Definately look like grain bunkers do when they're empty, Ian. Assuming the imagery is the same as that around Saddleworth, to the west of Eudunda, the Saddleworth grain bunkers are holding a lot more grain. Is the Eudunda area considered marginal for cropping? Are these bunkers filled every year? Are the silos used?

It's on a disused line - the old broad gauge Burra line.

It's on a disused line - the old broad gauge Burra line.

Can this line be utilised to move grain from the silos at Saddleworth?

Well ... who can blame them....they've just posted a measly $30billion profit for the last 12 months, haven't they?  

BHP makes $58m profit per day

Update Global mining giant BHP Billiton has posted a record half-year profit of $US10.52 billion, upped the dividend it will pay shareholders and plans to return $10 billion in cash to its many shareholders.

For the six months to the end of December, the company posted revenue of $US34.166 billion ($34.3 billion) this morning, up 39 per cent on the same period the year for 2009.
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Much of the rise was attributed to soaring iron ore, copper and oil prices, mainstays of the world's biggest miner's business.

Profit rose a whopping 71.5 per cent. In Australian dollars, the profit was $10.56 billion, based on today's exchange rate. That is the equivalent of $57.7 million a day, and the largest interim profit recorded for an Australian company.

BHP is the world's biggest mining company. With a market value of 247.5 billion dollars, it accounts for almost one-fifth of the main ASX200 share index of Australia's top 200 companies. By contrast, the market value of the big four banks - CBA, NAB, ANZ and Westpac - totals a combined $278 billion, based on yesterday's closing numbers.

Still, the monster profit numbers weren't enough to spark a share price gain today. BHP shares were down as much as 91 cents, or 1.9 per cent, in morning trade to $46.45, in part because of weaker commodity prices overnight.

BHP's profit before one-off items - unusual expenditures - was $US10.7 billion ($10.74 billion), compared with market-watchers' expectations of $US10.3 billion.

http://www.theage.com.au/business/bhp-makes-58m-profit-per-day-20110216-1avjt.html

It's on a disused line - the old broad gauge Burra line.

Can this line be utilised to move grain from the silos at Saddleworth?

--Bill

Bill (Freightgate), at present there is no rail line to Roxby Downs / Olympic Dam. Freight would have to be trans-shipped at Pimba for the last 90km to Roxby Downs of 105km to Olympic Dam. While you and I see this as a better option that the road trains, BHP obviously does not, although I believe they are interested in putting in a line to the mine, maybe it's been mentioned in the EIS? Certainly should have been, IMHO.

BHP are only interested in a line to the mine if the taxpayer picks up the tab.

It should be remembered that all of the ore mined at Olympic Dam is processed on site, and a rail link was never seen as viable.
The Plans for the proposed expansion do however call for a rail link, but then the expansion will mean a massive increase in production.

It should be remembered that all of the ore mined at Olympic Dam is processed on site, and a rail link was never seen as viable.
The Plans for the proposed expansion do however call for a rail link, but then the expansion will mean a massive increase in production.

Does this costing approach also account for the environmental impacts of using many trucks per day to the port of adelaide?  Even if trucks were to be used, then why not have a siding on the Alice line as an interchange point?

--Bill

One wonders what the carbon tax may do to assist rail.

The cement is also used to line the shafts and drives (instead of the old idea of timber suring)

Why was it not possible to use rail between the rail head on the closet point to the site and at Port Adelaide?  Would that make sense?

--Bill

You would still need trucks at both ends.
Adelaide Brighton has no rail connection, so would need to load trucks then transfer the load to rail, then at Pimba you'd need to transfer back to truck. So two transfer plants would be required, and specialised rail wagons are required for transporting cement powder.
All this adds cost to the overall transport charge.

Interestingly the bridges have been left on the RoW between Appamurra and Cambrai, on other abandonned routes the bridges were lifted.

G'day Bill

The cement works has been on the site since before the war, it used to serviced by a rail siding because bulk cement was railed to Pt Pirie. Other commodities were railed in and out, including flyash.

The bulk cement tankers, they were air discharge type, disappeared long ago.

It would require double handling of the cement if it were to be railed to say Pimba.

Regards
Ian