War Time History of the Commonwealth RailwaysComrails Logo

War Time History of the Commonwealth Railways

Central Australia Railway

Pre-war Facilities

A brief outline of the rollingstock and facilities on this railway at 30th September 1939, is given in the following :-

Note: The rollingstock on this railway is for narrow gauge 3'6" track.



Coaching Stock and Brakevans

"Special Car"1
"Sleeping cars"1st1
"Sleeping cars"2nd 1
"Sitting-Up cars"1st & 2nd8
"Sitting-Up cars"2nd1
"Dining cars"1
"Composite Relay vans"8
"Brakevans, bogie"5

Freight Vehicles

Open GoodsBogie19
Louvre VansBogie1
Covered (box)Bogie3
Cattle VansBogie88
Sheep VansBogie12
Flat WagonsBogie33
Equivalent in 4-wheeled vehicles to 449293

Service and Miscellaneous Stock

Hospital vans, bogie1
Coal Hopper van, bogie1
Water tank wagons, 4000-gallons, bogie18
Water tank wagons, 2000-gallons, 4-wheel25

Water Supplies for Locomotives

StationMileage from Port AugustaFacilities
Port AugustaTown Supply, 6,741,400 gallons
Quorn25Reservoir, wells and bores
Hawker65Reservoir 4,365,600 gallons
Mern Merna87Two reservoirs, 2,641,700 and 2,524,200 gallons
Brachina107Two reservoirs, 4,896,700 and 3,750,000 gallons
Beltana144Reservoir 5,078,400 gallons
Copley163Reservoir 4,562,600 gallons
Farina198Two reservoirs, 5,334,900 and 2,576,475 gallons
Callana240Reservoir 7,444,400 gallons
Alberrie Creek264Reservoir 4,963,200 gallons
Beresford326Reservoir 8,141,500 gallons
Anna Creek373Well
Edwards Creek414Well
Mt. Dutton453Reservoir 7,400,000 gallons
Alberga504Reservoir 18,000,000 gallons
Pedirka544Reservoir 38,000,000 gallons and well
Alice Springs771Wells

Crossing Loops

Their were 50 crossing loops each an average of 16 miles apart.

Goods Sidings

Their were 48 goods sidings.

Coaling Points

LocationMileage from Port AugustaCapacity
Port AugustaBin (100-tons) and pit 16,000-tons (used also for Trans-Australian Rly.
Quorn25100 tons
Hawker6530 tons
Parachilna12130 tons
Beltana14430 tons
Copley16330 tons
Farina19830 tons
Marree231200 tons (elevated bin)
William Creek356150 tons
Edwards Creek414200 tons
Mt. Dutton45325 tons
Abminga587100 tons
Alice Springs771100 tons


The normal pre-war traffic on this railway consisted of two "mixed" trains weekly to Marree (231 miles), and one mixed train to Alice Springs, plus special livestock and supply trains, which varied according to season and conditions.

The country through which this railway passes is similar to that traversed by the Trans-Australian Railway, in that beyond Hawker - 41 miles north of Quorn - it is not suitable for agricultural development and is sparsely settled. Along this route too, there is not one permanent running stream. The rains are seasonal.

Some activity existed along the route in the direction of mining for ochre, talc, mica, wolfram, tantalite and other minerals, but the principal sources of traffic were from pastoral properties, the gold mining industry at Tenant Creek, and the township of Alice Springs.

There were indications of an increase of passenger traffic prior to the was as interest quickened in the tourist attractions of Central Australia and the pleasant winter climate at Alice Springs.

During the year 1940/41, the movement to the Darwin area of a great concentration of troops and equipment made necessary an urgent enlargement of all facilities on the Central Australia Railway. Locomotive and rollingstock were hired from the South Australian Railways Department, and additional volunteer running staff was obtained from State Railway systems. After this first big movement was completed, the heavy traffic on this line continued.

Japan's entry into the war late in 1941 brought the overland route via this railway, the North-South road and the North Australia Railway, even more prominently into the spotlight of immediate strategic need and importance. In February 1942, the bombing of Darwin showed clearly the perils of sea transport round the northern coastline, and great volumes of troops, equipment and supplies were thereafter transported overland to operational areas in the North. The traffic on the Central Australia Railway rose dramatically from three to fifty-six trains per week, with a corresponding increase in the number od Departmental trains for the conveyance of coal and other essential supplies.

