Port Master Plan 2040 For Web

PORT OF NEWCASTLE
Port Master Plan 2040
Our Strategic Development

Opportunities to 2040
CONTENTS
Foreword 3
Executive Summary 4
Introduction 7
Overview of the Port of Newcastle 11
Strategic Context 19
Our Stakeholders and Environment 21
Port Capacity 26
Transport Connectivity 36
Growing Trade 47
New Facilities and Infrastructure 66
Protecting the Port 70
Implementation 77
Glossary 81
Ackowledgement
The Port of Newcastle acknowledges the

Traditional Custodians of the land and waters of
Newcastle Harbour, the Awabakal People and pays
respect to all Elders past, present and future.
Port of Newcastle | Port Master Plan 2040 Port of Newcastle | Port Master Plan 2040
2 3
FOREWORD
The Port of Newcastle is a proud This Port Master Plan outlines the key strategic
development opportunities for the Port and the broader
working port with a strong history. region, including:
The purpose of this long-term Port Master Plan is to • The Newcastle Container Terminal;
communicate our broad and strategic approach by • The Newcastle Bulk Terminal;
outlining both our current and future development and • An Automotive and Ro-Ro Hub;
trade opportunities to 2040. • The Maritime Precinct;
• The Newcastle Cruise Terminal; and
As a global gateway for New South Wales, the Port of • The continuation and growth of major bulk
Newcastle (PON) enjoys a significant competitive trades including coal, fuel, fertiliser, wheat and
advantage, with a major seaport and connectivity to a mineral concentrates.
world-class national rail and heavy vehicle road system.
With the shipping channel currently only operating at Our success depends on our ability to be an efficient
50% capacity, vacant portside land and market interest, global trade gateway, working in partnership with those
the opportunities are immense. who rely on our services, those who regulate our
activities, and those who are our neighbours.
The Port plays a significant role as an economic driver
and a catalyst for growth throughout our region, state We are dedicated to operating a safe, sustainable,
and nation. In the Lower Hunter alone, activity within environmentally and socially responsible business in
the Port of Newcastle contributes $1.6 billion and 9,000 partnership with our tenants, port users, community and
EXECUTIVE SUMMARY
jobs per annum. This does not include the significant Government agencies. The Port Master Plan 2040 is
contribution of associated industries such as mining and reflective of these values, and I commend it to our
agriculture, which contribute many billions more. stakeholders and partners.
The Port of Newcastle’s vision is to maintain Newcastle’s

position as one of the leading and most efficient
global-scale ports, and to facilitate continued growth Australia’s ports facilitate the movement of $1.2 billion worth of trade
and development of existing and new trades in a every day.1
sustainable manner. We recognise the responsibility
that comes with stewarding an iconic asset for the next
95 years. We are committed to driving collaboration The Port of Newcastle is the global gateway for the Container Terminal. We are the port ready to host the
with Government, communities and other stakeholders Hunter Region and New South Wales. It is the largest latest technologies, industry innovation and a step
to agree on the future and deliver the benefits of trade port on the East Coast, and Australia’s third largest port change in the way freight is moved in, out and through
growth. by trade volume. It is well-placed to support the New South Wales and Australia.
predicted doubling of Australian freight over the next 20
The Port of Newcastle has embarked on an ambitious years and beyond. Many Australian ports, including the Port of Newcastle,
diversification strategy. Whilst coal exports provide a now operate in a commercial environment, in which port
stable foundation for our growth, we are driven by the By 2040, the City of Newcastle will be home to 200,000 owners and managers are focused on utilising the full
need to grow and diversify our trade base to meet the Professor Roy Green Craig Carmody capacity of their assets to deliver greater efficiency and
people, with the population of the Hunter growing to
demands of our customers and the containerisation of Port of Newcastle Port of Newcastle shareholder value.
870,000 and New South Wales to over 10 million
some trades. Chairman Chief Executive Officer
people.2 The Port, through coal export trade, will
continue to provide a stable foundation for our region This Port Master Plan provides a broad and strategic
and state’s economy, and our business. Trade volumes approach, identifying future developments and
of fuels, and dry bulk such as wheat, grains and fertiliser, opportunities to 2040. The following goals underpin
will continue to grow. this approach:
Our trademark for the next twenty years, however, will • Promote the capacity of the Port and the supply
be our diversification. The Port of Newcastle has chain to support the economy.
abundant capacity to grow trade volumes and establish • Utilise the existing road and rail transport assets
new, efficient and cost-effective supply chains for buyers to improve freight efficiency.
and producers. A key driver of diversification and growth • Facilitate new trades and supply chains.
of business opportunities for Newcastle and the Hunter • Support the development of new facilities and
will be the development of the Newcastle enabling infrastructure.
• Protect the Port and transport corridors from
1 Ports Australia website 2018 urban encroachment.
2 NSW People and Places Dashboard, NSW Planning and Environment website 2017
3 4
Our vision is for the Port of Newcastle to become Australia’s first-choice East an efficient, sustainable, profitable and innovative manner. To achieve this vision,
Coast port, able to accommodate, attract and grow a diverse trade base in the Port of Newcastle has identified the following goals:
The Port of Newcastle, with its central geographic For every dollar spent in the Port of Newcastle, there is a flow-on benefit for the local, state and national economies of between
PROMOTE THE location on the eastern seaboard, existing capacity $0.84 and $1.32. For every million dollars of output generated by the Port of Newcastle, 5.2 jobs are created.3
and supply chain infrastructure, is well-placed to
CAPACITY OF THE support the New South Wales and Australian The Port handled over 167 million tonnes of trade and 4,700 ship movements in 2017. Modelling of the shipping channel has shown
PORT AND THE SUPPLY economies. that over 10,000 ship movements per year can be accommodated. This, together with planning approval for additional berths,
investment in new port infrastructure, and a significant quantity of available, serviced and zoned port land, provides for future
CHAIN TO SUPPORT growth.
THE ECONOMY 3
Port of Newcastle Economic Impact Report 2016/17 Econsearch
Freight in Greater Sydney is expected to double over Ensuring that existing road and rail transport infrastructure are being utilised and optimised to their full capacity is critical to
UTILISE EXISTING the next 40 years and increase by 25% in Regional supporting and improving the efficiency of the New South Wales freight task.
NSW over the same period.4 Ports outside of capital
ROAD AND RAIL cities, together with their road and rail supply chains The Port of Newcastle has excellent access and connectivity to the national highway and rail networks that link to capital cities,
TRANSPORT ASSETS offer significant capacity to reduce congestion. and the catchment. Both the immediate road network and the broader highway system has capacity to accommodate the
Ensuring that existing road and rail transport current and forecast vehicle growth without the need for major infrastructure upgrades. Similarly, the rail network have capacity to
TO IMPROVE FREIGHT infrastructure are being utilised and optimised to their accommodate the contracted coal volume, as well as latent capacity to move non-coal trade, including bulk grain and containers,
EFFICIENCY full capacity is critical to supporting and improving from regional New South Wales to Newcastle.
the efficiency of the New South Wales freight task. 4
Future Transport 2056 TfNSW 2018
Growing, attracting and facilitating new trade Facilitating infrastructure to support new trades and supply chains can address infrastructure bottlenecks and capacity constraints
and new supply chains is a key focus for the Port in capital city ports, and respond to changing technology such as automation, modal shifts and bulk containerisation.
FACILITATE NEW of Newcastle. The introduction of new import and
export trades and new supply chains will be what The Port Master Plan 2040 outlines the rationale for the development of a Newcastle Container Terminal, as well as identifying
TRADES AND SUPPLY drives innovation, efficiency and value for the Port, other opportunities such as the establishment of a specialist Automotive and Ro-Ro Hub within the next twenty years.
CHAINS its shareholders and the community.
The Port Master Plan 2040 supports the This includes smaller enabling projects that can utilise, improve and enhance the existing road and rail networks for greater
SUPPORT THE development of new transport infrastructure and efficiency, productivity and consequence.
DEVELOPMENT OF logistics facilities such as upcountry intermodals.
These facilities can leverage on the proximity to Major projects, such as the Inland Rail, will further enhance Newcastle’s connectivity, consolidating rail access to an extended
NEW FACILITIES AND existing and proposed transport corridors. area of New South Wales and potentially Southern Queensland and Northern Victoria. This modal shift will provide greater benefit
ENABLING to growers and producers and more efficient use of the transport network, as well as ensuring that the economic benefits are
retained in New South Wales.
INFRASTRUCTURE
PROTECT THE PORT Urban encroachment is the potential conflict that Protecting the Port and its transport corridors from urban encroachment to safeguard continuous and sustainable port operations,
can arise between adjoining land uses and freight as well as ensure appropriate amenity for nearby communities, is a key goal of this Port Master Plan. Managing the Port’s interface
AND TRANSPORT operations at the Port or along transport corridors. with its surrounds focuses on both economic and environmental sustainability and forward planning for the benefit of the Port and
CORRIDORS FROM These operations are required to operate on a 24/7 community. As both the Port and the Greater Newcastle metropolitan areas grow, the identification and protection of future
basis to ensure that freight is able to be moved transport corridors will become increasingly important.
URBAN economically, efficiently and sustainably. These
ENCROACHMENT activities may, however, have a range of amenity
impacts on sensitive land uses and residents.
5 6
The Port of Newcastle Master Plan 2040 is a statement of our belief that
the Port of Newcastle will be the first choice for Australia’s East Coast
ports.
By 2040 the Australian population will be over 31 Critical to our success will be effective communication
million, with the corresponding demand for goods and collaboration with our customers and stakeholders.
driving the volume of freight to more than double
within this timeframe.5 The National Ports Strategy encourages clear
communication at a strategic level on how the
The Port Master Plan focuses on demonstrating the development and operation of the Port and the freight
connectivity and capacity of the Port and its supporting corridors serving it will be integrated into the future
transport networks to accommodate, attract and grow development of the region or city in which the port is
trade, and assist in addressing the freight task in an located.6
efficient, sustainable, profitable and innovative manner.
Further, the Port Master Plan will open a clear line of
Through examination of the existing assets in the communication with the Government to articulate how
shipping channel, portside land and connecting road the capacity of the Port and the supply chains can
and rail networks, the Port Master Plan builds the case support and build both the state and national
for greater utilisation, optimisation and augmentation economies and help meet the needs of the future
to facilitate new trade, establish new supply chains and freight task.
develop new supporting facilities.
The purpose of the Port Master Plan is to inform the
The Port Master Plan provides a broad and strategic New South Wales Government, Government agencies
approach identifying future development and and the local community of PON’s development
opportunities, including: objectives for the period to 2040.
• The Newcastle Container Terminal in Mayfield;

• The Newcastle Bulk Terminal in Walsh Point;
• A specialised Automotive and Ro-Ro Hub;
• Supporting the Maritime Precinct in Carrington;
and
• Construction of the Newcastle Cruise Terminal
in Carrington.
INTRODUCTION
5
Freight Report Card, TfNSW 2017
6
Pictured: Nobbys Headland National Ports Strategy, Infrastructure Australia, 2012.
7 8
A NEW LONG-TERM PLAN
In December 2014, PON published its inaugural Port ACHIEVEMENTS OF THE
Development Plan (PDP). The purpose of the plan was
to help inform the New South Wales State PORT DEVELOPMENT PLAN
Government, Government agencies and the local
community of PON’s development objectives over the
2015-2020
five-year period from 2015–2020.
THALES AUSTRALIA
Key developments anticipated by the PDP included the MARITIME PRECINCT
preparation of the former Forgacs site at Carrington for
future development, upgrades to existing berth UNDER DEVELOPMENT
infrastructure to enhance operational, safety and
environmental performance, and the facilitation of berth
development by tenants.
NEWCASTLE CRUISE
TERMINAL
In July 2017, Thales Australia, together with the NSW
PLANNING COMMENCED
Government, announced major investment in a new
Maritime Precinct to be developed at the 10-hectare
Carrington site. The first phase will include the renewal MAYFIELD 7
of the Fitzroy Street shipyard to cater for vessels up to
55 metres long, creating 70 new jobs. BULK LIQUIDS BERTH
NEARING COMPLETION
In 2018, Stolthaven will complete construction of a new
dedicated bulk liquids berth at Mayfield (M7) to support
the expanding bulk liquids precinct. The installation of K2 BERTH SHIP UNLOADER
new unloading infrastructure at K2 by PON will replace
ageing equipment and continue to improve
REPLACEMENT
environmental outcomes. COMMENCED
The PDP also highlighted the importance of cruise
shipping to the local tourism industry, citing PON’s
commitment to work with major stakeholders to Conversations with our customers and stakeholders
develop a concept for a permanent cruise terminal have accompanied the drafting of the Port Master Plan.
at the Channel Berth. The commitment of State and
Commonwealth funding for additional mooring facilities
We are seeking to actively contribute to the overall
supply chain management by expressing integration,
HISTORY OF THE PORT OF NEWCASTLE
and the planning for a permanent terminal facility has Since its establishment, the City of Newcastle has been closely linked to its harbour, which provided trading
and to ensure the delivery of core port and transport
seen this concept become reality. The Newcastle Cruise opportunities, the creation of industries and employment and a place to establish a community. The first
infrastructure, articulating what is needed, where and
Terminal is due for completion in 2019. The terminal when. commercial export of coal left Newcastle for Bengal, India, in the barque Hunter in 1799.
building will provide for day visits and home porting
facilities to strengthen Newcastle’s position as an Environmental protection through the Since the early years of the 19th century, the estuary of the Hunter River has been transformed from a series of
international cruise destination. identification of environmental values, a focus on mudflats and shallow channels to a major deepwater trading port.7
current and future interface issues, and effective
In recognition of the potential limitations of a five-year communication with the local community is also key. Encouraged initially by the area’s large coal deposits and then by the establishment of BHP’s iron and steelworks
outlook and transformational projects that are currently in 1911, the Government invested significant amounts of money in reshaping the harbour through dredging, which
being planned by PON, the need to prepare a commenced in 1859. Rock blasting and reclamation work continued to form the extensive Port land of the Dyke at
longer-term plan to outline the future planning and Carrington, Kooragang Island and Walsh Point.
development of the Port was identified. Critical to this
was the desire to address the dynamics and detail of “If well-designed, the strategic The principle of transformation and innovation to achieve ongoing improvement is one that PON continues to strive
PON’s business, rapid changes in technological and planning process can help for today.
operating environments, the agility of supply chains
and the competitive environment in which the Port now to engage main stakeholders, 7
Harbour from a Creek, Melville, R. 2014.
operates. strengthen links with clients and
Like the previous PDP, the Port Master Plan will create local goodwill.”
articulate the Port’s vision and provide a licence to grow.
Central to a longer-term vision is the effort to create
economic value through increased industry and Competitiveness of Port Cities
investment confidence by being visible and strategic.
Synthesis Report, OECD 2013
9 10
“Our vision is to maintain Newcastle’s position as one of the leading and most efficient
global scale ports and to facilitate continued growth and development of existing and
new trades in a sustainable manner.”
WHO WE ARE MISSION

