Marine And Aviation

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context
Tasmania is an island state with an export-oriented, bulk
commodities based economy. This focus makes it heavily
reliant on sea transport for the interstate and international
movement of freight.
Over 99% of Tasmania’s total export freight task by volume is
moved by sea, making the reliability, capacity, efficiency and
frequency of shipping services and the efficiency of port
infrastructure and operations a significant factor in industry
competitiveness in mainland and international markets.
Tasmania’s sea freight task has grown by 23% in tonnage
terms and 55% in container (TEU) terms over the last five
years, with Tasmania exporting twice as much as it imports.
marine and aviation
key issues
1. Tasmania is totally dependent on sea and air services
for interstate and international freight and passenger
movements.
2. Tasmania is an origin-destination port and is not part of
any significant air or sea routes.
3. The role of Hobart Port in Tasmania’s bulk freight and
container market has declined over recent years, with
Southern Tasmania’s freight now moving mainly through the
northern ports, driven by the efficiencies and economies of
scale pursued by commercial freight operators.
4. Triabunna is currently a significant woodchip export port
for the Southern Region and Tasmania.
5. Hobart International Airport is Tasmania’s largest
passenger and freight airport.
6. Future access to direct international shipping services will
be driven by the long-term availability of sufficient freight
volumes to justify a commercially viable service.
7. The changing role of port facilities over time, especially
those with large bulk freight traffics, as the mix of
commodities and patterns of freight generating activities
changes, along with changes in shipping trends.
The operation of two super-fast ferries between Devonport,
and Melbourne has significantly increased capacity for
people and freight travelling via sea, supporting a number of
efficiencies in the freight logistics chains for high value, timesensitive fresh produce bound for mainland markets that
previously moved by air freight.
The Bass Strait Passenger Vehicle Equalisation Scheme and
the Tasmanian Freight Equalisation Scheme provide financial
assistance to reduce the transport disadvantage associated
with the movement of passengers and freight by sea across
Bass Strait.
Over 80% of passenger travel into and out of Tasmania is by
air. Tasmania has benefited from the introduction of low-cost
airlines, including Virgin and Jetstar, which have provided
competitive pricing alternatives and raised seat capacity and
passenger numbers to record levels.
Tasmania is a relatively small player in both national and global
transport systems, and is principally an origin/destination point
in logistics chains. Tasmania has an adequate supply of both
air and sea port infrastructure, with four major sea and air
ports. There are currently limited direct international sea
freight services for specific bulk trades as well as general
cargo. Tasmania currently lacks the scale necessary for general
cargo services to be expanded to any significant degree.
global and national context
Tasmania is a very small part of a complex, commercially
driven and increasingly global transportation network.
Changes in demand and supply influencing transport
networks, services and costs have implications for access and
movement into and out of Tasmania.
Significant global trends influencing Tasmania’s transport
system include:
• Vertical and horizontal integration of transport and logistics
industries, resulting in large-scale transport users and
providers owning and managing a greater component of
their own transport and distribution networks, including
container depots, road, rail and shipping operations.
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• Mergers and acquisitions have rapidly changed and
consolidated the pattern of freight movements across the
state as larger, vertically integrated companies seek to
capture maximum logistics chain efficiencies.
• Fewer international shipping lines, utilising larger container
ships focused on achieving scale efficiencies only offered
by major international port hubs (e.g. Hong Kong,
Singapore). This enhances the efficiency of international
services but requires efficient supporting feeder services
such as those across Bass Strait.
figure 1. major export commodities
by value, Tasmania, 2004/05
3%
3% 3%
Zinc
4%
Aluminium
29%
5%
Bovine meat
6%
Crustaceans
• Technological advances in information technology services
and e-commerce.
• Commercial requirements for smaller inventories,
necessitating smaller and more frequent deliveries.
