SUBMISSION RE: THE DRAFT GREATER NEWCASTLE FUTURE TRANSPORT PLANFEBRUARY 2018

TABLE OF CONTENTS

CONTENTS PAGE

1. EXECUTIVE SUMMARY 3

2. THE NEED TO RECOGNISE AND PROTECT FREIGHT CORRIDORS 4

3. FEEDBACK ON THE DRAFT GREATER NEWCASTLE FUTURE TRANSPORT PLAN 6

4. THE NEED TO PLAN FOR ROAD AND RAIL FREIGHT GROWTH 9

5. CONCLUSION 12

ATTACHMENT A - OVERVIEW OF THE PORT OF NEWCASTLE 13

ATTACHMENT B - THE PORT’S CONTRIBUTION TO THE REGIONAL ECONOMY 15

ATTACHMENT C - PORT OF NEWCASTLE MAP 16

© Port of Newcastle February 20182

Protecting port land and road and rail supply chains from urban enroachment is critical to enable future growth in port-related industries and the economic benefits and jobs that they deliver to our regional NSW communities.

EXECUTIVE SUMMARY

I welcome the opportunity to respond to the Draft Greater Newcastle Future Transport Plan.

This submission addresses the following topics: • The Port of Newcastle’s contribution to the

regional economy• The need to recognise and protect freight

corridors• The need to plan for freight growth within road

and rail transport planning

Port of Newcastle (PON) has also made a submission to the Draft Future Transport 2056 Strategy which provides feedback on the overarching Draft NSW Future Transport Strategy. Please refer to PON’s Future Transport Submission for further information.

The Port of Newcastle is Australia’s third largest port. It services a large part of the state including the Hunter region, the central west and the north, providing cargo owners with efficient and cost effective export and import facilities and access to growing Asian markets.

The Port is a significant economic driver for Newcastle and the Hunter region as well as NSW. Port activity alone currently contributes around $1.6 billion to Gross Regional Product and 9,240 full time equivalent jobs to the region per annum. The Port’s considerable capacity for growth provides the opportunity for further investment and employment for our region.

This does not include the economic contribution of the production of port cargoes, including coal and wheat, which contribute many additional billions in direct and flow on economic impact and tens of thousands of additional jobs to the economy.

Protecting port land and road and rail supply chains from urban enroachment is critical to enable future growth in port-related industries and the economic benefits and jobs that they deliver to our regional NSW communities.

The Port is only operating at 50% capacity. The significant capacity that exists within the Port’s land and shipping channel and the road and rail supply chains that service the Port are not just a strategic advantage, but a great opportunity for NSW.

Utilising Newcastle’s existing port and supply chain infrastructure will deliver cost savings to the NSW Government, cargo owners and the broader community.

PON’s plans include the development of a large scale container terminal at the Mayfield Site, alongside the continued growth of bulk trades including coal, wheat and fuel.

Over the coming decades, the Port’s expansion will have a flow-on benefit across our community, from cargo owners exporting their produce to families purchasing imported retail goods.

We were pleased to see Newcastle acknowledged as one of three Global Gateway cities and supported by a region specific transport plan to drive transport objectives and customer outcomes.

The growth of freight within the Port and throughout the road and rail supply chain must be considered in transport planning.

Geoff CroweChief Executive Officer, Port of Newcastle

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THE NEED TO RECOGNISE AND PROTECT FREIGHT CORRIDORS

The Port of Newcastle has excellent access and connectivity to the national highway and the extensive rail networks linked to capital cities and its regional catchment.

The Port of Newcastle has direct rail access to: • the national Australian Rail Track Corporation

(ARTC) network via the North South Rail Corridor, connecting the Port to Brisbane, Sydney and Melbourne, and

• the Hunter Valley Rail Network, connecting the Port to the Hunter Valley and Western NSW. The Port will also have a direct link via

the existing ARTC track to the Inland Rail at Parkes, helping prevent the loss of NSW trade to Brisbane and Melbourne.

The Port has direct road access for heavy vehicles via Industrial Drive and Cormorant Road to the M1 Motorway, the Pacific Highway and the New England Highway. All berths in the Port of Newcastle are B Double accessible.

The above rail and road corridors are key to current and future port and industrial activity and need to be protected from urban encroachment.