Port of Newcastle (PON) is the commercial manager of Our mission is to promote and support the prosperity of
Newcastle Port and has a 98-year lease with the NSW the Hunter Region and New South Wales in a
Government, which commenced on 30th May 2014. sustainable manner.
A key objective of the lease is to maintain and enhance We will:

the Port as a major seaborne trade gateway for New
South Wales. y Provide efficient port infrastructure to facilitate
regional, state and national economic growth;
Our shareholders, The Infrastructure Fund (TIF) and y Maintain a safe and rewarding workplace for all
China Merchants Ports Holding Company Limited employees;
(CMPort), each own 50% and have a strong, global track y Promote and facilitate improvements to supply
record in managing large infrastructure assets, including chain performance;
ports. y Collaborate with stakeholders to deliver the
benefits of trade growth, including with
The Port is recognised as a major strategic asset for the surrounding communities;
New South Wales economy, and an important trading y Manage environmental impacts of port
gateway for Australia. In 2017 the Port of Newcastle y operations and development;
handled more than 167 million tonnes with an estimated y Deliver effective commercial outcomes for
value of $24 billion. customers; and
y Undertake sustainable investment and deliver
The Port of Newcastle generated direct and flow-on commercial returns for shareholders.
OVERVIEW OF THE
benefits of $1.8 billion to the NSW economy. The
estimated total impact on the Hunter economy alone
was $1.6 billion. This was equivalent to approximately VALUES
0.35 per cent of New South Wales’ gross state product, Our values are safety, teamwork, initiative, performance,
and nine per cent of gross regional product.8
PORT OF NEWCASTLE
customer service and delivering on our promises.
As a business, our core functions include:
y Trade and Port development

y Management of Port land;
y Wharf and berth services.
y Maintenance of major Port assets;
y Vessel scheduling; and
y Dredging and survey services.
8
Port of Newcastle Economic Impact Report 2016/17 Econsearch
THE PORT’S ECONOMIC IMPACT FOR NSW
JOB
2016/17
EVERY DOLLAR
$1.8 GENERATION 1.spent in the Port of Newcastle generates a
BILLION across NSW
FLOW-ON BENEFIT
for the state economy of
10,000
Contribution to Over the next five
years this is
$1
GROSS STATE forecast to increase
to 11,000 jobs.
PRODUCT
$1 BILLION CONTRIBUTION TO HOUSEHOLD INCOME IN NSW Source: Port of Newcastle Economic Impact Report
2016/17 Econsearch
11 12
THE CHANNEL
Newcastle Port is situated on the Hunter River with the
KOORAGANG PRECINCT entrance protected by two breakwalls, the northern
Kooragang 4, 5, 6, 7 Berths
and southern, extending into the ocean at Nobbys
Head.
Kooragang 8, 9, 10 Berths
The Channel and berths are PON’s primary assets. They

facilitate the import and export of cargo to the world,
KOORAGANG define our core business and are a key attraction for the
PRECINCT City of Newcastle.
WALSH POINT PRECINCT
The design depth of the Channel is 15.2 metres,
Kooragang 2 Berth
increasing towards the Channel entrance, which assists
Kooragang 3 Berth
vessel passage for ocean swell conditions. The Channel
depth is maintained through a continuous maintenance
dredging program and has undergone continuous
expansion since dredging first commenced in 1859.
MAYFIELD
PRECINCT
MAYFIELD PRECINCT WALSH
Mayfield 4 Berth Mayfield 7 Berth POINT
PRECINCT
CARRINGTON
PRECINCT
CARRINGTON PRECINCT
West Basin 3 Berth Channel Berth
1
West Basin 4 Berth Dyke 1 Berth
East Basin 1 and 2 Berths Dyke 2 Berth
Towage services Dyke 4 and 5 Berths
Port of Newcastle Boundary as per the State Environmental Planning Policy (Three Ports)
Arterial Road Access
Rail lines
13 14
PORT LAND
Stolthaven currently operates a Terminal and

Carrington Precinct Concentrated orange juice is imported to a refrigerated Mayfield Precinct Distribution facility with approval for expansion of the
storage facility, where it is packaged and distributed by
road. West Basin 4 Berth (WB4) handles rolling stock as tank farm and the import of a variety of fuels including
Carrington is one of the oldest parts of the Port that The Mayfield Precinct is located between the South Arm
well as a large range of other cargo. diesel, petroleum products, ethanol and aviation fuel.
is still in operation and includes 100 ha, of waterfront of the Hunter River and Industrial Drive, bounded by
Koppers Australia import and export
industrial land. Tourle Street in the west and Selwyn Street in the east.
The Channel Berth services passenger vessels such as high-temperature coal, tar and pitch products, which
It contains large areas of freehold land developed for
cruise ships and is the location of the Newcastle Cruise are piped to processing plant located two kilometres to
The Carrington Coal Terminal (CCT) was established in heavy industry, as well as the Port’s Mayfield Site.
Terminal. The Carrington Precinct also encompasses the west. Further land is available for the development
1968 at the northern end of the precinct and of other bulk liquids facilities.
incorporates the coal terminal and associated loading critical Port services including two Tug Bases and the The Mayfield Site represents the largest vacant Port
berths Dyke 4 and Dyke 5 Berths (D4 and D5). Helicopter Base operated by the Port Authority of NSW. land site on the eastern seaboard, with direct Channel
Mayfield 4 Berth (M4) is a common user berth used as
frontage and potential for deep water berthing,
Ship building and maintenance activities have operated a general cargo berth. A small general cargo handling
Newcastle’s two major grain terminals are in Carrington providing a significant opportunity for growth within the
at the southern end of Carrington for many years, with a facility currently operates, providing storage for
and have a combined throughput capability of 4Mtpa. Port. Current planning for the site includes the
new Maritime Precinct being developed in the containers and general cargo.
Grain terminals are supported by road and rail receival development of a Bulk Liquids Precinct, area dedicated
facilities and state-of-the art ship loader at Dyke 2 Berth south-west of the Precinct fronting Throsby Creek. to the storage and distribution for Project Cargo, known
The Mayfield Precinct is serviced by road and rail
(D2) and West Basin 3 Berth (WB3). as the Mayfield Cargo Storage Facility, with the remain-
Carrington is well-serviced by road and rail infrastructure through direct access to Industrial Drive
ing allocated for the development of container handling
infrastructure, including a designated B-double heavy and rail access via the Scholey Street Junction.
Mineral concentrates including zinc, lead and copper facilities.
are railed to the Port, stockpiled within a closed storage vehicle truck route designed to reduce the potential for
facility and then loaded through D2. Fuel is imported at land use conflicts with the residential areas of A dedicated Bulk Liquids Berth, Mayfield 7 Berth (M7),
the Dyke 1 Berth (D1), which is then piped to a nearby Carrington. Rail access is provided via the Scholey Street services the bulk liquids terminals and is designed to
Terminal facility. A range of general cargo and Junction. cater for long-range tanker vessels up to LR1 and LR2.
containers, as well as steel, aluminum and timber packs,
are handled at the East Basin Distribution Centre (EBDC),
using East Basin 1 and 2 Berths (EB1 and EB2).
15 16
PORT LAND
Kooragang Precinct Walsh Point Precinct The centre of Walsh Point is occupied by heavy industry,
The Kooragang Precinct is located on Kooragang Island The western half of the Kooragang Precinct was including fertiliser manufacturer Incitec Pivot and mining
The Walsh Point Precinct is located on the eastern side
on the northern side of the Port. It is the primary coal formerly used as a waste disposal area for heavy industry chemical supplier Orica. These facilities are on
of the Port with frontage to both the South and North
precinct containing two coal terminals and associated industry, known as the Kooragang Island Waste freehold land and export products such as ammonia
Arms of the Hunter River. PON’s land is currently used
coal loading berths (K4–K10), which are operated by Emplacement Facility (KIWEF). through the Port.
for the import, export and storage of bulk products, as
two coal export companies, Port Waratah Coal Services
well as a variety of small-scale industrial uses such as
(PWCS) and Newcastle Coal Infrastructure Group (NCIG). KIWEF is in the process of being remediated and Rail access is via the Kooragang spur and a level
metal recycling. Kooragang 2 and Kooragang 3 Berths
cannot be developed until appropriate environmental crossing over Cormorant Road.
(K2 and K3) have the highest utilisation of all common
Land in the north-west of the precinct and the north closure is complete. Adjoining the Kooragang Precinct
user berths within the Port. These berths also support
bank of the South Arm has been allocated to the to the north and west is the Hunter Wetlands National
customer and tenant distribution infrastructure, which
development of a fourth coal export terminal for the Park and Ramsar Wetlands.
have been co-located within the precinct to facilitate
Port.
cargo handling.
The Kooragang Precinct is supported by rail access via
Products imported and exported across K2 and K3
the Kooragang spur line, with all coal transported to the
include dry bulk products such as cement, fertiliser,
terminals via rail. Road access to Kooragang Island is
petroleum coke, magnetite, sands, anhydrous ammonia,
provided via the Tourle Street and Stockton Bridges.
scrap metal, alumina, and bulk liquids including fuel,
acids and vegetable oil. The Precinct incorporates
significant back-up land for portside storage, particularly
on the eastern side of Walsh Point, which consists of
several undeveloped lots.
17 18
There are a range of national and state strategies, policies and regulations that
deliver, plan and manage infrastructure, transport and land use planning. The Port
Master Plan has been prepared cognisant of these, but also reflective of the
commercial environment in which the Port now operates.
FUTURE
TRANSPORT
AUSTRALIAN
2056
INFRASTRUCTURE
NSW STATE PLAN
INFRASTRUCTURE
STRATEGY
FUTURE
PORT OF NEWCASTLE TRANSPORT COMMONWEALTH
Port Master Plan
2056 PLANS
NSW FREIGHT
AND PORTS
PLAN
NSW STATE NATIONAL

PLANS PORTS
STRATEGY
NSW
REGIONAL
Our Strategic Development
Opportunities to 2040 PLANS
GREATER
NEWCASTLE
METRO PLAN
STRATEGIC Infrastructure planning, funding and delivery by

Governments ensures that Australia continues to invest
There has been a growing emphasis on regional
planning across NSW to support long-term community
CONTEXT
in infrastructure to support its economic growth and needs. Given that the Port’s catchment area extends
prosperity for all citizens. Infrastructure Australia west to Parkes and north to Moree, taking in Dubbo,
independently assesses projects and initiatives for Tamworth, Armidale, Narromine and Walgett, critical
inclusion on the national Infrastructure Priority List. alignment with the Central West and Orana, New
The Infrastructure Plan and Priority List is a prioritised England North West and North Coast Regional Plans, as
list of nationally significant investments. It provides well as the Hunter Regional Plan, has been considered
decision-makers with advice and guidance on specific in the preparation of the Port Master Plan. These
infrastructure investments that will underpin Australia’s Regional Plans note the connectivity of the regions to
continued prosperity. the Port of Newcastle as the global gateway, and the
need to leverage these connections.
Similarly, the NSW State Infrastructure Strategy
facilitates and allocates resources for projects of state The Hunter Regional Plan and the Greater Newcastle
significance including Fixing Country Rail, Bridges for the Metropolitan Plan identify the Port as a global
Bush and Regional Road Freight Corridor improvements. gateway providing international freight connections and
a catalyst for the growth and diversification of trade and
In the context of a growing Australia and the need for a contribution to the economy.
freight system that boosts the nation’s prosperity and
meets community expectations for safety, security and The Port Master Plan provides for the commencement
environmental amenity, both the Commonwealth and of two-way dialogue with Government and will be
New South Wales Governments are developing a an important communication tool when working with
comprehensive suite of transport, freight and port agencies tasked with delivery of long-term plans and
strategies. Transport for New South Wales (TfNSW) is the infrastructure. It will help inform policy frameworks and
lead agency, preparing the Future Transport 2056 and establish infrastructure priorities for the benefit of New
NSW Freight and Ports Plan. South Wales and Australia, as well as ensuring that the
needs of PON, as the commercial operator of the Port,
are met.
Pictured: The Basin, Carrington
19 20
Our stakeholders include our customers, our community, our partners and our people
working together within our unique Port environment.
OUR CUSTOMERS OUR PORT COMMUNITY

Central to the success of our business is the success of The Port is an iconic part of the City of Newcastle’s
our customers. Our customers include not only those identity. PON recognises the importance of the Port to
who have a direct dealing with PON, but also the the Newcastle community and strives to develop and
buyers and producers who interact with the entire maintain strong relationships with all our stakeholders.
supply chain. PON works closely with local
councils, business chambers and regional It is also acknowledged that there are a range of
development advisors that represent farmers, expectations and views within the community regarding
manufacturers and producers. the Port and its activities. Key to PON’s commitment
OUR STAKEHOLDERS Our focus is on knowing and understanding our

customers and the markets in which they operate.
Strategic alignment between our vision and long-term
is engagement and active communication. The PON
Community Liaison Group comprises representatives
of the community, business, industry and Government.
The Community Liaison Group is an opportunity for
AND ENVIRONMENT plans, and those of our customers, will strengthen

relations and ensure we are co-creating efficiencies.
Ongoing customer engagement will help to grow the
Port, facilitate trade and transform the economy.
the community to engage with the Port, learn about its
operations and provide feedback.
PON also partners with the community and industry to

assist local community groups that invest in our region’s
Planning for a 20-year vision is a challenging exercise, future and make a measurable difference to the lives
especially given rapid technological change and of its people. Since the Port Lease commenced in May
industry innovation. PON is intentional about speaking 2014, PON has awarded more than $500,000 to
with our customers, stakeholders and partners. Our community projects spanning education, the
customers have said that some of their greatest environment, youth leadership and development, and
concerns are the potential impact of urban community health and well-being.
encroachment and the redevelopment of land that
adjoins the Port in a way that may hinder their current or PON also contributes at least $1 million annually to the
future operations. Newcastle Port Community Contribution (NPCC) Fund.
The NPCC Fund supports suitable projects that
Another area highlighted by customers was ensuring enhance or maintain landside infrastructure and
that the delivery of Port services and Port infrastructure community amenity around the Port.
matches the anticipated growth in trade. The
utilisation and optimisation of the Port’s Channel, land
and transport corridors, and the corresponding increase
in the number of vessels, trucks and trains that service Port of Newcastle
the Port, is part of PON’s ongoing dialogue with service
providers. INVESTS
more than
Other customers identified the Port’s rail connectivity as a
future opportunity to reconfigure the current modal split
for the transport of cargo, providing the impetus to
investigate the greater use of rail for cargoes such as fuel.
$1.2 million
per annum in
As our trade base diversifies, we will foster new

relationships with a broader range of customers,
COMMUNITY
particularly those who import or export containerised
freight. These include the advanced manufacturing, food
SPONSORSHIPS
and agribusiness and alternative energy industries.
& GRANTS
in support of educational, environmental, welfare, and arts and
Conversations with existing and future customers will cultural projects.
shape how PON plans and develops the Port over the
next twenty-year horizon, with an emphasis on being
responsive, agile and customer-focused. These
conversations will also inform our future advocacy and
engagement with Governments and infrastructure
providers.
Pictured: Collaborative tree planting day 2017
1. 21 22
OUR PARTNERS Transport South Wales Environment Protection Authority (EPA)
manages issues such as air emissions, water quality,
OUR PEOPLE
PON works with a number of Government agencies, The Commonwealth-owned Australian Rail Track noise, contaminated sites, transportation of dangerous We are a local team of diverse professionals led by an
regulators and enterprises that manage various Corporation (ARTC) manages, maintains and invests in the goods outside of the Port area, and waste. experienced executive team.
aspects of the freight supply chain and delivery of two networks that link the Port of Newcastle: the Hunter
Port services, including the management of shipping, Valley and Interstate Rail Networks. ARTC is an integral The Commonwealth Department for the Environment Our team tells us they work with great people who are
transport and land. partner in the success of the Port, providing connectivity manages matters of national significance, including knowledgeable and professional, and have a strong
and capacity to service the rail freight task. nationally significant threatened species and the belief in the organisation’s values and purpose. The
disposal of dredged material from the Channel. scale and diversity of the Port’s trade means our people
Transport for NSW (TfNSW) operates the Sydney
Shipping Metropolitan Rail Network, including the Main North Line
enjoy stimulating and challenging work in an
The NSW Department of Planning and Environment environment that drives innovation. We are committed
The Port Authority of New South Wales is a state-owned between Newcastle and Sydney. The focus of this network to performance and improvement as demonstrated
(DPE) is responsible for regional planning and the
corporation that manages the navigation and marine is to support growth in the passenger task, through our actions and behaviours, with safety as a
assessment of Port and state significant development.
safety needs of commercial shipping. The Harbour balanced with the need to move greater volumes of freight core value.
It is important that adequate resources and a high
Master is responsible for the safe navigation of the by rail within the Greater Sydney metropolitan area. standard of expertise are given to the task of supporting
harbour. The Port of Newcastle is a compulsory pilotage Through the delivery and implementation of the Port
planning for the Port.
port with a helicopter transfer service used to embark The above rail operators are also important Master Plan and the expertise of our people, PON will
and disembark pilots. stakeholders, as they are the purchasers of rail paths continue to collaborate with stakeholders to deliver the
The Port straddles the boundary between the local
from network operators. They influence the optimisation Government areas of Newcastle City Council and Port benefits of trade growth, both to Newcastle and to the
The Vessel Traffic Information Centre (VTIC), operated of rail by determining the length of trains, the number of surrounding communities.
Stephens. In developing their local planning strategies
by the Port Authority of New South Wales, provides a locomotives used and the introduction of new fleet with and in assessing development proposals, Councils can
single point of contact for emergency reporting within technological advancements. assist the Port through awareness of urban
the Port limits and ensures compliance with procedures
encroachment issues and by preventing poor
and regulations. Other functions include dangerous RMS, the National Heavy Vehicle Regulator (NHVR) and development outcomes.
goods regulation in the Port areas, and oil and pollution road transport and logistics companies are important
incident response management. stakeholders in the delivery of road infrastructure, The majority of PON’s land holdings are leased to a
transport, and the safe and efficient management of traffic range of third-party operators who own and manage
The Port is supported by towage and linesman services, and congestion. their own facilities, including the coal terminals, bulk fuel
including eight tugs provided by a private tug operator.
terminals, Maritime Precinct and bulk storage facilities.
The NSW Roads and Maritime Services (RMS) is the
These operators are responsible for their own logistics,
owner of the maritime areas of Newcastle Harbour and Land construction and management of their facilities.
provides access rights for PON to use, maintain and Commonwealth biosecurity and border control services
develop maritime facilities and the shipping channel. operate within the Port to ensure that Australia’s Port service providers are companies who access the
biophysical resources and security objectives are met Port for commercial purposes but do not lease land.
and protected. These include stevedores, transport companies,
shipping agents, provedores and marine services
Environmental regulators are responsible for regulating contractors.
a wide range of activities at the Port and monitoring
compliance with environmental legislation. The New
23 24
Pictured: Hydraulic Engine House at Carrington Source: State Library of Victoria
OUR ENVIRONMENT Our systems and support