Wood chip
• Unlike mainland competitors, which have access to 24-hour
road and rail options, Tasmanian exporters must
coordinate operations around scheduled air and shipping
services. In addition, the short sea legs across Bass Strait
with associated intermodal exchanges at each end are
relatively more costly and time-consuming for the
movement of freight compared to equivalent road and rail
transport options. The Tasmanian Freight Equalisation
Scheme is critical in addressing these cost disadvantages
between Tasmania and its export destinations.
• The continuing influence of low-cost airlines on both
domestic and international routes affecting the way airline
services are structured, along with increasing fuel prices.
Most of these trends are beyond the influence of the
Tasmanian Government. However, as they affect – directly
and indirectly – Tasmania’s transport services, it is important
that Tasmania’s policy, legislative and regulatory structures
support increasing industry efficiency and competitiveness
and affordable and safe passenger transport.
Cheese and curd
9%
Other ores
Iron ore
• Pressure on Tasmania-based manufacturing and processing
as large corporations pursue economies of scale.
• Expected declines in global oil supplies and increasing
demand over the coming decades, resulting in
progressively higher fuel prices.
Copper ores
11%
Veneers,
plywood,
particle board
27%
Tasmania’s total shipping container throughput is the fifth
largest in Australia. However, total tonnages are
comparatively low. Figure 2 shows total port throughput by
tonnes for Australian states/territories, including major ports.
Tasmania’s total throughput of around 16 million tonnes per
year is equivalent to South Australia and only slightly higher
than the smallest port throughput recorded in the Northern
Territory. The Port of Bell Bay accounts for around 37% of
Tasmania’s total throughput, with a single port in other states
also dominating total throughput.
figure 2. throughput (million mass tonnes),
Australian states and
major state ports, 2004/05
300,000,000
Remainder
42%
Major port
250,000,000
39%
200,000,000
100,000,000
Department of Infrastructure, Energy and Resources & Southern Tasmanian Councils Board
58%
37%
100%
WA
Qld
NSW
Vic
SA
Tas
NT
Port Adelaide
Launceston
Darwin
0
Melb. Port
In 2004-05, Tasmania’s international exports totalled $2.63
billion, with imports totalling $600 million. Major products by
value include zinc, aluminium, copper ore and meat products
(see Figure 1). Asia is Tasmania’s major export destination,
with key markets including Japan and China.
144
60%
50,000,000
Newcastle
Tasmania has an export-oriented economy, with exports
accounting for around two-thirds of total tonnage passing
through Tasmania’s ports. Bulk cargo dominates the freight
task, with bulk imports making up about 60% of total imports
and bulk exports, including forest products and mineral
resources, accounting for around 75% of total exports,
62%
Hay Point
export-oriented, bulk commodities
150,000,000
Pt. Hedland
port activity
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As noted above, bulk cargo accounts for about 75% of
Tasmania’s total export tonnes. Forest products are the most
significant bulk commodity, accounting for almost one third
of Tasmania’s export freight in 2004/05 (see figure 3). In the
same year, nearly 45% of Australia’s total forest products
exports by mass were derived from Tasmania. Bell Bay,
Burnie and Triabunna are Tasmania’s major forest products
export ports.
Other significant export commodities by tonnage include
mineral concentrates, cement, paper, dairy products,
processed vegetables and refined metals.
The overall trend in Tasmania’s trade has been towards an
increase in total volumes (see figure 4).
The Port of Bell Bay is the most significant in terms of
tonnage, with a total throughput of around 6.1 million tonnes
in 2004/05 (see map 1).
figure 3. sea exports, Tasmania
('000 mass tonnes), 2003/04
12000
Other
Timber
10000
8000
6000
Containerised trade accounts for around 30% of imports,
22% of exports and 25% of total tonnage. Burnie and
Devonport are the major container ports, each with around
40% of Tasmania’s total container trade (see map 1).
domestic shipping services
Tasmania’s sea trade is made up of the following
components:
• Container movements to and from Tasmania;
• Bulk shipping of commodities such as mineral resources,
cement and petroleum products;
• Inter- and intra-state passenger ferries;
• Cruise ships;
• Antarctic re-supply vessels; and
• Australian and foreign defence vessels.