KEY RAIL & ROAD CORRIDORS

This Plan needs to acknowledge that a broad state-wide network of road and rail funnels through Newcastle. The Plan needs to consider how it will manage urban amenity and networks which are shared between passengers and freight (as outlined on pages 6-8).

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Bathurst

Parkes

DubboNarromine

Narrabri

Moree

North Star

Coffs Harbour

Tamworth

Wollongong

Sydney

PORT OF NEWCASTLE

Stockinbingal

Pictured: The proposed Inland Rail and connections to the Port of Newcastle.

The Port of Newcastle will be the first port to be connected to the Inland Rail. This is an opportunity for New South Wales to retain trade which could otherwise be lost to Victoria or Brisbane when inland rail connections to Melbourne and Brisbane Ports are complete.

CONNECTIONS TO THE INLAND RAIL

THE AUSTRALIAN RAIL TRACK CORPORATION (ARTC) HUNTER VALLEY NETWORK

The ARTC Hunter Valley Network consists of more than 1,000 kilometres of track, extending to Parkes via Dubbo in the Central West of NSW to North Star in the far north of the state. In 2016 the Hunter Valley network hauled around 37 billion gross tonne kilometres, which is equivalent to 132,000 B Triple movements.

The ARTC network has ample capacity for new freight. For example, it offers grain growers from Moree to Newcastle the opportunity to double or triple payloads.

The ARTC network can run heavier, longer grain trains than ever before: • Grain trains: 1,200-1,350m or 70+ wagons

long.• Coal trains: 1,800m or 90+ wagons long.

THE NEED TO RECOGNISE AND PROTECT FREIGHT CORRIDORS (CONTINUED)

KEY RAIL NETWORKS

FEEDBACK ON THE DRAFT GREATER NEWCASTLE FUTURE TRANSPORT PLAN

It is pleasing to see Newcastle acknowledged as one of NSW’s three Global Gateway cities with a supporting region specific Transport Plan to drive transport objectives and customer outcomes.

The Greater Newcastle Transport VisionThe Plan should ensure there is greater alignment between TfNSW’s transport plans, the Greater Newcastle Metropolitan Plan and Port of Newcastle’s (PON) master planning for future growth.

To leverage off investment in Newcastle’s improved public transport network (Light Rail and Interchange), an extension to the ferry network should be considered by the NSW Government. For example, the Government may wish to invest in new public ferry wharf infrastructure at Dyke Point to facilitate a ‘special events’ ferry.

In recognising the importance of freight, PON would like to see greater emphasis on the proactive management of urban interface with the Port and transport corridors to ensure sustainable operations and protection from issues of urban encroachment. Recognition of the Port’s economic value and operational requirements in Government strategies and plans is critical.

The Plan notes (P28): “As Greater Newcastle and its catchment grows in population and freight throughput, traffic congestion issues along key corridors will worsen. This will make it increasingly difficult to travel, reducing Greater Newcastle’s ability to function and grow as a vibrant Global Gateway City.”

PON supports the proactive management of urban interface with the Port and transport corridors to ensure sustainable operations and protection from urban encroachment.

We note that Cormorant Road, Tourle Street, Industrial Drive and Hannell Street are key urban corridors. Industrial Drive and Cormorant Road are also key freight corridors.

In this regard PON supports the establishment of a secondary feeder corridor (e.g. enhanced ferry and bus options) between the Newcastle city centre and Stockton to offset the volume of domestic traffic traversing Kooragang Island, as identified by the map on page 34.

PON supports the policy, service and infrastructure

initiatives outlined in the draft Plan to provide for the efficient movement of freight through the region by ensuring freight connections along major highways to the Port of Newcastle to meet the existing and future demand.

Some specific comments regarding these are provided below:

Lower Hunter Freight CorridorThe identification and protection of the Lower Hunter Freight Corridor is an important task to be completed in the next ten years.

This corridor will link the Main North line between Hexham and Fassifern, providing a bypass of the Newcastle metropolitan area. Importantly it will alleviate current urban amenity issues in Newcastle and allow separation of passenger and freight trains for a small portion of the route.

However, PON notes that on its own this project does not create any additional capacity on the Main North Line for either freight or passenger services, and will not address pinch points for congestion.

Port of Newcastle supports this initiative of the NSW Government, as it addresses urban amenity issues, but stresses that this is not a project that supports economic development.