The following table of basic statistics illustrates the meteoric increase in the service given by this railway:-

For Twelve Months Period
Train mileage282,1811,742,5471,854,747
Goods ton-mileage87,596,314562,816,419595,520,409
Working Expenditure£207,510£820,251£1,044,157
  1. Rollingstock
  2. Sidings and Yard Accommodation
  3. Water Supplies
  4. Workshops, Running Sheds, etc.
  5. Accommodation for Staff
  6. Communications
  7. Coal and Other Running Supplies


circa 1940,Wiles Cooker - CB 768 circa 1940,Wiles Cooker - CB 768

Immediate relief of the position in regard to locomotive power was available through the hire of 3'6" gauge "T" class locomotives from the adjoining South Australian Railways. The number of "T" class locomotive hires during the was period varied of course, with the traffic and the availability of other locomotives power. In November 1941, two were hired, and by May 1942, the number had increased to thirty-four (34).

Towards the end of the crucial year 1942, the strain on the main workshops at Port Augusta in the maintenance of locomotives and rollingstock required to provide the tremendously increased services, was approaching breaking point. As a result of successful tests of through running of engines between Terowie and Alice Springs, an agreement was entered into with the South Australian Railways for that Department to take over the full servicing of "T" class locomotives engaged on the "through" running.

In addition, the South Australian Railways undertook the overhaul of a number of "NM" class locomotives, and standard gauge boilers. This work proved a great relief to the overtaxed Commonwealth Railways workshops, and was of much assistance in the task of keeping locomotives in good running condition. circa 1940,Wiles Cooker - CB 768

From the Queensland Government Railway eleven (11) "C16" class locomotives and 110 wagons (60 bogie and 50 4-wheel) were hired. The locomotives were placed in service progressively from 5th June 1942, but, owing to difficulty in obtaining material required to place the wagons in serviceable condition, the first of these was not available for traffic until November 1942. In June 1943 it was decided to return to Queensland the whole of the wagon stock hired, together with three locomotives that were in bad condition. The last of the remaining eight locomotives was released from traffic in October of the same year, and all were returned to Queensland after workshops attention.

In the third year of the war, fourteen (14) brakevans were hired from the South Australian Railways for use as relay vans.

During 1943/44 the Directorate of Locomotive and Rollingstock Construction, Land Transport Board, made available to Commonwealth Railways a total of 373 standard 40-ft. narrow gauge bogie underframes. Of these, 263 were used for the construction of the following bogie vehicles for the Central Australia Railway:-

Type of VehicleQuantity
Open goods wagon ("NGc")120
Covered goods wagon ("NVb")41
Louvred wagon ("NLa")20
Flat wagon ("NRf")65
Composite relay van ("NARb")17
The remainder (110-No.) were sent to the North Australia Railway, and particulars will be given under that heading.

The following vehicles were constructed in the Commonwealth Railways Workshops during the war period:-

Type of VehicleQuantity
Dining car1
Sleeping car, 1st and 2nd class1
Louvre van, bogie1
Covered goods wagon, 4-wheel1
Explosives van, 4 wheel1
Constructed on Australian Land Transport Board standard underframes and bogies:-
Type of VehicleQuantity
"NHRb" class Composite relay vans (partly constructed by South Australian Railways)13
Employees' vans (2 "NE" class, 2 "NEa" class)4
"NGc" class low-sided open goods wagons, bogie120
"NRf" class flat wagons, bogie.65

The following conversions and alterations also were carried out in the Commonwealth Railways workshops

2cattle vans, bogie, to covered goods vans
2cattle vans, bogie, to brakevans
2brakevans (1 "NYAb", 1 "NYb" class) to "NYR" class with sleeping accommodation.
1composite relay van, "NHBR" class, to brakevan "NHR" class with sleeping accommodation.
12nd class brakevan ("NYBa") to Pay car.
32cattle vans to flat wagons (re-converted 1944)
5sheep vans, bogie, to flat wagons for transfer to North Australia Railway.
4cattle vans, bogie, for conveyance of Army personnel
4cattle vans, bogie, for use as mobile kitchens
20flat wagons bogie, strengthened for conveyance of Army tanks.

It is necessary, too, for the Port Augusta organisation to contribute a considerable amount of work in the direction of supply of rollingstock to the North Australian Railway. "Yx" class locomotives, purchased from the South Australian Railways, were transported by rail to Alice Springs and thence by road to North Australia. Where necessary, parts were stripped and packed, wheels were turned and axle boxes overhauled before dispatch.

