Melbourne Airport (MEL) is one of Australia’s busiest domestic freight gateways. The airport handles high-density industrial freight, e-commerce parcels, perishables, mining supplies, pharmaceuticals, and general cargo—much of it moving into Western Australia on fast east–west rotations. For shippers planning movements on lanes such as Air Freight Melbourne to Perth, understanding the cargo processes at MEL is essential for ensuring predictable uplift, accurate documentation, and smooth screening flow.
1. Overview of the Melbourne Airport Cargo Precinct
Melbourne Airport’s freight precinct is divided into several key operational zones managed by different cargo terminal operators (CTOs). Although each operator has its own workflow, they all follow CASA regulations, airline acceptance standards, and strict security protocols. The precinct includes:
- Airside cargo ramps used by Boeing 737, A321P2F, A330, and 767F aircraft.
- Export acceptance docks for vehicle drop-off and forklift receiving.
- X-ray and ETD screening areas for domestic security clearance.
- ULD build-up zones for wide-body and freighter services.
- Temperature-controlled rooms for pharmaceuticals and perishables.
The precinct operates around the clock, and load planning is dynamic—especially during peak domestic air cargo windows.
2. Cargo Acceptance: What Happens First
Before freight enters the airport’s security-controlled environment, it must be checked at acceptance. The acceptance process includes:
- Dimension and weight verification to confirm accuracy for aircraft load planning.
- Documentation checks (consignment notes, DG declarations, special handling instructions).
- Packaging inspection for integrity, sealing, and compliance with airline standards.
- Visual inspection to identify restricted items and confirm no visible tampering.
Shippers should note that incorrect dimensions or overweight items cause re-work and may risk missing the cut-off window.
3. Cut-off Times: Why They Matter
Domestic flights have strict cargo lodgement deadlines. At Melbourne Airport, most CTOs require freight to be delivered within:
- 2–4 hours before scheduled departure for general freight.
- 4+ hours for oversize, DG, or complex cargo.
- Earlier lodgement for same-day uplift or high-demand periods.
These cut-offs exist because cargo must be weighed, dimensioned, screened, consolidated, and positioned airside before ramp handlers can load the aircraft.
4. Domestic X-Ray Screening and ETD Processing
Security screening is mandatory for all domestic air cargo unless lodged under an accredited Known Consignor regime. At MEL, screening may involve:
- Dual-view X-ray systems for cartons and small consignments.
- Explosive Trace Detection (ETD) for flagged or dense items.
- Physical inspection if screening equipment cannot penetrate the cargo.
Large or irregular freight can slow screening throughput. During peak periods, queues may extend screening times, making early lodgement critical.
5. How ULD Build-Up Works at Melbourne Airport
Wide-body and freighter flights require cargo to be built into Unit Load Devices (ULDs). At MEL, the following ULD types are commonly used:
- LD3 containers for A330 and 767F aircraft.
- Pallets (PMC/PLA/AKH) for freighters and large consignments.
ULD build-up considers:
- Load sequencing based on aircraft centre-of-gravity calculations.
- Priority cargo (e.g., medical, express, perishables).
- Weight distribution to avoid structural imbalance.
- Fragile or temperature-sensitive freight placed top or in TCR rooms.
This stage is where the final uplift is determined—cargo that cannot fit or meet weight limits may be left behind.
6. Seasonal and Operational Constraints at MEL
Several external factors influence uplift reliability through Melbourne Airport:
- Peak retail season (October–December) increases parcel volume.
- Mining sector demand boosts east–west load factors.
- Fog events at MEL often cause morning delays, compressing same-day uplift capacity.
- Aircraft swaps (e.g., wide-body to narrow-body) reduce belly space suddenly.
- Freighter rotations may arrive full, limiting backload options.
Shippers often misunderstand these constraints as “airline failures,” when they usually originate from operational realities.
7. Common Reasons Freight Is Rejected at Melbourne Airport
Cargo terminals at MEL reject freight for several predictable reasons:
- Poor packaging that risks collapse or leakage.
- Undeclared Dangerous Goods (a major compliance breach).
- Oversize items that cannot be screened or fit through aircraft doors.
- Inaccurate weight/dimensions affecting flight load planning.
- Missing documentation or incomplete consignment notes.
Knowing these pitfalls avoids costly rework and missed flights.
8. How to Improve Success Rate and Predictable Uplift
Experienced shippers follow a set of best practices at Melbourne Airport:
- Lodge earlier than minimum cut-off, especially for oversize or screened cargo.
- Provide accurate dimensions to avoid remeasurement charges.
- Use robust packaging appropriate for forklift handling.
- Declare any potentially restricted items upfront.
- Check aircraft type in advance—B737, A330, or freighter rotations each behave differently.
These steps significantly increase the likelihood of same-day uplift on busy domestic routes.
Conclusion
Melbourne Airport cargo processing has many layers—acceptance checks, security screening, ULD build-up, airline load planning, and operational restrictions driven by aircraft type and seasonal demand. For shippers moving freight across Australia, particularly on heavy lanes such as Melbourne to Perth, understanding these processes is essential. When you work with airport realities rather than assumptions, you gain more control, better timing, and far fewer surprises.