The Kangaroo Trail

An Historical Account of a Little Known
World War II Overland Military Motor Transport Operation
In Northern Australia from 6 April 1942 to 17 April 1943

The events leading up to the vital necessity for overland freight transport in Australia began with the fall of Singapore on 15 February, 1942, the fall of Java on 8 March 1942, the fall of Corregidor on 6 May 1942 and the invasion of New Guinea commencing on the same date.

With the penetration of Timor the Mainland of Australia was left facing the enemy, stripped of all defenses. Her native sons were fighting in the Middle East and the immediate defense of Australia had to be planned with the troops available at that time which were comprised of a few US Army Air Corps troops, United States Army Service Units and two United States Army combat divisions, the 32d and the 41st, upon whom devolved the defense of an area slightly larger than the United States.

The strategic plan for the defense of Australia with the limited personnel at hand, had to be based on road networks and transport capable of penetrating swiftly to any threatened point. The coastline from Cairns, thru Townsville, Brisbane, Sydney, Melbourne, Adelaide and Perth was connected by rail. The entire north coast and a portion of the west coast relied entirely on shipping, the north coast being serviced by the port of Darwin from which a narrow gauge railroad inland to Larrimah serviced the small inland requirements.

The Japanese Army and Navy on 15 May 1942 controlled the shipping lanes to Darwin and the North Coast was temporarily without adequate transport and helpers.

Work was rushed on a military road already under construction from the Adelaide-Alice Springs railhead to connect with Larrimah, the port of Darwin railhead. To link this motor artery with the East Coast another traffic artery was planned to connect the North/South road with the Townsville/Mt Isa railhead, a distance of approximately 450 miles. Work began on this new road in May 1912 and was finished in July, fifty seven days after the first bulldozer rolled into action.

While action to complete these strategic arteries was being pushed to the limit, two United States Army Quartermaster Truck Regiments (the 48th and the 29th) had landed in Sydney on 6 April and were staging at Sydney and Brisbane preparatory to taking over the operation of the projected East/West Road. The disposition of Forces was as follows:-

GHQ or United States Armed Forces in Australia, as it was then known, had established themselves in Melbourne. The 32d Inf Division was staging in Adelaide, the 41st Inf Division was staging near Melbourne and various anti-aircraft artillery units had already moved forward for the protection of the North Coast. A number of Air Corps units were located on temporary strips in the vicinity of Brisbane and Darwin. The 2d Battalion of the 131st Field Artillery, United States Army had reached Java only in time to become involved in heavy fighting and only a portion of this unit succeeded in extricating itself from an untenable position. From this action stemmed the then well known "Story of Dr Wassel".

On 20 May 1942 by Memorandum #81, Headquarters, USAFIA, the area north of a line Rockhampton, Queensland-Alice Springs, Northern Territory - Geraldton, Western Australia, inclusive, was declared the combat zone.

Such then was the situation on 25 May 1942 when steps were taken to organize a Motor Transport Command to operate within the practically Impenetrable Northern Territory, by General Order #60, Headquarters, USAFIA.

At 1400 hours, 6 April 1942 the world's largest luxury liner, the "Queen Elizabeth", clothed in drab wartime grey crept slowly into port, stopping in the shadow of an impressive bridge and giving 9,000 American troops their first sight of Australia stretching away from behind the twin peaks of Sydney Harbor.

Two United States Army Truck Regiments, the nucleus of United States Army transport in Australia debarked immediately via ferry boat leaving elements of the 41st Division under Major General Horace H. Fuller to continue their journey to an undisclosed destination.

The 29th QM Regiment (Trk) under Colonel C. C. Miller remained in Sydney for staging while the 48th QM Regiment (Trk) under Colonel Lewis Landes and the 92d QM Railhead Co entrained at the pier and were sped north for preliminary staging at Camp Redbank, a short distance west of Brisbane, Queensland, arriving during the night of Tuesday, April 7.

Both regiments found themselves without organizational equipment as the majority of vehicles, tools, etc, had been loaded on the "President Coolidge" and the "Mariposa" which had left the convoy off New Zealand for ports, at that time, unknown to either regiment. However, on 10 April word came of equipment arriving both by rail and water and the re-equipping of these service regiments was pushed in preparation for a mission which entailed the operation of a projected East/West freight haul from Mt. Isa, Queensland to Larrimah, Northern Territory, the railhead for the port of Darwin.

On 16 April, Colonel Lewis Landes, accompanied by Colonel George H Rohrbacher, Regimental Surgeon, left Brisbane by air for a reconnaissance of the route and a conference with Australian authorities reference camp locations for both regiments and the availability of certain utilities.