The majority of Tasmania's non-bulk trade is with the Australian
mainland. Major carriers of this domestic trade are Patrick, Toll,
ANL and the government-owned TT-Line. A significant volume
of container traffic is transferred to and from rail in Melbourne
for transport to and from other Australian destinations. Freight
carried by the major shipping lines involves a mixture of
contract customers including Norske Skog, Simplot, Australian
Paper, McCains, Auspine, Cadbury, J Boags, Cascade, Roberts
and French Pine. Major freight forwarders include Toll, Patrick,
FCL and Thorpe. The balance of cargo is from smaller
forwarders, removal companies, livestock carters, mail, fresh
food cartage and unaccompanied motor vehicles.
Bass Strait Services to Melbourne and Sydney
4000
2000
0
Total Throughput
Bulk Cargo
Containerised Trade
figure 4. imports, exports and total
throughput (mass tonnes) Tasmania,
1998/99 to 2004/05
18,000,000
Tasmania’s sea freight task has grown strongly over the last
five years, with four shipping lines providing regular services
between Tasmania and Melbourne.
Toll Shipping operates between Port Melbourne and Burnie
with two identical container cargo vessels of approximately
520 TEU capacity, the Tasmanian Achiever and the Victorian
Reliance. These sail seven days a week each in alternate
directions.
Patrick Shipping operates two vessels, the Searoad Mersey
(180 TEU capacity) and the Searoad Tamar (280 TEU capacity),
between Port Melbourne and Devonport six days a week. The
Searoad Mersey services King Island on the remaining day.
16,000,000
ANL provides services three days per week between Bell Bay
and Melbourne using its 642 TEU vessel, the ANL Bass Trader.
14,000,000
12,000,000
10,000,000
Toll and Patrick provide the major uplift into and out of
Tasmania for domestic and some international freight for
transshipment through Melbourne.
8,000,000
6,000,000
4,000,000
2,000,000
20
04
-0
5
20
03
-0
4
20
02
-0
3
20
01
-0
2
20
00
-0
1
19
99
-0
0
19
98
-9
9
0
The Government owned TT-Line operates two
passenger/vehicle vessels - Spirits of Tasmania I and II between Melbourne and Devonport. These vessels have
significantly increased capacity across Bass Strait.
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map 1. imports and exports, major ports Tasmania (mass tonnes)
2.9M
1.9M
1.1M
1.3M
4M
2.1M
Burnie
Devonport
Launceston
36%
Launceston
Burnie
25%
Hobart
19%
Triabunna
Devonport
20%
% share, total throughput,
Tasmania (mass tonnes) 2004/05
Hobart
Launceston
21%
Hobart
1%
1.1M
Devonport
38%
0.7M
Burnie
40%
% share, containerised trade,
Tasmania 2004/05 (TEU)
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Department of Infrastructure, Energy and Resources & Southern Tasmanian Councils Board
1.1M
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The Roll-On Roll-Off freight service provided by TT-Line is
only for vehicular-based freight such as containers loaded on
semi-trailers and furniture removalists’ vans. Semi-trailer
prime movers generally do not travel with the trailer. This is a
somewhat different service to that provided by other
shipping companies, which tend to focus more on pure
container handling, with vehicular-based freight a smaller
component of their trade.
intra-state services
Bass Strait transport
assistance schemes
As an island Tasmania is in a unique position with no interstate land connections. Regular air and sea services across
Bass Strait provide business with the physical access
necessary to source materials and place products in the
mainland markets in a timely manner. Two major Government
assistance schemes provide financial assistance to reduce the
additional costs associated with sea travel across Bass Strait.