During the period that the traffic was at peak density on this line, it was impossible to transport livestock southward by special trains. To overcome this difficulty, cattle vans were utilised for the conveyance of service goods on a number of Military trains, and used in their normal capacity for transport of cattle in the return direction from Alice Springs to Adelaide.

As on all other railway systems in Australia, the weight of war operations most effectively demonstrated the great disability caused by the differences in track gauges. On the Trans-Australian Railway, apart from the many other difficulties encountered through this cause, the fact that no adjoining system was of the same gauge meant that emergency rollingstock purchased or hired, could be obtained only by transport as freight. Whilst this did not apply to the Central Australia Railway, the activities on the latter system highlighted the enormous spending of manpower and equipment at the break-of-gauge point, Terowie in South Australia. There the whole of the vast movements of troops, equipment, supplies and engines of war that were railed to the Northern Territory, had to be transferred from broad gauge (5'3") to narrow gauge vehicles. Had the tide of warfare moved to the Western coastline, necessitating perhaps the withdrawal of forces from the North, the facilities at Port Augusta for the transfer of equipment from narrow to standard gauge vehicles would have proved a serious bottle neck.

Sidings and Yard Accommodation

The first work carried out as a result of war conditions was directed on 14th February 1941, and comprised the construction of four additional crossing loops between Oodnadatta and Alice Springs, and the extension of seven existing sidings between Copley and Oodnadatta. The whole of this work was completed within twelve days.

Later, further work was carried out at Alice Springs. Details of these works are as follows:-

Sidings for the sole use of the Defence Department were laid down at Alice Springs in 1941 to facilitate the handling of the huge quantity of stores required to go forward over the North-South road. In May 1942, a siding (820-ft. standing room) was opened at 976¾ Miles (just south of Alice Springs) where a petrol depot was established by the R.A.A.F.. 2.3.1938 NM 23 crossing pig sty Margaret 505.5 Miles

In April 1942, work began on a programme which became known as "Project 52" because this was the reference to special funds provided for the work by the Department of the Army. This programme was intended to provide facilities for the movement of personnel and 500 tons of loading per day, and comprised, in addition to enlarged traffic siding accommodation, the provision of locomotive running sheds, coal handling plants, water supplies, accommodation for staff, and equipment for additional gangs (all of which will be described later), and the extension of workshops at Port Augusta (to which previous reference has been made).

Details of the siding and accommodation provided under "Project 52" are given hereunder:-

Additional Crossing Loops
StationMileage from Port AugustaStanding Room (feet)
Lake Eyre2841,100
Margaret Siding3031,100
Peake Creek4331,100
North Creek4641,100
Mt. Rebecca5331,100
Mt. Emery5551,100
Abminga (second loop)587930
Wall Creek5991,100
Crown Point6191,100
Musgrave 6391,100
Mt. Squire6581,100
Maryvale 6971,100
Deep Well7231,100
Mt. Polhill7411,100
Mt. Ertiva7611,100
Extension of Existing Sidings and Provision of Dead-end Sidings
StationMileage from Port AugustaCrossing Loops extended to (feet)Dead-end Sidings Provided (feet)
Woolshed Flat14990-
Mern Merna871,100-
Nilpena1321,100200 (extended by 150)
Telford 1691,100-
Callana 2401,100-
Alberrie Creek2641,100-
Coward Springs3111,100-
William Creek3561,100-
Anna Creek3731,100-
Box Creek3831,100-
Duff Creek4031,100-
Warrina 4241,100-
Mt. Dutton4531,100-
Alberga 5041,100100
Mt. Sarah5221,100-
Pedirka 5441,100100
Ilbunga 5641,100100
Abminga 5871,100-
Rodinga 7091,100100

Also under this project the following work was carried out:-

StationMileage from Port AugustaParticulars of Work
Brachina107Provision of 200-ft. loop for water gins, extensions of 10-ft. rail decked culvert.
Beresford326Provision of short goods loop 200-ft. off crossing loop.
Edwards Creek414Apex of triangle extended by 450-ft.
Oodnadatta478Goods siding extended north by 635-feet.
Abminga587Re-location and extension of triangle removal and re-erection of goods shed, goods loading ramp, platform, and signals; associated with provision of new crossing loop and extension of siding loop.
Alice Springs771Additional sidings to serve marshalling sidings. Extension by 400-ft. of cattle siding. Construction of additional goods shed 40' x 30' with 12' x 10' interior office. Extension existing goods shed & goods platform.
Port Augusta-Extension of Stores Yard.