This reconnaissance party returned to Brisbane on the night of 24 April and on Sunday morning, 26 April all officers were briefed on the results, revealing the following information:-

A survey by Colonel Rohrbacher disclosed that dengue (breakbone) fever, malaria, diarrhea and Oriental sore were the prevalent diseases of the area.

The road between the Mt. Isa/Larrimah railheads as proposed at that time was to follow an existing trail from It Isa to Camooweal and west from Camooweal thru Avon Downs, Soudan and bending slightly to the north west, to continue for 390 miles to connect with Alice Springs/Larrimah Road, 16 miles north of Tennant Creek. The proposed road was nothing more than a track thru unsurfaced bull dust until the connection with the North/South Road which was surfaced with gravel, later to be surfaced with bitumen. Temperatures of 120º Fah. were found to be common along certain points of the proposed East/West Road. Water was practically nil and such water as would be necessary for night encampments would have to be derived from bores to be sunk later. The northern terminus of the haul would fan out into a distributing ground established on the Adelaide River which would feed the port of Darwin area which to all intents and purposes was an observation point only and at this time was undergoing Japanese bombing raids daily.

Colonel Landes left immediately after the briefing for Headquarters, USAFIA, for final instructions as to the overall organizational structure contemplated to accomplish the mission.

On 25 May 1942 General Order #60, GHQ was published establishing Motor Transport Command #1 and designating the mission as the operation of motor transport service between Mt. Isa-Tennant Creek-Birdum-Darwin, with Colonel Lewis Landes designated as Commanding Officer.

Both truck regiments, the 29th, still under Colonel Miller, and the 48th, now under Lt Col P. N. Schockley, were ordered to proceed from their staging areas to Mt. Isa, Queensland on or about 1 June 1942.

The 29th QM Regiment (Trk) (less Company "F”) shipped by rail thru Rockhampton-Townsville-Charters Towers-and Cloncurry. The 48th QM Regiment (Trk) (less Headquarters and Headquarters Detachment) and Company "F” of the 29th QM Regiment moved overland by battalion serials, via a route from Brisbane thru Dalby-Roma-Augathella-Blackall-Longreach- Winton-Cloncurry-Mt Isa.

A preliminary road report was obtained from Australian sources and indicates to some degree the difficulties that were expected to be encountered:-

ARCHERFIELD-BOWENVILLE - Bitumen Road. Danger spot at Helidon via "S" bend over narrow bridge.

TRAFFIC CONTROLLER NEEDED, Mountain Range at Toowoomba 2,000 ft. Heavy fogs in wet weather. May need Guide. (Motorcycle Policeman).

IMPORTANT. AT BOWENVILLE all weather gravel road turns at right angles over Railway Line to Dalby.

Be careful not to take the Black Soil Road as this is not the Main Road. (Traffic Controller needed).

In dry weather this road can be used and saves eight miles, but beware of sharp dips across black soil as these may break front axles. On gravel roads do not travel over 30 miles as gravel is usually loose in patches and may cause skidding.

DALBY Road shown on the map up Railway Line is not an "ALL WEATHER ROAD". The CONDAMINE HIGHWAY Branching off at DALBY going through KOGAN is gravel road to ROMA except for a short stretch approximately 5 miles near ROMA which is at present being constructed.

PARKING AT DALBY. On Western outskirts of town is a large open lot on the bitumen where 500 vehicles could be placed. This parking area is not suitable in wet weather, when convoys will have to stay on the road.

PARKING AT ROMA. On the flat near Aerodrome for approximately 400-500 lorries. Would be useable but difficult in wet weather.

FROM ROMA - MITCHELL. 58 miles of black soil and stoney ridges. Impassable in bad weather. When approaching MITCHELL, a LOW LEVEL RIVER CROSSING is encountered - impassable when MARANUA (sic Maranoa) RIVER is running strongly. Ascertain from Hansford Motor Co, or police - position of river before crossing.

MITCHELL TO MORVEN. Black soil and rocky ridges impassable in wet weather, but soon dries out. At MORVEN direct road to AUGATHELLA approximately 70 miles - ridgy and rough. THIS BY-PASSES CHARLEVILLE.

PARKING SPACE AT MORVEN. For large convoys on Victoria Downs Station (Ranch) across Railway Line. Room for unlimited number of trucks. (Red Soil - sticky in wet weather)

From AUGATHELLA undulating country. Black soil. Hopeless in wet weather up to BLACKALL.

