The arrangements made regarding movement of product are as agreed between buyer and seller. You probably don't remember far enough back to the LCK PFS [weren't you in High School then?] where the calculations in the PFS estimates were given 'at the factory gate'. Buyer rocks up in their vehicle of choice, it gets loaded by seller. Job done.
You made a bad choice with iron ore. In fact, with iron ore, the mining company is also responsible for chartering and paying for the ship and pays for the transport all the way from mine, onto ship and to the unloading point at country of destination- most often in China. If the ore is then being railed, say, from the Chinese port to a steel works, then that is the responsibility of the buyer.
You crack me up Patmad. You can simultaneously argue that Daelim have rail transportation sorted while arguing they have nothing to do with it. You have a rare talent.
So here's an actual map [source = Wikipedia] of the existing NSW railway system. As you can see, Moree, Armidale and Kyogle are now back in NSW.
In the real world, it is more complex than your borrowed passenger services diagram. But it actually would be to NRZ's advantage to adapt the reality to their needs. The situation would be similar in Victoria but I'm too lazy to look for a suitable map. Many more freight railways than passenger services. SA is a basket case for rail. Mostly gone.
Most of the closures to country lines [in gray] have happened in the last 40 years as old lines reach the end of their economic life and it is deemed too expensive to rehabilitate them for the low amount of traffic offering.
There is a section of about 100 km in orange there, that has recently been completely rehabilitated and upgraded. All done by Australian companies. Not a single Korean bank was involved. Completed in the middle of the Covid pandemic. Despite what my mate Pie-O-My might want you to believe, Australian technical and financial capability is alive and well.
(20min delay)