Improvements to Main North LineImprovements to the Main North Line through the Northern Sydney Freight Corridor (NSFC) Program aims to improve freight train capacity and reliability between Strathfield and Broadmeadow (Newcastle Junction). The NSW Freight and Ports Plan identified Stage 2 of the NSFC Program as an initiative for investigation in the 0 -10 year period.

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PON supports the proactive management of urban interface with the port and transport corridors to ensure sustainable operations and protection from urban encroachment.

Recognition of the Port’s economic value and operational requirements in Government strategies and plans is critical.

It is PON’s understanding that the Program includes the following key projects:

• The Lower Main North Quad – completing the four-track section between Strathfield and Ryde, to bring a third road into use on the Main North between Strathfield and Thornleigh;

• Construction of a third track between Thornleigh to Hornsby to complete the route between Strathfield and Hornsby junctions as a three (or four) track corridor.

• Construction of a third road on the 9km long Cowan Bank to add an overtaking lane for passenger trains and provide for faster freight trains on the Cowan Bank through a 1:40 grade for most of its length.

These three projects combined would significantly improve freight rail capacity on the Main North, resulting in full separation of freight and passenger trains from the Hawkesbury River to Flemington Yards, which is a substantial portion of the route. This could provide an additional freight train to the timetable in each hour of service outside the peaks which equates to approximately six services in each direction each day.

Port Efficiency, Access and Integration PackageIn undertaking its own port master planning for the next 20 year horizon, PON is aware of the transport access opportunities and constraints that are likely to arise as the Port grows and diversifies its trade base, alongside future population growth and urbanisation of the Greater Newcastle area.

PON is keen to understand what the TfNSW Port Efficiency, Access and Integration Package entails and to work with TfNSW to share information regarding growth triggers and infrastructure needs.

Connection to SydneyThe M1 provides road connectivity between Sydney, the Central Coast and Newcastle. The Port is close to existing Central Coast and Western Sydney Distribution Centre hubs which service the north, north-west Sydney and Central Coast markets. The completion of NorthConnex will further improve the effectiveness of the M1 connection to the Port providing a comparatively signal-free motorway connection to the M7 and southern and western Sydney.

FEEDBACK ON THE DRAFT GREATER NEWCASTLE FUTURE TRANSPORT PLAN (CONTINUED)

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The Port of Newcastle’s road connectivity to Sydney will be enhanced by the completion of the NorthConnex.

This will provide a comparatively signal-free motorway connection to the M7 and southern and western Sydney.

Road and Freight Improvements

Golden HighwayThe Golden Highway operates as a critical freight route by enabling access for high productivity vehicles (up to 30 metres in length) across the Great Dividing Range from western New South Wales to the Port. Improving the Golden Highway will allow journey times to the Port from the Central West region to be reduced and enhance the region’s ability to increase cargo exports. The Golden Highway Corridor Upgrades are expected to be completed by 2030.

New England HighwayPON supports road projects and improvements on the New England Highway that strengthen connections to the Port and attract investment. The integration of the New England and Golden Highways at Maitland will improve freight movements and support high capacity freight networks that contribute to productivity and competitiveness.

M1 Pacific Highway to Raymond Terrace

FEEDBACK ON THE DRAFT GREATER NEWCASTLE FUTURE TRANSPORT PLAN (CONTINUED)The Regional NSW Services and Infrastructure Plan and the Greater Newcastle Transport Plan identify this project as an initiative for investigation in the 0 -10 year period. It will connect the M1 directly to the A1 northbound via a new extension and crossing of the Hunter River near Raymond Terrace to alleviate congestion caused by vehicles leaving the M1 at the intersection with John Renshaw Drive.

This is a key connection point for road based freight moving to / from the Port to the M1 / Pacific Highway (north and south bound) and the New England Highway (east and west bound). Strategic analysis of the Port’s key roads suggest that the construction of this connection will alleviate congestion at the M1 / John Renshaw Drive intersection and reduce travel time for freight vehicles travelling to or from the Port.

Kooragang Island - Tomago CorridorThe Port will grow as its trade base significantly diversifies. This will mean that the transport system that supports the Port will be required to also grow in its capacity. Although the Port is currently well serviced by existing corridors it is prudent to be actively planning ahead for the next 20 years and beyond.