WATER. DALBY town supply is bore water, and is unsuitable for radiators except in emergency. Creek water available. Rain drinking water scarce in dry weather. COMMUNICATE TOWN CLERK FROM BRISBANE.

ROMA Food reserves not sufficient to feed large number of men for any length of time.

MORVEN water - no supply, only bore water. Convoy will have to carry rain or river water.

NOTE: BORE WATER is good for drinking but at first acts as purgative and beware of flowing bores as water comes out of ground at High Temperatures."

Approximately 700 US Army vehicles made this convoy. Tracks impressed in swampy ground west of Barcaldine remained as late as July, 1943. The track from Cloncurry to Mt. Isa ran for 50 miles in a creek bed and presented some difficulties in traversing.

On 28 June 1942 Motor Transport Command #1 established Headquarters in a metal sheathed building on Miles Street, Mt. Isa, the eastern terminus of the East/West Road and opened for operations. All of the units mentioned above had assembled with the exception of the 17th Station Hospital. Equipment available totalled an operating fleet of 1,482 vehicles manned by approximately 3,500 colored drivers. Total Army personnel. assigned to the operation totalled approximately 5,000.

The unit encampments engulfed the town of Mt. Isa and were laid out on the headwaters of the Leichhardt River, normally dry except through the rainy season.

The 48th QM Truck Regiment was located on the northern outskirts of the town along the Camooweal Road. The 29th QM Truck Regiment encamped on the southern outskirts along what was known as the Duchess Track.

The 179th Heavy Maintenance Company and the 86th Light Maintenance Battalion established shops on Mt Isa mines property along Camooweal Road. The 190th QM Gas Company had its headquarters Detachment across Camooweal Road from the 3d Battalion 48th QM Regiment area. The 17th Station Hospital moved into accommodations requisitioned from Mt. Isa mines.

Little time was available for laying out and making camp. The allotted battalion areas of each regiment were cleared of spinifex, a wiry, oily grass growing in clumps which blazed fiercely when burned. All vestages (sic vestiges) of this grass were carefully removed as it was a potential fire hazard and if allowed to remain in the motor parks would have been an easy subsersive (sic subversive) agent for anyone with those inclinations. Company streets were laid out and tents pitched. Motor parks were cleared and maintenance points established. Tents and vehicles were widely dispersed, a fifty yard clear radius around each object being required.

Water points were located at existing bores in the town of Mt. Isa and units used this water far cooking, drinking and bathing. Although the Base camp location was within the foothills of a mountain range, certain characteristics of the tableland were identifiable in the motor parks where the ground was covered with numerous small sharp pebbles and half buried tree roots which punished the tires unmercifully and often tore wide gaps in the casings, rendering them beyond repair.

Rock pythons and brown snakes abounded in the area when the units in first moved in as well as iguanas and the ever prevalent wallabies and kangaroos.

However, only a hasty survey of the area was afforded the majority of the Command as supplies had been arriving by rail from Townsville and were awaiting shipment north.

An SOP on Convoy Operation was published setting up daily serials by companies calling for specific companies to report to the railhead for loading on one day and moving them out the succeeding day.

Beginning on 28 June the battalions of each regiment moved out successively on the road comprising battalion convoys of 200 vehicles each, four days in length, with one day between serials. Each serial was comprised of one company of 50 cargo vehicles each under the command of the company commander.

Headquarters and Headquarters Detachment of each battalion remained behind as a housekeeping unit continuing camp upkeep and unit administration. Battalion commanders normally followed the last company out and and by travelling unencumbered were able to road-run each convoy of the battalion at least once before the entire unit returned to base.

The Mt. Isa-Larrimah Road was projected as a four day-one way run with three intermediate night camps located roughly 150 miles apart. The East/West Road was driven in a north westerly direction along the southern boundary of Alexandria Station skirting the northern boundary of the Simpson Desert.

Bores were sunk at each night camp as a vital necessity. From these bores at least two camps derived their name. Night Camp #1 was familiarly known as Bore 19 and Night Camp #2 was known as Bore 6A. Night Camp #3 was located on the North/South Road at Helen Springs and Night Camp #4, the northern terminus, was located at Birdum.

Shortly after leaving Mt Isa the road broke out of the mountains and struck out across the tableland and for the next 401 miles it passed through some of the grimnest (sic grimmest), hardest country on earth. There was absolutely nothing to break the monotony and as one officer put, "You could probably see farther and see less than any other place in the world".