Water Supplies

Water supplies on the Central Australia Railway were not sufficient to cope with the greatly increased traffic requirements, and conditions in 1941 were similar to those on the Trans-Australian Railway. Of seventeen reservoirs, water was not available in eleven for periods varying from four to nine months, and one reservoir was dry for the whole year. One of these reservoirs had been previously dry for twice in forty years. Extensive haulage of water in rail tank cars was necessary. these conditions made the preparations for the conveyance of vastly increased tonnages very much more difficult than might otherwise have been expected.

In the following year, 1941/42, surface supplies of water were very low for about nine months, and the use of bore water was necessary on a large scale. The underground water proved very inferior and interfered with engine working. To overcome this, water treatment plants were installed at many locations.

A brief description follows of the work done to improve water supplies:-

Previously the water supplies at Quorn were drawn from the railway reservoir and, when that was exhausted, from the town supply at Mt. Arden, and the Corporation bore. Because of the low pressure in the mains, this was not entirely satisfactory, and to improve the supply, a bore was suck to a depth of 305-ft., and a flow of 9,000 gallons per hour was obtained.
At this location the normal supply was from a reservoir, and a five-inch bore with a capacity of 2,880 gallons per hour. Another bore was sunk to 350 feet for a flow of 4,000 gallons per hour.
Here a bore was put down for use in case of emergency. Details are - depth 90ft., capacity 2,800 gallons per hour. The water obtained was a potential source of heavy scaling in locomotive boilers, but was capable of successful treatment.
The original provision for water supply was one reservoir and one bore. To meet the war conditions the supply was duplicated to the following detail:-
  • New reservoir - capacity 4,510,000 gallons.
  • Depth of new bore - 335 feet.
  • Capacity of new bore - 10,000 gallons per hour.
The quality of the water in the bore was scale forming, but capable of treatment.
A new bore was put down at this location to replace the existing well, which had a supply of only 1,000 gallons per hours. The bore, 303 feet deep, produced only 1,500 gallons per hour, and the water was not so good in quality as was expected, but it nevertheless was an improvement on the well supply.
The advisory geologist considered it would be valueless to bore a Copley, so an additional reservoir was constructed adjacent to the existing catchment, the capacity being 5,100,000 gallons.
An additional reservoir was constructed, with a capacity of 6,480,000 gallons.
The casing on the existing bore was so corroded it could not be withdrawn. Another bore was sunk to a depth of 392 feet, and this resulted in a flow of 3,000 gallons per hour. The water was capable of treatment for locomotive use.
An additional reservoir was built, with a capacity of 4,720,000 gallons. This brought the total storage capacity at this place to 9,271,000 gallons.
Alberrie Creek
A bore was suck here to meet requirements when the reservoir became exhausted. At 690 feet the artesian flow of 480 gallons per hour, which started at 220 feet, had not increased. As the capacity was not sufficient for locomotive requirements, the bore was not developed further.
There being no watering facilities at this place, a bore was constructed which at 450 feet produced a flow of 3,200 gallons per hour. The water, if used raw, would cause priming in a locomotive but was capable of treatment by the lime-soda process.
The existing supply from a 7 million gallon reservoir was considered too unreliable. A bore was suck to a depth of 310 feet adjacent to the catchment area, and resulted in a flow of 5,000 gallons per hour. The water was a little worse than that found at Curdimurka.
Anna Creek
Efforts to improve supplies at this location were of no avail. The original supply was from a well of a depth of 85 feet and a capacity of 1,000 gallons per hour. Drives were constructed in the well with a view to increasing its capacity, but these resulted in an improvement of only 100 gallons per hour. A bore was sunk to the south of the well, but after reaching, at a depth of 410 feet, a flow of 4,000 gallons per hour, it was found that the water had a total salt content of 3 grains per gallon, and the bore was abandoned.
Edwards Creek
The capacity of the existing bore - 1,500 gallons per hour - was insufficient. A new bore at 623 feet struck a supply with a capacity of 7,000 gallons per hour. The water was capable of successful treatment.
Mt. Dutton
Here a reservoir was the only source of supply. A bore was put down to a depth of 367 feet and, although a flow of 6,500 gallons per hour was obtained, the water was very poor in quality and not capable of successful treatment.
The reservoir at this location, although having a capacity of 18 million gallons, was not very reliable. With a view to increasing this supply, a bore was put down to a depth of 1,127 feet, resulting in a flow of 6,500 gallons per hour. The quality of the water was poor, but capable of successful treatment. The main disadvantage was the temperature, which was about 127 deg. Fahr., and for continual use some means of cooling would have been required.
The reservoir at Pedirka was abandoned because of high percolation losses. A bore was put down to a depth of 1,310 feet for a supply of 14,000 gallons per hour. This water was scale-forming and if required for extensive use would have needed treatment.
The original bore here was always a source of trouble, due to sand. A second bore was sunk to a depth of 860 feet for a supply of 1,000 gallons per hour. This water was suitable for use in locomotive boilers only in very small quantities.

