system operating parameters | 2019 aurizon network · 2019. 7. 22. · historically the sop has...

System Operating Parameters – 2019 PCAR

System Operating Parameters | 2019 Aurizon Network

Aurizon Network 2019

System Operating Parameters / 2019 PCAR 2

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Disclaimer

While all reasonable endeavours have been exercised to ensure all information used and contained in

this document was true and correct at the time of publication, no representation or warranty, express

or implied, is made as to the fairness, accuracy, completeness or correctness of the information,

opinions or conclusions contained in this document.

To the maximum extent permitted by law, Aurizon Network and its directors, employees, affiliates or

agents do not accept and expressly exclude any liability, including, without limitation, any liability

arising out of negligence, for any loss arising from the use of this document or any information

contained in it.

Document Information

Document System Operating Parameters

Version: 2019

Author: Supply Chain Development Manager

Mike Backhouse

Signature

__________________________________________

Endorsed by: Manager Planning and Development

Steve Straughan

Signature:

____________________________________________



Table of Contents

1 Introduction ............................................................................................................................. 4

2 Capacity ................................................................................................................................. 5

3 Network Configuration ............................................................................................................ 9

4 Maintenance Scope ............................................................................................................. 22

5 Network Planning ................................................................................................................. 26

6 Operator planning and logistics............................................................................................ 30

7 Network Scheduling ............................................................................................................. 32

8 Train Operation .................................................................................................................... 34

9 Information ........................................................................................................................... 39

10 Appendix 1: Sectional Run Times ........................................................................................ 46



1 Introduction

1.1 Purpose

1.1.1 Capacity Assessments

Capacity Assessments (CA) of the CQCN are undertaken to determine if there is sufficient Capacity to

meet the Committed (or contracted) Capacity and any changed or additional capacity requested by an

Access Seeker in an Access Application.

Further to these Capacity Assessments undertaken for new or modified access Aurizon Network performs

• Capacity Assessments on an annual basis for publication in the Capacity Assessment Report.

• Capacity Assessments to assess changes to infrastructure or operations to support expansions in

the CQCN.

1.1.2 System Operating Parameters

When a Capacity Assessment is undertaken, it is based on a definition of Capacity and the application of

a defined methodology and input parameters. This document is the System Operating Parameters (SOP)

and describes

• the definition of Capacity applied,

• the methodology,

• the input parameters used and

• an explanation of why these inputs have been used when undertaking the Capacity Assessment.

1.1.3 System Capacity Assessment

System Capacity Assessments are broader assessments of the capacity of the Supply Chain and include

broader supply chain constraints outside of Aurizon Networks control. These may impact how Access

Holders (and Seekers) utilise Capacity.

Following the completion of the Capacity Assessment Aurizon Network will undertake a System Capacity

Assessment.



2 Capacity

The purpose of this section is to

• Provide Aurizon Networks definition of Capacity

• Describe how the definition of Capacity is used within our simulation tools

• Describe the pass and fail criteria of Capacity Assessments

• Explain the exclusions outside of the capacity definition and how the System Capacity

Assessment will incorporate those factors

2.1 Capacity Definition

The definition of the capacity of the network that Aurizon Network applies is

The number of trains that can be operated in the CQCN taking into account the processes by which trains

are scheduled and the impact that Aurizon Network has on

(a) when those trains can be scheduled (availability)

(b) how they operate (cycle time and Network caused losses)”

This excludes external factors1 which Network does not control and there are no contracted

understandings between parties including

• Reliability and availability of rolling stock

• Reliability and availability of mine loadout (and recharge time)

• Reliability, availability and mode of operation of port

2.1.1 Relationship to UT5

Under UT5, Aurizon Network is obliged to complete an annual capacity analysis to determine the

Capacity of the Rail Infrastructure, comprised in each of the Coal Systems it manages. As a result, it is

the capacity of the Rail Infrastructure, not the supply chain as a whole, which is the focus of Aurizon

Network’s Capacity Assessments.

Aurizon Network has developed its System Operating Parameters to align with its contractual

commitments to its access holders. This is important as each of Aurizon Network and its access holders

are bound by those commitments, and they represent an objective baseline from which to measure Rail

Infrastructure capacity. This approach also recognises that Aurizon Network only controls and operates

the Rail Infrastructure and cannot dictate how other supply chain participants approach key

considerations which impact on overall supply chain capability. These considerations include matters

1 These factors are considered part of the System Capacity Assessment



such port operating methodology, mine and port inventory levels, volume and availability of rollingstock

and appetite to invest in infrastructure and systems.

This approach is consistent with UT5, which requires that in conducting its capacity analysis Aurizon

Network must include “consideration of the following factors

(A) The terms of Access Agreements relating to Train Services operating in each Coal System; and

(B) The interfaces between the Rail Infrastructure and other facilities forming part of, or affecting, the

relevant Supply Chain” (clause 7A.4.2(b)(iv))

Access Agreements include the following factors (including factors relating to supply chain interfaces) that

are used in the generation of the System Operating Parameters. These include:

• Number of Train Service Entitlements (TSEs) required

• Mode of operation (even railings)

• The time taken for trains to traverse sections of the network (Section Run Times or “SRTs”)

• The time at interface locations (load and unload times)

• How operators will operate on the network – described in Operating Plans

These parameters are a joint agreement between Aurizon Network and Access Holders on how the

Access Holder will operate on the Rail Infrastructure.

Aurizon Network note that Access Agreements do not always reflect the current scheduling and operating

parameters. Therefore, the parameters relating to loading, unloading and SRTs have been updated to

reflect the scheduled parameters in the 2019 SOP and Capacity Assessment.

2.2 Application within simulation suite

2.2.1 Planning, Scheduling and Operating processes

The process by which trains are planned, scheduled and operated is summarised below, this forms the

basis of the simulation approach and structure of the SOP.

Figure 1: Summary diagram of Planning, Scheduling and Operating processes



2.2.2 Inclusion within the System Operating Parameters O

pera

tor

logis

tics

Customer orders /

demand planning /

train orders

• Network Capacity Assessments are undertaken on the presumption

that the supply chain operates in a manner that meets demand

6

Netw

ork

Logis

tics

Train Scheduling

• Dispatching of trains subject to

o Path availability

o Rolling stock availability

o Loadout availability

7

Tra

in

Contr

ol

Train Operation

• Trains operate through the CQCN subject to variations due to:

o Speed Restrictions

o Network caused DOO loss

8

Area Step Inc Section

Ta

ctical P

lannin

g

Maintenance &

renewals scope

• Input data developed for Capacity Assessments taking into account

demand and intervention frequency

4

Maintenance &

renewals planning

• Input data developed for Capacity Assessments based on the time

taken to undertake different work activities

5

Pathing Availability

• Pathing availability is developed using the pathing tool SLICER taking

into account

o Path separation

o Planned maintenance

o MTP traffic

o Pathing rules

5

Netw

ork

Logis

tics

Opera

tor

pla

nnin

g Fleet & crew

capability

• Network Capacity Assessments are undertaken on the presumption

that

o Access Holders would contract operators to provide sufficient

resources to meet demand

o That operates operate in a manner consistent with their

access agreements and operating plans

6



2.3 Exclusions and incorporation in System Capacity Assessments

There are a range of parameters that there are no contracted understandings between Aurizon Network

and other parties including:

From feedback received during on SOP and BCA, Aurizon Network have identified that there is a desire

from stakeholders to understand the Supply Chain Capability. These items are activities or actions that

affect the Supply Chain Capability and are outside of the control (or agreed interface parameters) of

Network. These include:

• Mine, Port or Train availability:

Losses associated with the (planned) time that mines / ports or rolling stock are not available for the

movement of coal through the supply chain.

• Mine, Port, Train or external DOO loss:

Losses associated with failures and other events outside of the control of Network. This may include

items such as load and unload time variation through to rolling stock failures and coal availability.

