broke out in the sugar shed on 9 May. The damaged shed was reconstructed by the end of the year.

Tug mooring pontoon constructed. Port became a Government Owned Corporation (GOC) on 1 July.

1962

All Photos in this feature kindly supplied by the Port of Townsville Page 24 - Australian Ports News