The City of Townsville grew out of the pastoral industries' need to have close and obstacle free access to a harbour.

Cleveland Bay was chosen as the ideal location for a port and together, Robert Towns, the "influential financier and merchant", and John Melton Black, the "resourceful and energetic business manager", established the Port of Townsville. Around the port grew the thriving City of Townsville.

Cyclone Sigma’s destruction of the fledgling Port of Townsville in 1896 was a catalyst for the formation of the Townsville Harbour Board. One of its first projects was the rebuilding of breakwaters damaged in the fierce cyclone.

Within five years, 1870 ft (over 500 m) of wharves had been constructed, along with a road to link the port to South Townsville. A modern 20 tonne steam driven crane was erected, the port dredged to a depth of 26 ft (8 metres) and Platypus Channel – still the main approach to the Port of Townsville dredged to 17 ft (5 metres).

More historical related information can also be found under Brochures and Publications.

>> Early 1900’s

The port’s initial period of growth ended in 1903 when tightening government finances meant all port improvements were halted.

Strong growth in the local production of meat and raw sugar again spurred development of the port, and coupled with the opening of the Ayr Tramway (connecting Townsville with the farming region 70 km to the south) saw a boom in the export of sugar, frozen meat, hide,s and tallow – all of which were transported direct from producer to the port.

Although development work, including concrete wharves for the inner harbour, was commenced in 1905, it was abandoned in favour of developing a new outer harbour to accommodate the larger classes of vessel visiting Townsville. The original Ross Creek harbour facilities were designed to accommodate vessels up to 2,500 tonnes, but by 1906 gross tonnages had increased to more than 6,000 tonnes.

The move to the new outer harbour saw a marked increase in building, dredging, and operations, including the construction of a 500 ft (150 metre) concrete pier opposite the original jetty and a large cargo shed in 1913.

The First World War was followed by a period of industrial unrest in the region, and both events caused a huge drop off in port trade from 1915 until 1921.

>> 1920’s

Resurgence in the North Queensland sugar industry during the early 1920’s, including construction of the Invicta Mill which joined the other three sugar mills to the south of Townsville, propelled the port into another period of expansion. This was further boosted when the Northern Rail Line brought output from the Tully Sugar Mill in 1925 to Townsville.

In 1923, the Townsville Harbour Board was handed control over all jetties on nearby Magnetic Island, and immediately built a 465 ft (130 metre) jetty at Picnic Bay. The Board also constructed a loading ramp to support a barge service to Magnetic Island – the ramp also providing access for the general public.

The last of the small coastal steamers which plied trade between Townsville and Cooktown stopped in 1924, and with it, the last of the activity in the inner harbour.

The massive mineral reserves at Mount Isa were first tapped into in the late 1920’s, and Townsville became the single export point for all produce. The Eastern Jetty was extended by 650 ft (220 metres), rail tracks laid along it, and a 20 tonne electric crane commissioned specifically to transport the Mount Isa Mines (now Xstrata) products.

In 1929, Shell and Vacuum Oil Pty. Ltd. began the first bulk oil trade into the city. This area of port operations continued to grow and by the 1960's Mobil, Caltex, BP, Ampol, Amco, and HC Sleigh were all using the port to import oil and petroleum products.

>> 1930’s

A depot to store up to 10,000 tons of zinc concentrate was constructed in 1936, and while the character of the port was becoming increasingly industrial, luxury interstate and international liners continued to visit Townsville.

The lead up to the Second World War saw electric hoists and a bag stacking machine installed for sugar, building a second storey onto the main port cargo shed to accept cargo direct from ship’s cranes, and commissioning of fairway lights for the Platypus Channel.

Empire Flying Boats also made Townsville a port of call for the Imperial Mail Service, and a dedicated flying boat facility was constructed.

>> 1940’s

Townsville’s strategically critical location meant port activity was greatly increased during WWII, with 1,005,931 tons of war supplies and 312,611 tons of fuel passing through the port up to 1943.

From 1943 until the end of the war, Townsville was one of the most important military bases in the Pacific and, at one stage, the headquarters for General Douglas McArthur (Commander in Chief of Allied Forces). Port congestion was such a problem during the war years that the Harbour Board worked double shifts, two extra dredges worked constantly to deepen the Platypus Channel, and still many ships waited at anchor in Cleveland Bay.

Following WWII, the Harbour Board replaced its tug the Alert, which had served the port since 1908, but materials shortages delayed other major building and development work until 1951.

>> 1950 - 60’s

During the early 1950’s, the Eastern Breakwater was widened using rock blasted from Pilot Hill (a dominant port landmark) and Mount Isa Mines significantly increased the size of its zinc concentrate depot, adding a discharging ramp and roofing the entire structure.