• Supply Chain Operation:

The mode of operation and how trains are ordered differ from the even railings basis by which

Network capacity is derived and can lead to losses.

• Payload variation:

Network provides capacity in the form of Train Service Entitlements (TSEs) which are derived using

a payload as part of the Access Request process. Actual payload can vary.

• Force Majeure:

Losses associated with significant events that trigger force majeure events.

• Demand:

The changes in demand above and below the contracted demand

These factors (and other relevant parameters) will be considered in the System Capacity Assessment



3 Network Configuration

This section of the SOP describes the infrastructure used in Capacity Assessments. It contains information

regarding the network:

• Configuration

• Speeds

• Signalling

• Interfaces, including:

o Yards

o Ports

o Mines

• Operational Constraints

3.1 Infrastructure configuration

The infrastructure configuration used in the model reflects the committed infrastructure, which is the existing

infrastructure and modifications already committed to over the life of the capacity analysis.

3.1.1 Planned changes

Capacity Assessments are based on the existing infrastructure with the following changes

• RCS implemented in the Newlands system between Collinsville and Newlands Jn (see section 3.3.1)

• Drake connection in the Newlands system

• Washpool connection in the Blackwater system

• Olive Downs connection in the Goonyella system

• Meteor Downs South connection in the Blackwater system

• Starlee passing loop in the Blackwater system

A summary of the CQCN is provided in Figure 2. A more detailed representation of the network through line

diagrams is provided in the Review of Rail Infrastructure and Line Diagrams for the Central Queensland Coal

Region1 published on the Aurizon website.

1 http://www.aurizon.com.au/Network-site/Pages/Reports-and-QCA.aspx



Figure 2: CQCN summary overview



3.2 Sectional Running Times (SRTs)

SRTs can be sourced from

• Access Agreements

• System Operating Parameters

• Scheduled

• Actual

Historically the SOP has been based on the parameters contracted in Access Agreements. Feedback on previous

SOPs has indicated that this is not preferred, and Aurizon Network notes that Access Agreements do not always

reflect the current scheduling and operating parameters. Therefore, the parameters relating to loading, unloading

and SRTs have been updated to reflect the scheduled parameters in the 2019 SOP and Capacity Assessment

3.2.1 Start / Stop allowances

SRTs are produced for continuous green light running (with the exception of arriving and departing mines, ports

and yards). When scheduling services an increase in time is applied to reflect the additional time to traverse the

section whenever a train needs to start or stop. This additional time is used in the CA whenever a train needs to

start or stop.

Table 1: Start and Stop allowances

System Start Allowance

(min)

Stop Allowance

(min)

Newlands 4 2

Goonyella 5 4

Blackwater 2 3

Blackwater 2 3

Moura 2 3



3.3 Signalling Description

Aurizon Network has three signalling systems in place across the CQCN

• Remote Control Signalling (RCS)

• Direct Train Control (DTC)

• DTC with Main Line Point Indicators (DTC-MLPI)

This section of the SOP describes where each signalling system is and how it is implemented in the Capacity

Assessment. The specific application of the signalling is sourced from the relevant AS plan.

3.3.1 Newlands System

The Newlands system currently operates with a mix of RCS and DTC-MLPI signalling. Full RCS installation has

been deferred while system demand is lower than contract. As this infrastructure will be in place prior to full

contracted capacity being reached, the assessment assumes RCS to be installed across the entire Newlands

System. This provides a better measure of whether full contract can be delivered.

Figure 3: Newlands system and NML train control map



3.3.2 Goonyella system

The Goonyella system has RCS throughout.

Figure 4: Goonyella system train control map.



3.3.3 Blackwater system

The Blackwater system has RCS throughout with the exception of the Rolleston and Minerva branches which have

DTC installed. Memooloo (on the Rolleston branch) has DTC-MLPI installed.

Figure 5: Blackwater system train control map



3.3.4 Moura system

The Moura system is largely RCS with the exception of DTC on the Dakenba branch (to Callide) and DTC-MLPI

west of Moura mine junction to Baralaba.

Figure 6: Moura system train control map



3.3.5 Remote Control Signalling (RCS)

RCS is a system of safe working where rail traffic movements are regulated by signals usually controlled from a

remote location and/or automatically by the passage of rail traffic. The RCS system operates on the principle of

only one rail traffic movement being on a signal section at one time. Key characteristics are as follows:

• Normal authority for rail traffic movements is by

o two, three or four colour light signals for running movements

o position light signals for non-running movements

• A signal at PROCEED is the authority to go forward

• The position of rail traffic on the track is detected by

o track circuits, or

o axle counters

• Points are generally controlled by points machines

The application of RCS in the CA is described below.

Table 2: RCS application in CA

Activity Description Time impact

(mins)

Provision of authority Network controller issues authority on UTC screen which is displayed on

RCS to train crew

Nominal (0)

Movement of trains Following the provision of an authority the time taken for a train to

commence moving

Nominal (0)

Movement of points Route set in UTC requires points to move from Normal to Reverse (or

vice versa)

Nominal (0)

Release of section Train exits a train detection section which is released for the provision of

authority of other trains

Nominal (0)

Explanatory notes

Application of RCS in the CA incurs a total time impact of 0 minutes. The following points explain this in more

detail:

• Provision of authority and movement of points occur in advance of train movements and are not required

to occur in sequence of train movements

• Movement of trains do not incur additional time. These are captured in the start/stop times added to

section run times

• Release of section automatically occurs and is detected via track circuits or axle counters



3.3.6 Direct Traffic Control (DTC)

The movement of rail traffic is governed by instructions contained in DTC Authorities issued by the Network Control

Officer to Rail Traffic Crew.

In Direct Traffic Control (DTC) territory the route is divided into sections known as DTC blocks, which are identified

by Block Limit Boards (see Figure 7). A DTC Authority gives rail traffic possession of the block (or multiple blocks)

up to a nominated Block Limit Board. Ownership of the block(s) will be passed from the Network Control Officer to

the Rail Traffic Crew when the Network Control Officer issues a DTC Authority.

The actual time taken for trains to cross in DTC territory is dependent upon the interval between the first train

arriving and the second train arriving. The parameters used for capacity analysis purposes represent the worst

case arrival times. Waiting times between train arrivals are governed by model dynamics.

Figure 7: DTC Blocks and Position of Block Limit Boards

There are two types of passing loop configuration used in DTC territory:

1. Directional Running

2. Mainline points Indicators (MLPI)

These are described below.



3.3.6.1 Directional Running

In this system the passing loop turnouts are arranged with trailable facing points (TFP) such that trains can travel

through the passing loop without requiring any switching of the turnouts. They are normally arranged such that

loaded trains will always be routed through the mainline and empty trains through the passing loop. This system

has the advantage that train crews do not need to operate the turnouts, they are very simple and inexpensive to

install. The disadvantages are the TFP’s are relatively high in maintenance and require that all trains slow to

25km/h prior to entering the turnout. This is taken into account in the SRT’s.

When trains are required to cross, additional time delays are applied to the trains to replicate the processes that

are carried out to cross another train. These are defined in Table 3: Crossing Time Parameters.

Table 3: Crossing Time Parameters Directional Running

Train Activity Time

1 Traverses section enters crossing loop and stops at Block Limit Board 10 mins

1 Releases Section

2 Traverses section and stops at BLB 5 mins

2 Gets authority to enter station and traverse into Section

2 Pulls forward past BLB, traverses section 5 mins

2 Releases Section once past BLB

1 Gets authority to pass BLB and traverse into Section 6 mins

1 Pulls forward past BLB and traverses Section

Explanatory notes:

Train 1 is first to arrive.

Train 2 is second to arrive.



3.3.6.2 Main Line Points Indicators (MLPI)

Passing loops fitted with MLPI’s have power operated turnouts and illuminated indicators to give train crews

advanced indication of the direction the turnout is set. Train crews needing to enter the passing loop can set the

turnout by use of a hand-held remote control.