The State Environmental Planning Policy (State Significant Precincts) identifies an existing zoned transport corridor between the Port and the Tomago Industrial Land, located approximately 3km to the north of the Port. This corridor links the Port through the western part of Ash Island and crosses the North Arm of the Hunter River, to Tomago Road.

This corridor, together with the proposed M1 Pacific Motorway Extension to Raymond Terrace and the Tomago Road interchange and access provides for an alternate transport corridor to Kooragang Island in the longer term. Whilst the M1 to Raymond Terrace project is primarily focused on improving the connection between the M1 Pacific Motorway and the Pacific Highway, the inclusion of a free flowing interchange at Tomago provides for east west connection for the Tomago Industrial Area, Newcastle Airport, Defence Employment lands, and potentially Kooragang Island if the corridor was developed.

It is recommended that this zoned corridor be preserved in future planning instruments and be included in future transport planning initiatives for further investigation.

Map: Infrastructure upgrades 8

It is vital that the Draft Greater Newcastle Future Transport Plan is developed in tandem with port development strategies to ensure it is relevant and effective.

In 2018 Port of Newcastle (PON) will publish a 20 year master plan for the Port. The Plan will outline the key economic development opportunities that PON sees for the Port and the region, including:

• A Container Terminal at the Mayfield Site• An automotive import facility at Mayfield or

Carrington• Expanded ship and small vessel repair

facilities within the marine services precinct at Carrington

• The construction of a Cruise Terminal at Carrington

• The continuation and growth of existing large bulk trades including coal, fuel, wheat and mineral concentrates across the Kooragang, Carrington, Mayfield and Walsh Point Precincts

PON is currently engaging with the NSW Government regarding the Draft NSW Freight and Ports Plan and will make a detailed submission.

Port development offers significant economic value for the Hunter region, NSW and Australia, attracting private sector investment and skilled jobs to the region. This investment has a flow on benefit across other sectors including manufacturing, finance and insurance, real estate, transport and warehousing

and professional services, and is a key contributor to the revitalisation of Newcastle and the Hunter region.

For example, the development of a large scale container terminal at the Port’s Mayfield Site will help to activate neighbouring industrial lands within the Hunter Valley and the Central Coast due to the flow on demand for cargo storage and consolidation. The Transport Plan needs to identify and protect these key freight corridors.

The large parcels of affordable industrial land that exist within the Port and throughout the Hunter region, serviced by unconstrained national road and rail supply chains, are a strategic advantage.

This will enable the establishment of new distribution centres for cargo unpacking and consolidation, handling cargoes closer to their Regional NSW export origin or import destination point. The availability of competitively priced office facilities and the skilled regional workforce could also entice companies to establish head offices or regional offices in the Hunter region.

The development of a large scale container terminal at the Port’s Mayfield Site will help to activate neighbouring industrial lands within the Hunter Valley and the Central Coast.

The Port and surrounding regions are well placed to accommodate distribution centres to support the cost effective and timely movement of cargo to and from Regional NSW.

9An Amazon distribution facility in Germany.

THE NEED TO PLAN FOR ROAD AND RAIL FREIGHT GROWTH

THE NEED TO PLAN FOR ROAD AND RAIL FREIGHT GROWTH (CONTINUED)

THE NSW GOVERNMENT’S HUNTER REGIONAL PLAN 2036

The NSW Government’s Hunter Regional Plan 2036 notes that ‘the Hunter is strategically situated to leverage proximity to Asia and the region’s growing agricultural, health, education and tourism sectors to supply developing Asian economies with resources and products’.

The NSW Government notes that ‘the Port of Newcastle will continue to play an important role in the regional economy through the international export of goods and commodities (including coal and grains) from the Hunter and Regional NSW. It is the largest coal exporting port in the world. The Port of Newcastle has diversified its operations over time to respond to changing markets and demands. The port’s facilities and services will need to remain responsive to changes arising from global demand and national economic policy’.

Actions of the plan include:• 2.1 Promote diversification of operations at the Port of Newcastle

and the Newcastle Airport and enhanced connectivity to the Asia-Pacific. • 4.4 Promote freight facilities that leverage the Port of Newcastle and its associated freight

transport network.• 4.5 Plan for multimodal freight facilities that support economic development of the region and

respond to the location of the proposed Freight Rail Bypass. • 26.3 Protect existing and planned major infrastructure corridors and sites, including inter-regional

transport routes like the M1 Pacific Motorway and the railway, port and airports to support their intended functions.

