Presumably this means the load-sharing agreement between SCT and Interail (Aurizon intermodal) where Interail moves SCT's east coast traffic and SCT conveys any excess Aurizon loading between Melbourne, Adelaide and Perth is about to cease?
An interesting observation last night when looking back over the video footage. 6MB9 also had aurizon loading on the train. A first?I noticed when I came past North Dynon last night that there was a lash up of at least 4 Aurizon locos but no super freighter set up for departure.
6MB7 did not run last night!
Similarly last night the Aurizon Depot was closed and dead whilst across the road PN dispatched an intermodal, an outbound steel, and inbound steel and an inbound intermodal in around 70 minutes at 10PM.(this probably needs either a new thread or to be moved to the PN to aqucre Aurozon... thread but)
Very much in run down mode now.
Today's 2BM9 was a single engine load (SCT006) but interestingly the load included about 6 Aurizon containers when sighted in the NSW Southern Highlands.Thanks 7334 for quoting the full train number from which we can deduce that it was yesterday's (13/11) 2BM9 rather than today's 3BM9 (14/11) assuming that it exists.
You have that right, the biggest winner of the shut down of Aurizon's standard gauge intermodal operations will probably beWith freight being hauled by SCT for Aurizon and volumes decreasing what is PN actually buying in the end and what might be left?I thought that PN/Linfox purchased the Aurizon narrow gauge intermodal business and that Aurizon was shutting down the interstate intermodal.
As MuFreight says only Qld Intermodal and Acacia Ridge are being sold (in separate deals) with the rest being shut down by end Dec 2017 (see link below)With freight being hauled by SCT for Aurizon and volumes decreasing what is PN actually buying in the end and what might be left?I thought that PN/Linfox purchased the Aurizon narrow gauge intermodal business and that Aurizon was shutting down the interstate intermodal.
An interesting news item that came through the Newcastle local radio early this week said that there were around 100 coal ships at anchor off Chinese ports and were unable to unload owing to no unloading/storage areas at the ports, and an over supply of coal to the Chinese Markets.As MuFreight says only Qld Intermodal and Acacia Ridge are being sold (in separate deals) with the rest being shut down by end Dec 2017 (see link below)With freight being hauled by SCT for Aurizon and volumes decreasing what is PN actually buying in the end and what might be left?I thought that PN/Linfox purchased the Aurizon narrow gauge intermodal business and that Aurizon was shutting down the interstate intermodal.
I know a lot of people on RP don't understand this decision (nor do I exactly) but it seems that Aurizon are concentrating all of their resources (pardon the pun) into their bulk haulage business and coal in particular. Intermodal doesn't seem to be able to generate the return on investment that they are seeking but smaller and more nimble players should be able to fill the gaps especially if they have a lower cost base and/or are prepared to take a lower return on investment.
In years to come they may well re-enter the market if different management or a slide in Coal volumes dictate that they look elsewhere for business but for now it's goodnight Irene.
As you maybe aware X31, GWA used to operate a 5 to 6 day per week intermodal between Kewdale and Adelaide. Given the enormous ramp up by SCT and even PN over the years on the E-W Corridor I'm not sure how much loading would be available purely ex Adelaide for GWA and who would be the "anchor" client/clients to provide the base load. Coupled with that is the down turn in construction and hence consumption in WA so whilst a good thought I wonder how much business there would be that wasn't being picked by SCT and PN already. Hence the sighting of Aurizon boxes on an SCT service recently!!!
With Aurizon exiting the Bris > Mel intermodal game and seemingly handing the business to SCT on a platter it makes me wonder about the sequence of events over the last 12 months or so.
Did Aurizon know that they were going down this route when they didn't renew the contract to haul vans for SCT?
Did they even go so far as to tell SCT this in advance to allow SCT to plan and get underway before AZJ ceased running the services, perhaps to help it's own customers to find alternative transport?
With SCT seemingly helping Aurizon to finish up by hauling containers for them in the last few weeks it looks like a pretty cosy relationship between the 2.
I think Bingley it must have been done in association with Westrail because living in the west at that time in the transition period after privatisation elsewhere Westrail L class locos were running an interstate freighter with partial doublestacking at the sametime that National Rail were getting underway. I asked about the nature of this train because there is the the intrastate freighter to Kalgoorlie and the management rep advised me it was in partnership with Genessee and Wyoming. So I'm not disputing yr advice. This was around 1999 maybe.
Did anybody at Aurizon negotiate better terms with CFCLA and then perhaps rightly (who knows) decided it was better to lease. For big players with large fleets you'd expect leasing to cover seasonal movements, not embedded in your core operation I would have thought!!!Do CFCLA leases provide for them to do the maintenance or does the hirer organise it themselves?