During the month of July the first convoys faced a dismal prospect. The so-called night camps were large, flat areas cleared of the ever-present spinifex, a water bore, a radio station and a gas supply detachment which pumped fuel with hand pumps from barrels of petrol carried by the convoy itself. Open hearth facilities were afforded for the convoy kitchens and after having performed the maintenance operations necessary after each day's run drivers slept beside their vehicles. Not infrequently while the convoys were on the road the Maintenance Sections would drive all day and work all night. The mechanics would take turns at driving the shop truck and snatch what sleep they could while travelling.

Initial cargoes were comprised mainly of Class I, III and V supplies for the Adelaide River Distributing Point, and bitumen. This latter item was intended for the North/South Road, contemplating that after the North/South link was completed that the bitumen surfacing would be extended to the East/West artery. Anticipating the necessity for building up fuel reserves at each night camp the one-ton trailers towed by each GMC are loaded with 50 gallon drums of petrol which supported the convoy itself and what remained in excess being turned over to the various night camps as allocated by MTC #1.

Although this was the middle of the Australian winter the days were hot. On unfinished portions of the Road it was necessary to grind through long stretches of bull dust, fine as talc, which powdered vehicles, drivers and the surrounding landscape a fine red coat. On still days clouds of this dust would rise hundreds of feet identifying a convoy thirty to forty miles away. Officers and drivers wore dust filters although these were hot and uncomfortable.

Bush flies in hoards added to the general discomfort. At Bore 6A it was impossible to eat a meal until after dark. A mess kit of food in daylight hours was a seething, living mass of these tiny flies as soon as it was filled. Officers and men copied an Australian bushman's innovation of hanging coarse net or numerous cork balls on strings from their hat brims to keep the flies out of eyes, ears, nose, and mouth.

Food while on convoy presented a real problem. Designated points between night camps were indicated as lunch halts. As wrapping paper for individual lunches was not procurable the convoy commander carried sliced bread or a substitute and cans of jam, canned peaches, etc, packed in boxes and this was distributed along the line of parked vehicles at the lunch halt. This sparse diet was changed according to appropriate available ration items but the field was not great. Army bread, Arnott'a biscuits (a dry, hard cookie) jam, spam, bully beef and canned peaches were the prevalent noon time diet. The bread and biscuits were in such generous quantity and served so frequently that one disgruntled non-commissioned officer was heard to say that in line with the noon-day ration a whisk broom would be a suitable substitute issue for toilet paper.

The water at the bores was generally good although Bore 19 acted as a purgative until personnel became used to it.

During the months of July and August the nights were bitterly cold. While on the road there was little to do after the trucks had been serviced and the long driving hours enforced early sleeping. Folding cots were carried by some personnel and others slept on the ground. Night winds would pick up the tableland dust and by morning the sleepers welcomed the opportunity to rinse out their mouths and move around in an attempt to warm up. Short coats were welcomed until the sun had risen and then garmets (sic garments) were pealed (sic peeled) off layer by layer until by midday shirts, open at the collar, and sleeves rolled up were prevalent on all personnel.

While the companies were becoming oriented into this new and monotonous convoy routine, the housekeeping details in the Base Camp were attempting to carve a home out of what was at hand. Brush huts were erected for mess halls. Each Battalion constructed an Officers Mess in the same manner and vied with each other to make them as attractive as possible. Battalion Recreation Huts for the men were constructed and furnished with whatever was available from Special Services. Unfortunately, the majority of the Command saw very little of these amenities for regular routine was now functioning smoothly and the turn-around time on companies left very little time to spend at the Base Camp. A complete round trip for each company followed a schedule as indicated below:-

The above represents one complete cycle for a Truck Company on the Road. and demonstrates pretty well the fact that convoy drivers had very little time for personal maintenance.

Every effort was therefore made to afford the men as much comfort as facilities allowed when they were in camp.

As the month of August drew to a close the constant grind on vehicle and men alike began to show up in increased maintenance. Truck springs began to snap in increasing numbers; static parts like radiator supports and trailer lunette bars broke; radiator hoses were constantly breaking due to the washboard condition of the road.

The following is an extract from a maintenance inspection report made on 11 August 1942 to the Commanding Officer, MTC #1 by a Battalion Commander after inspecting his battalion on the road: -

"1. In compliance with your verbal order of 25 July 1942 regarding the determination of causes effecting destruction of static parts of our 2 ½ ton GMC Cargo Trucks, the following report and recommendations are respectfully submitted:-

The basic cause for stoppages (other than punctured tires) on these vehicles in the last 1,500 miles was the breaking of the lower water hose connection.