Later a weir was constructed on the creek side of the station yard. When filled to capacity this banked the water back for about a mile and ensured an almost permanent supply of good water.

Twin bores existed at Finke, sunk when the railway was constructed to Alice Springs, but these frequently became defective through sanding-up. A new bore was constructed just north of the old site and, at 364 feet a good supply was struck, having a capacity of 6,100 gallons per hour. Although the water from the new site was a little more saline than that from the old bores, it could be used extensively without treatment.
Deep Well
There was no railway water supply here at all, and to avoid the hauling of water tanks wagons from Bundooma (40 miles away), a bore was sunk, with the following results:-
Total depth286 feet
Water level173 feet
Capacity7,920 gallons per hour.
Water Treatment Plants
Water treatment plants were at the following locations:-
LocationType of PlantCapacity (gallons per hour)
Edwards CreekKennicott5,000
Pumping Plants
At seventeen locations, new and more powerful pumping plants were installed to lift the water from new bores or to improve on existing plants which were note capable of meeting the increased demands.

Workshops, Running Sheds etc.

The details given under the heading of "Trans-Australian Railway" of the extensions necessary to the Port Augusta workshops apply also to the Central Australia line, because these facilities are common to both railways.

It was necessary also to extend locomotive running shed facilities at Quorn, a completely new shed being constructed, and to construct and establish new sheds at Marree, Oodnadatta and Alice Springs. The buildings, ashpits, drop-pits, etc. were constructed under contract. Track work for the four new depots was carried out Departmentally, involving the laying of fifty leads and 11,800 lineal yards of track.

Accommodation for Staff

Accommodation for the additional staff required for all Branches constituted a major problem. In the main, accommodation for single men was needed.

In May 1942, a contract was let for the construction of 19 single-room station buildings, 23 two-roomed living quarters, and 5 sets of living quarters, each consisting of 3 bedrooms and a kitchen dining room. These were for the use of Traffic staff at outlying stations on the Central Australia Railway.

At Quorn, accommodation for the big influx of train crews and additional locomotive shed staff was alleviated by taking over three shops in the town, and by renovating and equipping these and an old Departmental house. For Traffic staff, the existing resthouse was extended by six rooms.

To provide additional resthouses for locomotive engine crews, and living accommodation for shed staff at other locomotive depots, a contract was let in September 1942 for the construction at Port Augusta of 41 two-roomed living quarters and 2 single-roomed station buildings.

Later, an additional 25 two-roomed quarters were built under contract, and further quarters were constructed Departmentally.

Between February and October of 1942, the track maintenance staff was increased from 127 to 259. The additional men were housed in tents. In December of the same year it was decided to reduce all gang lengths to 20-miles, and establish 17 new gangs at the following locations:-

At those locations where gangs were already established, the second gang was accommodated in the barracks already provided. At Hookina, Mundowdna and Beresford, old maintenance cottages which had not been used for many years were repaired.

Married gangers were established at Beltana, Edwards Creek (2), Oodnadatta and Alice Springs, and three two-roomed quarters were provided at each locality for those men not otherwise accommodated.

Modern barracks, each comprising six rooms with eight-feet verandah surrounding, were built under contract at eight locations, viz., Alberrie Creek, Alberga, Ilbunga, 818½-Miles (Duffield), Rumbalara, Bundooma and 932¾-Miles (Deep Well).


At the outbreak of was, trains were worked under the Permissive Block system of safeworking. In this system, orders are issued by Stationmasters over long distances, and arrangements for crossings are planned far in advance. As the density of war-time traffic increased on this railway, it became necessary to institute a systems capable of providing greater flexibility of working and, at the same time, of handling efficiently a greater number of trains.

It was decided to introduce working under Train Control, and the Postmaster-General's Department's engineers devised and installed the necessary telephone lines, and improvised instruments which enabled the system to be established in May 1943. train Control centres were established at Quorn, Marree, Oodnadatta and Alice Springs, and from these four points Train Controllers took charge of all train movements on the Central Australia Railway.