Tasmanian examples of intra-state shipping services include:
• zinc concentrate carriage from Burnie to Hobart,
• acid carriage from Hobart to Burnie;
• Bridport to Furneaux Group (Flinders and Cape Barren
Islands) freight shipping service; and
• Devonport to King Island freight shipping service.
Patrick Shipping provides weekly sea freight services to King
Island on a commercial basis. There are no sea passenger
services available on King Island routes.
The Tasmanian Government currently contracts for the
provision of the Furneaux Group shipping service operated
by Southern Shipping. A limited sea-passenger service is
available to Flinders Island on the freight vessel.
international shipping services
Currently, Bell Bay and Burnie are serviced on a weekly basis
by international shipping lines. Other international freight is
transhipped via Melbourne, for either on-carriage from there
or another Australian port.
International shipping services are continually evolving, with
considerable consolidation of services and shipping
companies occurring. Service provision is also heavily
influenced by competitive forces and changing market
needs, with efficiencies of scale a key issue for both shipping
lines and ports.
Tasmania is an origin/destination port. Calls to Tasmania by
international shipping lines are dependant on sufficient trade
volumes being available to make the services offered viable.
A major consideration for international shipping is the
additional cost associated with including Tasmania in regularly
scheduled services, versus the relatively small trade volumes
available, dispersed across many international destinations and
origins. An increase in direct international services is unlikely
unless there is significant growth in the available international
trade to and from Tasmania.
Tasmanian Freight Equalisation Scheme
In order to overcome the absence of land based
infrastructure and the additional costs associated with seatransport, the Commonwealth Government provides financial
assistance to shippers under the Tasmanian Freight
Equalisation Scheme (TFES).
The Scheme is directed towards offsetting the interstate
freight cost disadvantage incurred in shipping eligible nonbulk goods across Bass Strait by sea. Eligibility under the
Scheme is restricted to goods produced or manufactured in
Tasmania for use or sale on the mainland and non-consumer
raw materials, machinery or equipment, imported for use in
manufacturing, mining, agriculture, forestry or fishing
industries in Tasmania. The Scheme is therefore directed
towards assisting Tasmanian industry rather than the retail
and services sector.
The TFES has been in operation for 30 years, with around
$1179.3 million in assistance provided to shippers up to July
2005. The northbound component of the Scheme accounts
for 85% of the assistance provided to shippers. In the
financial year ending June 2005 some $89.1 million was paid
to shippers.
Several studies of the TFES over recent years have confirmed
its importance to the Tasmanian economy.
Bass Strait Passenger Vehicle Equalisation Scheme
The Bass Strait Passenger Vehicle Equalisation Scheme was
introduced in September 1996 to reduce the cost
disadvantage associated with transporting passenger vehicles
across Bass Strait by sea to the equivalent cost of travelling
by road. The Scheme has been highly successful since its
introduction with the number of passenger vehicles shipped
across Bass Strait increasing from 63,000 vehicles in 1995-96
to 228,499 vehicles in 2003-04, in conjunction with the
increased capacity provided by TT-Line over that time.
Funding for the Scheme is demand driven and currently
uncapped for existing services, providing rebates for cars,
motor homes, vehicles towing a caravan, motorcycles and
bicycles.
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regulatory regime and port reform
port infrastructure
Tasmania’s port system evolved over two centuries with
individual ports competing for a share of Tasmania’s total
shipping trade.
Port infrastructure includes wharves, cranes and channels and
represents a substantial, generally fixed, investment. As with
most major transport infrastructure, port infrastructure tends
to have a long-life, is generally non-relocatable once in place
and is indivisible.
Driven by a need to reform governance and ownership
structures and to address port operational inefficiencies, the
Tasmanian ports system was restructured in 1997, with the
commercialisation of Tasmania’s port system under the Port
Companies Act.
Four port corporations were established – the Hobart, Port of
Launceston, Port of Devonport and Burnie Ports
Corporations – to oversee and manage the operation and
development of the State’s port system. All operated under
the Corporations Law, administered on an individual basis by
a board of directors responsible to the Tasmanian
Government.