3. ANALYSIS:- a. Failure of parts such as those mentioned in a, c, d, above are unusual, inconsistent and indicative of:-

Causes (1) and (2) above have been discarded by the writer as examination of the support bracket and the cross-section of the part in width and thickness show it is amply strong to perform the job it is supposed to, assuming the steel is of the proper grade. The road over which these trucks travelled is abnormal and rough to the degree where constant exposure of the vehicle thereto will. cause failure of parts normally remaining unaffected.

Further examination of these vehicles under road conditions reveals the following:-

4. CONCLUSIONS:- The 2 ½ ton 6x6 GMC Truck is essentially a low speed, short haul vehicle and definitely not suited to the mission we are executing. It is recommended that any observations the Commanding Officer, MTC #1 may make for similar operations based on the experience gained here that he recommend the use of a Commercial 4x2 vehicle for economy of operation on long distance hauling over hard surface roads.

By September construction of large frame mess halls, a dispensary and latrines had been completed at each night camp. Power pumps had been installed on the gas dumps and life had become a little easier on the Road. The heat had increased however, and the flies were more vicious than ever. Maintenance problems increased by leaps and bounds. The noon meal on the road had not been solved and the weaker men were beginning to short signs of physical. breakdown.

The tactical situation had changed to some extent. The Jape had landed at Milne Bay on 26 August and on 15 September had advanced over the Owen Stanly (sic Stanley) Range to a point thirty miles from Port Moresby. It looked like the thrust would come down through New Guinea rather than through Darwin. Work did not slacken however in preparing Darwin for any eventuality.

Australian guerrillas were filtering back from Timor with reports of Japanese activity on that island. The threat to the Port of Darwin still existed.

In October, Company "B", 48th QM Tk Regiment was equipped with 30 - 7 ton McGrath Trailers pulled by KS5 IHC? 3 ton tractors. Immediately plans were effected to use this unit in back-loading empty 2 ½ ton GMC cargo trucks in the trailer bed with 1 ton trailers in the truck bed in the interest of saving on tires, petrol and general maintenance. The following is a report submitted to the Commanding Officer, MTC #1 on 19 October, by the Company Commander who returned from Birdum by this "piggy back" innovation:

"1. The following are the observations and recommendations of this officer in reference to loading of 21/2 ton cargo trucks on semi-trailers

An experiment was tried out at this time whereby the outer dual wheels were removed from the GMCs in an effort to halve the tire maintenance. However, the first convoy using this system reported several instances of tires bursting into flames, evidently from overloading and heat. Noon-day temperatures were now ranging between 120º and 130° Fah. The dual wheels were reinstalled on the trucks as the removal therefrom had resulted in the entire destruction of the tires concerned.

The tactical situation was rapidly changing. The Japanese had been turned back from Pt Moresby on 25 September. Elements of the 32d Infantry Division had been flown to Milne Bay, met the Japs at Gilli-Gilli and the Papuan Campaign was getting under way.

The threat against Darwin had not developed although savage air raids were still being perpetrated by the enemy. The RAAT Field in the Adelaide River vicinity had been rendered unserviceable by one such surprise raid.

Late in October it was decided the urgent need for large facilities in motor transport in the Northern Territory had ceased and Motor Transport Command #1 was disbanded by General Order #32 dated 29 October 1942.

The following radiogram was forwarded at the close of operations giving a summary of operations from 28 June 1942 thru 30 October 1942:-

"TO: COMMANDING GENERAL, USASOS, SWPA, APO 501 CHIEF OF TRANSPORTATION SERVICE, USASOS, SWPA, APO 501 CHIEF QUARTERMASTER, USASOS, SWPA, APO 501.