The largest single project undertaken in the 1950’s was the construction of the Townsville Bulk Sugar Terminal. The terminal was completed in 1959 and operated until 1963 when, in May, a fire destroyed the facility – belying the belief that raw sugar could not burn. The facility was rebuilt in 1963 and a second bulk sugar shed was added in 1965.

That year also saw the commissioning of a dedicated oil tanker berth (Berth 1), closely followed by bulk zinc concentrate loading facilities in 1966 (Berth 7).

Reclamation of an additional 170 acres in 1967 provided space for the expansion of oil facilities, development of prawn and fish processing works, an LPG terminal, and a bulk steel store.

The face of the Port of Townsville changed dramatically in 1969 with the region’s first roll-on/roll-off terminal for containers and vehicles.

>> 1970’s

While many cyclones had damaged the port since Tropical Cyclone Sigma in 1896, none equalled the devastation caused by Cyclone Althea on Christmas Eve 1971. Power to the port was cut for days, all navigation beacons were wrecked, many vessels damaged, and the Port Control Building was completely destroyed. While much of the damage was quickly repaired, the new Port Control Building took more than a year to rebuild.

The Mount Isa Mines loading facilities were again upgraded in 1972 to accommodate product in containers and unit loads. The Harbour Board installed a giant container crane with a net lifting capacity of 55 tons in 1974. The crane operated over a traverse length of approximately 1,000 ft (300 metres).

Mining of nickel at Greenvale, west of Townsville, further boosted port throughput in late 1974. Other major factors included the commencement of a container service to South Korea and a direct shipping service to Papua New Guinea in 1976. Wool also saw a resurgence in 1977 with the opening of a major wool dumping and core sampling facility in Townsville.

>> 1980’s

Reclamation of 9.1 hectares adjacent to the Eastern Breakwater commenced in 1980 allowing land for a new container terminal, LPG terminals, and an aqua ammonia terminal. At the same time, a second public boat ramp increased recreational access to the port and Cleveland Bay for the Townsville public.

The 1980’s brought major redevelopment and expansion with a major upgrade of the bulk sugar terminal, a new bulk minerals handling facility for Mount Isa Mines, the relocation of the growing commercial fishing fleet to new moorings in Ross Creek, and construction of a new Eastern Breakwater.

As part of its commitment to the community, the Harbour Board made land available for the construction of the Sheraton Breakwater Casino-Hotel, Breakwater Marina, and the Great Barrier Reef Wonderland.

On 1 January 1987, the Townsville Harbour Board became the Townsville Port Authority. By this time, oil, sugar, and minerals accounted for more than 95 percent of port throughput, and trade records were consistently being rewritten.

Townsville became a hub for charter boats and a regular stop for cruise liners, with facilities built and upgraded to cater for this demand.

Port facilities were extended and expanded to cater for Panamax class cargo vessels – up to 65,000 tonnes ‘deadweight’, and more than A$2 million was spent lengthening berth number nine to cater for these vessels. The port could accommodate up to four port ships of this type simultaneously.

>> 1990’s

In 1996, the Port of Townsville was awarded Australia's first Long Term Sea Dumping Permit by the Commonwealth Environmental Protection Group of Environment Australia. The permit allowed for the disposal of dredge material at sea.

June saw the port record its 10th year of consecutive record trade throughput with 7.5 million tonnes of product moving over the wharves. Live cattle exports continued to grow, highlighting the port's ability to handle larger livestock vessels.

In September 1996, the State Government released the Townsville Port Access Study and formed the Access Steering Committee. The study involved investigating long term transport access requirements to meet the port's projected trade growth.

Further reclamation of land in the eastern port development area saw approximately 50 per cent of the 100 hectares in this area reclaimed to RL 4.5 metres and available for future development.

On 12 May 1997 the Authority was assessed by third party auditors and achieved certification to AS/NZ ISO 9001 standards.

By December 1997 BHP World Minerals had constructed the first outer berth - berth 11. This facility handles lead and zinc concentrate from the BHP Cannington mine in North West Queensland.

New administration offices for the Townsville Port Authority opened at 21 Walker Street on 14 August 1997.

Port trade began showing the effects of the Asian economic crisis with reduced numbers in live cattle exports. This reduction was a direct reflection on the economic issues affecting the Asian markets.

Townsville experienced widespread flooding in January 1998 resulting in the closure of the port for two days.

The port welcomed the first ship to receive product from the Cannington mine over the newly constructed berth 11 aboard the Japan Rainbow II.

By June 1998 the port had achieved its 11th consecutive year of record trade with total cargo throughput reaching 7.7 million tonnes.

In October 1998, the Townsville Port Access Study progressed to Stage Two - Assessment of Options.

Construction began on the Sun Metals zinc refinery at Stuart.

In 1998/99, the port achieved its 12th consecutive year of record trade with 8.1 million tonnes of cargo being handled. Western Mining Corporation Fertilizer (WMCF) commenced construction of storage facilities in the port.