TasPorts
In comparison to mainland and international ports,
Tasmania’s four port corporations were small, competing with
each other for Tasmania’s interstate and international trade.
This situation raised questions regarding Tasmania’s long
term strategic needs for efficient provision of port
infrastructure and operations.
A Review undertaken in 2004 concluded that a single ports
structure would yield significant benefits for Tasmania as a
whole, with a more strategic approach to port infrastructure
provision; strengthened synergies between the ports;
improved financial performance; and enhanced
responsiveness to customer needs.
A ‘Business Lines Model’ was recommended, with the
proposed structure for a new corporation reflecting the key
functions in which it would be engaged, rather than the
geographical divisions that have historically characterised the
Tasmanian ports industry.
Ports also tend to occupy prime waterfront sites. Land that was
once used for industrial purposes and provided a buffer zone
between port activities and the community is increasingly
being converted to residential, commercial and recreational
uses unrelated to port operations. These new uses often
conflict with the industrial nature of port operations, leading to
pressure and possible constraints on port activities. This trend,
if allowed to continue, will compromise the future operations
of some of Tasmania’s port facilities, with likely flow-on
consequences for the efficiency and cost-effectiveness of
Tasmania’s transport task. In particular, the port areas of
Devonport and Hobart are constrained by their proximity to
urban and other non-industrial activities.
Table 1 describes the characteristics of Tasmania’s major and
minor ports.
map 2. major and minor ports, Tasmania
Currie
Grassy
Lady Barron
Stanley
Smithton
Business and revenue growth were conservatively estimated
at between 5 to 6% per year, adding approximately $50
million in gross port revenue. In addition, savings and
efficiencies of between $2 million and $5 million per year
were estimated.
On 1 January 2006 TasPorts Pty Ltd became operational,
with its head office located at the Port of Devonport. It has
estimated net assets of around $150 million.
TasPorts now handles freight volumes comparable to that of
Fremantle, approaching Brisbane’s and significantly greater
than the South Australian ports. It is expected that, as a
combined entity, TasPorts will have greater access to
investment and infrastructure funding and be able to
strategically plan port development and business growth.
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Department of Infrastructure, Energy and Resources & Southern Tasmanian Councils Board
Port Latta
Burnie
Launceston (Bell Bay)
Devonport
Strahan
Triabunna
Hobart
Howden
Port Huon
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table 1. characteristics of major and minor ports, Tasmania
PORT
OWNER
COMMENTS
Hobart
TasPorts
• Main cruise ship and naval vessel destination.
• Key base for Australian Antarctic supply vessels.
• Home of the Incat high-speed catamaran shipbuilding operation.
• Major zinc exports through Zinifex’s privately owned wharf at Risdon.
• A major fuel supply is located at Self's Point in Hobart.
Launceston
(Bell Bay)
TasPorts
• Major export port for domestic and international bulk goods, including forest products.
• Major container port.
• Adjacent to major industrial estate.
Burnie
TasPorts
• Services Tasmania’s major west coast mines and handles most types of bulk shipping.
• Operates a large cold store and has inter-modal road and rail infrastructure.
Devonport
TasPorts
• Major tourist port in Tasmania.
• Patrick Shipping operates an overnight roll-on, roll-off services between Devonport
and Melbourne.
• Major Tasmanian port handling shipments of live animals to the Middle East
• No tidal constraints for current operators.
Triabunna
TasPorts
• Significant woodchip export port (over 1 million tonnes annually).
Port Latta
Owned/operated by
Australian Bulk Minerals
• The port is a conveyor belt, bulk loading facility, operated in conjunction
with the company’s iron ore mining activities.
• The port has no breakwater facilities and significant delays to shipping can occur.
Strahan
TasPorts
• Fishing port and base for extensive tourism cruise operations.
Grassy
TasPorts
• King Island’s main commercial port.