THIS HEADQUARTERS CLOSES TWENTY FOUR HUNDRED HOURS OCTOBER THIRTIETH COLON ALL OFFICERS COMMA ENLISTED MEN COMMA AND CIVILIAN PERSONNEL ARE LEAVING HERE MONDAY NOVEMBER SECOND NINETEEN FOURTY TWO STOP HEREWITH FINAL STATISTICS THIS COMMAND FROM JUNE TWENTY EIGHTH TO OCTOBER TWENTY NINTH INCLUSIVE COLON CARGO TRANSPORTED 30329 TONS COLON VEHICLE MILES 9504948 COLON GASOLINE 5.06 STOP EXPERIMENTAL SIX TON VAN COMPANY AVERAGED 2.4 MILES PER GALLON GASOLINE STOP AVERAGE MILES PER GALION 2-1/2 TON GMC 5.1 MILES PER GALLON GASOLINE STOP AVERAGE VEHICLES ON DEADLINE SINCE INCEPTION SEMI-COLON QUARTER TON G/P THREE COLON HALF TON C/R TWO COLON HALF TON CARGO FOUR COLON TWO AND ONE HALF TON CARGO SEVENTY ONE COLON ONE TON TRAILER TWENTY TWO COLON EXPERIMENTAL SIX TONS VANS THREE COLON MISCELLANEOUS FOUR SEMI-COLON TOTAL ONE HUNDRED AND NINE COMMA DEADLINE PERCENTAGE WITH TRAILERS FIVE POINT ONE COLON WITHOUT TRAILERS FOUR POINT ONE COLON GMC TWO AND ONE HALF TON PERCENTAGE SIX POINT THREE STOP TOTAL NUMBER OF BLOWOUTS 239 COLON PUNCTURES 503 COLON TOTAL ISSUED FROM SUPPLY 2423 COLON AVERAGE LIFE OF TIRES 1452 MILES STOP NUMBER CONVOY OPERATION DAYS NINETY NINE COLON AVERAGE TONNAGE FOR OPERATING DAYS 306 TONS PER DAY COLON TOTAL CONVOYS TO DATE ONE SEVEN THREE STOP MILITARY PERSONNEL TRANSPORTED AMERICAN AND AUSTRALIAN 4329 COLON 3487 AUSTRALIAN SOLDIERS 842 AMERICANS STOP 2,402 MAIL BAGS TRANSPORTED STOP ESTIMATED COST OF OPERATIONS COLON GASOLINE $278816 COLON GREASES AND OILS $8377 COLON MAINTENANCE LABOR $132550 COLON PARTS $71547 COLON TOTAL COST $491290 STOP ESTIMATED COST PER TON MILES $35.60 COLON COST PER OPERATING MILE $19.50 COLON COST PER OPERATING TON $16.10 STOP CHARTED (sic CHARTERED) PLANE TRAVEL 28500 MILES COLON SEVEN SICK MEN CARRIED BY PLANE SEMI-COLON EMERGENCY CASES FROM NIGHT CAMPS TO HOSPITAL HERE STOP NUMBER ARREST MISCELLANEOUS OFFENSES SIXTY SEVEN COLON AWOL CASES EIGHT COLON ALL VOLUNTARILY RETURNED STOP FROM JULY THIRD TO OCTOBER THIRTIETH INCLUSIVE COMMA HOSPITAL ADMITTANCE RATE 378 PER THOUSAND COLON VENEREAL RATE FORTY SIX PER THOUSAND STOP.

Headquarters personnel of MTC #1 and the 29th QM Trk Regiment left immediately for Base Assignments in Townsville, Brisbane and Sydney. Company "M", 48th QM Regiment was ordered to Port Moresby. Company "G", 48th QM Regiment entrained for Townsville. The 92d Railhead Company was replaced by casual Chinese Refugees and only detachments of the 86th Light Maintenance Battalion remained in the area.

To carry on and maintain a line of communication in the event of a turn in events, the following units remained to operate the Road:-

Convoy routine remained the same except on a smaller scale. In addition to regimental duties the Commanding Officer, 48th QM Regiment assumed duties as Railhead Area Commander, Deputy Commander to Colonel Emer Yeager, Commanding Officer, Base Section #1 which was located at Adelaide River.

Bitumen to complete the paving of the North/South and East/West Road arrived at the railhead in greater quantities and many convoys north were comprised of nothing but this item.

Two Signal Construction Battalions arrived to construct the telephone lines from Cloncurry to Birdum. Steel poles were railed to Mt. Isa by the thousands and these were trucked and dumped at intervals along the road as the line progressed westward.

The existence of these units now involved in this operation became humdrum to the extreme. An article published in the Brisbane "Courier Mail" described this life as graphically as could be put down in a written word.

"These men are called upon, day after colorless day, to perform routine duties such as safeguarding defenses and preparing for possible enemy action. It has been said that it is easier to risk one's life on the battlefield than it is to perform customary, humble and humdrum duties which, however, are just as necessary to winning the war. But true patriotism lies in possessing the morale and physical stamina to perform faithfully and conscientiously the daily tasks so that in the sun total, the weakest link is the strongest.

These soldiers have shown conclusively that they are able stoicly (sic stoically) to endure homesickness, the glaring dryness and scorching heat of the tropics and keep themselves fit and in excellent trim. They are among the unsung heroes of this war and everything possible to lighten their tedium and buoy their morale should be done.

The American Army is better fed than any Army in the world; that does not mean, however, that they can live indefinitely on canned food without having the effects tell on them. These admittedly are the minor hardships of war, especially when we pause to consider that in many parts of the world starvation prevails. But peculiarly enough oftentimes it is not the major problems of existence which irk a man's soul; it is rather the pin-pricks, especially those incidental to a life of deadly sameness, with tempers frayed out and nervous systems torn into shreds."