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AHunter Regional Plan 2036

2036

Planning &Environment

Hunter

PlanRegional

Currently, all large scale container freight is handled through Port Botany, with imported goods unpacked in Sydney. A large portion is trucked through busy metropolitan roads to reach cargo delivery destinations throughout regional NSW.

The Port of Newcastle’s close proximity to the Hunter region and major Regional NSW centres and its direct connection to the ARTC’s Hunter Valley rail network provides an opportunity to move more containers on rail, reducing congestion on metropolitan road networks.

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As acknowledged by the Draft Future Transport Plan, seamless transport connections between airports and cruise ship terminals is essential to growing the visitor economy. The Australian Cruise Association estimates that cruise shipping currently injects about $11 million per annum to the Hunter region’s economy.

The NSW Government’s $12.7 million investment in the Newcastle Cruise Terminal has created a second major cruise port in New South Wales. The Terminal will be constructed throughout 2018. From early 2019 the Port of Newcastle will have the terminal facility and infrastructure to complement Sydney and play a role in easing berth congestion in the short-to-

medium term. This will help to retain cruise ship tourism and the associated economic benefit in NSW which may otherwise be lost to other states.

To leverage off investment in Newcastle’s improved public transport network, the NSW Government could invest in an extension to the ferry network. For example, a ‘special events’ ferry within the future network supported by new public ferry wharf infrastructure located at Dyke Point should be included as an initiative for investigation.

The Port’s close proximity to Newcastle Airport (25 minutes’ drive from the Airport to the Port’s cruise berth) provides natural synergies for home porting.

The Newcastle Cruise Terminal is due for completion in late 2018.

THE NEED TO PLAN FOR ROAD AND RAIL FREIGHT GROWTH (CONTINUED)

X

XSuggested special events ferry route Amendments to reflect the layout of the Port

CONCLUSION

Given the volume of freight forecast to be exported, imported or transverse Newcastle and the broader region in the next 50 years, it is essential that Transport for NSW (TfNSW) establishes a locally based Freight, Strategy and Planning team to:

• provide planning and coordination resources within the Hunter region to oversee the implementation of the Newcastle Future Transport Plan;

• work with other TfNSW teams and other agencies to coordinate, ensure integration of projects and ensure protection of transport corridors from urban encroachment;

• liaise with key logistics operators such as the Port of Newcastle, the ARTC, NSW Government agencies including TfNSW, Roads and Maritime Services and the Port Authority of NSW, federal government agencies, local government agencies, and users of the services such as freight and logistics service providers and import and export industry representatives; and

• ensure that road and rail infrastrucure plans keep up with freight growth projections as well as urbanisation.

This would be extremely valuable to all who are involved in the supply chain and would provide a similar level of service to what TfNSW provides to Port Kembla and Port Botany.

Port of Newcastle would like further engagement with TfNSW to understand what the Port Efficiency, Access and Integration Package involves for ports in NSW and how it could benefit the Port of Newcastle.

We recognise that the freight and logistics industry is dynamic and would therefore, welcome closer engagement with TfNSW in order to provide updates on our plans for port development and freight growth projections.

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Berth side rail connection.

15.2m deep shipping channel can handle more than 10,000 ship movements and more than 328 million tonnes of trade per annum.

Superior national road and rail network connections. Direct heavy vehicle access to the berth.

THE PORT OF NEWCASTLE AT A GLANCE200 hectares of vacant port land ready for development.

OVERVIEW OF THE PORT OF NEWCASTLEOUR ROLE Port of Newcastle is the commercial manager of the Port and has a 98-year lease with the NSW Government. We manage:

• Trade and port development.• 792 hectares of port land.• Wharf and berth services.• Maintenance of major port assets. • Vessel scheduling.• Dredging and survey services.• Cruise shipping.• Legal, planning and environmental services.• Community and stakeholder relations.

Port of Newcastle works in partnership with the Port Authority of NSW, customers and port and supply chain service providers to run a safe and efficient port.

Newcastle is the second largest city in NSW and is part of the Hunter region. The Hunter region is the largest regional economy in Australia and is the largest regional contributor to New South Wales’ gross domestic product.