The Port of Newcastle is surrounded by important enable compliance,
ecological and cultural heritage sites. commerciality and efficiency
OUR SYSTEMS within a culture of mutual
Bounding the Port to the north is the Hunter Wetlands AND SUPPORT respect.
National Park. The park is the largest single-estuary
wetland reserve in New South Wales and contains the
internationally significant Ramsar Wetlands. This site
provides feeding and roosting sites for shorebirds and
transient migrant birds, as well as habitat for nationally We are proud to be the
threatened species, such as the green and golden bell custodian for the NSW
frog. Government and the people
COMMITTED of NSW.
The Port has a multi-faceted and extraordinarily rich STEWARDS
history. Within the Port, there are a number of heritage
items that have been recognised as being of
significance to both the local community and the State
of New South Wales. These include buildings such as
Carrington Hydraulic Engine House, shipwrecks, marine
We are committed to
structures and relics. PON actively manages these
managing our environmental
assets to support conservation outcomes within an
operational context. MANAGING OUR
ENVIRONMENTAL
FOOTPRINT
impacts and developing the
Port in a sustainable manner. PORT CAPACITY
PON recognises its responsibility to manage the Port in
a way that minimises its impacts on the local
PROMOTE THE CAPACITY OF THE PORT AND
environment and is committed to adopting sustainable SUPPLY CHAIN TO SUPPORT ECONOMY
practices. PON works hard to limit the impact of Port
operations on surrounding areas and has identified four We are supportors and
key themes guiding its approach: contributors to the
management of environmental
BEYOND OUR
BOUNDARIES initiatives beyond the Port.
25 26
PORT CAPACITY
The connectivity and capacity of the Port and supporting supply chain “The more efficient the transport network, the better our economy
infrastructure means that the Port of Newcastle is well-placed to performs, allowing new businesses to reach new markets,
support Australia’s growing freight task and promote the regional and attracting new investment and catalysing new job and training
national economy. opportunities for our people.”
Future Transport 2056
A port is not a terminus, but part of a continuous linear
supply chain where connected transport networks
facilitate the efficient movement of goods.
In addition to articulating transport linkages, PON has

sought to:
• Quantify the capacity of the shipping channel in

HUNTER WETLANDS
terms of the spectrum of vessel types and the NATIONAL PARK
number of ship movements that can be
accommodated. Connected to global
• Understand and identify facilitating infrastructure shipping routes
for storage and product handling, and the supply Connected to the
catchment
of vacant developable land to accommodate
future Port growth.
The Australian Infrastructure Audit found that without

action, Australia’s productivity and quality of life will be
tested, with population and economic growth set to
cause increasing congestion and bottlenecks. The
Newcastle Container Terminal as a global gateway
for the import and export of containerised freight will
help meet the future logistic and freight task for NSW.
The connectivity and capacity of the Port can provide
a solution to potential congestion, as part of a broader
integrated system of ports and transport networks.
By 2056, the New South Wales government estimates

that the state’s population will grow to more than 11
million people, with freight volumes expected to double
in the Greater Sydney area and grow by a quarter in
regional New South Wales.9 The physical corridors of
road and rail infrastructure, and the transport operators Connected to Sydney
that use them, serve as the Port‘s arteries supplying
outbound freight, and in turn carry inbound freight to
distribution centres for dissemination to businesses and
consumers.
The connectivity and capacity of the transport assets

that support the Port of Newcastle and its road and rail
supply chains offer considerable value to New South
Wales.
The Port of Newcastle is a nationally significant global gateway.
9
Future Transport 2056, Transport for NSW 2018.
27 28
PORT CAPACITY
The safe handling criteria for vessel movements is set

OUR CHANNEL AND BERTHS out in the Ship Handling Safety Guidelines. This
Future Channel Capacity accommodating future vessels, PON has undertaken
investigations to evaluate the infrastructure
guideline is published by the Port Authority of New PON has developed a Port Traffic Simulation Model to improvements required for future container vessels.
The Channel is 12 kilometres in length over two assess development scenarios that increase or alter the
South Wales, with the safety of vessel movements
sections. number and size of vessels using the Channel. Outputs
within the Port regulated by the Harbour Master. The investigations include:
from the model that are used to assess the impact of
The main Channel is nine kilometres from the Port changes to the Channel and terminal efficiency include
The configuration of the Channel, combined with local • Port Traffic Simulation Modelling to assess the
entrance to the most western berth (K10) and has a vessel time at berth, Port time, terminal throughput, Port
environmental factors, the receiving berth, the impact of increased vessel traffic from proposed
depth of 15.2 metres. A secondary section of the entry vessel queues and berth utilisation.
destination port and navigational constraints, can limit development scenarios against existing conditions;
Channel is three kilometres in length, providing access
the size of vessels entering and departing the Port. The • Simulations to identify the navigation and
to the Basin berths. It has a design depth of 12.8 metres. Other measures to be assessed with development
types of constraints to be considered include: manoeuvrability requirements for vessels
Supporting the Channel is a network of 20 berths, with proposals are ship interaction (forces and motions
nine berths used exclusively for coal and 11 provided as entering the Port, transiting the Channel and
• Under-keel clearance (distance between the resulting from ships passing berthed vessels), Channel passing berthed vessels;
common user berths for general and bulk cargoes. availability (tidal restrictions) for deep-drafted vessels,
lowest point of the ship’s hull and the Channel • Ship Interaction Studies to assess the safe
bottom); and operational resources, such as marine pilots, tugs passing speeds for vessels passing berthed ships;
The Port operates 24 hours a day, seven days a week and linespeople. The navigation aspects for development
• Channel clearance (distance from ship’s hull to and
and 365 days of the year. The navigation of vessels from proposals are assessed by the Harbour Master.
Channel boundary); • Physical Channel constraint analysis, to
the Channel entrance to a designated berth is
• Channel geometry; evaluate the Channel geometry and navigation
undertaken by pilots from the Port Authority of New An assessment undertaken to evaluate the capacity of
• Ship’s manoeuvrability when changes in direction infrastructure required to address the issues raised
South Wales. Tug services are available in the Port for the Port has demonstrated that the Channel can
are required; from simulations and studies.
ship assist and vessel berthing. Lines services are also accommodate the safe movement of over 10,000
• Navigation aids (pilot visibility of beacons, leads or
available for mooring activities. vessels per annum. The vessel movements in 2017
buoys from bridge of ship); A range of future vessel types that have potential to
• Ship interaction (speed limitations for vessels indicate that the Channel is currently operating at less service the Port is shown below. This is an aspirational
Currently, the Channel can facilitate a range of vessel than 50% of its capacity.
passing berthed ships); range to fully utilise the capacity of the Port. The
sizes and types, with 4,700 vessel movements
• Berth box (capability of berth box to accommo- simulations and studies to support the future vessels will
undertaken in 2017. The capacity of the Channel is The nature of global shipping is changing, with rapid
date vessel through environmental conditions); include the investigations mentioned above.
determined by the number and type of vessels that can growth in the size of vessels. Future trade opportunities
• Environmental factors; and Supplementary investigations may be required by the
be safely navigated between the Port entrance and a are also expected to result in an increased demand for
• The compatibility of the dimensions with the Port Harbour Master.
designated berth. larger loaded inbound vessels. In anticipation of
destination.
TYPE OF LOA LIMIT BEAM LIMIT TYPE OF LOA LIMIT BEAM LIMIT
CARGO CARGO
VESSEL (M) (M) VESSEL (M) (M)
Bulk
Bulk and General
Handymax
(coal, wheat, fertiliser) 300 50 Bulk and General
Panamax Bulk 330 55
Cape Class (coal, wheat, fertiliser)
Tanker Bulk liquids

Medium-Range and (fuel, vegetable oil) 245 43
Long-Range: LR1 and LR2 Container 18,000 TEU 400 60
Container 3,500 TEU 250 32

Liquefied
Tanker 345 54
Natural Gas
Passenger 4,000 320

50
passengers
Ro-Ro 4,000
265 35
vehicles plus machinery
29 30
PORT CAPACITY
KOORAGANG
Port Boundary
Existing Channel
Boundary
Horseshoe Widening
Steelworks Channel Widening
Future Berths
Current Berths
New Port Beacons

MAYFIELD WALSH
POINT
New Starboard Beacons
New Reciprocal Lead

Towers
CARRINGTON
Pictured: Impression of 18,000 TEU Container vessel entering Newcastle Harbour
Future Berths
In addition to the existing berths, PON holds a planning Into the future, there will be growing landside
approval for the capital dredging of additional berth implications that challenge ports in discharging cargo,
pockets within the South Arm of the Hunter River. especially as vessels increase in size and greater
Approved berth pockets proposed alongside the efficiencies are demanded. Other ports around Australia
Mayfield Site would support the potential development are required to create additional land through land
of over 1500 metres of continuous quayline for the reclamation. These processes have significant
development of container terminals. economic costs and impacts on the environment. In
Future Channel Improvements development scenario analysis. For example, inbound contrast, PON has vacant portside land accessible by
tankers and container vessels will require escort tugs to deepwater channel. This means greater efficiencies in
Beyond the current available physical capacity of the Four berths are proposed on the South Arm to increase
increase the operational conditions for entry to the land use, lower costs for consumers and lower
Channel and berths, there is potential to undertake berthing capacity at Walsh Point. There is adjoining land
Channel. environmental impacts can be achieved.
capital improvements to provide for a greater diversity to support mooring and unloading infrastructure in this
of vessel types, sizes and level of service. These location.
PON will continue to work with the Harbour Master to
include Channel improvements, navigation aid
review the infrastructure required for the future vessel
upgrades and construction of additional berths. One berth is proposed in Carrington which could be
sizes. It is expected that marine pilot services and
developed as a standby berth to assist with vessel
navigational resources such as tugs and lines services
Channel improvements required to improve vessel movements, if required.
will keep pace with the rate of growth in vessel traffic
diversity include capital dredging and widening the
numbers and the changing nature of the vessels as the
Steelworks Channel, Horseshoe area and Channel
Port diversifies.
Entrance. These improvements would allow for longer
and wider vessels to safely enter and navigate the
Channel.
As the number and size of vessels increases, terminal

berthing, Channel widening, navigation aid upgrades
and navigation resources (i.e. marine pilots, tugs, lines
service) will need to be considered as part of any
31 32
PORT CAPACITY
economic costs and impacts on the environment. In

OUR LAND contrast, PON has vacant portside land accessible by
PON is committed to setting a world-class benchmark and making a
The Port’s land footprint includes the berths, the Port’s deepwater channel. This means greater efficiencies in significant investment in the handling of cargo.
road network and rail sidings, land for Port facilities land use, lower costs for consumers and lower
such as terminals and storage facilities, as well as environmental impacts can be achieved. Ongoing renewal and replacement of Port infrastructure, as well as the repurposing of land from former
general industrial development. industrial uses to land ready for redevelopment, will meet the needs of our customers now and into the future.
PON’s transport networks include the Port access roads Planning in the Port
and various rail sidings operated by PON and private rail
The Port of Newcastle is recognised as a State
infrastructure managers. The PON Kooragang road
Significant Precinct due to its importance to the New
Newcastle Bulk Terminal
network is accessible by all businesses on the island, The Walsh Point Precinct facilitates the import, export
South Wales economy. This significance is
including freehold land owners. and storage of bulk cargo through the Newcastle Bulk
demonstrated through a separate land use planning and
approvals regime that applies to Port land and Terminal (K2 and K3 Berths). These berths are some of
The majority of Port land is used for Port facilities. These the busiest in the Port, with current demand from
supporting transport connections. The State
include coal terminals; fuel storage and distribution customers putting pressure on future growth. The
Environmental Planning Policy (Three Ports) 2013 (the
facilities; silos for the storage of wheat, grains, cement current unloading equipment has also reached the end
‘Ports SEPP’) ensures consistent planning controls
and alumina; storage facilities and sheds for loose of its working life.
protects the Port from incompatible land use, and
bulk cargo such as mineral concentrates, fertiliser and
stipulates zoning to accommodate a broad range of Port
magnetite; and open-air storage facilities for project and In response, PON are developing a new integrated bulk
uses that support diversification.
general cargo. Some of this land is leased for between cargo facility that combines highly efficient cargo
10 and 30 years, with the facilities owned and managed handling equipment with modern safety and
There are a range of approval pathways set out in the
by the operator. PON also has land available for both environmental standards. The vision for the Newcastle
Ports SEPP, with Port infrastructure able to access
short-term and long-term licences. Bulk Terminal is to operate the most efficient bulk
a streamlined approval process, to ensure the Port
can operate efficiently. Minor development for Port terminal on the Australian east coast. The project
Additionally, there is land allocated to general industrial involves the replacement of 50-year-old ship unloading
infrastructure is able to be undertaken or constructed
uses and the development of ancillary support services equipment at K2 and the centralisation of management
without planning approval.
such as service stations. and services. Along with safety and environmental
Port infrastructure that complies with predetermined improvements, the project will deliver greater efficiency
There is over 100 ha. of vacant portside land that is for customers, allowing them to grow their cargo
development standards can be assessed by private
zoned, serviced and ‘shovel ready’, offering substantial volumes.
certifiers, allowing development to proceed in a timely
opportunities to support the diversification of trade.
manner. This includes large-scale port-related buildings,
wharves and berthing infrastructure. PON has dedicated
There is no requirement for land reclamation within the
in-house resources to facilitate development and seek
Port to support future development or provide
the best outcome for all stakeholders.
additional land for Port facilities or infrastructure.
Into the future, there will be growing landside

implications that challenge ports in discharging cargo,
especially as vessels increase in size and greater
efficiencies are demanded. Other ports around Australia
are required to create additional land through land
reclamation. These processes have significant
Pictured: Kooragang 3 and 2 Berths at Newcastle Bulk Terminal