• Regular freight shipping services provided weekly by the Southern Shipping
Company on a commercial basis.
Stanley
TasPorts
• Currently a fishing port with infrequent visits by trading vessels.
Currie
TasPorts
• Fishing port.
Lady Barron
TasPorts
• Flinders Island’s main commercial port.
• Regular freight shipping services are provided weekly by the Southern Shipping
Company on a commercial basis.
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individual ports
Tasmania has four major ports located at Burnie, Devonport,
Bell Bay and Hobart. A number of minor ports provide
important regional and interstate links (see map 2 and table 1).
Launceston Port is the major port in terms of total
throughput, with significant export tonnages related to forest
products (see figure 5). Burnie and Devonport are the major
container ports (see figure 6).
Hobart Port has the lowest throughput in terms of both mass
tonnes and container numbers.
figure 5. imports, exports and total
throughput (mass tonnes)
Tasmanian ports, 1998-99 to 2004/05
Burnie
Hobart
Devonport
These four ports handled a little over 3 million tonnes of
cargo in 2004-05, of which more than 96% was bulk
cargoes of various kinds. Together, the southern ports
handled a little over 18% of the total tonnage passing
through Tasmania’s ports.
The type of cargo handled by the ports is narrow. Estimates,
based on available information, suggest that Risdon handles
over 40% of the Southern port’s total freight (mineral
concentrates, acid etc), woodchip exports through Triabunna
accounted for just under 40%, fuels and gas through Selfs
Point amount to under 15% with other freight through Hobart
(Sullivan’s Cove) totalling less than 5% of total freight.
Hobart performs an important function as a port for
servicing Antarctica and for cruise ship and defence force ship
visits (see figure 7).
figure 7. Port activity, Hobart Port
Launceston
7,000,000
6,000,000
2%
5,000,000
4,000,000
39%
44%
3,000,000
Containers
(Tonnes)
Other Forest
Products
Est Gas
2,000,000
Woodchips
(Tonnes)
1,000,000
Fuels
Est Mineral Conc,
Acid Etc
20
04
-0
5
20
03
-0
4
20
02
-0
3
20
01
-0
2
20
00
-0
1
19
99
-0
0
19
98
-9
9
0
0%
2%
13%
figure 6: container numbers (’000),
Tasmanian ports, 2004/05
Full
Empty
Total
200
150
Changes to the way zinc is moved from Hobart demonstrate
an earlier point about the role changing of ports over time.
Zinc is a bulk commodity, previously shipped out of Hobart.
More recently, it has been found to be more efficient to
containerise the product for shipment to markets through the
northern ports.
Container movements into Hobart Port are small, amounting
to less than 1% of total container movements through
Tasmania’s ports every year since 1999-2000. Containerised
goods to and from the south of Tasmania are shipped via the
three northern ports using both road and rail freight services.
100
50
0
Devonport
Burnie
Launceston
Southern Tasmanian Ports
There are four port facilities in Southern Tasmania:
• Risdon (mineral concentrates, acid)
Hobart
Hobart retains strategic significance as a rail - road intermodal
facility (i.e. with road and rail access, handling the transfer of
freight to/from rail and to/from heavy vehicles).
The Southern Region is reliant on the three northern ports for
the movement of goods to and from the Region (see Map 3).
• Selfs Point (fuels and gas)
• Hobart (cruise ships, Antarctic services)
• Triabunna (woodchips).
