Aurizon (although I'm not holding my breath) may also have more dollars to throw towards a better rail transport relationship with Vittera - growing its Bulk Division will certainly rely in some part on the potential for additional grain transport in South Australia.
It does seem that the relationship between Viterra and 1Rail is not great.
Aurizon (although I'm not holding my breath) may also have more dollars to throw towards a better rail transport relationship with Vittera - growing its Bulk Division will certainly rely in some part on the potential for additional grain transport in South Australia.
It does seem that the relationship between Viterra and 1Rail is not great.
I don't think the relationship between Viterra and anyone is great.
Aurizon is preparing to be asked to divest the ECR = East Coast Rail Operations from the proceeds of the sale.
Who would the business in the Hunter go to?
Aurizon is preparing to be asked to divest the ECR = East Coast Rail Operations from the proceeds of the sale.
Who would the business in the Hunter go to?
The highest bidder....... except Pacific National who would be smart enough to know they would never get a bid past the ACCC.
Aurizon is preparing to be asked to divest the ECR = East Coast Rail Operations from the proceeds of the sale.
Who would the business in the Hunter go to?
The highest bidder....... except Pacific National who would be smart enough to know they would never get a bid past the ACCC.
Could Qube be an interested party?
Could Qube be an interested party?
No reason why not.
Remembering that coal assets are not an attractive long term investment these days.
They may have to offer it as a package to get someone interested IMO
Could Qube be an interested party?
No reason why not.
Remembering that coal assets are not an attractive long term investment these days.
I see your point. Would they sell off the wagons and the locos or just the contracts?
Could Qube be an interested party?
No reason why not.
Remembering that coal assets are not an attractive long term investment these days.
I see your point. Would they sell off the wagons and the locos or just the contracts?
Bandt wants to stop coal by 2030
Unfortunately bringing Bandt into the discussion will only trigger the rock burning troglodytes on RP. He has very little real influence.You're not wrong - he was at the opening of a community garden that I attended just before covid - talk about no mates party tapes, people were falling all over themselves to avoid talking to him and he was an invited guest!!!
Macquarie group share has cracked the $200 mark today.goody goody
Could Qube be an interested party?
No reason why not.
Remembering that coal assets are not an attractive long term investment these days.
I see your point. Would they sell off the wagons and the locos or just the contracts?
Bandt wants to stop coal by 2030
Wagons and locos included.
Unfortunately bringing Bandt into the discussion will only trigger the rock burning troglodytes on RP. He has very little real influence.
Aurizon can you see them expanding intermodal from Melbourne to Adelaide to Darwin?
Who is to say that with a different cost structure they might not return? How do ORA's labour contracts compare?
Aurizon can you see them expanding intermodal from Melbourne to Adelaide to Darwin?
One Rail have been already working on that, but it seems to have gone on the backburner in the last few months, possibly due to the uncertainty over the sale.
Worth remembering Aurizon's record with intermodal in the past has been a big 'F' for Fail.
Who is to say that with a different cost structure they might not return? How do ORA's labour contracts compare?
Who is to say that with a different cost structure they might not return? How do ORA's labour contracts compare?
Not saying they won't, just that they will need to a major change to their way of past thinking. They couldn't handle intermodal in the past, the Adelaide Darwin traffic is way down on what it was, not exactly a recipe for success
Anything is possible in the current environment, but I wouldn't mind betting a sly tenner that Aurizon will actually lose some of the little regional traffic remaining in South Australia.
Oh yeah there isnt much form for them but ive never been able to see Aurizon's move out of intercapital intermodal as a permanent thing given the diversification away from coal they needed (which impacts also the CQCN access earnings). Management now are different to what they were a few years ago and with the intermodal blood from ORA something might change. Could the Adelaide-Darwin Service extend to Melbourne for example? (Side question, where does most of the Darwin/Alice freight come from and go to?).Who is to say that with a different cost structure they might not return? How do ORA's labour contracts compare?