November passed in routine and December opened with increased blazing heat. The dry atmosphere was beginning to tell on the Command producing a general dehydration of all personnel.

The 1st and 2d Battalions, 48th QM Regiment established Battalion Maintenance Shops to cope with the growing deadlines left behind by the Companies each time a convoy pulled out. The real and closest enemy now was the heat which sapped the strength each day. Some relief would be afforded with the sinking of the sun.

Radio news via short wave from KGEI San Francisco was encouraging and described the capture of Gona on 9 December and the taking of Buna Village on 14 December. A nightly entertainment feature subscribed to by all personnel and not to be missed was the thirty minute program from Tokyo Radio, opening with "My Bonnie Lies Over the Ocean" and featuring "Tokyo Rose" who put on an excellent jazz program for our benefit even if the records were old.

On Christmas morning units in Base Camp stood church parade in the Mt. Isa Mines Sports Oval, with Australian units stationed in the area. Only one Truck Company was on the road, Company "C", 48th QM Regiment carrying special Christmas mail to units in the Darwin area. This trip was made from Mt. Isa to Birdum in two days, the only time a convoy made this record.

The month of January opened with the thermometer still rising and now even the nights offered no relief. Noon day temperatures reached 146º Fah. along the East/West Road and the effect on the men was drastic to say the least.

An extract from a medical report for the month of December on this area gave some idea as to what the climate was doing:-

2. The climate, the road, the exertion in driving a two and one half ton vehicle over an unsurfaced highway have all taken their toll on these soldiers. It is only by a complete review of the conditions these men have met that a true picture may be gained of their present physical status and a general idea visualized of what one may expect in the future. To do this, one must examine the records of the last seven months, the period this regiment has been convoying. It becomes apparent after such an inspection that many factors were operating during that time and continue to operate, but that certain factors predominate over others. In a large sense, the medical history of these men falls into three chapters lasting from two to three months each, and merging imperceptibly into each other."

"3. The first stage was evidenced by conditions which showed the effect of constant jolting over the roads in a heavy vehicle in which the resultant centrifugal and centripedal forces induced a profound effect upon the body organs. This force acted upon the body in a sitting position in such a way that the kidneys showed the most serious effects of the damage. Large numbers of men complained of frequency and pain on urination as well as pain over the kidney area.... and this was the result of damage to these tissues. Blood found in the urine attested to the correctness of this assumption. This was the period in which large numbers of backache occurred due to the additional strain put on the intrinsic ligaments and muscles of the lumber spine and sacro-iliac joints because of the rough roads. In addition, men were developing cases of inflammation of the urethra of a non-specific type which I classified along with traumatic nephritides as due to the jolting and the direct trauma of the impact of that tissue against the seat of the vehicle. The other condition which appeared in appreciable numbers was cases of hemorrhoids attributable to the centripetal force in going over the roads."

"5. These conditions in the above paragraph did not stop at the end of two or three months. They continued, but in lesser numbers. In the second stage we begin to see conditions referrable to the dust and glare. Many cases of rhinities, (inflammation of the lining membrane of the nasal passages), came to our attention. Almost every case was accompanied by a complicating sinusitis, and because of the drainage into the lungs from these cavities, a bronchitis. Ordinarily in such a climate as this such cases would be rare, but because of the large amounts of dust inhaled, they were prevalent. The glare of the sun as well as the dust contributed to eye infections and eye strain. Conjunctivities (sic Conjunctivitis) was highly prevalent, and a more common complaint than any others. A number of pterygia, (a growth extending from the inner corner of the eye to the cornea, and covering that portion of the eyeball), appeared at this time and the medical officers of this organization were all of the opinion that the exciting cause was the irritation due to the bright sun, dust, and the resulting inflammation from these factors. Loss of weight also became evident at this stage and was accompanied by loss of appetite, fatigue, and loss of strength. This syndrome became commoner in the third stage as will be discussed below."

"7. For the past two or three months which have formed the third stage, we have noticed the effects of the lack of an adequate vitamin "C" component in the ration. Spongy and bleeding gums are now being recorded in greater numbers, and mouth infections are becoming more prevalent. Stomatitis of a non-specific type as well as Vicent's Angina are occurring. Citrus fruits and fresh tomatoes which supply this valuable vitamin are present in insufficient amounts to meet the physiological requirements."