The Port Access Study progressed to Stage 3A - Refinement of Options.

>> 2000’s

During 1999/2000, another milestone was achieved with 8.5 million tonnes of cargo culminating in the 13th year of consecutive record trade. The live cattle trade boomed with 122,338 head exported eclipsing the previous record of 60,054 head which was set in 1996/97, prior to the Asian economic crisis.

A new $1.22 million Townsville Port Authority Administration building was constructed in the port precinct. The move consolidating operations from the city heart to the port environs. The building was officially opened on 21 March 2000.

Options were investigated for the construction of a third sugar shed capable of storing 400,000 tonnes of raw sugar.

Export operations commenced in 2000 with the commissioning of the Sun Metals (SMC) zinc refinery and WMCF's facilities.

Tropical Cyclone Tessi hit Townsville on 3 April 2000 resulting in $1m damage to the port's seawalls and buildings.

The Authority commissioned an economic impact study into the economic benefits the port brings to the North Queensland region. The study found that direct and flow on effects of the port's activity accounted for a total of 7915 full time jobs, with direct and indirect wages and salaries accounting for $322.5 million (and representing about 10% of total employment in northern Queensland).

The Port Access Study continued into its fourth year with the assessment team completing stages 3A and 3B of the process. Stage 3B proceeded to public consultation.

In September 2000 a baseline survey was undertaken to detect if any introduced marine pests were present within port waters. Over 1300 marine organisms (both plants and animals) were collected during the surveys within and around the port. None of the target pest species were identified. The survey results provide baseline information on the status of the marine communities in the port and surrounding marine habitats.

A buffer concept was launched on 5 November 2000 with plans to create a 25 hectare zone as a buffer between port operations and the residential community.

A $1.8 million warehouse and hardstand facility was constructed for Townsville Warehousing & Container Services P/L. This company was taken over by Patrick’s Logistics in 2004.

On 31 December 2000, strategic port lands became subject to the Integrated Planning Act 1997 (IPA) and the Integrated Development Assessment System (IDAS).

In 2001/2002, the berth 10 extension for the Department of Defence was finalised.

In September 2003, a newly-constructed 400,000 tonne capacity bulk sugar storage shed accepted its first raw sugar supplies from Giru’s Invicta mill bound for Japan. The construction of the $50 million shed took 17 months to complete, and involved around 23,000 cubic metres of reinforced concrete, and 2,000 tonnes of structural steel. Measuring 376 metres by 100 metres and 30 metres high, the shed has 1,800 tonne per hour in-loading design, and 2,800 tonne per hour reclaim to the ship-loader. The shed also features a multi-million dollar, state of the art fire safety system – the first of its kind in Queensland.

In 2003/2004, the Port of Townsville celebrated its 17th year of record trade with more than ten million tonnes of cargo passing over our wharves. There were four import records set in 2003/2004, including motor vehicles (15,630 tonnes, 9,878 vehicles); oil (977,866 tonnes); nickel ore (3,870,413 tonnes) and; cement (305,998 tonnes).

Sugar exports (1,475,730 tonnes) and lead concentrates exports (372,587 tonnes) also set trade records during this financial year.

During 2003/2004, concrete repairs to wharves were undertaken at a cost of approximately $1.2 million. The demolition and subsequent clean up of the old timber wharf deck under Berth 3 was completed at a cost of $400,000.

>> 2004 - 2005

On 1 July 2004, new security measures were introduced at the Port of Townsville in compliance with Maritime Security Legislation to safeguard maritime transport and protect ships, ports, and port facilities.

The Authority expanded and enhanced security arrangements to comply with this legislation, including: reoccupying the Benwell Road gatehouse, upgrading the boom gates at three entry points, increasing close circuit television systems, fencing port and port facility areas, nominating land-side and water-side exclusion zones, and displaying alert level signage at entry points and boat ramps.

From this date, all visitors were required to bring verification, demonstrate they have official business in the port, and/or have the appropriate authorisation to be on site.

In 2004/2005 the upgrade of security at the three Port entrances and wharves was completed at a cost of $1.24 million.

During 2004/2005, there were three import records set including: motor vehicles (17,887 tonnes, 11,150 vehicles, an increase of 14.4 per cent); general purpose oil (770,399 tonnes, an increase of 6.9 per cent); and cement (395,294 tonnes, an increase of 23 per cent).

Lead ingots (160,728 tonnes, an increase of 39 per cent); molasses (276,104, 16.2 per cent increase); and lead concentrates (405,265 tonnes, 12 per cent increase) also set trade records for the Port of Townsville in 2004/2005.

Berth 7 fenders were upgraded at a cost of $1.17 million. Dredging of the inner harbour swing basin and silt trench was undertaken at a cost of $2.2 million. Repairs to piles at berth 1, the oil tanker berth, were completed at a cost of $3 million.