The CEO of one of Australia’s largest ports knows a lot can go wrong before the contents of millions of shipping containers reaches our shelves.
The executive running Australia’s busiest container port, which handles more than a third of Australia’s containerised trade, knows a lot can go wrong before millions of containers each year filled with coffee, furniture and toys reach our shelves.
“Because of those shipping rate increases in other global trade routes, some of the shipping lines can earn a lot more money if they divert some of their vessels coming to Australia to other ports.” Exports from the port to China have been hit by tariffs and have dropped from 30 per cent of all country exports to 20 per cent. But among the more surprising revelations is that China still makes up half of all our imports to the port – and has increased in recent years.
“The Port of Melbourne land starts at the Bolte Bridge and both sides of the river, right around to Williamstown. There are 505 hectares of land. We’ve got over 30 commercial berths, about 21 kilometres of waterfront land, and 52 kilometres of shipping channels, right out to the heads, we’re responsible for dredging and maintaining those channels.”
Cannon also points to a recent extension to the Webb Dock East terminal known as the Victoria International Container Terminal.“That’s the only fully automated terminal in the southern hemisphere,” he says. “There is no one driving those cranes. The container yard is fully automated, they have automated stacking cranes, and can stack five high.”
Almost two-thirds of the port’s roughly $700 million annual revenue – wharfage, berth hire and channel fees – is all prescribed by the Victoria government, set not to rise faster than inflation, although the“That discussion is around the stevedores’ terminal access charges. They have put up some pretty sizeable rises right around Australia,” Cannon says.
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