18 Ha. 532 Ha.
Operational Port 48 Ha.
Land Facilities Transport
33 34
PORT CAPACITY
TRANSPORT CONNECTIVITY
Pictured: Construction of services, Mayfield.
UTILISE EXISTING ROAD AND RAIL TRANSPORT
ASSETS TO IMPROVE FREIGHT EFFICIENCY
Infrastructure Servicing and will be constructed by 2020 to augment the current

power supply. This will be sufficient to supply future
PON is focused on continuous environmental
development opportunities, including a container
improvements and timely renewal of infrastructure to
terminal. PON has also implemented a reticulation
ensure best practice in safety, whilst driving
strategy for the Mayfield Site to provide individual water
efficiency and growth. PON also has an extensive
connections for Port facility operators.
program to service vacant land to meet the needs of
future development.
PON has also made significant investment in the Walsh
Point Precinct to renew utilities infrastructure. The K2
Carrington is currently serviced with adequate water and
electrical substation, constructed in 1967 to service the
electrical supply for current operations; however, as
wharf infrastructure and unloaders, has reached the end
it is the oldest part of the Port, PON is undertaking
of its serviceable life. The replacement of this existing
forward planning for the renewal of sewer and water
electrical infrastructure will service the new ship
infrastructure in the Precinct. Investment by public utility
unloader as part of the Newcastle Bulk Terminal.
providers, such as the new Ausgrid zone substation in
Tighes Hill, will replace the 50-year-old Carrington Zone
Vacant land along Greenleaf Road is serviced with
substation, and provide additional network capacity. In
utilities, water and a 33kV electricity network. This is
the future, the development of new facilities in
expected to meet future land use requirements.
Carrington may require the augmentation of the Ausgrid
11kV transmission infrastructure and PON’s private
PON has developed a sewer strategy for Kooragang
electrical network, including ageing cables and local
Island including Walsh Point, and is working with Hunter
substations.
Water to progress the strategy. PON will also continue to
investigate renewable energy sources such as solar to
Since the closure of the former BHP Steelworks in 1999,
offset energy supply requirements for Port operations.
the Mayfield Site has been progressively remediated
and readied for development of new Port facilities,
There are no current plans for the development of any
including a container terminal. The Mayfield Utilities
Port infrastructure projects, as defined in the Ports and
Infrastructure Plan provides a framework for the review
Maritimes Administration Act 1995 Part 5, Division 6A, for
of anticipated utility demand requirements of the site
which PON will impose an infrastructure charge.
and identifies strategies to provide utilities services. The
PON Mayfield Switching Station will provide 14.75MVA
35 36
TO NORTH
WESTERN NSW
E
The Port of Newcastle has
LIN TO NORTHERN NSW
M AIN R TH
AND BRISBANE excellent access and connectivity
NO
AY
to the national highway and rail
W
IGH
PORT STEPHENS
H
HU
NELSON BAY
IC
networks linking to capital cities
NT
CIF
ER
VALLEY R
AIL
PA
NETW
OR
A1
K
MAITLAND
and hinterland.
Ensuring that existing road and rail transport
EAST MAITLAND
RAYMOND TERRACE
infrastructure are being utilised and optimised to their
N
EW
EN full capacity is critical to supporting and improving the
TO DUBBO, WESTERN AND GL
NORTH WESTERN NSW

AN
D
H
efficiency of the New South Wales freight task. The
IG
H
W
WILLIAMTOWN effectiveness of the transport network can be
AY
NEWCASTLE measured by its level of direct connectivity; that is, the

AIRPORT
distance between the Port and its inland origin or
E
destination, and the capacity, being the volume of
KURRI KURRI DRIV
TO THE
GOLDEN HIGHWAY JOHN R E NSH
AW
TOMAGO freight, it can carry.
HEXHAM
BERESFIELD
OUR ROAD NETWORK
The NSW Future Transport Strategy 2056 notes that
the New South Wales road network is the state’s
largest asset and carries the majority of the state’s
AY
KOORAGANG
RW
passengers and freight.

TO
ST
MO
HU EEL
NTE CO
RE RIV RM
M1
XPR ER OR
ESS AN
WA
Y IN
DU
STRI
TR
D Located on the periphery of the Newcastle metropolitan
L
area, the Port has direct access to the national heavy
A
DRI
E
V
NE
WCAST
LE
LI
N KR
vehicle road network and dangerous goods route via
O AD STOCKTON Industrial Drive, providing interstate connectivity and
links to major regions across New South Wales. This
access limits the need to interact with the Newcastle
NEWCASTLE metropolitan road network and removes road-based
Y freight from local roads.
A
HIGH W
IC
IF
PA C
The broader network of national highways is accessible
CHARLESTOWN from the M1 Pacific Motorway (M1). The Hunter
Expressway between the M1 and Golden Highway
provides an east-west 40-kilometre dual carriageway
AY
freeway connection to link the Central West and Orana

RW
TO
region including Dubbo and Parkes, and the Port. The

MO
N
1
LI
M
N
OR
TH
New England Highway provides access to the New
N
M
AI
England North West region including Tamworth,
Narrabri and Moree. The A1 Pacific Highway to the north
provides access to the North Coast and is the major
W AY
Major Roadways highway link to Brisbane.

I GH
Minor Roadways
PACIFIC H
Heavy Vehicle Road

To the south the M1 provides road connectivity between
Industrial Precincts
Sydney, the Central Coast and Newcastle and existing
National Parks
freight distribution centre hubs that service the north
Port Precinct
TO CENTRAL COAST Metropolitan Area
and north-west Sydney and Central Coast markets. The
AND SYDNEY
Railways completion of NorthConnex will further improve the
SWANSEA
connection of the Port to southern and western Sydney,
by providing a comparatively signal-free motorway
connection from the Port gate to the M7.
MORISSET
37 38
roads that service the Port are currently operating well

Road Capacity within the acceptable levels of service. The
MAJOR NSW
PORT OF
NEWCASTLE
PORT OF
BRISBANE
PORT BOTANY
FREIGHT HUB (KM & HOURS)
completed Tourle Street and Cormorant Road (KM & HOURS) (KM & HOURS)
Within the Port boundary, PON operates 13 kilometres
duplication will meet short-term demand from Parkes 481 6.38 363 5.21
of private road network maintained to Australian
forecast traffic growth requirements to 2040.
Standards and approved as a 25m B-double route. This Dubbo 384 5.14 423 6.11
network enables customers to unload freight direct
Newcastle’s proximity to Dubbo, Narrabri and Bathurst 334 4.28 217 3.11
from ship to truck for transport to storage
Tamworth means that trucks can run economical
facilities located within the Port, without having to Blayney 372 5.02 255 3.44
return legs in one shift in compliance with Fatigue
access the RMS road network. Narrabri 411 6.04 608 7.39 546 7.25
and Mass Management legislation. For example, a
B-Double Dubbo-to-Newcastle return is a total of Tamworth 280 4.05 600 8.17 415 5.26
The Carrington and Mayfield Precincts directly access
770km with a drive time of 10.5 hours. In comparison,
Industrial Drive, with the Kooragang and Walsh Point Moree 524 7.22 519 6.33 659 8.44
the Dubbo-to-Sydney return B-Double journey is
Precincts accessing Industrial Drive via Cormorant Road
750km with a drive time of 12.5 hours. This makes no Griffith 725 8.48 570 7.06
and Tourle Street. Industrial Drive is a major four-lane
additional allowance for traffic congestion in Sydney,
classified road and is the principal east–west route Acacia Ridge 38 0.32
which would further push out cycle times.
providing connection between the Port and the M1 at Toowoomba 155 2.02
Hexham, with Cabbage Tree
Road/Tomago Road/Nelson Bay Road providing a
secondary route for access to the Port and Newcastle HEAVY VEHICLE ROAD Table 1 B-Double Travel Time
The Port of Newcastle supports the New South Wales

Government’s goal of creating a more efficient transport
REFORM
network, recognising that this improves the global There is a need to not only improve the efficient Future Capacity
competitiveness of Australian producers, including provision and use of road services, but also to Looking forward to 2040, there will be substantial PON will also look at broader opportunities to utilise
farmers. Incorporating the Port of Newcastle and its reform road investment and charging growth in vehicle traffic across the road network in and existing intersections to create one-way entry and
road supply chain in the planning for New South Wales arrangements. The heavy vehicle reforms around the Port. It is important to note that much of egress flows for the Mayfield Site, using Bull Street and
future transport strategy will contribute to a more recognise the challenges of ageing road this growth will be the result of residential Selwyn Street. Consultation with adjoining land owners
efficient State-wide supply chain. infrastructure coupled with the growing freight development to the north of the Port, and the to ensure cumulative assessment of potential traffic
task. To meet demand and remain competitive, densification of existing urban areas to the south. generation will also be strong aspect of the Mayfield
Continuous investment in new infrastructure is not the Australian Governments are currently investigating Transport Infrastructure Strategy.
only solution to congestion in capital cities. The growth ways to turn freight transport into an economic While currently there is ample capacity in the
in container movements in NSW will put increasing market-driven service as a way to increase the immediate supporting road network, applying a
pressure on Sydney, which is already facing continuous productivity, efficiency, capability and safety of standard rate of growth over the life of the Port Master
congestion issues. This raises the potential for ports freight transport. Plan, it is likely that the roads would be operating at or
outside of Sydney to play a role in servicing their local above capacity approaching 2040. This is particularly
market and reducing pressure on Port Botany and This would see a market established that links relevant for Industrial Drive as a key strategic corridor
Sydney more broadly.10 The extensive capacity of the the needs of heavy vehicle users with the level of servicing the Carrington and Mayfield Precincts.
road network servicing the Port of Newcastle offers service they receive, the charges they pay, and
considerable value to New South Wales. the investment of those charges back into road Key intersections onto Industrial Drive are forecast to
services. Heavy vehicle road reform will provide a operate within acceptable levels of service to 2024.
Within PON’s Port road network there is ample capacity basis for comparing road and rail freight pricing. However, the development of the Newcastle
to both accommodate and manage future volumes of Container Terminal, together with the Freight and
Port traffic. The proposed reforms could further assist in Logistics Precinct in Mayfield, will require the upgrade
attracting additional containerised cargo to the of these existing intersections. This anticipated growth in
PON’s precincts have direct access to the arterial road Port of Newcastle, especially where the distance vehicle traffic and the need for corresponding
network, which does not transverse the urban area. to and from the container origin and destination to intersection upgrades have been anticipated in the
Road access to and from the Port of Newcastle is the Port of Newcastle is less than the distance to Mayfield Concept Plan. The preparation of a
suitable for high-productivity heavy vehicles with less competing ports. comprehensive Transport Infrastructure Strategy for
need for ‘staging’ of containers. the Mayfield Precinct will provide a proactive basis on
which to utilise and leverage the existing road networks’
The arterial road network connecting the Port and the connectivity and capacity.
National Highway is the most critical link in the road
10
NSW Container and Port Policy, Deloitte Access Economics, 2018
system. The capacity of the key intersections and link
39 40
Future Projects New England Highway Improvements OUR RAIL NETWORK the Hunter Valley Rail Network connecting the Port,
The integration of the New England and Golden the Hunter Valley and Western New South Wales. The
Improvement programs and projects to key highways Rail is one of the most efficient and cost-effective
Highways will improve freight movements and Hunter Valley Rail Network is at least, double-track to
will provide efficiencies to the movement of bulk and forms of transport for freight, particularly over longer
support high-capacity freight networks that contribute Muswellbrook where it branches north and west in
containerised freight by road, and support access to distances. Moving goods on rail, either as bulk cargo or
to productivity and competitiveness. Strengthening single tracks with passing loops. The Western Branch
the Port from existing and emerging customers in the in containers, generates less pollution, improves fuel
these connections will attract investment and business line through Ulan connects to the country regional
Sydney Metropolitan Area, Central West and Northern efficiency and places less trucks on the roads, meaning
and support regional economic development. network via Merrygoen, to Dubbo. From there it
New South Wales. fewer accidents.
connects to Parkes and can act as a link to the grain
M1 Pacific Motorway to Raymond Terrace Link networks of southern and central New South Wales.
Golden Highway Corridor Strategy and Improvements The 2015 Australian Infrastructure Audit found that
The M1 Pacific Motorway Extension to Raymond Terrace The northern branch through Werris Creek connects to
The Golden Highway operates as a critical freight route freight rail will need to play a growing role in the
will connect the M1 directly to the A1 northbound, to Tamworth and North Star in northern New South Wales.
by enabling access for high-productivity vehicles across movement of goods between ports and inland freight
alleviate congestion at the M1 intersection with John
the Great Dividing Range from western New South terminals, and in the movement of containerised and
Renshaw Drive. This network will also connect to the Inland Rail,
Wales, mainly Dubbo but also Parkes, to the Port.11 general freight over longer distances.
consolidating rail access to an extended area of New
Improving the Golden Highway will allow journey times This is a key connecting point from the Port to both the South Wales and potentially Southern Queensland and
to the Port from the Central West region to be reduced The Port is serviced by the North South Rail Corridor
Pacific Highway (north and southbound) and the New Northern Victoria.
and enhance the region’s ability to increase cargo ex- connecting Brisbane, Sydney and Melbourne (called the
England Highway (east and westbound). By alleviating
ports. Main North Line between Sydney and Newcastle) and
congestion travel time, the timeframes for freight
vehicles travelling to or from the Port will also be
E
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Port of Newcastle | Port Master Plan

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41 IF 42
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“Rail access to and within the Concept Plan site shall be configured and
operated to facilitate increased rail mode share to and from the site.”
Mayfield Concept Plan Approval 2012
Future Capacity New Rail Facilities

Within the Port itself there is land available to expand
Like the opportunity for improved efficiencies on the
rail infrastructure with new rail sidings and receival
road network, there is also opportunity to utilise and
facilities to accommodate and support growth in rail
optimise the existing rail network.
freight within the Mayfield and Walsh Point Precincts.
Newcastle is the closest port to the diverse agriculture
The Mayfield Site presents a unique opportunity to
and resource-rich areas of North Western New South
design and build the most efficient rail terminal for
Wales, with Tamworth, Narrabri and Moree all
the loading and unloading of container trains, and the
connected to the Port via the Hunter Valley network.
Pictured: Kooragang Spur Line and Hunter management of train cycles. This is an aspiration of the
Growth in outbound containerised freight, such as grain
Wetlands National Park. approved Concept Plan for the site which is designed to
and meat products from the New England region, will
support, at minimum, an 80:20 road rail modal split for
necessitate new intermodal terminals and supporting
containers.
rail infrastructure.12 The existing connectivity and
Within the Port, the Carrington and Mayfield Precincts The take-up of capacity in the Hunter Valley network for capacity of the rail networks serving Newcastle provides
The greatest efficiencies are gained by running the
are serviced by the Port Waratah and Bullock Island non-coal trade, including bulk grain, mineral the logical solution for the future freight task.
longest trains possible. The length of train is determined
lines accessed via the Scholey Street Junction and concentrates and steel, has had relatively low utilisation by the length of siding at the origin and destination,
Morandoo yards. West Basin 4 Berth in the to date. Further south, while the rail connection between
the maximum ruling grade and axle load limit of the
Carrington Precinct is the only berth on Australia’s Dubbo and Parkes and Newcastle is a marginally longer
network, and the length of passing loops where there
eastern seaboard with direct rail access at the berth The Main North Line between Sydney and Newcastle distance than the rail connection to Port Botany, it is an
is only single-track. The first phase of development of
face and connection to the national rail network. is one of the busiest passenger services on the Sydney attractive alternative to the Blue Mountains route. The
the Mayfield Site could accommodate 640 metre long
Trains network, accommodating local, intercity and Dubbo-to-Newcastle section of the network via Ulan
sidings, providing for the trains of 1500m-long trains.
The Kooragang and Walsh Point Precincts are interstate passenger services. There are significant has a lower ruling grade than the current Blue
This could potentially facilitate over 1 million containers
serviced by the Kooragang spur line, one of the busiest challenges in mixing freight and passenger services, Mountains route, which means fewer locomotives are
per annum and support a 50:50 modal split between rail
rail networks in the world, providing rail access to the given their different modes of operation. Passenger required and more wagons could be hauled, providing
and road.
individual rail loops for the two coal terminals. The trains can accelerate and brake quicker but stop more savings to exporters in terms of transport costs. Whilst
grade separated entry to the NCIG terminal allows the frequently, requiring freight trains to keep pace with a this is a shorter distance to Sydney, extended transit
In addition to train length, one of the factors affecting
capacity of trains through Kooragang Junction to reach constantly changing slot. times through the metropolitan area and longer
capacity is the occupation time of trains at a terminal.
an eight-minute headway (separation distance between turnaround times at Port Botany mean that any time
The goal is to try and cycle trains out of the terminal as
trains), providing for additional capacity on this line. There are four guaranteed train paths available per peak efficiencies gained are eroded.
soon as they are finished working, and replace them
for freight. These are generally utilised by the 1500m with the next train. Timing the arrival of the next train is
Within the networks servicing the Port, there is sufficient super freighters running between Brisbane and Sydney. very hard operationally. The most effective method is to
capacity to accommodate the contracted coal volume Other paths are utilised by containerised freight PORT OF PORT PORT develop a series of holding roads, so that the next train
as well as non-coal trade including bulk grain and originating within Newcastle’s catchment. For example, LOCATION NEWCASTLE BOTANY BRISBANE has already arrived and is holding near the Terminal to
containers. The ARTC 2017-2026 Hunter Valley Corridor cotton from the New England region is railed directly (KM) (KM) (KM)
access it as soon as it is clear to do so.
Capacity Strategy is a rolling 10-year strategy to to Sydney, bypassing Newcastle, the closest port, and Tamworth 293 465 825
demonstrate that there is sufficient capacity to meet taking up valuable train paths, which adds to the New holding roads within the Morandoo Yard and
Narrabri 410 582 655
contracted volumes based on the principles of the ARTC congested Sydney rail network. Scholey Street would allow trains to be stored for
Hunter Valley Access Undertaking. It also identifies Narromine 514 504 935 facilities in both Mayfield and Carrington. PON holds a
those projects that would be required to accommodate Planning for the separation of freight from passenger Moree 506 678 558 concept approval for the reconfiguration of the
prospective volumes that have not yet been the subject services on key shared networks to optimise Morandoo Yard to provide additional rail sidings to hold
of a contractual commitment. The current strategy performance for both services must be a key focus of Dubbo 478 468 970
Port trains outside of the site.
states that the contracted tonnage numbers can be met the Government’s transport planning activities. Parkes 623 455 1042
by the existing infrastructure. Maintenance activities and
Goondiwindi 640 812 425
capital projects are focused on achieving increased
efficiencies through signalling improvements and
improved network management systems.
12
New England Regional Plan , Department of Planning and Environment 2017
43 44
Lower Hunter Freight Corridor E
The Regional NSW Services and Infrastructure Plan TH