The advantages of this type of equipment are:

• It removes the need for manual operation of turnouts by train crew.

• Trains travelling through the mainline can do so at full line speed.

Disadvantages include:

• Higher capital cost than directional running

• Crossing times are longer due to in built safety logic

• Need for mains power supply

Table 4: Crossing Time Parameters -MLPI

Train Activity Time

1 Traverses Section and stops at Block Limit Board

20 mins 1 Sets points for loop road

1 Pulls forward and stops in loop

1 Sets points for mainline

1 Releases Section

2 Traverses Section and stops at BLB 10 mins

2 Gets authority to enter station and next section

2 Pulls forward past BLB and continues to next section

2 Releases previous section

1 Waits second train to clear, gains new authority 21 mins

1 Set points to enter mainline from loop road

1 Pulls forward past BLB and traverses into next section

Explanatory Notes

Application of DTC-MLPI in the CA incurs a total time of 12 minutes. However, additional time is considered for the

Movement of points.



3.4 Electrification

Electric trains can operate throughout the CQCN with the exception of the following areas

• Newlands and GAPE systems north of North Goonyella

• Blackwater system west of Burngrove

• Moura system

• Mt Miller branch

Figure 8: Electrification of CQCN.



3.5 Yards

Yard activities that occur on Network infrastructure by Above Rail Operators are performed in accordance with their

operating plans. These activities as applied to the Capacity Assessment are described in the appropriate operator

appendix.

Non Network yards are included in the capacity model and assumed to provide sufficient capacity for the Above

Rail operators activities and not impact Network capacity.

3.6 Interfaces

3.6.1 Load / Unload times

The primary interfaces between the CQCN and the rest of the supply chain is at mines and ports and are defined

as the time taken to load and unload trains.

These interface parameters can be sourced from

• Access Agreements

• System Operating Parameters

• Scheduled

• Actual

Historically the SOP has been based on the parameters contracted in Access Agreements. Feedback on previous

SOPs has indicated that this is not preferred, and Aurizon Network notes that Access Agreements do not always

reflect the current scheduling and operating parameters. Therefore, the parameters relating to loading, unloading

and SRTs have been updated to reflect the scheduled parameters in the 2019 SOP and Capacity Assessment.

3.6.2 Interface availability and reliability

Capacity Assessments do not take into account constraints to the operation outside of the CQCN interface point.

For instance,

• constraints due to belt routes in ports are not included when assessing network capacity.

• Availability of mine or port infrastructure is assumed to align with rail network capacity



4 Maintenance Scope

This section of the SOP describes how the scope for maintenance and renewal activities is generated including

• The source of historic maintenance and renewals information

• Scope of activities included

• Scaling made to possessions to reflect changes in demand between historic and contracted

4.1 Fixed activities: Maintenance, Renewals and Construction

Aurizon Network’s aim is to best replicate a maintenance and renewal program that aligns accurately with current

practices to provide a realistic view network availability.

4.1.1 Source

In order to best align modelling with current practices Aurizon Network has used the maintenance and renewal

activities detailed in each of the monthly Master Train Plan (MTP) reports for the calendar year of 2018. Aurizon’s

MTP Customer Report is created monthly and contains a detailed outlook of all maintenance and renewal activities

scheduled to be undertaken for the forthcoming month.

4.1.2 Scope

133 individual work types are detailed in the MTP reporting. To create greater simplicity these were allocated into

the below sub groups:

• BCM / Ballasting

• GIJ's

• Level Crossing Maintenance

• OHLE Mtce

• Other

• Rail Repairs

• Re-Railing

• Re-Sleepering

• Re-Stressing

• Spot Resurfacing

• Turnout Mtce

• Undercutting

4.1.3 Scaling

Work products determined by Aurizon’s Network Strategic Asset Plan (NSAP) model as tonnage dependant have

been scaled up proportionally from the tonnes delivered in 2018 compared to that contracted on a system by

system basis. These products are:

• Ballast Cleaning

• Ballasting

• BCM

• Grinder

• Resurfacing

• Spot Resurfacing



• Undercutting

As per the NSAP model, a 1% increase in tonnes delivered equates to an approximate increase of 0.49% in the

tonnage dependant maintenance. This scaling has therefore been applied as an extension to activity durations of

the above products to reach contract tonnes from that delivered in calendar year 2018.

Table 5: Tonnage dependent activity increase

System Base Tonnes Contract Tonnes

Tonnage Increase

Increase of tonnage dependant activity duration

Newlands 29,491,748 50,061,600 20,569,852 34.18%

Goonyella 119,094,507 136,324,656 17,230,149 7.09%

Blackwater 65,008,257 79,280,483 14,272,225 10.76%

Moura 11,957,976 16,493,724 4,535,748 18.59%

4.1.4 Possession time

The resulting possession times for each system are summarised below by activity and month

Table 6: Possession hours by activity and system

Activity Blackwater Goonyella Moura Newlands

BCM / Ballasting 2155 1682 48 68

GIJ's 130 90 8

Level Crossing Maintenance 154 61 4 8

OHLE Mtce 189 22 74

Other 735 391 98 221

Rail Repairs 540 332 33 33

Re-Railing 301 330 22

Re-Sleepering 508 173 51 4

Re-Stressing 413 154 57 10

Spot Resurfacing 286 90 115 11

Turnout Mtce 636 100 65 30

Undercutting 106 114 15

Table 7: Possession hours by month and system

Month Blackwater Goonyella Moura Newlands

Jan 397 256 7 8

Feb 483 66 17

Mar 602 271 134 51

Apr 381 242 48 67

May 493 438 31 55

Jun 609 464 59 64

Jul 597 403 65 43

Aug 427 291 43 37

Sep 527 199 58 28

Oct 703 287 77 15

Nov 618 305 33 9

Dec 316 317 19 9



4.1.5 System Closures

The number of system closure hours in years subsequent to 2018 are substantially less across the four systems.

This has been as a result of a concerted effort to compress scope and maximise efficiency where possible for

FY20.

It is assumed that the increased scope in each system in future years (due to increased tonnes) will increase the

closure durations to no more than the closure hours in 2018.

The following system shuts are included in the Capacity Assessment.

Table 8: System closure hours per system

Month Blackwater Goonyella Moura Newlands

Jan 12 12 10 24

Feb 12 12 11 24

Mar 36 24 12 24

Apr 36 36 36 24

May 36 16 24

Jun 12

Jul 24 58 24

Aug 24 48 12 108

Sep 48 48 60

Oct 58 24 12 54

Nov 48 24 12 21

Dec 36

The majority of tonnage dependant activities conducted in the Newlands and Moura systems take place in their

respective system closures, they have therefore been scaled by the same ratios of the tonnage dependant

maintenance activities (Newlands 34.18% and Moura 18.59%) to reach a contract tonnage state.

This has resulted in an additional 41hrs and 77hrs of system closure hours in the Moura and Newlands systems

respectively.



4.2 Moving maintenance activities

In addition to the fixed activities that require possessions for the work to be undertaken there are moving activities that are undertaken to:

• Inspect the infrastructure

• Transport material or work trains to / from site

• Perform maintenance on the move (i.e. grinding)

To establish the amount of moving activities to incorporate within the Capacity Assessment a review was performed of 2018 records. Historical maintenance train data was sourced from the Vizirail Datawarehouse for a period of 1 calendar year – 01/01/2018-31/12/2018. The 3205 train services are maintenance trains moving or working between locations and does not include on track machinery movements within maintenance possessions. A summary of the services identified through the analysis is provided in Table 9 below.