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map 3: Southern Region and the Northern Ports, 2005
$300M
1.5M tonnes
$81M
90,000 t
$290M
1.3M tonnes
$60M
70,000 t
$750M
1.4M tonnes
Total exports from Port
Export from Southern
Tasmania (via road freight)
$370M
380,000 t
Smithton
Wynyard
Burnie
Scottsdale
Bell Bay
Devonport
Deloraine
Queenstown
Strahan
Oatlands
- Tonnes 540,000
- Value $511M
- Commodities
- Zinc
- Paper
- Seafood
- Fruit / veg
- Beverages
- Machinery
Brighton
Freight catchment for Southern Tasmania
(south of Brighton)
Towns
Major Port
Major Roads
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map 4: aerial view of Hobart Port facilities, Macquarie Point
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For Hobart, the close proximity of the commercial port to the
city and the growing urban and recreational demands of the
community have constrained development of storage and
handling facilities around Macquarie Point. Although the
Derwent River offers deep water and easy approaches to the
Macquarie Point berths, the Selfs Point and Risdon berths
located up river from the Tasman Bridge means tricky
pilotage for medium to large tankers and bulk carriers.
figure 8. Passenger numbers,
major Tasmanian airports
1,600,000
Burnie
1,400,000
Hobart
Devonport
Launceston
1,200,000
1,000,000
Tasmania, in particular the northern coast, is well served with
airport infrastructure. Tasmania has four major airports, three
within less than two hours drive of each other at Launceston,
Devonport, and Burnie. Hobart International Airport is the
major passenger and freight airport for the State.
The introduction of the low-cost airlines, Virgin and JetStar
has brought considerable benefits to Tasmania, with seat
capacity at an all-time high and lower fares providing access
to more affordable air transport for many Tasmanian.
Over 80% of passenger arrivals and departures into Tasmania
are by air. Whilst Tasmania does not have any direct
international air services, the four airports provide a critical
transport link for the movement of people, and time sensitive
and valuable freight (e.g. seafood, fresh produce).
airport activity
400,000
200,000
2004-05(e)
2003-04
2002-03(e)
2001-02(e)
2000-01(e)
1999-00(e)
1998-99(e)
0
1997-98(e)
The role of air transport in accessing mainland Australia is far
more important for Tasmanian than in many other areas of
Australia, where alternative modes for interstate passenger
and freight transport exist.
600,000
1996-97
Air transport provides a vital role in the maintenance and
development of passenger and air-freight flows between
Tasmania and the mainland.
800,000
1995-96
Tasmania’s air transport system
The two major airports at Hobart and Launceston are serviced
by the three major domestic passenger carriers Qantas, Virgin
and Jetstar, with direct services to Melbourne, Sydney, and
Brisbane. Intrastate services are provided by Tasair and
Airlines of Tasmania to King and Flinders Islands.
While only about 1% of Tasmania’s freight is carried by air, it
is a critical mode for time-sensitive produce such as seafood,
and mail. Air freight is carried on most domestic flights from
Hobart and Launceston. Australian Air Express also provides
dedicated air freighter services from Hobart and Launceston
to all mainland destinations, with connections to international
flights for time sensitive and high value fresh and live seafood
destined for export.
interstate airports
Passenger traffic through Tasmania’s airports has increased
from just over 1.7 million passengers in 1995-96 to over 2.6
million passengers in 2004-05. Throughout this period, over
80% of passenger movements have occurred through Hobart
and Launceston Airports. Over this time, Hobart’s share of
total passenger traffic has grown from over 49% to over 58%
of total passengers, Launceston has remained fairly steady at
around 31% over that time, with the other airports at
Devonport and Burnie showing a steady decline over that
time. Currently, Devonport handles less than 5% of total
passengers and Burnie less than 4%.
Hobart International Airport
Figure 8 shows passenger numbers at Hobart and
Launceston airports between 1995-96 and 2004-05. Hobart
Airport had the highest volume at 1.5million passengers,
with Launceston recording just over half that number
at 826,000 passengers in 2004-05. Devonport catered for
116,000 passengers in 2004-05 and Burnie 95,000.
Passenger numbers through the Airport have generally
increased since the late 1990s. During the 2004/05 financial
year, a record number of passengers used the Airport 1.5 million compared to 1.2 million in 2003/04.
Hobart International Airport is Tasmania’s major passenger
and air freight airport.