The Port of Newcastle is Australia’s third largest port and the largest on the east coast by tonnage. It makes a significant contribution to New South Wales trade, handling more than 167 million tonnes per annum, valued at $24 billion.

Port activity alone contributes around $1.6 billion and around 9,240 full time equivalent jobs per annum to the Hunter region’s economy. This does not include the substantial economic contribution of the coal mining and agricultural industries.

Close to major centres (kilometres)• Sydney - 161 kms• Brisbane - 781 kms• Dubbo - 377 kms• Convenient heavy vehicle and rail transit times

to Sydney and major NSW rural centres.

Shareholders with global expertisePort of Newcastle’s shareholders are The Infrastructure Fund (TIF) and China Merchants Group.

TIF investors include industry superannuation funds representing more than 2 million members, as well as other institutional investors. TIF is one of Australia’s top performing infrastructure funds with a portfolio of Australian and overseas assets worth more than $2.4 billion.

China Merchants Group was established in 1872 as the first commercial corporation in China and now has more than $1,000 billion in global assets under management across 18 countries.

Port of Newcastle operates under a 98-year lease with the NSW Government which commenced in May 2014.

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ATTACHMENT A

OVERVIEW OF THE PORT OF NEWCASTLE (CONTINUED)

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The Port of Newcastle has direct road and rail connections throughout central, west and north-west New South Wales.

For exporters, it provides a gateway to growing international markets. For importers, it provides a cost effective and efficient way of reaching major regional and metropolitan NSW centres.

The Port of Newcastle’s natural catchment area extends west to Parkes and north to Moree, taking in Dubbo, Tamworth, Armidale, Narromine and Walgett. It encompasses land rich in minerals and agriculture, meat, timber and the manufacture of steel and aluminium.

THE PORT OF NEWCASTLE’S CONTRIBUTION TO THE REGIONAL ECONOMY

$1.6 BILLION PER ANNUMTO GROSS REGIONAL PRODUCT

ECONOMIC IMPACT of the Port of Newcastle, 2016/17

Turnover($m)

Employment(FTE)

Household Income

($m)

Gross Regional Product ($m)

LOWER HUNTER

Direct 1,763 4,722 529 914

Flow-on 1,479 4,519 371 695

TOTAL 3,242 9,240 900 1,609

NSW

Direct 1,763 4,722 529 914

Flow-on 1,763 5,306 472 864

TOTAL 3,526 10,028 1,001 1,778

AUSTRALIA

Direct 1,763 4,722 529 914

Flow-on 2,333 6,386 595 1,100

TOTAL 4,096 11,108 1,124 2,014

LOWER HUNTER FLOW-ON EFFECTS for the Port of Newcastle by industry sector, 2016/17

INDUSTRY SECTOR

Output ($M)

Employment (FTE)

Household Income ($M)

Contribution to GRP ($M)

Agric, forestry and fishing 7 20 1 3

Mining 7 16 1 3

Manufacturing 290 780 67 92

Electricity, gas, water and waste services 106 161 11 44

Construction 157 469 38 53

Wholesale Trade 47 145 17 23

Retail trade 74 616 35 45

Accomodation and food services 59 458 22 31

Transport, postal and warehousing 98 409 26 43

Information media and telecommunications 23 56 5 12

Financial and insurance services 115 204 27 69

Ownership of dwellings 176 0 0 136

Rental, hiring and real estate services 124 162 23 46

Professional, scientific and technical services 104 530 50 52

Administrative, public and other services

92 493 46 43

TOTAL 1,479 4,519 371 695

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Over the next five years this is forecast to increase to 10,000—12,000 jobs.

JOB GENERATIONREGIONAL (Lower Hunter)

STATE (NSW)

NATIONAL (Australia)

9,00010,00011,000

Manufacturing Finance and insurance services

Ownership of dwellings

Transport and warehousing

Professional, scientific and technical services

1

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4

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spent in the Port of Newcastle generates a

for the local, state and national economies of

EVERYDOLLAR

FLOW-ON BENEFIT

$0.84 to $1.32

sectors that benefit most from port-related activity were:

TOP 5

2016/17

ATTACHMENT B

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ATTACHMENT C - PORT OF NEWCASTLE MAP

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+61 2 4908 8200 info@portofnewcastle.com.au www.portofnewcastle.com.au

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A Sydney Metro Train is unloaded at the Port of Newcastle in 2017.