LIN
NOR
AY
identifies corridor protection for the Lower Hunter
M AIN
HW
HIG
Freight Corridor (LHFC) as an initiative for investigation
HU
IFIC
NT
ER
VALLEY R
C
AIL
PA
NETW
OR
in the 10-to 20-year period. The LHFC will link the Main
A1
K
MAITLAND
North Line between Hexham and Fassifern, providing a

bypass of the Newcastle metropolitan area. Importantly, EAST MAITLAND
RAYMOND TERRACE
it will alleviate current urban amenity issues in N
EW
EN
GL
Newcastle and allow separation of passenger and AN

D
H
IG
H WILLIAMTOWN
freight trains for a small portion of the route.
W
AY
NEWCASTLE
AIRPORT
It is noted that on its own this project does not create

KURRI KURRI AW
DRIV
E
JOHN R E NSH TOMAGO

additional capacity for the Main North Line, other than HEXHAM
BERESFIELD
potential coal paths to existing coal mines and existing
power stations. Incremental improvements in capacity
on parts of the network do have overall positive impacts
AY
in terms of network efficiency. Port of Newcastle KOORAGANG
RW
TO
ST
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HU
supports this initiative of the New South Wales

NTE EEL CO
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Government.
DU D
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STOCKTON
Future Projects and Corridors
O AD
Rail connectivity within the Mayfield Precinct also Rail Improvement Projects
provides the opportunity to investigate rail transport ARTC has developed a range of rail infrastructure
PON is supportive of projects that will improve enhancement projects that will eliminate connectivity NEWCASTLE
options for other cargoes, including bulk fuels, into the
network access and capacity for freight trains, constraints on the regional rail network, and reduce the
future.
Y
A
HIGH W
especially between Newcastle and Sydney, and
IC
IF
PA C
cost to market for regional businesses.
Newcastle and regional New South Wales as an CHARLESTOWN
Rail access to Walsh Point is via the Kooragang Island
alternate east-west connection to the Blue Mountains In order to fully capture the benefits of investment in the
Spur. Given that the island now has an eight-minute
route.
AY
headway there are paths available for other trades to country rail network, the establishment of a new supply
RW
TO
MO
access Walsh Point without disturbing coal exports. The chain between the export catchment area and
E
N
1
LI
M
TH
Projects include: Newcastle, as the closest port, is pivotal. The
N
OR
Walsh Point Precinct contains several large parcels of M

AI
N
land owned by PON and private landholders that are development of the Newcastle Container Terminal will
Northern Sydney Freight Corridor (Stage 2) drive network efficiency across the New South Wales rail
connected by rail, where a bulk rail terminal
W AY
The Northern Sydney Freight Corridor (NCFC) Program
I GH
incorporating a rail loop and unloading/loading network and bolster cost benefits to growers and cargo
PACIFIC H
aims to improve freight train capacity and reliability owners.
infrastructure could potentially be developed.
between Strathfield and Broadmeadow (Newcastle
Development of such facilities would support PON’s
Junction). PON supports ARTC’s strategy to implement projects
investment in new bulk ship unloading infrastructure at
K2. that will link the broader New South Wales rail network SWANSEA
This project would significantly improve freight rail to Newcastle, in particular those projects that will
capacity on the Main North line, resulting in full increase axle loads from 21TAL to 23TAL or 25TAL, MORISSET
or
separation of freight and passenger trains from the extend passing loops to allow heavier, longer trains and
Hawkesbury River to Flemington Yards, which is a improve whole-of-supply-chain costs.
substantial portion of the route. This could provide an FUTURE RAIL
additional freight train to the timetable in each hour of Lower Hunter Freight Corridor
service outside the peaks, which equates to
approximately six services in each direction each day.
PON also supports future investment in initiatives and

projects that focus on faster rail connections between
Newcastle and Sydney. Whilst they may be focused
on improved passenger services, improvements in rail
infrastructure, such as track straightening and signalling
improvements, will maximise the operational capabilities
of both freight and passenger services.
45 46
Pictured: NCIG Coal Terminal, Kooragang
Image source: Newcastle Coal Infrastructure Group
Our core trades include bulk commodities such as coal, fuel, grains and
fertiliser, as well as breakbulk and project cargo. Containers, Ro-Ro and
passenger ships are a key aspects of PON’s diversification strategy.
The introduction of new import and export trades and
new supply chains will be what drives innovation,
efficiency and value for the Port, its shareholders and
the community. In 2016/17 each
Facilitating the establishment of new trades and supply SHIP VISIT

GROWING TRADE chains can address infrastructure bottlenecks and
capacity constraints in capital city ports, and respond to
contributed nearly:
FACILITATE NEW TRADES changing technology such as automation, modal shifts

and bulk containerisation. $700K $800K $900K
AND SUPPLY CHAINS to the to the to the
The Port Master Plan identifies trade growth local NSW national
economy economy economy
scenarios and demonstrates how growth can be
accommodated with existing port capacity (Channel
and land) and supply chains (road and rail), without the
need for substantial investment or additional
infrastructure.
Port services and other support services such as

towage, pilotage, provedores, Border Force and
Customs, utilities and land transport, together with core
Port infrastructure, will continue to be provided by the
responsible agencies, private sector providers and PON.
It is expected that these services will keep pace with
the rate of growth of various trades.
47 48
GROWING TRADE
Pictured: NCIG and PWCS Coal Terminals, Kooragang Pictured: Bulk liquids unloading at Mayfield
Coal pathway to develop additional coal terminal and Fuel In addition to the bulk liquids berth at Dyke 1, a second
dedicated bulk liquids berth (M7) will support the Bulk
below-rail track capacity, as and when required by coal
Since the first coal export from the Hunter River in producers. Regional NSW consumes about 40% of the fuel used in Liquids Precinct at Mayfield. This berth will
1799, coal has been central to the development of the New South Wales, with large volumes required for accommodate vessels up to LR2 capacity.
Port, the City of the Newcastle and the Hunter Valley. Land allocated for the existing coal terminals located at machinery operating in mining and agricultural
Carrington (T1) and Kooragang (T2 and T3) will industries, and the transport of exports to the Port.14 Together with diesel and petrol, the Bulk Liquids
In the last 10 years, coal exports from the Port have continue to facilitate coal export activities within the The balance of demand in the region is from the Precinct also has approved capability for other fuel
doubled, increasing from 80Mtpa to 160Mtpa. The Port. The coal terminal operators have a combined general industry and domestic transport sectors. imports in the future, such as aviation fuel and ethanol.
growth in exports has been underpinned by increased terminal capacity of 211Mtpa. This is 52 million tonnes
demand for coal from South East Asia. above the 2017 coal export volume of 159 million The closure of fuel refineries in Sydney and Brisbane TfNSW is undertaking preliminary work to identify route
tonnes. created the opportunity for a new supply chain where options for a fuel pipeline corridor from the Port to
The Hunter Valley Coal Chain (HVCC) is the largest and refined fuel can be shipped to the port closest to the Dubbo. The Central West is an important juncture within
most significant supply chain for the Port. The HVCC is Each terminal operator has dedicated optimisation and customer. Fuel imports at the Port of Newcastle started the state’s transport network, providing North-South
one of the world’s most efficient non-vertically expansion programs for their existing terminals to meet in April 2009 and have grown significantly since then. and East-West interstate heavy road and rail
integrated bulk commodity logistic supply chains. Each customers’ needs. For example, new ship loaders were Fuel imports are now the Port’s second largest trade, connectivity.
coal producer enters into: recently installed at the Carrington Coal Terminal D4 with fuel imports totalling 2,680 ML in 2017.
and D5 Berths as part of Port Waratah Coal Services’ Currently, all fuel is transported to the region by road,
yy Take or Pay contracts for terminal capacity from (PWCS) investment in the reliability, safety and Fuel imports are forecast to increase to 4,100 ML by which increases fuel costs and safety risks for other
the coal terminals under Capacity Framework performance of its operations. 2040. Demand from the coal industry is expected to road users and contributes to congestion. A fuel
Agreement (CFA), authorised by the Australian grow roughly in line with coal export volumes. Additional pipeline from Newcastle would address these issues
Competition and Consumer Commission (ACCC); In conjunction with Government, rail providers and coal demand will also result from the increased transport and ensure a reliable supply in significant volumes to
yy Take or Pay contracts for track capacity under a producers, PWCS secured approval for a fourth coal distances from new mines being developed in the the Central West. The Port has sufficient channel, berth
monopoly arrangement from ARTC, terminal (T4), to ensure there is an efficient system Gunnedah Basin and Ulan region. Growth in domestic and tankage capacity to supply such a pipeline.
underpinned by an ACCC-approved Access in place to meet future coal demands. T4 has been consumption is also expected to increase, driven by
Undertaking; and approved with a throughput capacity of capacity of population growth, but will be moderated by the
yy Contracts for coal haulage capacity from train 70Mtpa. In May 2018 PWCS announced it would not improved fuel efficiency of newer vehicles.
operators through open competition. be pursuing the development of T4 as it had consulted
with coal producers and formed a view that the existing The Port has three bulk fuel import terminals:
The Hunter Valley Coal Chain Coordinator (HVCCC) terminals could handle the foreseeable coal export Stolthaven, Park Fuels and ATOM (Australian Terminals
oversees the day-to-day coordination, long-term task.13 PON will now review its strategy for this site. Operation Management). The current tankage capacity
planning and capacity alignment of the Coal Chain on of the Port’s three fuel terminals is 266 ML, with an
behalf of its coal producers and service provider additional 339 ML approved for construction, to double
members. Through these agreements, there is a clear the current fuel storage capacity.
14
https://www.transport.nsw.gov.au/projects/current-projects
13
http://www.pwcs.com.au/news /hunter-orana-fuel-pipeline
49 50
GROWING TRADE
Pictured: Grain terminals at Carrington Pictured: Wind Turbine components at Mayfield
Grains Bulk Cargoes Project Cargo To future-proof the state’s road and transport networks,
the New South Wales Government will be investing in
Northern and north-western New South Wales are key Historically the Port has handled a range of key bulk Various industries, such as construction, energy, the roll-out of an extensive pipeline of passenger rail car
agricultural production areas. New South Wales’ wheat cargoes. transport and mining, are often required to import or replacements and network expansions. This forms part
production is typically used first to satisfy domestic export large pieces of equipment or machinery known of the New South Wales Government’s $1.5 billion ‘More
demand, which is approximately 38% of production in These include alumina and petroleum coke imports as ‘project cargo’. Trains, More Services’ program and includes fleet
a typical harvest, but can consume all of a harvest in a totalling 1.3Mtpa, mineral concentrates exports and delivery of new suburban, intercity and regional trains.
poor year.15 Any surplus wheat is then sold to overseas fertiliser imports (around 400-500,000 tonnes Project cargo is used to broadly describe large, heavy,
markets. respectively), and the import of soybean meal and high-value or critical (to the project they are intended
cement (about 200,000 tonnes respectively). for) pieces of equipment. The Port has always had a
steady volume of project cargo imports, which have
Similar dynamics also exist for other grains exported
through the Port, such as sorghum and barley, with The long-term forecast for these commodities is for been consistently above 150,000Mt since 2014. PROJECT CARGO
domestic demand met first. For these crops, any demand to remain steady. Demand for construction
Historically, the Port’s proximity to the extensive
PORT FACILITIES
improvement in crop yields will likely be offset by a materials such as steel, cement and sand will
reduction in planting area. continue as the population grows. network of mines located in the Hunter Valley has made
To handle this type of cargo, a port requires:
Newcastle a natural destination for the import of project
Due to the inherent annual variability in rainfall and cargo. With the continuing operation of the mining
Access to a deep water channel and berth
resulting harvests, the size of annual harvests cannot be sector, there will be an ongoing need for the import of
and access to a berth with landside design
forecast; rather, forecasts represent the expected mining-related machinery and equipment. Future
capacities to manage large and heavy
long-term average. The average exports per annum for opportunities see the Port of Newcastle well-positioned
loads;
grains is expected to grow from a 20-year average of to receive project cargo imports for mineral mines
1.0Mtpa in 2017, to 1.3Mtpa in 2040. planned in Central Western New South Wales.
Access to an open berth unconstrained by
existing overhead loading or unloading
There are two dedicated bulk grain terminals operated Rolling stock imports have included locomotives;
infrastructure, such as ship loaders or
by Graincorp and Newcastle Agri-Terminal (NAT) each passenger cars; light rail; coal and grain wagons; and
gantry cranes;
with road and rail receival facilities within the Port. The flat-top, intermodal, aggregate and track-cleaning
cumulative bulk storage capacity of these facilities, machinery. The import of rolling stock through the West
Nearby storage land and laydown areas
together with flexible storage and handling options, Basin berth with its berthside rail connections to the
with required load capacities; and
means that the Port has more than ample infrastructure national rail network has provided a steady volume of
to handle the future grain export task. No additional land imports. Destinations as far away as Victoria and South
Connection to the arterial road network to
is required for ancillary infrastructure or bulk storage Australia have received rolling stock imported through
enable land transportation.
facilities. the Port of Newcastle.
15
NSW Grain Freight Review – Australian Government September 2009
51 52
GROWING TRADE
Construction Projects There is a pipeline of planned and approved wind “The Port of Newcastle’s proximity to the site and the ability to store the
More recently, the New South Wales Government’s farm projects located within the Port’s catchment cargo for after-hours transport when the roads are quiet is an advantage.
area to 2020 and beyond. The Port of Newcastle is
extensive infrastructure building program and
well-positioned to receive wind turbine imports. The storage area allows our technicians to prepare the turbines for road
renewable energy agenda has seen increased
demand for the import of project cargo such as transport and deliver them when the site is ready to receive them.”
tunnel boring machines (TBMs), bridge spans, steel Newcastle, unlike capital city ports, has demonstrated
and wind turbine components. the flexibility, capability, access and infrastructure for
heavy lift project cargo operations to occur at West John Gardner, Vice President of
This includes numerous road and rail projects, which Basin, East Basin and Mayfield 4 Berths. The Mayfield
Storage Facility provides hardstand for
Program Delivery at Goldwind Australia
will require tunnelling and therefore the need for the
import of TBMs. consolidating and storing cargo. Portside staging
allows cargo movement at optimal times and varying
The diameter of a TBM can range from one to 19 frequencies.
metres, so they are often imported in parts, trucked to
the construction site and assembled. Upcoming and Beyond the Port boundary, it is important that there is
potential tunnelling projects include Sydney Metro unencumbered access to the national road network
and M5 South West Motorlink Stage 2 – Sydney that is free of overhead obstructions or width
Harbour Tunnel, Northern Beaches Link Tunnel and restrictions. Newcastle is a safe heavy vehicle drive
the Western Harbour Tunnel. Newcastle is well-placed distance to outer Sydney, Brisbane and major New
to receive construction machinery to support these South Wales rural centres. Careful planning in
projects. conjunction with the NHVR Oversize and Overmass
(OSOM) permit system is an important aspect of
Renewable Energy Projects ensuring an effective supply chain.
The NSW Renewable Energy Action Plan has been
The Port of Newcastle has demonstrated it has both
developed to support the achievement of the
the capacity and expertise to service the needs of
national target of 20% renewable energy by 2020.
project cargo importers through facilitating the
There is strong interest in the development of wind
delivery of key infrastructure for major projects,
energy projects in New South Wales, with wind
including for Sydney. Looking forward, this capacity
energy projected to remain the most economical
will continue to be offered, with Port infrastructure
form of large-scale renewable energy over the next
including suitable berths and storage land made
decade.16
available. The Port of Newcastle is committed to
ensuring that the current supply chain advantages it
The Port of Newcastle has been the port of choice for
has for project cargo imports continue to service New
the import of wind farm components in New South
South Wales into the future.
Wales since 2016. The Sapphire Wind Farm, near
Inverell, is the largest wind farm in New South Wales
and Australia’s tallest wind farm. With each blade
measuring 63 metres in length, they are the longest 16
NSW Renewable Energy Action Plan NSW Trade and Investment 2013
to be imported and stored at the Port.
53 54
GROWING TRADE
this period, container volumes in the Port’s catchment