Table 9: Maintenance moving activities service category

Maintenance moving activities Service Category Proportion of services

Resurfacing and Lining (MMA070/MMA500/MMA501) 40%

Ballast Train 8%

Turnout Grinder (MMY030) 8%

Mainline Grinder (MMY031) 7%

Rail Inspection Vehicle (RTI Test Car) 7%

Ballast Clean and Drainage (RM900) 4%

Weed Spray Truck 5%

Rail Train 2%

Others (Sleeper, track laying, Track Geometry, Tuition, Scissor & unidentified) 19%



5 Network Planning

This section of the System Operating Parameters refers to the activities undertaken to:

• Plan non-coal (MaTP) traffic

• Plan maintenance and renewals

• Provide available capacity information for the scheduling of services

5.1 Non Coal (MaTP Services)

The provision of capacity for Non-Coal trains on the CQCN is a legislative requirement of the Transport

Infrastructure Act (TIA) 1994. The TIA specifies the minimum number of train paths to be made available to Non-

coal services. Non-coal trains are typically included in the Master Train Plan (MaTP) developed in conjunction with

Queensland rail for services operating on the NCL.

The MaTP contains the following types of traffic:

• Livestock

• Passenger:

o Tilt Train

o Sprit of Outback

o Spirit of Queensland

• Freight

• Light Engine1

To ensure that the Capacity Assessment is based on an adequate representation of Non-coal traffic the MaTP has

been compared to the TIA requirements. Where it was found that the MTP had less trains operating than in the TIA

additional trains were added to the simulated MaTP.

5.1.1 Seasonal traffic

Seasonal grain traffic is not included in the MaTP.

5.2 Alignment with supply chain interfaces

All port and mine maintenance and renewal activities are assumed to occur in alignment with network closures and

other network activities. I.e. – there is no capacity loss assumed with these activities when undertaking Capacity

Assessments and coal is assumed to be available at the mine.

1 Paths to facilitate Light Engine movements are not preserved under the TIA



5.3 Pathing Plan

The AN Tactical Planning team develop pathing plans to advertise the paths that are available for Access Holders

to operate trains on. These are based on the constraints from MaTP services, possessions and moving products.

This approach is replicated in the Capacity Assessment as described below.

5.3.1 Network Pathing

A base template for train paths is developed for each system based on the achievable headway through each

component as described in Table 10 below.

Table 10: Model Pathing.

Section Empty Separation Loaded Separation

Newlands

Abbot Point – Pring Headway separation Demand basis for port availability

Pring – Birralee 36 minutes – fixed times Headway separation

Goonyella

Hay Point – Jilalan Headway separation Demand basis for port availability

Jilalan – Coppabella 20 minutes – fixed times 20 minutes – fixed times

Coppabella – Gregory Jct Headway separation Headway separation

Coppabella - Wotonga Headway separation Headway separation

Wotonga – Blair Athol Headway separation Headway separation

Wotonga – North Goonyella Jct Headway separation Headway separation

Blackwater

Callemondah – Bluff1 15 minutes – fixed times 20 minutes – fixed times

West of Bluff Headway separation Headway separation

Moura

Callemondah – Dumgree2 90 minutes – fixed times Headway separation

This differs from the pathing templates used by the tactical planning team in the following respects:

• Newlands System

Capacity Assessments assume that RCS has been implemented through the Newlands system resulting in a

lower path separation than currently used.

1 Empty coal traffic travels in the Down direction 2 Empty coal traffic travels in the Down direction



5.3.2 Pathing Plan

The following flow chart describes how activities that affect availability are incorporated into the simulation.



5.4 Availability

The resulting availability (described in the number of daily empty and loaded paths available by month is provided

in Table 11 to Table 14.

Table 11: Average daily available paths by month in Newlands

Newlands Paths Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun

Empty / day 38.0 34.3 36.0 35.8 37.0 38.8 37.5 36.8 37.2 35.8 37.0 37.6

Loaded / day 37.1 34.1 35.6 35.5 36.6 38.4 36.9 37.7 36.8 35.0 36.8 37.0

Table 12: Average daily available paths by month in Goonyella

Goonyella Paths Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun

Empty / day 54.5 55.6 59.5 60.6 61.2 59.3 58.4 64.0 60.4 62.6 60.6 55.1

Loaded / day 54.2 55.2 58.2 60.2 60.5 58.6 58.4 63.0 59.7 61.9 60.0 54.8

Table 13: Average daily available paths by month in Blackwater

Blackwater Paths Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Empty / day 58.0 55.7 52.3 46.9 48.5 60.8 58.2 46.8 50.7 58.9 58.1 59.3

Loaded / day 43.0 41.9 39.3 34.5 35.4 46.3 41.2 32.7 36.6 42.8 42.7 43.4

Table 14: Average daily available paths by month in Moura

Moura Paths Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Empty / day 13.5 14.5 13.1 14.1 15.4 13.6 15.2 14.4 13.0 13.7 14.6 14.1

Loaded / day 13.3 14.4 12.9 14.1 15.1 13.5 15.0 14.2 12.7 13.4 14.1 13.8



6 Operator planning and logistics

6.1 Train Operation

6.1.1 Fleet Size

The modelling process seeks to ensure that all demand is met, therefore the quantum of rolling stock modelled

may differ from that operated in each system. When undertaking a Capacity Assessment Aurizon Network adjusts

the quantum of rolling stock to meet the demand requirements. This is primarily because the fleet sizes each

operator may have in each system may not match that required to meet the demand scenario considered in the

Capacity Assessment

The number of trains used for the Capacity Assessment will be published in the relevant Capacity Assessment

report.

6.1.2 Payloads

Because Aurizon Network provides capacity in terms of TSEs (rather than tonnes), any increase in payload beyond

contract assumptions, will not have any impact on network capacity, unless that increase in payload results in

consumption of an additional path or changes the interface parameters. The Capacity Assessment is therefore

performed to understand if the number of Train Service Entitlements (TSEs) can be achieved.

Payloads from Schedule F of UT5 are used to convert the TSEs into mtpa for information purposes in the Capacity

Assessment.



6.2 Cycle description

The ability of Network infrastructure to deliver Access Holder demand depends on the design of the above rail

operation. This operation is included within the capacity assessment to enable the planned operation to be tested.

Typically, operators generally plan and operate to the following cycle in the CQCN:

• Train departs home depot

• Crew change at designated point

• Arrive mine and load train

• Crew change at designated point

• Arrive port and unload train

• Return to home depot

• Relieve crew

• Provision train for next journey

• Undertake any train inspections, maintenance and shunting

Aurizon Network sources information relating to each operator’s cycle from the relevant Operating Plan

supplemented with information from scheduled operations. This interpretation of the cycle is provided in each

operator specific appendix which includes:

• Cycle Description

Description of the train cycle including crew changes, operations in yards and other activities en-route

• Interface times:

The times used for interface locations (load / unload)



7 Network Scheduling

This section of the SOP describes how Coal train services that operate within the CQCN are scheduled within the

Capacity Assessment. This includes:

• The demand

• How rolling stock is assigned to meet demand

7.1 Demand

The CQSCM is a discrete event simulation model used to generate schedules using business rules based on the demand entered. This demand, entered as TSEs is

• Converted into a number of train orders required

• Scaled by the number of days in the month.

Demand used in the Capacity Assessment is provided in the relevant Capacity Assessment report.

7.2 Dispatching

During the simulation the train orders are injected into the CQSCM Dispatcher. The dispatcher is a queue based management system that registers the orders and allocates them to available trains. The dispatcher prioritises orders to maximise order fulfilment equally across all demand

Within the CQSCM’s Dispatcher, several sub-processes are executed to determine if a train accepts the order and

commences its service. To enable a successful allocation of an order to a train to form an active service, all sub-

processes must successfully complete.

These are:

• Availability of Network Paths

This process controls the Network Path allocated to a train. When a Network Path is available, the Dispatcher

reserves the Network Path for the train and continues to evaluate the other sub-processes. In the event a

network path is not available, train orders are not processed and are queued.

