[11] As a consequence larger ships increasingly preferred to remain in Keppel Bay and use lighters to transfer their passengers and cargo up the Fitzroy River.

In 1865 depth soundings at Broadmount established that there was 4 fathoms (24 ft; 7.3 m) of water even at low tide, sufficient for even the largest ships of that time.

[13][14] In 1874 it was suggested that coastal vessels heading north to Cooktown were no longer interested to service Rockhampton and calls made for a wharf to be established at Broadmount.

[24] However, the construction of North Rockhampton to Emu Park railway line in 1888 had considerably reduced the distance (and hence the cost) for a railway link to Broadmount compared to Port Alma and the construction of the meatworks at Lakes Creek had created another significant exporter on the northern side of the river, favouring Broadmount over Port Alma.

[27] Although the debate continued within the Queensland Parliament, work was already underway on the boring for the wharf at Broadmount by November 1895 and on the detailed survey of the railway route.

[31] Contrary to the estimates, in July 1896, the Queensland Government awarded the tender for the construction of the wharf to J. Watson for £16,081 7s.

[40] By February 1899 the wharf was completed but had no lighting and so could not become operational as the coastal ships would be arriving at night.

[41] However, as the heavy rain continued through to the month, the wharves at Rockhampton were flooded and so the coastal steamer Premier was forced to use Broadmount wharf.

[43] Premier provided a daily service between Gladstone and Broadmount, travelling via The Narrows (between Curtis Island and the Queensland mainland) taking 4+1⁄2 hours each way.

Ongoing issues with dredging meant it was never a deep water port capable of accommodating the largest ships.

The Broadmount port and rail link never generated sufficient revenue to cover the costs of its construction and was regarded as a "white elephant".