Pictured: Queen Elizabeth departs Newcastle, February 2016
Containers area will increase from 500,000 TEU p.a. to 1.1 million
The Port has always handled containers. To date, TEU p.a.18
container trade is handled by geared vessels in the
Carrington Basin and Mayfield 4 Berth. Newcastle’s catchment area is defined as those
locations within New South Wales that are closer to
In the Port Development Plan 2015-2020, this was Newcastle than to other ports, such as Botany or
assumed to continue in its current form, with potential Brisbane. This includes the Hunter, Central Coast, North
for some gradual and organic growth and fluctuation Western and Western New South Wales, encompassing
associated with regional demand. However, forecast the major regional centres of Moree, Narrabri, Tamworth,
growth over the next 20 years is expected to see total Dubbo and Parkes. The catchment area is
container volumes in New South Wales increase from approximately half the land area of New South Wales
2.5 million TEU p.a. in 2017 to over 5 million TEU p.a. In and sustains more than 25% of the current population.19
QUEENSLAND BRISBANE
GOONDIWINDI
NORTH
Cruise Shipping Fly cruise opportunities such as Adelaide, Melbourne, GARAH STAR
and Brisbane to Newcastle are also being explored. MOREE

The Port has hosted cruise ships since 2000. The
Australian Cruise Association estimates that the It is anticipated that not only will the number of cruise
WALGETT
economic benefit of cruise shipping to the Hunter NEW SOUTH BOURKE
visits increase, but the size of cruise vessels will also

region’s business and tourism sectors is $11 million per WALES NARRABRI COFFS HARBOUR
rapidly increase in response to the popularity of cruising. ARMIDALE
annum.17 Typical cruise ships making transit calls are likely to GUNNEDAH
have up to 4,000 passengers, home porting up to 2,500 TAMWORTH
The New South Wales Goverment is committed to passengers. Newcastle will also continue to attract
COBAR NYNGAN
PORT MACQUARIE
continued investment in regional ports to ensure New smaller boutique vessels with lower passenger numbers
BROKEN
HILL
South Wales captures a larger share of the economic seeking a more select range of experiences. NARROMINE
DUBBO
SCONE
benefits from growth in the cruise market.
MUDGEE
The Channel Berth in Carrington is the agreed location
There are two types of cruise ship visits: for cruise ships within the Port. This site and the PARKES PORT OF NEWCASTLE
Newcastle Cruise Terminal have the capacity to FORBES
BATHURST
y A transit call is where Newcastle features as accommodate the current and future land requirements GOSFORD
a port on part of a voyage; and to meet the needs of the cruise industry.
SYDNEY
y Home porting, where Newcastle is the start Other infrastructure, such as the improved public COOTAMUNDRA WOLLONGONG
and finish port of a voyage. transport network and connectivity with the
Newcastle City Centre, as identified in the Greater
Generally, a home port is established based on the Newcastle Transport Plan, will support the visitor
catchment area’s population as a viable source market, CANBERRA
economy. The extension of the Newcastle Transport
with additional markets sourced from passengers who ferry network, and construction of a new ferry wharf at
drive or fly to the destination. Dyke Point to facilitate a ‘special events’ ferry, would
ALBURY
provide an alternative method of passenger transit to

The Newcastle Cruise Terminal has been designed to the city and would leverage the Government’s VICTORIA
accommodate cruise line operations, customs and investment in the public transport network to date (Light
TO MELBOURNE
quarantine services required to facilitate home porting, Rail and Transport Interchange). Road
and to grow the market. The natural catchment for the
drive cruise market extends to Coffs Harbour, Dubbo Railways
18
and the Central Coast. 17
Cruise Down Under Annual Report 2014-15, Australian Cruise Association 2016
NSW Container and Port Policy, Deloitte Access Economics, 2018. Catchment area
19
NSW People and Places, NSW Planning and Environment website 2018
55 56
GROWING TRADE
Imports Forecast Imports (TEU) to 2050 Exports Forecast Exports (TEU) to 2050
Container imports destined for the Port’s catchment Unlike imports, export origins do not correlate as
area account for approximately 27% of New South 1,800,000 strongly with population distribution, but instead 500,000
Wales’ total imports,20 meeting the population’s 1,600,000 reflect the nature of economic activity in each region. 450,000
400,000
demand for retail, manufactured products and 1,400,000
350,000
consumable goods. 1,200,000 There is also a growing trend towards the 300,000
1,000,000 containerisation of grains driven by opportunity to 250,000
800,000
Containerised imports also include materials, machinery, lower logistics costs and broaden market options. 200,000
600,000
equipment and manufactured goods used by the 150,000
400,000 100,000
agricultural, manufacturing, mining and construction High-volume export cargoes originating within the 50,000
200,000
sectors, including fertiliser, grinding media, fuels, 0
Port’s catchment area include cotton from Macquarie 0
minerals, seeds, cement, timber products and steel 2015 2020 2025 2030 2035 2040 2045 2050 Valley, Barwon River, Bourke, Namoi Valley and Gwydir 2015 2020 2025 2030 2035 2040 2045 2050
products. Valley; grain from Narrabri, Tamworth and Moree; meat

Greater Sydney
from Tamworth, Singleton, Dubbo, Wingham, Scone Greater Sydney
PON Catchment PON Catchment
As the population of regional New South Wales grows, Southern NSW
and Wauchope; wool from the New England region;
Southern NSW
so will the corresponding demand for containerised and wine from Mudgee and the Hunter.
imports. In the period to 2050, the demand for
containerised imports from within the Port’s catchment Exports account for a third of all container volumes
will grow from 315,000 TEU p.a. to 700,000 TEU p.a. in New South Wales, with 38% of that volume
originating from within Newcastle’s catchment area.20
The forecast for containerised exports originating from
within the Port’s catchment is forecast to increase to
404,000 TEU p.a. by 2050.
Given the increasing demand for containerised

imports, the existing volume and forecast growth of
exports originating within the catchment, and the
demonstrated capacity of the Channel, land and road
and rail corridors, there is a strong case for significant
balanced container import/export volumes through
the Port of Newcastle.
20,21
NSW Container and Port Policy, Deloitte Access Economics 2018
57 58
GROWING TRADE
The Mayfield Site

PON’s Mayfield Site is a key strategic asset for
Australia.
The site has been extensively remediated and now

represents the largest parcel of vacant port land on
the eastern seaboard of Australia. The 80 ha. site
has frontage to the deepwater South Arm shipping
channel of the Hunter River and direct connections
to rail and the heavy vehicle road network.
The Mayfield Site is the subject of a Concept Plan

Approval, which provides for the redevelopment
of the site for Port-related activities, including a
container terminal and supporting road and rail
infrastructure. The Concept Plan Approval
establishes the broad parameters and
environmental performance criteria for air quality,
noise and traffic generation to assess and develop
future projects. It also provides a level of certainty
for regulators and the local community that the site
will be developed in a consistent and
environmentally responsible manner.
The Mayfield Site can accommodate a container terminal with the

capacity to handle 2 million TEUs per annum. Given the expanse of
port-side land and quay line area available, the site could accommodate
two container terminal operators simultaneously.
59 60
GROWING TRADE
Cost savings for exporters via rail
TRAIN LENGTH (M)

ORIGIN AND DESTINATION
640m 900m 1200m 1500m
Tamworth - Newcastle 47% 49% 49% 56%
Narrabri - Newcastle 37% 39% 39% 47%
Moree - Newcastle 29% 31% 32% 39%
Dubbo - Newcastle 12% 14% 15% 24%
Newcastle - Central Coast 34% 50% 56% 63%
A lack of competition in container ports creates

significant costs for the NSW economy. NSW relies on
ports for almost all our international trade, so lack of
competition both reduces port efficiency and increases
landside costs.
The Newcastle Container Terminal accommodate larger regional trains for quick
turnaround and generate significant cost savings in land
Currently, 87% of containers are transported to
intermodals and distribution centres in Greater Sydney
freight transport costs for exporters. for unpacking. However, only 61% of the contents of
As demonstrated, Newcastle has natural
advantages including large vessel capabilities, these containers remain in Sydney. The balance is
The development of new rail infrastructure within the transported, usually by truck, to its destination in
developable portside land and existing road
Newcastle Container Terminal would allow long trains regional New South Wales.
and rail infrastructure, which would provide
of approximately 1500 metres to be directly railed to
considerable time and cost savings to both import
the terminal. In contrast, other ports require trains to be Connectivity to distribution centres within Western
and export customers and the broader supply chain
broken up before being railed to the port, adding further Sydney via NorthConnex, and the opportunity to
within New South Wales.
time and cost. As a major Port with a large establish new distribution centres within the immediate
export-orientated hinterland, a container terminal could vicinity of the Port, as well as the Hunter and Central
This is a significant advantage for importers and
potentially maximise container utilisation, where the Coast regions, further supports the case for a container
consumers for whom congestion in Sydney will become
majority of import containers can be reused for export terminal at the Port of Newcastle.
an increasing cost burden. For export goods originating
cargo, minimising transport costs.
within the Port’s catchment, the land transport cost of
moving containers by rail to Newcastle is significantly A Newcastle Container Terminal could service the
Exporters would benefit from an alternative lower-cost import market for northern and central west New South
cheaper than land transport costs to other east coast
supply chain solution. In some areas, it costs over 30% Wales, and Central Coast, as well as Northern and
ports.
more to send freight to either Port Botany or the Port of Western Sydney. Cost savings would flow through a
Brisbane. For example, it is nearly 50% cheaper to rail substantial increase in imports able to be transported
A container terminal would position the Port of
freight from Tamworth to the Port of Newcastle when on rail, the ability for longer trains to directly access the
Newcastle and the Hunter region as a major commercial
compared with Port Botany. Cost savings range from Port, and lower congestion for trucks accessing the
trade hub, feeding the growth of the state and easing
47% cheaper for 640m trains, to 49% cheaper for 900m national highway network.
congestion in Sydney. It is therefore PON’s intention
and 1200m trains, respectively. This freight already
to develop a container terminal at Mayfield in the near
travels directly past the Port to Sydney via the Main
term.
North Line, competing with passenger services.
As demonstrated, the supporting rail network has
sufficient capacity to facilitate a regular and
cost-effective rail service to and from the Port, now and
in the future. A Newcastle Container Terminal could
61 62
GROWING TRADE
REDESIGNING THE AUTOMOTIVE SUPPLY CHAIN
Shipping
Factory
Consumer Newcastle
AUTOMOTIVE AND automotive supply chain finishing and processing facilities,

such as advanced vehicle testing centres during the
ROLL-ON ROLL-OFF (RO-RO) HUB industry’s formative years. Greater Newcastle has growing
capabilities in science, technology, engineering and maths,
In addition to the development of the Newcastle and the region’s excellent telecommunications network
Container Terminal, the Port’s connectivity and will support the requirements of advanced automotive
capacity provides opportunity for the establishment of technologies.23
new supply chains to cater for emerging import
industries and innovative technologies. These locational advantages mean that the Port is ideally
placed to leverage these opportunities to develop an
Whilst the traditional supply chain for the import of alternative operational model for automotive imports and
domestic and light vehicles into New South Wales is distribution supply chain.
clearly established, existing facilities that service this
supply chain will not necessarily cater for newer types of The majority of project cargo received by the Port is
vehicles, such as electric and hydrogen-powered cars shipped in a lift-on lift-off (Lo-Lo) vessel with on-board
or autonomous vehicles. Battery technology is rapidly cranes to load and unload cargo. Ro-Ro cargo is wheeled
improving and electric vehicles are becoming cheaper. cargo such as cars, trucks and machinery that is driven
The establishment of a specialised niche automotive and oversized Ro-Ro Major car manufacturers around the world are now moving rather than lifted off a vessel. Ro-Ro vessel operators have
facility will enable the Newcastle region to be at the forefront of this towards production of electric cars, with Volkswagen, been regular callers to the Port, delivering high and heavy
Daimler and BMW Groups committing more than $75 cargoes, mining machinery, construction equipment and
changing market, allowing importers and exporters to shorten their supply billion to develop electric cars.22 The rise of China and rail rolling stock.
chains. development of alternate-powered vehicles is another
important trend to note. Customers with smaller Ro-Ro volumes are sometimes
disadvantaged by having their cargo sail past their closest
This can lead to savings in time and money, benefitting the wider economy The Port of Newcastle is well-positioned to serve both port to an alternate port, with the customer incurring the
traditional and new-wave automotive industries, having cost and significant transport times to then be trucked
and leading to reduced congestion in the Greater Sydney area. adequate land within the Port for the development of to the end destination. An example is mining machinery
dedicated Ro-Ro facilities and the supporting quayside imports, which are destined for the Hunter Valley but are
marshalling areas. Additionally, the Greater Newcastle currently delivered to other ports and then unnecessarily
Metropolitan area has a good supply of general industrial trucked back through Sydney.
land, available for the establishment of traditional
22
The future is electric, NRMA October 2017
23
Greater Newcastle Metropolitan Plan, Department of Planning 2018
63 64
NEW FACILITIES AND
INFRASTRUCTURE
The Port Master Plan supports the STRATEGIC LAND OPPORTUNITIES

development of new transport
The development of the Newcastle Bulk Terminal in
infrastructure and logistics Walsh Point will be a catalyst for new facilities and
facilities that can leverage infrastructure. Vacant land within the Walsh Point
Precinct represents a strategic opportunity to
proximity to existing and proposed capitalise on PON’s investment in new unloading
transport corridors. equipment at K2.
This includes smaller enabling projects that can The Walsh Point Precinct contains more than 14 ha. of
utilise, improve and enhance the existing road and rail the Port’s development-ready land and is suitable for
NEW FACILITIES AND networks for greater efficiency, productivity and

consequence. Strategic land opportunities within the
the construction of bulk storage facilities and
warehousing. The average depth of sites is between 100
INFRASTRUCTURE
Port and the broader region provide immense and 150 metres, with frontage to Greenleaf Road, part
opportunity to optimise the Port’s capacity and of the Port’s private road network. This land is serviced
connectivity. by sufficient water and electricity to supply bulk storage
SUPPORTING DEVELOPMENT OF NEW FACILITIES facilities.
Major projects such as the Inland Rail and the
AND ENABLING INFRASTRUCTURE development of new intermodal facilities upcountry This land fronts the North Arm of the Hunter River. The
from the Port provide opportunity to further enhance North Arm is not a dredged channel and is restricted to
connectivity, as well as improve alternatives to road vessels with a shallow draft, such as barges. However,
freight, not only for regional NSW but further afield. the land is a short distance from the Newcastle Bulk
Terminal, with potential opportunity to connect via
conveyor systems.
1. 65 66
NEW FACILITIES AND
INFRASTRUCTURE
Supporting Industrial Land