• Train Configuration applicability

This process checks to ensure the train configuration is suitable for the available order. In some cases, there

are restrictions on the train configurations such as Electric trains operating to non-electrified origins.

• Train Loadout management

This process predicts the trains arrival time at the mine to ensure the loadout is available to accept the train.

The availability of the loadout is evaluated to minimise train delays at the loadout.

• Route availability

This process evaluates the availability of the track network to ensure the train can reach its origin mine. In the

event an outage on the network is encountered, the Dispatcher will prevent the service from being created and

seek to find a suitable time that aligns track network and mine availability.

• Empty direction

Prior to dispatching a train service from the origin, the model looks forward in time. This determines if the

train service is able to traverse the track to the destination load out without being blocked by a closure or

track possession. If the model detects that one of these two events will block the train from reaching its

destination, the train service will not dispatch.



The model continuously re-evaluates to dispatch a train service. This method will see that trains depart

their respective service origin to arrive at the section under closure or possession at a point in time when

the track becomes available.

The look ahead function in the model utilises reference train SRTs and considers scheduled dwells such

as crew changes. Variation to SRTs and contracted dwells is not considered in this method. Based on

this approach the model may dispatch a train service in the empty direction that will be blocked by a

closure or possession, dependant on the variation levels entered.

Network paths are also considered and managed in the Dispatcher for the mainline corridor.

• Loaded direction

Train services departing the mine assess the availability of the track up to the next point of capacity (i.e.

signal or passing loop). Using this method in the model, train services will proceed along their route to

the identified separation location where trains dwell for network paths.

Once a train arrives at the separation point, a network path is allocated to a train. Trains will dwell at the

separation location until the network path time is reached and will then continue the journey to the

destination port.

During the trains journey, the train continues to assess the track sections being traversed to ensure the

network is available. In the event congestions or an outage is reached, trains will proceed once the

following sections and/or queued trains have cleared.

The dispatcher seeks to fulfil demand equally across all contracts by prioritising those that have achieved the

smallest proportion of their demand during the simulation period.



8 Train Operation

This section of the System Operating Parameters describe how the Capacity Assessment replicates the operation

of trains across the CQCN through:

• Network Control

• Speed of trains (speed restrictions)

• Day of Operations loss

• Force Majeure

8.1 Network Control

The management of a trains journey in the CQSCM is handled through a Track Control process. The purpose of

this process is to continuously monitor the situation of trains on the track network and determine the next possible

moves similar to that of a Network Controller operating trains, including.

• Manage conflicts at a nodal level to pass trains at crossing locations

• Manage the route set ahead to avoid deadlocks

• Manage the routing of trains around maintenance being undertaken on the track network

• Manage the trains entire journey to ensure its cycle is completed

• Manage activities in yards and allocation of roads in a yard

• Manage safe-working and headway constraints of the track network

8.2 Temporary Speed Restrictions (TSRs)

To replicate the impact of TSRs on the rail network, historical data for the CQCN for 1/1/18 to 31/12/18 was

analysed. This information was used to generate a set of representative speed restrictions through the following

process:

• Collate historical speed restrictions

Records of the location, duration and speed limit imposed across the CQCN were collated for a 12 month

period

• Determine time impact

The impact of the TSR was determined by calculating the additional time taken to traverse the speed

restriction length (including decelerating and accelerating) compared to the time taken to cover the section

without speed restrictions applied.



Figure 9: Assumed impact to train speed used to calculate TSR impact to SRT

• Inclusion in the Capacity Assessment

A table was generated that identified for each TSR the:

• Location

• Track

• Start Date / End Date

• Time impact

Table 15 to Table 18 illustrates the typical speed restrictions (total minutes) applied on each branch of the CQCN

systems in the Capacity Assessment. The impact of these speed restrictions is dependent on the amount of traffic

operating over each speed restriction.



Table 15: Typical speed restrictions applied (total minutes) in the Newlands system

Corridor Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

GY Wotonga > NML Jn - - 0.2 1.2 - - - 0.1 6.4 6.4 6.4 2.3

NL Birralee > NML Jn 1.1 4.0 5.9 4.6 2.9 4.8 4.8 4.1 3.2 1.6 2.5 2.0

NL McNaughton Branch 0.4 - - - - - 0.1 - - - - -

NL Ports 2.1 1.2 3.2 4.0 1.9 0.9 0.9 1.0 3.1 3.0 2.3 -

NL Pring > Birralee 1.1 0.6 4.0 3.4 1.0 0.4 0.3 3.4 1.3 10.3 13.2 10.6

NL Total 4.7 5.8 13.3 13.1 5.8 6.0 6.0 8.6 14.0 21.3 24.3 15.0

Table 16: Typical speed restrictions applied (total minutes) in the Goonyella system


GY Blair Athol Branch 1.3 1.5 0.7 1.3 2.9 1.7 2.7 1.5 1.8 2.2 2.0 1.9

GY Coppabella > Saraji 7.2 7.1 6.6 11.5 12.2 9.2 11.9 4.9 7.5 7.2 6.9 6.9

GY Coppabella > Wotonga 9.9 11.1 12.2 10.8 3.6 1.5 0.6 - 4.4 9.3 12.4 21.0

GY Hail Creek Branch - 4.6 9.3 3.3 - - - - - 0.3 3.0 0.5

GY Jilalan > Coppabella 13.6 17.7 15.7 17.5 18.7 17.0 17.1 23.0 28.2 25.2 16.3 16.6

GY North Goonyella Branch - - - - - - 0.5 - - - - -

GY Ports 0.2 - 1.0 8.1 7.4 9.2 9.5 1.2 0.4 - 1.8 5.6

GY Riverside Branch - - - - - - - - - - 4.7 6.2

GY Saraji > Bundoora 6.0 4.8 5.5 1.5 2.6 12.4 12.4 12.4 11.9 8.6 12.4 7.4

GY Waitara Branch - - 0.6 0.1 - - - - 0.1 0.8 - -

GY Wotonga > NML Jn 5.1 5.3 3.8 6.5 7.4 8.8 0.6 1.1 3.1 1.6 2.5 0.9

GY Total 43.3 52.1 55.5 60.7 54.8 59.7 55.3 44.1 57.4 55.2 62.0 67.0



Table 17: Typical speed restrictions applied (total minutes) in the Blackwater system


BW Bluff > Burngrove 23.3 23.7 22.0 20.2 17.5 3.9 3.3 4.1 3.4 3.8 12.4 9.4

BW Boonal Branch - - - - - - 1.3 8.6 3.6 1.6 0.2 1.2

BW Bundoora > Burngrove 1.0 5.3 6.9 5.8 5.2 10.3 14.8 14.2 8.8 1.8 1.8 5.4

BW Callemondah > Bluff 87.9 94.4 107.4 100.4 87.2 100.8 89.4 69.6 89.0 93.6 104.9 70.5