Not saying they won't, just that they will need to a major change to their way of past thinking. They couldn't handle intermodal in the past, the Adelaide Darwin traffic is way down on what it was, not exactly a recipe for success
Anything is possible in the current environment, but I wouldn't mind betting a sly tenner that Aurizon will actually lose some of the little regional traffic remaining in South Australia.
Oh yeah there isnt much form for them but ive never been able to see Aurizon's move out of intercapital intermodal as a permanent thing given the diversification away from coal they needed (which impacts also the CQCN access earnings). Management now are different to what they were a few years ago and with the intermodal blood from ORA something might change. Could the Adelaide-Darwin Service extend to Melbourne for example? (Side question, where does most of the Darwin/Alice freight come from and go to?).
may we seen the line to pinnaroo (at least) reopened then, and potentially linked back to the now standard gauge murrayville line? pie in the sky hopes probably, but we are good at wild speculation here.Aurizon (although I'm not holding my breath) may also have more dollars to throw towards a better rail transport relationship with Vittera - growing its Bulk Division will certainly rely in some part on the potential for additional grain transport in South Australia.
It does seem that the relationship between Viterra and 1Rail is not great.
It would be really interesting to know if Viterra have lost much (or any) business across the border after their decision to switch to trucks for Murraylands grain haulmay we seen the line to pinnaroo (at least) reopened then, and potentially linked back to the now standard gauge murrayville line? pie in the sky hopes probably, but we are good at wild speculation here.Aurizon (although I'm not holding my breath) may also have more dollars to throw towards a better rail transport relationship with Vittera - growing its Bulk Division will certainly rely in some part on the potential for additional grain transport in South Australia.
It does seem that the relationship between Viterra and 1Rail is not great.
I was going to mention this as a possible to add competition to the Mildura intermodal market but if there isnt competition coming up from Melbourne, the lesser port of Adelaide probably isnt going to capture it.may we seen the line to pinnaroo (at least) reopened then, and potentially linked back to the now standard gauge murrayville line? pie in the sky hopes probably, but we are good at wild speculation here.Aurizon (although I'm not holding my breath) may also have more dollars to throw towards a better rail transport relationship with Vittera - growing its Bulk Division will certainly rely in some part on the potential for additional grain transport in South Australia.
It does seem that the relationship between Viterra and 1Rail is not great.
I was going to mention this as a possible to add competition to the Mildura intermodal market but if there isnt competition coming up from Melbourne, the lesser port of Adelaide probably isnt going to capture it.may we seen the line to pinnaroo (at least) reopened then, and potentially linked back to the now standard gauge murrayville line? pie in the sky hopes probably, but we are good at wild speculation here.Aurizon (although I'm not holding my breath) may also have more dollars to throw towards a better rail transport relationship with Vittera - growing its Bulk Division will certainly rely in some part on the potential for additional grain transport in South Australia.
It does seem that the relationship between Viterra and 1Rail is not great.
It would be good for grain though. Adelaide is probably under capacity in its exports.
I honestly dont know for sure and cant find the data that convinces me after about 30 mins of looking, but Appleton can take a 270m long boat (10.1 draft), Geelong a 168m one (15m draft), and Adelaide (3 berths) can take: Inner, 185 (10m) and 206 (10m); and Outer, 300m (16m draft).I was going to mention this as a possible to add competition to the Mildura intermodal market but if there isnt competition coming up from Melbourne, the lesser port of Adelaide probably isnt going to capture it.may we seen the line to pinnaroo (at least) reopened then, and potentially linked back to the now standard gauge murrayville line? pie in the sky hopes probably, but we are good at wild speculation here.Aurizon (although I'm not holding my breath) may also have more dollars to throw towards a better rail transport relationship with Vittera - growing its Bulk Division will certainly rely in some part on the potential for additional grain transport in South Australia.
It does seem that the relationship between Viterra and 1Rail is not great.
It would be good for grain though. Adelaide is probably under capacity in its exports.
Does Adelaide have any obvious advantages over Melbourne? One of the big things that holds Melbourne back is the draft of ships that can get in there, hence why Portland is at times more favored, despite the issues with unloading there.