Supply chain efficiencies are gained when there is
integration between a port and supporting
infrastructure. Fewer handling points for cargoes
between different transport modes, mean time and
cost savings to consumers. In Newcastle there is
industrial land available both within and external to
the Port to develop supporting land uses and facilities,
such as intermodal facilities and distribution centres.
Freight and Logistics Precinct

Immediately adjoining the Mayfield Site is the 52 ha.
Freight and Logistics Precinct. This vacant remediated
site fronting Industrial Drive has been earmarked
in the Greater Newcastle Metropolitan Plan for the
development of freight and logistics and warehousing
facilities to complement the Port’s global gateway role.
The development of this Precinct will complement and

support the adjoining Newcastle Container Terminal.
It also offers enormous opportunity for customers to Improved road and rail transport projects, including
Tomago Employment Lands
streamline their supply chains. NorthConnex, M1 Motorway Upgrades, and the Main
Tomago Industrial Precinct, north of the Port, is identified
as a major employment catalyst area in the Greater North Line rail improvements, will continue to support
The Precinct could include direct rail access, the clustering of freight and logistics businesses, to
Newcastle Metropolitan Plan 2036.
dedicated facilities for container unpacking, sorting, maximise these locational opportunities. Access
warehousing and distribution, temporary container between Sydney and the Port of Newcastle is
The proximity of the Port to major employment areas
storage and empty container storage parks. A private important for business, industry and consumers,
such as this, as well as Newcastle Airport and the
road network, operating between the Port gates and the allowing freight to move freely in, out and through the
emerging defence and aerospace hub at Williamtown,
terminal and distribution or sorting centres, would allow Central Coast,
are important to identify and plan for. Synergies
for the seamless and quick shunting of cargo. Land is
between the two global gateways of the Port and
also available for required Border Control and quarantine Future Port Growth
Airport will continue to be explored.
facilities. It is important to consider where future Port growth can
Central Coast Employment Lands occur beyond the current footprint. Unlike capital city
Beresfield-Black Hill
A key action of the Central Coast Regional Plan is the ports, which are constrained and landlocked by existing
The industrial land and employment precinct at
locating of large-scale industrial uses, and freight, urban development, there is opportunity for growth in
Beresfield-Black Hill is at the nexus of the national road
manufacturing and logistics businesses near freight Newcastle. The entire State significant Newcastle Port
and rail trade routes intersecting with an international
routes such as the M1 Motorway. Precinct is over 1000 ha. with PON managing a large
trade port, and located beyond the Newcastle
proportion of this land.
metropolitan footprint. This provides growth
opportunities for freight, logistics and industrial sectors, The 744 ha. Wyong Employment Zone provides for a
wide range of business and employment Vacant or underutilised private landholdings in the
helping to connect Greater Newcastle and the Hunter to
opportunities, including industrial, manufacturing, Mayfield, Kooragang and Walsh Point Precincts may
global markets.24
warehousing, storage and research facilities. This zone provide land needs for future Port growth beyond
The cluster of freight and logistics industries includes the Warnervale Business Park located between PON’s current footprint. As current industrial uses
developing around Beresfield-Black Hill will continue to the M1 Motorway-Warnervale interchange and the transition away from older manufacturing processes in
grow in response to the changing freight demand and Main North line. It supports major transport services and the future, this zoned industrial land could be
new freight tasks. Future expansion of the precinct to the distribution centres including the 81,000sqm repurposed for Port uses.
south-west, including the adjoining mine site, internal Woolworths Distribution Centre.
road network and access points to John Renshaw Drive,
will be investigated by local councils in the near term.
24
Greater Newcastle Metropolitan Plan, Department of Planning and Environment
2018
67 68
NEW FACILITIES AND
INFRASTRUCTURE
Pictured: View from Honeysuckle area, Newcastle.
Inland Rail Upcountry Intermodals

Inland Rail is an opportunity to leverage the existing The Port’s rail connectivity and capacity provides
rail network to transform the way goods move from opportunity to connect the Port to the inland
producers to markets through the effective linking of container trade and support the development of
production areas, existing networks and freight hubs. upcountry intermodals.
Once completed, the Inland Rail will become a Tamworth is directly connected to Newcastle by rail
dedicated freight network linking Melbourne and but is not on the Inland Rail route. Plans to develop and
Brisbane via regional Victoria, New South Wales and expand the intermodal facility in Tamworth to capture
Queensland. The track will enable the use of freight flows could ultimately utilise the Port of
double-stacked, 1,800- metre-long trains with a 21TAL Newcastle for export and import opportunities.
at a maximum speed of 115km/h, allowing for the transit
of greater freight volumes. Each train could carry the The Central West and Orana Regional Plan has
equivalent volume of 110 B-double trucks. identified the development of Parkes as a natural
location for the development of a National Logistics
Newcastle Port is already linked to major inland hubs Hub, with supporting infrastructure including roads, rail
through the extensive Hunter Valley and Country Rail and air linking Parkes to capital cities and ports. The
networks. The Inland Rail, however, will provide the project will provide the catalyst for more efficient freight
opportunity to link to a broader catchment. For example, transport and a stronger Parkes National Logistics Hub,
grain from regional New South Wales could be railed to being a 600 ha. site dedicated to 24/7 multi-modal
the Port instead of trucked to the Port of Brisbane. This activity.
modal shift will provide greater benefits to growers and
producers by effecting a more efficient use of the
transport network and ensuring that the economic
benefits are retained in New South Wales.
PROTECTING THE PORT
“A key focus for NSW is to ensure that Inland Rail optimises the PROTECTING THE PORT FROM URBAN
movement of freight in Regional NSW through efficient linkages to
NSW and the development of economically sustainable freight hubs
ENCROACHMENT
by the private sector at appropriate locations along the route.”
NSW Freight and Ports Plan, TfNSW 2018
69 70 1.
PROTECT THE PORT FROM URBAN
PROTECTING THE PORT
ENCROACHMENT
It is therefore reasonable to expect that Port land will be

Pictured: Honeysuckle Foreshore area
developed and used for shipping, Port-related and
intensive industrial uses, which may have a range of Impacts of Urban
noise and amenity impacts on nearby residents.
Encroachment
The Port lands provide for development that by its
yy New residential developments near the
nature or scale, requires separation from residential
Port are not designed with appropriate
areas and other sensitive land uses. These include
noise amelioration to mitigate current or
facilities that receive, store or distribute products or
future noise sources.
materials that may be hazardous or offensive. These
products are essential for daily life; for example, the
yy Potential impacts of new high-rise
supply of fuel for the domestic market or fertiliser for the
development on the safe navigation of
agricultural sector.
vessels are not considered i.e. blocking
of sightlines to navigation aids.
The consideration of the individual and societal risk
implications of sensitive receptors and increased
yy Lack of separation or appropriate buffers
intensification of people in the vicinity of the dangerous
between Port land and adjoining
goods transport routes is a critical task when rezoning
residential uses.
land or permitting the intensification of development
near the Port boundary. Planning strategies should
yy Sensitive land uses such as childcare
ensure that sensitive receptors and residential,
centres, healthcare facilities, aged care
Protecting the Port from urban encroachment, proactively managing the recreational or commercial developments are located facilities or schools located near or
such that they would not impede expansion of current
Port’s interface to focus on economic and environmental sustainability, Port facilities, or restrict facilities in the future.
adjacent to Port boundary restricts
planned expansion or operations.
and forward planning are essential for the benefit of the Port and
PON encourages the proactive management of urban
community. interface with the Port and transport corridors to ensure
sustainable operations and protection from issues of Education and communication are also keys aspects of
ensuring that the Port community is well-informed and
The Port of Newcastle is the custodian of the Port for PROTECTION FROM URBAN urban encroachment. Recognition of the Port’s
economic value and operational requirements in accepting of the Port’s operational requirements.
the next 95 years, charged with the responsibility to
maintain and enhance the Port as a major seaborne ENCROACHMENT Government land use policy and plans is critical. Incoming residents often have unrealistic expectations
gateway for New South Wales. of the experience of living near a working port,
Urban encroachment is the term used to describe the Even when the economic importance of freight, ports particularly with regards to views and amenity. PON’s
It is important to protect the Port, and the transport effect of new urban development changing the and logistics is identified in planning strategies, the Community Liaison Group will continue to be an
assets that support it, from the impacts of urban character of an area, and the potential conflict and issues of urban encroachment and land use conflict are opportunity for the community to engage with the Port,
encroachment to ensure the ongoing operation and tension between new and established uses at the often not adequately considered in the planning, design learn about its operations and provide feedback.
prosperity of the Port. Being forward-thinking about interface. Infrastructure Australia noted that the pressure and assessment of individual proposals near the Port.
future transport needs through the preservation of from urban encroachment to introduce curfews or
corridors will ensure the longevity of the Port into the otherwise limit the use of corridors is a serious concern
next century. for those in the freight and logistics sector.25
In implementing the developments and projects The Port lands have been specifically zoned to “Urban development pressures around airports, seaports and
outlined in the Port Master Plan, it is reasonable to maximise the use of waterfront areas for Port facilities intermodal facilities need to be carefully managed to prevent these
expect that there will be impacts associated with the and those industrial, maritime industrial, freight and bulk
environment. Actions to proactively manage impacts storage premises that benefit from being located close important economic hubs and corridors from being constrained and to
and issues that may potentially affect the biophysical to Port facilities. This enables the efficient movement reduce their impacts on surrounding communities.”
environment will help achieve environmental and operation of commercial shipping, provides for the
sustainability and ameliorate or prevent the impacts of efficient handling and distribution of freight from Port
development of the Port on the environment. areas through the provision of transport infrastructure,
and encourages employment opportunities.
Smart Cities Plan,
Australian Government 2016
25
Corridor Protection: Planning and Investing for the long term, Infrastructure
Australia 2017
71 72
PROTECT THE PORT FROM URBAN
PROTECTING THE PORT
ENCROACHMENT
E
LIN
TH
NOR
AY
M AIN
HW
PORT STEPHENS
HIG
HU
NELSON BAY
IC
NT
CIF
ER
VALLEY R
AIL
PA
NETW
OR
A1
K
MAITLAND
CORRIDOR PROTECTION Pictured: Royal Spoonbills, Kooragang Wetlands.

EAST MAITLAND
RAYMOND TERRACE
The 2015 Australian Infrastructure Audit Report N
EW
EN
Image source: Chris Gilmore.
maintains that an improved framework is required to

LOUTH PARK ASHTONFIELD
GL
AN
D THORNTON
MILLERS FOREST
H
protect corridors for transport and other linear
LOXFORD
IG
H
W
AY
HEATHERBRAE WILLIAMTOWN
WOODBERRY
infrastructure. NEWCASTLE
K
AIRPORT
LI N
PACIFIC H
AY
HEDDON M1 – IG H W
GRETA
Failure to protect corridors can lead to significantly
KURRI KURRI AW
DRIV
E
JOHN R E NSH TOMAGO

higher construction costs, making otherwise beneficial
BUCHANAN BLACK HILL
HEXHAM
projects uneconomic. The Port will grow and its tradeBERESFIELD BUTTAI
FULLERTON
base will significantly diversify. This will mean that the COVE
LENAGHAN
transport system that supports the Port will be required
to also grow in capacity. Although the Port is FERN BAY
AY
STOCKRINGTON
well-serviced by existing corridors now, it is prudent that KOORAGANG
RW
FLETCHER
TO
ST
MO
HU
there is proactive planning for the next 20 years and NTE
RE MINMI EEL
RIV
CO
RM
M1
XPR ER OR
ESS MARYLAND AN
WA
beyond. Y SHORTLAND IN TR
SEAHAMPTON DU D
STRI
L
A
DRI
WEST WALLSEND E
V
NE
WCAST MAYFIELD
LE WALLSEND
LI
Industrial Drive Corridor Strategy CAMERON PARK
N KR
O AD STOCKTON
Industrial Drive is the Port’s key access road, LAMBTON
CARRINGTON
HOLMESVILLE ELEMORE VALE

providing east-west connection from the Port to the EDGEWORTH
national highway network. It directly links to the

MOUNT VINCENT
KILLINGWORTH
BARNSLEY GLENDALE
NEW LAMBTON
NEWCASTLE
Carrington and Mayfield Precincts, and links the CARDIFF

ADAMSTOWN
Y
A
HIGH W
KOTARA
Kooragang and Walsh Point Precincts via Cormorant
IC
IMPACTS ON BIOPHYSICAL
IF
TERALBA PA CMEREWETHER
Road and Tourle Street. It also provides an important

BRUNKERVILLE SPEERS
CHARLESTOWN
function servicing the urban populations of Inner WAKEFIELD
FASSIFERN POINT
WARNERS BAY ENVIRONMENT
Newcastle and Port Stephens.
FREEMANS
In addressing the environmental sustainability of the

WATERHOLE
PON also encourages all Port tenants to act in an
AY
FUTURE CORRIDOR
RW
Port’s operations, PON aims to minimise both direct environmentally responsible manner, requiring the
TO
Kooragang Island-Tomago Corridor

Key improvements that would assist the future
MO
and indirect impacts on the natural environment. A

E
submission of an environmental management plan as

N
1
LI
M
TH Major Roadways
functioning of Industrial Drive would include: OR
working port is a 24 hour industrial environment.
N
M
AI
N
part of all new lease arrangements. This supports
compliance with relevant Commonwealth, state and
• Localised road widening to alleviate potential improved connection between the M1 Pacific Motorway Direct impacts can include noise, impacts on flora and local regulations by Port tenants and encourages the
W AY
queuing at intersections; and the A1 Pacific Highway, the inclusion of a free fauna from construction, or air pollution through the adoption of industry best practice and management.
I GH
• Intersection upgrades along Industrial Drive; and

PACIFIC H
flowing interchange at Tomago provides for east-west handling of bulk products. Indirect impacts could
• Improved flow into and out of the Mayfield Precinct connection for the Tomago Industrial Area, Newcastle include increased traffic congestion, impacts of
as part of the broader development of the Mayfield Airport, Defence Employment lands, and potentially residential amenity or emissions from trains, trucks and
Precinct. Kooragang Island. vessels.
The coordination of these improvements should be SWANSEA
. “Land planning and corridor
The corridor is established by SEPP State Significant
outlined in an Industrial Drive Corridor Strategy. A key Precincts and is reflected in the zoning plans for both
PON’s activities are subject to a wide range of
environmental conditions set through environmental
preservation needs to balance the
aspect of this strategy would be to identify and preserve
MORISSET Newcastle and Port Stephens Councils. This corridor protection licences, planning approvals and lease freight requirement against
any additional land likely to be required for localised
widening to accommodate future capacity.
should be preserved in future planning schemes to conditions. New developments or the expansion of community and traffic amenity.”
provide a valuable link to the strategic road network existing facilities are assessed, constructed and
over the life of the Port Master Plan. operated in accordance with relevant environmental
Kooragang Island-Tomago Corridor
The Kooragang Island-Tomago Corridor is an existing Outer Sydney Orbital
legislation. All State Significant proposals are subject to National Ports Strategy,
a full, merit-based assessment process by the
transport corridor that links the Port through the The NSW Freight and Ports Plan has identified the need Department of Planning and Environment. Infrastructure Australia 2012
western part of Ash Island and crosses the North Arm of for longer-term planning for a future freight corridor
the Hunter River to Tomago Road. between Western Sydney and Newcastle, as part of PON’s Environmental Policy outlines its commitment
expanding the dedicated rail freight network in New to environmental compliance and the establishment,
This corridor, together with the M1 Pacific Motorway South Wales. PON is supportive of this, including the monitoring and review of environmental objectives,
Extension to Raymond Terrace provides opportunity for protection of a corridor for the Outer Sydney Orbital targets and action plans. PON’s Environmental
an alternate access Kooragang Island. Whilst the M1 corridor to directly connect Newcastle Port with rail Management System enables compliance,
Pacific Motorway Extension project is focused on freight intermodal precincts in Western Sydney. commerciality and efficiency within a culture of
continual improvement and innovation.
73 74
PROTECT THE
PROTECT THE PORT
PORT FROM
FROM URBAN
URBAN
PROTECTING THE PORT
ENCROACHMENT
ENCROACHMENT
Air Quality Noise