Hobart International Airport Pty Ltd operates Hobart
International Airport under a lease granted to it by the
Commonwealth pursuant to the Airports Act 1996, taking over
operations from the Federal Airports Corporation in June 1998.
It has a 50 year lease over the airport with an option to extend
that lease for a further 49 years.
As show in Figure 8 above, passenger numbers at Hobart
Airport have increased strongly since around 2002.
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terminal re-development
other major airports
In 2004/05, the domestic terminal building and car park
underwent a $5 million dollar redevelopment. The work was
designed to deliver a more contemporary terminal building
with enhanced security and additional capacity for passengers.
Australia Pacific Airports (Launceston) Pty Ltd operates
Launceston Airport under a lease arrangement similar to that
applying at Hobart International Airport. It also has a 50 year
lease over the airport with an option to extend that lease for
a further 49 years. The company is majority owned by
Australia Pacific Airports Corporation Pty Ltd, the operator of
Melbourne Airport.
The terminal refurbishment work incorporates a single
security screening point for passengers to reduce queues at
peak times and new retail outlets.
New traffic arrangements include a 200 vehicle valet parking
shed, and a purpose built terminal for hire car companies.
proposed retail outlet
Like Hobart International Airport, it has experienced strong
growth in recent years.
Devonport Airport is owned by TasPorts. It is suitable for
turbo-prop aircraft and limited jet landings, but is currently
serviced by larger turbo-prop aircraft only.
Hobart Airport recently released a draft Major Development
Plan in support of a proposed $100 million retail outlet
development adjacent to the main airport site on Holyman
Avenue. The proposal encompasses an outlet centre and
bulky goods, homemaker, DIY and trade retail use. Onsite
infrastructure encompasses:
Burnie Airport is owned by Burnie Airport Corporation Pty
Ltd, a private company partly owned by Burnie Council.
The airport is located 19 km west of the city at Wynyard,
is suitable for turbo-prop aircraft and limited jet landings
but also is only serviced by larger turbo-prop aircraft.
• a single storey building (gross building area of
approximately 24,000 m2) comprised of independent shops
arranged around an internal mall system;
intrastate airports
• other buildings totalling approximately 53,000 m2 to
accommodate bulky goods, home maker, DIY and trade
retail use; and
• a 2300 space carpark.
The development is the largest of its kind in Australia and is
similar to outlets at Essendon and Brisbane Airports.
As the development occurs on Commonwealth airport land,
it is exempt from State and local government planning
processes under the Airports Act. In this context, the
development raises a number of issues in relation to strategic
land use and infrastructure planning, including consultation
processes. Under the Act, the proponents must prepare a
Major Development Plan for consideration by the
Commonwealth Minister, and this process provides for
community comment on the draft Plan. However, there are
no appeal rights and the decision-making process occurs at
the Ministerial level. This approach is far more limited in
terms of stakeholder input when compared to Tasmania’s
(and other states and territories) land use planning processes.
Cambridge Airport is a privately owned airport located a
short distance from Hobart International Airport at
Cambridge. It caters for a number of smaller airline and
helicopter operators, which provide a range of regular and
charter air services. It is the base for Airlines of Tasmania,
one of two Tasmanian companies providing regular
passenger transport operations to the Bass Strait Islands.
King Island Airport is owned by the King Island Council and
is suitable for larger turbo-prop aircraft. It is currently serviced
by Rex from Melbourne using large turbo-props and by Tasair
from Devonport and Burnie using smaller aircraft.
Whitemark Airport is owned by Flinders Council and is
suitable for some larger turbo-prop aircraft types. Currently,
it is serviced by Airlines of Tasmania using smaller aircraft to
provide regular services from Launceston and Victoria.
Given the development is of a large-scale, and has the
potential to significantly impact on the immediate and wider
transport and infrastructure network, this approach is of
concern. There is a need to ensure that developments of this
kind are both considered and integrated with the strategic
transport network.
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Department of Infrastructure, Energy and Resources & Southern Tasmanian Councils Board
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