BW Curragh Branch 0.2 5.7 6.0 6.0 0.7 0.1 15.8 24.1 - - - -

BW EEQ Branch 1.0 0.5 - - - - - - 0.2 - - -

BW Ensham Branch - - - - - - - - - - 1.4 3.3

BW Gordonstone Branch 0.1 - - - - - 1.0 0.0 - - 0.6 0.4

BW Gregory Branch 0.3 0.5 - - - 1.1 0.6 0.9 4.8 4.8 7.5 2.6

BW Kinrola Branch - - - - - - 3.5 4.9 3.0 - - -

BW Koorilgah Branch - - 5.5 10.5 10.5 10.5 10.5 0.6 - 1.1 0.5 -

BW Minerva Branch 41.7 37.1 38.0 38.0 38.0 36.7 36.2 36.2 36.3 42.6 36.8 27.6

BW Ports - 1.3 - - 1.7 3.9 7.9 4.3 10.8 10.3 4.9 6.8

BW Rangal > Burngrove - - 0.6 - 4.8 2.4 - - - - 0.5 0.9

BW Rangal > Rolleston - 3.7 5.8 3.5 6.8 3.6 3.4 9.4 6.8 7.7 3.7 2.5

BW Bundoora > Burngrove 3.8 3.8 3.8 3.8 3.8 3.0 0.3 1.5 2.3 5.9 2.1 2.9

BW total 159.4 175.8 196.1 188.2 176.2 176.2 188.0 178.2 168.8 173.2 177.3 133.5

Table 18: Typical speed restrictions applied (total minutes) in the Moura system


MA Baralaba Branch - - - 1.6 7.3 7.3 7.3 7.3 7.3 7.3 6.1 11.9

MA Callide Branch 10.7 13.7 13.5 10.3 17.5 16.1 5.6 5.6 5.6 8.5 14.1 7.9

MA Mainline 37.6 43.1 33.0 22.1 20.2 14.0 10.4 14.1 21.6 21.6 16.4 10.8

MA Ports 4.1 7.5 7.0 3.1 - 3.7 4.5 4.3 4.3 4.3 4.3 4.3

MA total 52.4 64.2 53.4 37.2 45.0 41.2 27.8 31.2 38.7 41.7 40.8 34.8



8.3 Network caused Day of Operations Losses

Day of operations losses result from a number of varying influences, which include (but are not limited to):

• Adverse weather conditions (excludes those declared as Force Majeure)

• Infrastructure faults and failures

• Incidents at interfaces (e.g. level crossing incidents, trespassing)

These can manifest in the DOO as delays and failures. To represent this, the operating logic in the dynamic model

randomly applies cancellations to 10% of empty train services scheduled to depart the origin.

8.4 Force Majeure

Force Majeure Events are not included in the Capacity Assessment, which is in accordance with all Access

Agreements whereby obligations are suspended during a Force Majeure Event.



9 Information

9.1 Train Service Entitlements

Aurizon Network provides capacity in the form of TSEs i.e. the provision of the ability for an Access Holder to

operate a specified number and type of train services between a mine and a port. Aurizon Network determines the

number of TSEs that are required to be contracted based on throughput and payload assumptions provided by the

Access Seeker in the COP. Two TSEs are required for cyclic traffic, one for the empty leg and one for the loaded

leg.

The derivation of TSEs from a tonnage is described below:

Table 19: Train Service Entitlements calculation Table.

Value Source / Calculation

million tonnes per annum (MTPA) Access Holder / Seeker

Train payload (tonnes) Access Holder / Seeker

Annual TSEs = 2 * (MTPA / Payload)

Monthly1 TSEs = Annual TSE / 12

The agreed TSEs are included in the Access Agreement.

1 Rounding of fractional part of TSE calculation based on method described in section 0



9.2 Measurement of capacity

9.2.1 Monthly scaling

To ensure there is sufficient network capacity to service existing and future contracts TSEs are tested in the

dynamic Capacity Model based on a 30 day month with adjustments made for non 30 day months. Once scaled for

the non-30-day months adjustments are made as per the following:

• if the remainder of TSEs are less than or equal to 0.29, then round down

• if the remainder of TSEs are greater than 0.29, then round up

9.2.2 Pass / Fail criteria

Capacity Assessments are assessed on a monthly basis to determine if the demand can be met for each month.

• Each mine / port combination must achieve all TSEs in each month of the simulation

• Capacity is limited at the worse performing month.

Available Capacity is determined as the over achievement of demand through the simulation. This Available

Capacity is illustrative only as does not take account of the specific demand which may be required. Specific

scenarios can be initiated by Access Seekers through the Access Request process.

Capacity



9.3 Definitions and Abbreviations

Definition Meaning

Above Rail Delay A delay to a Train Service from its scheduled Train Path in the DTP, where that delay can

be attributed directly to an Access Holder (including, if applicable, its Nominated

Railway Operator) in operating its Train Services, but excludes:

(a) cancellations;

(b) delays resulting from compliance with a Passenger Priority Obligation; and

(c) delays resulting from a Force Majeure Event.

Absolute Capacity The maximum number of Train Paths (calculated on a Monthly and annual basis) that can

be provided:

(a) in each Coal System; and

(b) for the mainline and each branch line of each Coal System,

using the following assumptions:

(c) the Rail Infrastructure is not affected by maintenance, renewal or Expansion

activities;

(d) there are no speed restrictions affecting the Rail Infrastructure;

(e) there are sufficient origins and destinations, and sufficient infrastructure at those

origins and destinations, to enable all Train Paths to be utilised;

(f) there are no delays or failures occurring in the relevant Supply Chain;

(g) there is sufficient rollingstock and other above rail assets to enable all Train Paths to

be utilised; and

(h) the minimum headway of the relevant Coal System.

Access Holder Unless expressed to the contrary, a person that has been granted Access Rights to

operate Train Services on all or part of the Rail Infrastructure.

Access Seeker Subject to clause 4.9(a) and unless expressed to the contrary, the entity that provides

Aurizon Network with a properly completed Access Application, but does not include

a request to enter into a Train Operations Deed.

Available Capacity Capacity, excluding all Committed Capacity.

Below Rail Delay A delay to a Train Service from its scheduled Train Path in the DTP, where that delay can

be attributed directly to Aurizon Network, but excludes:

(a) cancellations;

(b) delays resulting from compliance with a Passenger Priority Obligation; and

(c) delays resulting from a Force Majeure Event.

Below Rail Transit Time For a Train Service travelling between its origin and destination, the sum of:

(a) the relevant nominated section running times (in the direction of travel) as specified in

the Train Service Entitlement;

(b) identified Below Rail Delays for that Train Service;

(c) the time taken in crossing other Trains to the extent that such time is not contributed

to by Above Rail causes or Force Majeure Events or otherwise included in paragraph

(a) of this definition; and

(d) delays due to Operational Constraints directly caused by the activities of Aurizon

Network in maintaining the Rail Infrastructure, provided such delays are not

contributed to by Above Rail causes or Force Majeure Events or otherwise included

in paragraphs (b) and (c) of this definition.

Below Rail Transit Time

Percentage

For a type of Train Service specified in a Train Service Entitlement, the proportion

(expressed as a percentage) calculated by dividing the Below Rail Transit Time by the



Definition Meaning

maximum sectional running times (as set out in the relevant Access Agreement) for all

relevant sections (as set out in the relevant Access Agreement).

BRTT Below Rail Transit Time

Capacity The aggregate of Existing Capacity and Planned Capacity.

Capacity Analysis A simulation modelling assessment of the Available Capacity of the Rail Infrastructure,

based on the Network Management Principles, System Operating Parameters,

System Rules, Train Operator’s Operating Plans and any requested Access Seeker’s

Access Rights, to determine, as the context requires:

(a) Available Capacity;

(b) whether there is sufficient Capacity to accommodate Committed Capacity;

(c) whether there is sufficient Available Capacity to accommodate the requested Access

Rights not yet considered to be Committed Capacity;

(d) if there is insufficient Capacity to accommodate Committed Capacity, the Expansions

required to provide the Shortfall Capacity to accommodate Committed Capacity (and

an indicative estimate of the cost of such works and timing for completion);

(e) if there is insufficient Available Capacity to accommodate requested Access Rights

not yet considered to be Committed Capacity, whether Expansions are required to

provide the additional Capacity to accommodate the requested Access Rights (and

an indicative estimate of the cost of such works and timing for completion); and

(f) the operational impacts of the requested Access Rights including the impact of the

requested Access Rights on the, Network Management Principles, System Operating

Parameters, System Rules and Train Operator’s Operating Plans,

and which:

(g) provides a sufficient basis to enable Aurizon Network to finalise the relevant Train

Service Entitlement, initial timetable, applicable Access Charges and associated

funding arrangements (subject to other variations identified in the negotiation

process); and

(h) for information purposes only:

(i) includes the Monthly available tonnes based on Nominal Train Payloads

outlined in Schedule F; and

(ii) identifies the assumed split of traffic to different destinations serviced by the

relevant Coal System.

