ACCC takes action against NSW Ports

 
  james.au Chief Commissioner

Location: Sydney, NSW
https://www.accc.gov.au/media-release/accc-takes-action-against-nsw-ports

ACCC challenging effective limits placed on Port of Newcastle container expansion.  This will be interesting to watch (and may change how rail transport dynamics work, eg Crawfords and Toll Carrington train)

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  safeworking Station Staff

Location: Bungendore
Historically the Sydney based exporters and importers have worked the limit Newcastle's expansion for their own benefit.  This was often done with political pressure on the NSW government to develop  Sydney-centric transport system to divert trade away from competing ports.  When Newcasstle was seen to be getting all the Northern NSW trade by the 1880s the connecting Central Coast line was completed utilising Australia's largest rail bridge and tunnel, then discriminatory rale freight tariffs imposed to favour Sydney.

The ACCC is pushing history here.
  x31 Chief Commissioner

Location: gallifrey
What was the bridge and tunnel built?

I firmly agree the ACCC is right as you cannot penalise someone for lowering costs (Newcastle Port) to facilitate new business and provide competitive container terminal capability.
  simstrain Chief Commissioner

I agree and would like to see this limitation removed. It would significantly free up port botany and make port access much cheaper for northern and north western nsw businesses.
  x31 Chief Commissioner

Location: gallifrey
I agree and would like to see this limitation removed. It would significantly free up port botany and make port access much cheaper for northern and north western nsw businesses.
simstrain

Are containers loaded and unloaded at Wollongong?
  simstrain Chief Commissioner

I agree and would like to see this limitation removed. It would significantly free up port botany and make port access much cheaper for northern and north western nsw businesses.

Are containers loaded and unloaded at Wollongong?
x31

yes, along with cars, grain, coal and other stuff
  historian Deputy Commissioner

I agree and would like to see this limitation removed. It would significantly free up port botany and make port access much cheaper for northern and north western nsw businesses.

Are containers loaded and unloaded at Wollongong?

yes, along with cars, grain, coal and other stuff
simstrain

Technically correct - three berths in the general cargo terminal are "suitable for container handling". See https://www.nswports.com.au/ports-and-facilities/port-kembla/

However, there is no specialised container infrastructure at Port Kembla. No specialised container cranes, nor container marshalling yards behind the quays. Handling any quantity of containers at Port Kembla would be far slower than at Botany, and hence prohibitively expensive in ship delays.
  RTT_Rules Dr Beeching

Location: Dubai UAE
What was the bridge and tunnel built?

I firmly agree the ACCC is right as you cannot penalise someone for lowering costs (Newcastle Port) to facilitate new business and provide competitive container terminal capability.
x31
I think he's referring to the Hawesberry Bridge and Woy Woy tunnel.
  james.au Chief Commissioner

Location: Sydney, NSW
I agree and would like to see this limitation removed. It would significantly free up port botany and make port access much cheaper for northern and north western nsw businesses.
simstrain
It would need to be able to attract enough volumes for ships to warrant calling there.  this might be possible, but it might not either.  I don't know (others might) how many TEUs this is per day/week/month/year etc.

Also, if NTL becomes a container port, odds are that the current port shuttles ex Newcastle/Hunter (ie Crawfords/Sandgate and Toll/Carrington) will be impacted as might the prospective Werris Creek loading.  With a port in the region, why rail it to Botany?
  justapassenger Chief Commissioner

I agree and would like to see this limitation removed. It would significantly free up port botany and make port access much cheaper for northern and north western nsw businesses.
It would need to be able to attract enough volumes for ships to warrant calling there.  this might be possible, but it might not either.  I don't know (others might) how many TEUs this is per day/week/month/year etc.

Also, if NTL becomes a container port, odds are that the current port shuttles ex Newcastle/Hunter (ie Crawfords/Sandgate and Toll/Carrington) will be impacted as might the prospective Werris Creek loading.  With a port in the region, why rail it to Botany?
james.au
Ships are far more efficient than trains, but only once they get going. Making an extra port call is extremely expensive, so it would be likely that there would be very few ships, or even none at all, calling at both Newcastle and Sydney.

So my guess is that some container ships serving Newcastle instead of Sydney would have a net negative impact on rail operations, as splitting loads across two destinations will have the effect of giving a free kick to road for the land transport component.

If it's restricted to ships loading containerised bulk freight (which may have no other reason to come into Sydney) then it could see a small reduction in tonne.kilometres but without losing anything to road.
  james.au Chief Commissioner

Location: Sydney, NSW
If it's restricted to ships loading containerised bulk freight (which may have no other reason to come into Sydney) then it could see a small reduction in tonne.kilometres but without losing anything to road.
justapassenger
I guess if you can restrict containers coming into Sydney that dont need to go there, and not have any significant increase in transport cost, that would be a good transport policy solution.  Containersisd grain would be a big component.  And perhaps by doing so you might be pushing the same types of (and consignments of?) cargoes that already go to the same place, justifying a ship calling there instead of Sydney?
  justapassenger Chief Commissioner

If it's restricted to ships loading containerised bulk freight (which may have no other reason to come into Sydney) then it could see a small reduction in tonne.kilometres but without losing anything to road.
I guess if you can restrict containers coming into Sydney that dont need to go there, and not have any significant increase in transport cost, that would be a good transport policy solution.  Containersisd grain would be a big component.  And perhaps by doing so you might be pushing the same types of (and consignments of?) cargoes that already go to the same place, justifying a ship calling there instead of Sydney?
james.au
There's the flip side to consider too - that you would probably start requiring some freight to/from the Sydney area to go via Newcastle instead of the perfectly good port in Sydney.  Given the smaller numbers of ships which would call at Newcastle, this freight would probably go by road.

If this is not handled carefully, the benefits of improved competition could be completely swallowed up by the lost efficiency due to the system becoming too fragmented and small.

Just for perspective, even the far larger ports of Antwerp and Rotterdam have freight shuttled between them on trains and barges rather than container ships calling at both.

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