Apart from the Jetty area at Harrison Point, where Code 250 Rail is directly fixed to the baseboards with dome headed brass screws, PECO G-45 track is used throughout the rest of the entire railway, and is fixed at regular intervals to the baseboards with fine 20mm panel pins - The radii on plain lines have all been fixed to a strict standard of 915mm (3ft), and ballast has been provided by a generous supply of 4mm granite chippings from the local quarry.

Left: Standard ballasted G-45 Track - Right: The jetty area with Code 250 Rail Only


All points are manually operated, using systems of levers, rodding, and bell-cranks, and, as many point-ends as possible are always worked from one control lever. This usually numbers two, but in the case of the exit from the Car-Dumper and Loading Bank Siding to the East Chord Line at Harrison Point, three point ends are configured here so that they all work in unison.


Only the Points on the Southbound Main Line at ‘Turnback Points’ (Location 951cm), the set on the north side of Gricer's Bridge, and the points on the Jetty are 'trailable', i.e. a movement in the converging direction will self correct the position of the point as the train passes over it. All other points need to be pre-set before any movements are made over them.

Left: Standard Trailable Points Control Lever - Right: Special Weight Biased Points Control Lever as fitted to the points on the Jetty Lines at Harrison point


Standard Non-Trailable Point Lever - The 'N' donotes the position required for the lever to be in to set the points in the 'NORMAL' lie of direction, i.e. the main route.



Safety features have been fitted to prevent vehicles from running out from sidings and onto any running lines - A trap point has been provided at the exit of the Harrison Point Loading Bank Siding, and mechanical wheel stops have been provided to work in unison with the points in the two sidings at Coolamusta Mine.

Left: Trap Point as installed at Harrison Point - Right: Wheelstop as installed at Coolamusta Mine