Coal and other Running Supplies

Late in 1941 the increased traffic being handled made it imperative that the methods of handling coal should be improved. At that time locomotives were fuelled by manual labor at all depots excepting Marree, where there was an elevated road and bin. At Quorn and Abminga, engines were coaled direct from rail trucks, involving of course, delay to the vehicles which were greatly in demand for movement of other loading.

The problem was reviewed on the basis of traffic expected, viz.:-

Port Augusta to Quorn28 trains weekly
Quorn to Marree44 trains weekly
Marree to Alice Springs38 trains weekly
with a coal consumption of approximately 60-lbs. per mile for each locomotive. The estimated quantities of coal to be handled were as under:-
Coaling DepotMileage from QuornDistance between Coaling PointsAverage Weekly Coal Requirements (tons)Capacity of Existing Coal Stages (tons)
Alice Springs747185189100

An efficient scheme to supply requirements was sought, embodying the following points:-

  1. Provision for quick unloading of coal from trucks.
  2. Provision for fast coaling of engines.
  3. Storage for at least 400 tons, all of which could be mechanically handled.

Four schemes were considered. Briefly, these were:-

  1. A crawler mounted diesel-operated grab bucket of about 1½ cubic yards capacity, to unload trucks to storage stack or 100-ton elevated bin, or from storage stacks to engine tenders, the grab bucket to handle not less than 40 tons per hours.
  2. Provision of a 10-ton concrete hopper into which coal could be offloaded by tilting trucks with side tipping arrangement; the coal then to be elevated to a 100-ton bin by means of a 1½-ton skip hoist. Coal to be stored in excess of the capacity of the bin would be offloaded by manual labor.
  3. Trucks to be tilted to an angle of 21 degrees, and offloaded by hand on to a concrete floor with storage capacity of 350 tons. (it was estimated that by this method two men could offload eight tons in three minutes). Coal then to be bulldozed on to a 14-inch rubber belt conveyor about 228 feet in length, with a capacity of 20 tons per hours. The belt would be provided with a tripper which would tip the coal on to a steel scraper conveyor capable of being traversed the full length of a 50-ton coal bin.
  4. A mechanical grade transporter similar to those in use at Broken Hill and Tocumwal for handling iron ore. The plant would have a capacity of 70 tons per hoppers and would require modification for filling of a 50-ton coal bin. The transporter would need to be elevated about 13 feet. (This scheme was limited to localities where electric power was available, as three motors would be required for hoisting and traversing movements.)

Of the four schemes, the first was considered the most suitable.

Two (2) secondhand "Ruston" 2½-cubic yards steam navvies, fitted to traverse on 5'3" gauge track, were purchased in 1942. These had been in use on the South Australian Government's South Eastern Drainage Scheme.

Three (3) "Thole" 6-ton locomotive steam cranes, owned by the Netherland Harbour Works Construction Company, were also purchased. These were fitted for traversing on rails at 7'10" centres, and had had considerable use.

It was necessary to fit the cranes and one steam navvy with single-line self-dumping grabs of 38/46-cubic feet capacity. These were purchased from Morison & Bearby Ltd., Newcastle. Special pulleys were cast for each machine required to operate a grab.

The whole of the work done for the improvement of coal handling is summarised hereunder:-

LocationWork carried out
Port Augusta
  • Installation of one (1) 2½-cubic yard "Riston" steam navvy as additional facility for loading coal from bin into trucks.
  • Existing bin widened and sidings altered to accommodate navvy.
  • Special tracks laid for navvy.
  • Installation of 2½-cubic yard "Riston" steam navvy and self-dumping grab, on special 4'8½" gauge tracks.
  • Construction of overhead coal bin of 50-tons capacity.
  • Installation of "Thole" 6-ton steam crane and self-dumping grab, on special 8-ft gauge tracks.
  • Construction of overhead coal bin of 50-tons capacity.
  • Installation of "Thole" 6-ton steam crane and self-dumping grab, on special 8-ft gauge tracks.
  • Construction of overhead coal bin of 50-tons capacity.
  • Installation of "Thole" 6-ton steam crane and self-dumping grab, on special 8-ft gauge tracks.
Alice Springs
  • Construction of coal stage of 100-tons capacity (transferred from Quorn and rebuilt).

The overhead coal bin at Abminga was constructed Departmentally, but those at Quorn, Marree and Oodnadatta were built under contract.

Consumption figures for coal and other running supplies are given in the appendices.