PON is conscious of the important local airshed in Noise from the operations of the Port includes noise
which it operates. from vessels and tug boats (ship engines, auxiliary
engines and ships horns), cargo loading and unloading
Ambient air quality and wind data is currently monitored operations and landside operations for storage and
via the Lower Hunter Quality Monitoring Network distribution.
(LHAQMN). The LHAQMN was introduced in 2015 by the
EPA in conjunction with NSW Health and the Office of These on-water operations or activities that are
Environment and Heritage. It is an industry-funded conducted in the open air are required to operate on a
initiative that provides continuous local air quality 24-hour seven days-a-week basis and must conform to
monitoring with public access to real-time data. PON international regulations for safety and navigation. This
supports and provides funding to the LHAQMN. means noise sources cannot be eliminated or easily
mitigated by engineering or design solutions.
The parameters monitored within the network include
fine particulates, combustion gases and wind speed PON works closely with the EPA, Newcastle City
and direction. This set of parameters is able to provide a Council, Port Authority of New South Wales and Port
qualitative assessment of the impact on local air quality tenants to identify, manage and mitigate noise, and
from the current activities within and surrounding the provide information and education to help people
Port. understand the operational needs of a working harbour.
The National Pollution Inventory (NPI) provides the Pictured: Entrance to Newcastle Harbour, April 2015
community, industry and Government with information Water Quality
about substance emissions in Australia. PON provides
PON is an active manager of the water that enters into
data on its vehicle and plant emissions on an annual
the Hunter River, including monitoring of storm water
basis.
from key operational sites.
For new projects, there are strict environmental

assessment and licensing requirements in place to
ensure that potential impact on the Hunter River is
avoided, mitigated or managed. This includes any likely
impacts relevant to the Hunter Estuary Wetlands. CLIMATE CHANGE
Climate change, the increased occurrence and severity of storm events and rising sea levels are critical issues to
consider in the planning of the Port. Resilience in dealing with floods is already a key management issue for PON
as part of our responsibility to maintain the depth of the Channel.
The Hunter catchment has many river feeder tributaries that continuously bring natural sediments into the harbour
bed. Maintenance dredging of the Port is undertaken by PON to remove the build-up of silt from upstream and to
keep the Channel operational.
Heavy flooding in the Hunter River, upstream of the Port, often sees a significant amount of floodwater and silt flow
into the Channel and berth areas. Additional dredging and resources are deployed by PON during and after the
weather event to recover depths and lessen the impact on customers.
Loss of Channel depth equates to a loss of trade, and there is a need for statutory certainty in terms of ongoing
maintenance dredging and sea dumping. Maintenance dredging is conducted in accordance with Commonwealth
and state regulations. Currently, PON holds a 10-Year Sea Dumping Permit issued by the Department of Environment
for the disposal of maintenance dredge material. To secure the ongoing availability of the Channel and protection of
this corridor, a perpetual Sea Dumping Permit, subject to ongoing monitoring and reporting, should be considered.
Pictured: In the flood following the April 2015 superstorm, the Channel and berth boxes were affected by an additional 500,00 cubic metres of silt and
mud from upstream. In comparison, the normal maintenance dredging volume for a 12-month period is usually around 450,000. That is more than one
year’s siltation in a single flood event.
75 76
The Port Master Plan demonstrates
the Port’s connectivity and
capacity to accommodate, attract
and grow trade, and assist in
addressing the freight task in an
efficient, sustainable, profitable
and innovative manner to 2040.
The Port Master Plan provides a broad and strategic
approach to future opportunities and developments
within the context of expected market conditions.
For our customers, the Port Master Plan articulates the

strategic alignment between our vision and long-term
plans, and those of our customers. The Port Master Plan
will be part of our ongoing conversation with our
customers, partners and Government. Key projects
include:
• the Newcastle Container Terminal;

• the Newcastle Bulk Terminal;
• an Automotive and Ro-Ro Hub;
• the Maritime Precinct; and
• the Newcastle Cruise Terminal.
Within the timeframe of the plan, it is recognised that

there will be changes in technology, processes and
priorities that are not yet known. For this reason, the Port
Master Plan is not considered to be a static document.
As PON implements its strategy to diversify its trade
base, there will be continual refinement of our long-term
plans.
Our five goals will underpin and drive our key strategic
development opportunities:
• Promote the capacity of the Port and the supply
IMPLEMENTATION •
•
chain to support the economy.
Utilise the existing road and rail transport assets to
improve freight efficiency.
Facilitate new trades and supply chains.
• Support the development of new facilities and
enabling infrastructure.
• Protect the Port and transport corridors from urban
encroachment
PON will actively review the Port Master Plan on a

five-yearly basis to ensure that the goals underpinning the
plan are relevant and continue to be met.
As the custodians of the Port into the next century, we are

committed to working with the New South Wales
Government, our partners and the community to ensure
that the Port can continue to grow its diverse trade base,
deliver sustainable port development and provide
economic benefits to the Hunter Region, New South Wales
and Australia.
77 78
GOALS KEY PROJECTS THE NEXT FIVE YEARS
• The Newcastle Bulk Terminal will COMPLETE Newcastle Bulk Terminal to service
PROMOTE THE CAPACITY The connectivity and capacity of the Port and
supporting supply chain infrastructure means leverage the Port’s existing channel, mining,agriculture and construction sectors in NSW.
OF THE PORT AND THE that the Port of Newcastle is well-placed to
•
berth and land capacity.
The Newcastle Cruise Terminal and COMPLETE Newcastle Cruise Terminal to support
support Australia’s growing freight task and
SUPPLY CHAIN TO promote the regional and national economy. Maritime Precinct will contribute to the growth in tourism in the Hunter and NSW.
economy through investment in
SUPPORT THE ECONOMY infrastructure and creation of jobs. CONTINUE supporting the expansion of the
Maritime Precinct.
Improved utilisation of existing transport Highway upgrades; CONTINUE to work with transport agencies to
UTILISE EXISTING ROAD networks will accommodate the current and • M1 to Pacific Highway at Raymond advocate for road and rail projects that align with the
future freight task. Key projects that will Terrace;
AND RAIL TRANSPORT enhance and support the existing networks • Northern Sydney Freight Corridor Stage 2;
Infrastructure Australia Priority List and the NSW
Government’s State Infrastructure Strategy, Future
ASSETS TO IMPROVE include: •
•
Lower Hunter Freight Corridor; and
Fixing Country Rail and Fixing Country
Transport 2056, and the Freight and Ports Plan.
FREIGHT EFFICIENCY • Golden Highway and New England Roads Programs.
Facilitating the establishment of new trades from the catchment and containerised COMPLETE first stage of the Newcastle Container
FACILITATE NEW and supply chains will address capacity
constraints and respond to change. Port of
imports for the Sydney and NSW market;
and
Terminal and commence operations.
TRADES AND SUPPLY Newcastle will: • Attract and develop a specialised WORKING TOWARDS an Automotive and
Automotive and Ro-Ro Hub to meet the
CHAINS • Establish the Newcastle Container needs of a changing market.
Ro-Ro Hub concept that responds to changing markets and
technologies.
Terminal to service containerised exports
Enabling projects can utilise, improve and complement the Newcastle Container COMPLETE first stage of the Freight and
SUPPORT THE enhance the existing road and rail networks
•
Terminal;
Development of industrial land for
Logistics Precinct in conjunction with the Newcastle
for greater efficiencies and productivity. Port Container Terminal.
DEVELOPMENT OF NEW of Newcastle supports the development of warehousing and logistics activities within
the Port, the Hunter and the Central CONTINUE to actively support the establishiment of
FACILITIES AND ENABLING the following key sites and projects:
• Development of the Mayfield Freight and Coast; and warehousing and logistics facilities within the Port of
INFRASTRUCTURE Logistics Precinct for an integrated • Development of Inland Rail and Newcastle catchment.
multi-modal freight and logistics hub to Upcountry Intermodals.
Port of Newcastle proactively manages • Identifying and supporting the

CONTINUE to work collaboratively with
PROTECT THE PORT AND the Port’s interface to focus on economic,
social and environmental sustainability. This
preservation of corridors including
Industrial Drive
community and industry to facilitate port development
TRANSPORT includes: Corridor and Kooragang Island-Tomago
and operations in a way that reduces impact on
residents.
Corridor, and the long-term planning for
CORRIDORS FROM • Supporting the efficient development and the Outer Sydney Orbital; and
URBAN ENCROACHMENT protection of Port land and • Improving environmental outcomes to
transport corridors from the impacts of manage the Port’s interface with the
urban encroachment; surrounding biophysical environment.
79 80
GLOSSARY GLOSSARY
The axle load is related to the strength of the track, which is determined by weight of Consent to a development application or State Significant Development application
Planning Approval
Axle load rails, density of sleepers and fixtures, train speeds, amount of ballast, and strength of pursuant to the NSW Environmental Planning and Assessment Act 1979.
bridges.
PON Port of Newcastle – the private operator of the Port.
B-double A truck and trailer combination consisting of a prime mover coupled to two trailers.
Port area Area defined by SEPP (Three Ports) as the Port of Newcastle.
Cape Class Largest size dry bulk cargo vessel with 100,000– 170,000 deadweight tonnage.
Head Lease with Port of Newcastle Lessor Pty Limited - the NSW State entity that owns
Port Lease
Berths owned and managed by PON, with stevedores and terminals allowed access the Port land.
Common User Berth
on a common user basis.
Facilities used or intended for use in connection with operation of the Port, such as
Port Services
Commonwealth Commonwealth Government of Australia. services related to safety, security, dredging and administration.
Planning approval granted for an overall concept plan under the Environmental Planning Australia’s peak body representing port businesses through advocacy and engagement
Concept Approval Ports Australia
and Assessment Act 1979. with public policy and regulatory issues.
Facilities used or intended for use in connection with operation of the Port, such as Large oversized cargo such as wind turbines, heavy plant machinery, transformers,
Core Port Project Cargo
berths and berth boxes, unloading facilities, conveyors and pipelines, hardstand areas, mining equipment.
Infrastructure
road and rail infrastructure and storage facilities.
SEPP NSW State Environmental Planning Policy.
NSW Department of Planning and Environment – agency responsible for regional
Tonne axle load - measure of weight in relation to the permitted axle load of a length of
DPE planning, revitalising urban areas, policy development to guide planning activities and TAL
track.
assessment of major projects.
Twenty-foot Equivalent Unit – The international unit of measure used for standardising
The Eastern Basin Distribution Centre storage and distribution facility in the Carrington TEU
EBDC container throughput numbers.
Precinct.
Transport for New South Wales – agency responsible for the development of safe,
NSW Environment Protection Authority - agency responsible for environmental TfNSW
EPA integrated and efficient transport systems in New South Wales.
regulation in NSW.
Vessel Traffic Information Centre provides long-term planning, reviews vessel bookings
ha Hectare. VTIC
and coordinates vessel movements in Newcastle Harbour.
Handymax Vessel with 40,000 to 50,000 deadweight tonnage.
Higher Mass Limits – a scheme allowing heavier vehicles enrolled in the Intelligent
HML
Access Program to be loaded above General Mass Limits.
Disclaimer: While Port of Newcastle Operations Pty Limited as trustee for the Port of Newcastle Unit Trust (PON) makes every
HVCC Hunter Valley Coal Chain. reasonable effort to ensure that the information contained in this document is correct, PON gives no guarantee, warranty or
representation regarding:
HVCCC Hunter Valley Coal Chain Coordinator.
KIWEF Kooragang Island Waste Emplacement Facility. • the quality, accuracy, completeness or suitability for purpose of this document or the information included in this document
(including any projections or forecasts); or
Length overall – the maximum length of a vessel’s hull measured parallel to the • the information included in this document (including any projections or forecasts) is free from defect, error or omission.
LOA
waterline.
This document and any information contained in this document (including any projections or forecasts) is not advice and should
m Metres. not be treated as such or be used to achieve any purpose.
ML Megalitre.
PON is not liable to users or readers of this document for any loss, damage, cost or expense (including direct, indirect or
Mt Mass tonnes. consequential loss, damage, cost or expense), however caused, in connection with the use of this document or the information
contained in this document (including any projections or forecasts).
Mtpa Million tonnes per annum – unit of measurement for annual bulk freight volumes.
Users/readers of this document should undertake their own enquiries in relation to any of the information contained or referred to
NCIG Newcastle Coal Infrastructure Group. in this document before acting on that information or using that information for any purpose.
The information provided in this document is correct as at the date of publication however may become outdated over time. PON
National Heavy Vehicle Regulator - responsible for administration of national heavy
NHVR has no obligation to correct or update any content or information in this document.
vehicle regulations. The views expressed in this document are those of PON, and not those of any third party/parties or government entity, and may be
Northern Sydney Freight Corridor – Program to support the separation of freight and subject to change.
NSFC
passenger trains to increase freight capacity between Sydney and the Central Coast.
Intellectual Property: Unless otherwise expressly indicated and/or referenced, the intellectual property rights and copyright
NSW New South Wales. subsisting in this document are owned by Port of Newcastle Operations Pty Limited as trustee for the Port of Newcastle Unit Trust
(PON).
Oversize and Overmass vehicle is a heavy vehicle that is carrying, or specially designed
OSOM
to carry, a large indivisible item. Other than for the purposes of and subject to the conditions prescribed under the Copyright Act 1968 (Cth), no part of this
document may in any form or by any means be reproduced, adapted, stored or transmitted without the prior written permission of
Vessel with 60,000–100,000 deadweight tonnage that can travel through the Panama PON.
Panamax
Canal.
Copyright © 2018 Port of Newcastle Operations Pty Limited. All rights reserved.
81 82
Published by
Port of Newcastle
6 Newcomen Street
(PO Box 790)
NSW 2300 Australia
+61 2 4908 8200
[email protected]
www.portofnewcastle.com.au
linkedin.com/company/portofnewcastle
Port of Newcastle | Port Master Plan 2040

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PORT OF NEWCASTLE

Port Master Plan 2040

Our Strategic Development

The Port of Newcastle acknowledges the

The Port of Newcastle’s vision is to maintain Newcastle’s

• The Newcastle Container Terminal in Mayfield;

WHO WE ARE MISSION

A key objective of the lease is to maintain and enhance We will:

y Trade and Port development

THE PORT’S ECONOMIC IMPACT FOR NSW

The Channel and berths are PON’s primary assets. They

Stolthaven currently operates a Terminal and

NSW STATE NATIONAL

STRATEGIC Infrastructure planning, funding and delivery by

Pictured: The Basin, Carrington

OUR CUSTOMERS OUR PORT COMMUNITY

OUR STAKEHOLDERS Our focus is on knowing and understanding our

AND ENVIRONMENT plans, and those of our customers, will strengthen

PON also partners with the community and industry to

As our trade base diversifies, we will foster new

Pictured: Collaborative tree planting day 2017

OUR ENVIRONMENT Our systems and support

In addition to articulating transport linkages, PON has

• Quantify the capacity of the shipping channel in

The Australian Infrastructure Audit found that without

By 2056, the New South Wales government estimates

The connectivity and capacity of the transport assets

The safe handling criteria for vessel movements is set

Tanker Bulk liquids

Container 3,500 TEU 250 32

Passenger 4,000 320

Steelworks Channel Widening

New Port Beacons

New Reciprocal Lead

Pictured: Impression of 18,000 TEU Container vessel entering Newcastle Harbour

As the number and size of vessels increases, terminal

economic costs and impacts on the environment. In

Into the future, there will be growing landside

Pictured: Kooragang 3 and 2 Berths at Newcastle Bulk Terminal

Infrastructure Servicing and will be constructed by 2020 to augment the current

NORTH WESTERN NSW

NEWCASTLE measured by its level of direct connectivity; that is, the

passengers and freight.

freeway connection to link the Central West and Orana

region including Dubbo and Parkes, and the Port. The

Major Roadways highway link to Brisbane.

Heavy Vehicle Road

roads that service the Port are currently operating well

The Port of Newcastle supports the New South Wales

ARTC Rail Network

NEW SOUTH BOURKE

EAST MAITLAND WEE WAA

COOTAMUNDRA PORT KEMBLA

Port of Newcastle | Port Master Plan

Future Capacity New Rail Facilities

Lower Hunter Freight Corridor E

The Regional NSW Services and Infrastructure Plan TH

North Line between Hexham and Fassifern, providing a

Newcastle and allow separation of passenger and AN