Committed Capacity That portion of the Capacity that is required:

(i) to meet Train Service Entitlements;

(j) to satisfy Aurizon Network’s obligations under clause 7.3(d) in respect of a Renewing

Access Seeker;

(k) to comply with any Passenger Priority Obligation or Preserved Train Path Obligation;

(l) to provide Access Rights where Aurizon Network has, in relation to those Access

Rights, contractually committed to construct an Expansion; and

(m) to provide Access Rights where Aurizon Network has, in relation to those Access

Rights, contractually committed to construct a Customer Specific Branch Line.

CQSCM Central Queensland Supply Chain Model

Customer A person in respect of which an Access Holder or an Access Seeker is or is intending to

use Access Rights to provide Train Services for that person (in that Access Seeker’s or

Access Holder’s capacity as a Railway Operator).

Cyclic Traffic A traffic, the Train Service Entitlements in respect of which are defined in terms of a

number of Train Services within a particular period of time, for example, a year,

Month, week or day. Coal traffic is an example of such traffic.

DTC Direct Traffic Control



Definition Meaning

Dwell Where a Train stops for a short period on Rail Infrastructure at locations specified by

Aurizon Network as required for crew changes, meal breaks and maintenance, examination

and provisioning of that Train.

Existing Capacity Absolute Capacity, net of:

(a) Aurizon Network’s reasonable requirements for the exclusive or partial utilisation of

the Rail Infrastructure for the purposes of performing activities associated with the

maintenance and repair of the Rail Infrastructure, including the operation of work

Trains; and

(b) Aurizon Network’s allowances for “day of operations” losses, speed restrictions and

other operational losses or restrictions applicable to the Rail Infrastructure as set out

in the System Operating Parameters.

Infrastructure Service

Providers Those parties who provide maintenance, construction and other related services in respect

of the Rail Infrastructure.

Loading Time The time between a Train Service arriving at a Nominated Loading Facility and that same

Train departing the Nominated Loading Facility, and for the purpose of clarity, this time

runs from when a Train Service arrives at the entry signal to the Nominated Loading Facility

until it has completed loading, presented at the exit signal, is ready to depart the Nominated

Loading Facility and has advised the relevant Network Controller accordingly.

Maintenance Work Any work involving maintenance or repairs to, or renewal, replacement and associated

alterations or removal of, the whole or any part of the Rail Infrastructure (other than

Infrastructure Enhancements) and includes any inspections or investigations of the Rail

Infrastructure.

Major Periodic Maintenance Activities that renovate the Rail Infrastructure to retain it in a functional condition completed

on Track sections at intervals of more than one year, and includes activities such as

re-railing, rail grinding, resurfacing, re-signalling, communications upgrades, renovating

structures, ballast cleaning and re-sleepering.

MaTP Master Train Plan containing the planned time of scheduled traffic

Operational Constraint Any restriction on the use of any part of the Rail Infrastructure that impacts adversely on

Train Services, including speed restrictions, load restrictions, Possessions or signalling or

overhead restrictions

PACE Possession Aligner and Capacity Evaluator

Planned Capacity The additional Train Paths (calculated on a Monthly and annual basis) that is expected to

result from an Expansion that Aurizon Network is contractually committed to

construct, taking into account:

(a) Aurizon Network’s reasonable requirements for the exclusive or partial utilisation of

the Rail Infrastructure resulting from that Expansion for the purposes of performing

activities associated with the maintenance and repair of the Rail Infrastructure

resulting from that Expansion, including the operation of work Trains; and

(b) Aurizon Network’s allowances for “day of operations” losses, speed restrictions and

other operational losses or restrictions applicable to the Rail Infrastructure resulting

from that Expansion as set out in the System Operating Parameters.

Railway Operator The meaning given to that term in the TIA and, for clarity, includes an Access Holder’s

nominated Train Operator.

Railway Operator (TIA

definition)

(a) means a person who operates rolling stock on a railway; but

(b) does not include the Authority.

RCS Remote Control Signalling

Supply Chain Group (a) A group that has been established as a supply chain coordination group for the

purpose of coordinating some or all aspects of the planning or operation of a Supply

Chain; or



Definition Meaning

(b) a group which has the support of sufficient participants in the Supply Chain to

effectively perform that coordination purpose,

but in each case the group includes consideration of the service taken to be declared

under section 250(1)(a) of the Act.

TIA Transport Infrastructure Act 1994 (QLD)

Train Operator A person nominated by an Access Seeker or an Access Holder to operate Train Services

for that Access Seeker or Access Holder under the terms of a Train Operations Deed.

Unloading Time The time between a Train Service arriving at a Nominated Unloading Facility and that same

Train departing the Nominated Unloading Facility, and for the purpose of clarity, this time

runs from when a Train Service arrives at the entry signal to the Nominated Unloading

Facility until it has completed unloading, presented at the exit signal, is ready to depart the

Nominated Unloading Facility and has advised the relevant Network Controller accordingly.



Appendices



10 Appendix 1: Sectional Run Times

Table 20: Newlands and GAPE SRTs

Location from Location to Empty Loaded

Newlands trunk

Abbot Point Kaili 13 17

Kaili Durroburra 8 10

Durroburra Pring 11 3

Pring Buckley 5 6

Buckley Armuna 13 15

Armuna Aberdeen 12 10

Aberdeen Binbee 12 9

Binbee Briaba 14 15

Briaba Almoola 16 31

Almoola Collinsville 6 6

Collinsville McNaughton Junction 4 4

McNaughton Junction Sonoma Junction 7 6

Sonoma Junction Birralee 10 10

Birralee Cockool 15 16

Cockool Havilah 15 18

Havilah Newlands Junction 13 13

Northern missing link

Newlands Junction Leichardt Range 8 7

Leichhardt Range Byerwen Junction 11 12

Byerwen Junction Suttor Creek 11 11

Suttor Creek Eaglefield Creek 21 24

Eaglefield Creek North Goonyella Junction 8 8

North Goonyella branch

North Goonyella Junction Riverside 15 14

Riverside Goonyella 6 7

Goonyella Moranbah North Junction 5 4

Moranbah North Junction Wotonga 16 15

Blair Athol branch

Wotonga Moranbah 19 15

Moranbah Caval Ridge Junction 3 5

Caval Ridge Junction Villafranca 13 17

Villafranca Mount McLaren 18 22

Mount McLaren Blackridge 21 23

Blackridge Blair Athol Junction 15 21




Wotonga to Coppabella

Wotonga Isaac Plains Junction 3 2

Isaac Plains Junction Mallawa 3 3

Mallawa Carborough Downs Junction 8 12

Carborough Downs Junction Broadlea 5 5

Broadlea Coppabella 13 19

South Goonyella branch

Coppabella Moorvale Junction 5 16

Moorvale Junction Ingsdon 2 4

Ingsdon Millennium Junction 5 8

Millennium Junction Red Mountain 7 7

Red Mountain Winchester 9 9

Winchester Peak Downs 13 12

Peak Downs Harrow 13 15

Harrow Saraji 6 8

Saraji Lake Vermont Junction 16 18

Lake Vermont Junction Dysart 4 3

Dysart Stephens 7 7

Stephens Norwich Park 9 11

Norwich Park Middlemount Junction 12 17

Mine spurs

Blair Athol Junction Blair Athol 3 2

Byerwen Junction Byerwen 10 10

Caval Ridge Junction Caval Ridge 15 12

Lake Vermont Junction Lake Vermont 11 7

McNaughton Junction McNaughton 8 6

Middlemount Junction Middlemount 21 11

Newlands Junction Newlands 8 9

Riverside Riverside Balloon 4 1

Sonoma Junction Sonoma 9 1



Table 21: Goonyella SRTs


Goonyella Trunk

Dalrymple Bay Dalrymple Bay Staging 3 3

Dalrymple Bay Staging Dalrymple Crossover Points 4 6

Hay Point Hay Point Entry 4 8

Hay Point Entry Dalrymple Crossover Points 9 4

Dalrymple Crossover Points Praguelands 7 6

Praguelands Jilalan 6 1

Jilalan Yukan 7 10

Yukan Black Mountain 13 19

Black Mountain Hatfield 12 12

Hatfield Bolingbroke 12 12

Bolingbroke Balook 13 14

Balook Wandoo 7 14

Wandoo Waitara 11 14

Waitara Braeside 10 6

Braeside Mindi 9 14

Mindi South Walker Junction 7 7

South Walker Junction Tootoolah 6 6

Tootoolah Macarthur Junction 4 4

Macarthur Junction Coppabella 9 5

Coppabella Broadlea 11 19

Broadlea Carborough Downs Junction 2 5

Carborough Downs Junction Mallawa 9 9

Mallawa Isaac Plains Junction 2 4

Isaac Plains Junction Wotonga 2 3

South Goonyella branch

Coppabella Moorvale Junction 6 13

Moorvale Junction Ingsdon 2 2

Ingsdon Millennium Junction 5 7

Millennium Junction Red Mountain 6 6

Red Mountain Olive Downs Junction 6 5

Olive Downs Junction Winchester 3 3

Winchester Peak Downs 13 11

Peak Downs Harrow 13 14

Harrow Saraji 6 13

Saraji Lake Vermont Junction 15 22

Lake Vermont Junction Dysart 4 3

Dysart Stephens 7 7

Stephens Norwich Park 9 11

Norwich Park Middlemount Junction 12 17

Middlemount Junction Bundoora 2 3

Bundoora German Creek 4 6




German Creek Oaky Creek 15 20

Oaky Creek Lilyvale 13 12

Lilyvale Gregory Junction 1 2

Blair Athol branch

Wotonga Moranbah 16 16

Moranbah Caval Ridge Junction 4 3

Caval Ridge Junction Villafranca 12 16

Villafranca Mount Mclaren 17 21

Mount Mclaren Blackridge 21 22

Blackridge Blair Athol Junction 16 19

North Goonyella branch

Wotonga Moranbah North Junction 16 17

Moranbah North Junction Goonyella 4 3

Goonyella Riverside 4 4

Riverside North Goonyella Junction 12 15

Mine spurs

South Walker Junction Bidgerley Junction 5 1

Bidgerley Junction South Walker (Bidgerley Balloon) 6 2

Bidgerley Junction Hail Creek 38 30

Blair Athol Junction Blair Athol 2 3

Carborough Downs Junction Carborough Downs 9 1

Caval Ridge Junction Caval Ridge 13 11

Goonyella Goonyella Balloon 2 1

Isaac Plains Junction Isaac Plains 5 2

Macarthur Junction Macarthur (Coppabella Mine) 5 1

Mallawa Burton 3 1

Middlemount Junction Middlemount 19 9

Millennium Junction Millennium 2 2

Moorvale Junction Moorvale 6 1

Moranbah North Junction Moranbah North 3 4

North Goonyella Junction North Goonyella 3 3

Peak Downs Peak Downs Balloon 5 2

Riverside Riverside Balloon 4 1

Saraji Saraji Balloon 1 2



Table 22: Blackwater SRTs


North Coast Line

Callemondah Mount Miller 12 14

Mount Miller Wiggins Island Junction 2 2

Wiggins Island Junction Yarwun 1 2

Yarwun Aldoga 6 7

Aldoga Mount Larcom 9 12

Mount Larcom Ambrose 4 4

Ambrose Epala 5 7

Epala Raglan 9 8

Raglan Marmor 11 10

Marmor Bajool 8 9

Bajool Archer 9 10

Archer Midgee 7 8

Midgee Rocklands 8 9

Blackwater trunk

Rocklands Gracemere 7 8

Gracemere Kabra 11 15

Kabra Warren 6 6

Warren Wycarbah 11 10

Wycarbah Westwood 9 10

Westwood Windah 10 19

Windah Grantleigh 10 12

Grantleigh Tunnel 8 9

Tunnel Edungalba 10 19

Edungalba Aroona 11 10

Aroona Duaringa 7 10

Duaringa Wallaroo 13 15

Wallaroo Tryphinia 11 10

Tryphinia Dingo 12 14

Dingo Umolo 7 8

Umolo Parnabal 3 4

Parnabal Walton 8 4

Walton Bluff 11 13

Bluff Boonal Balloon Points 9 12

Boonal Balloon Points Blackwater 12 13

Blackwater Sagittarius 3 6

Sagittarius Rangal 5 5

Rangal Burngrove 7 8




South Goonyella (Gregory) branch

Burngrove Washpool Junction 7 8

Washpool Junction Crew 1 1

Crew Mackenzie 12 14

Mackenzie Fairhill 11 12

Fairhill Yan Yan 12 13

Yan Yan Gregory Junction 9 10

Gregory Junction Lilyvale 2 2

Lilyvale Oaky Creek Junction 13 15

Oaky Creek Junction German Creek Junction 16 16

German Creek Junction Bundoora 2 4

Bundoora Middlemount Junction 2 2

Middlemount Junction Norwich Park 14 14

Norwich Park Stephens 10 12

Stephens Dysart 8 7

Dysart Lake Vermont Junction 3 5

Rolleston branch

Rangal Tikardi 7 6

Tikardi Boorgoon Junction 5 6

Boorgoon Junction Kinrola Junction 6 8

Kinrola Junction Kenmare 23 22

Kenmare Memooloo 27 34

Memooloo Starlee 31 30

Starlee Meteor Downs Junction 17 18

Meteor Downs Junction Rolleston 8 8

Minerva branch

Burngrove Tolmies 3 2

Tolmies Comet 23 35

Comet Yamala 20 24

Yamala Nogoa 18 21

Nogoa Minerva Balloon 92 98

Domestic and export terminals

Golding Gladstone Powerhouse Junction 8 5

Gladstone Powerhouse Junction Callemondah 10 7

Gladstone Powerhouse Callemondah 11 2

Wiggins Island Wiggins Island Staging 8 6

Wiggins Island Staging Wiggins Island Junction 6 7

Comalco Balloon Junction Fisherman's Landing 6 9

Stanwell Powerhouse Warren 5 3




Mine spurs

Boonal Balloon Points Boonal Balloon 3 1

German Creek German Creek Balloon 5 4

Kinrola Junction Kinrola 6 4

Lake Vermont Junction Lake Vermont 12 19

Mackenzie Ensham 12 10

Oaky Creek Junction Oaky Creek 6 6

Sagittarius Curragh 13 11

Yan Yan Gordonstone Balloon 13 12



Table 23: Moura SRTs

Location From Location To Empty Loaded

Moura trunk

Callemondah Byellee 8 11

Byellee Stowe 15 13

Stowe Graham 5 9

Graham Stirrat 10 9

Stirrat Clarke 20 24

Clarke Fry 10 11

Fry Mount Rainbow 21 24

Mount Rainbow Dumgree 19 29

Dumgree Boundary Hill Junction 13 17

Boundary Hill Junction Annandale 3 1

Annandale Earlsfield 7 14

Earlsfield Belldeen 23 23

Belldeen Moura Mine Junction 21 39

Callide branch

Earlsfield Koonkool 7 5

Koonkool Dakenba 26 20

Dakenba Callide Coalfields 17 21

Mine spurs

Boundary Hill Junction Boundary Hill 7 4

Moura Mine Junction Moura Mine 2 2

Moura Mine Junction Baralaba Balloon Loop 31 31

Gladstone surrounds

Gladstone QAL SDG South Gladstone 5 7

Parana Callemondah 11 10

South Gladstone Parana 7 10

system operating parameters | 2019 aurizon network · 2019. 7. 22. · historically the sop has...

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