"9. It is also during this period that many cases of heat exhaustion are being seen at night camps while the men are on convoy. As a matter of fact, this condition accounts for almost fifty (50) per cent of the quarters cases at these locations. Some are especially severe, almost reaching the stage of a heat stroke. These men are exposed to the desicating heat of a tropical climate in which there is an extremely low degree of humidity. The days are long and the nights are hot and there is no place for them to cool off. Complaints of dizziness upon changes of posture, of "everything going black", while they are working, of vague abdominal pain, are being voiced by increasing number of soldiers at sick call. It is all a part of the picture of heat exhaustion."

"11. Finally, we are now witnessing the common complaint of drowsiness, loss of appetite, loss of energy and other symptoms referrable to chronic fatigue. Men drive for eight days, for eight or nine hours a day, perform their 1st and 2d echelon maintenance at the end of the day and get only one day's rest out of the three days they are back in Camp. They are not afforded adequate opportunity to recover from a strenuous physical ordeal before they are again plunged into the same exhausting routine. These colored soldiers have borne up well under the strain, but the constant sameness, the long days of sitting behind the wheel, of driving eight hours a day, going to bed, getting up the next day to face the same thing, and at the end of convoys to have to work nearly the entire three days they are in Base Camp to prepare for the next convoy, has resulted in a great lowering of physical resistance."

However, the rainy season was about due and the old-timers made dire predictions of its effect on the Road.

The East/West Road crossed a number of great river systems which normally were dry and dead, feeding at one time the Great Dead Heart of Central Australia. The Georgina, the James and the Rankine Rivers all presented barriers during the rainy seasons for the Road ran across these river bottoms. The Georgina was located just west of Camooweal township, the James at Avon Downs and the Rankine at Soudan.

The advent of the rainy season in February found these normally dry rivers through which the Road ran, in high flood. At one time three companies found themselves held up on either side of the James River waiting for the waters to subside to enable towing the vehicles across. This was accomplished by hitching a series of vehicles together with tow-chains and winching the entire group across at one time. Company "B", 48th QM Regiment was crossing the James River early one February morning when the waters suddenly rose and engulfed one truck. Luckily a tow was thrown out and the vehicle pulled from the stream with the driver sitting on top of the cab. The stretches of the Road running through these river bottoms gave way entirely, and where, previously, dust had been the enemy, now it was muck and mire.

Lack of personnel had allowed certain facilities at the Night Camps to deteriorate and a Command inspection of all night camp facilities was instituted on 5 February by an officer who was detailed to report to the Railhead Commander on the condition of these camps. Travelling without convoy and making the round trip in four days, he submitted the following report:-

"1. The following observations made on a recent inspection of Night Camps #1, #2, #3 and #4 are forwarded for your information:-

Night Camp #1:
All installations generally satisfactory, Maintenance of these installations, however, has been poor. Several shower heads have been torn off and are missing. All latrines for convoy use were in a disgraceful condition. One latrine has been sealed. New pits should be dug. Boxes are mutilated, seat covers torn off. Odor putrid. Police of area, especially convoy parking area, poor. Bottles and empty tin cans scattered about in great profusion. Meals for detachment here are well prepared and morale seems good, although this detachment is due for rotation to the Base Camp and it is recommended this be effected without delay.

Night Camp #2:
All installations generally satisfactory. Maintenance has been kept up with material at hand. Thirteen shower heads have been torn off but are in possession of the Night Camp Commander for repair. Latrines, with one exception, are in a state of good repair and kept cleaned and burned out. Police of the area was generally good. The meals for the detachment are not being well prepared. This detachment has been on duty almost two months and the morale is very low. This Camp was cursed with hoards (sic hordes) of bush flies for which it appears nothing can be done. An old refuse dump built under the direction of a Staff Officer of MTC #1 caused unfavorable comment from the Commanding Officer, Base Section #1 and has been filled in and graded with thirty inches of earth, completely covering all refuse.

Night Camp #3
This Camp was found in a satisfactory condition as far as all installations and administration within the control of the Unit Camp Commander. The refrigerator is burned out and should be replaced. Blood plasma stored at this Camp is now exposed to tropical temperatures and it is doubtful if its condition remains satisfactory. Water has to be hauled from Elliot for this Camp. As there is no transportation here other than the ambulance the Australians are performing this function. The location of this Camp is extremely undesirable as it is situated in the bed of Ferguson Creek in a gap between the surrounding hills. A good, wet season in this area would have washed this Camp out.

Night Camp #4
All installations at this Camp are unsatisfactory, one permanent building being used to store "C" ration and medical supplies. All shower heads and latrines are exposed; five out of six shower heads for enlisted use are torn off and missing. Latrines are of the "cheese box" variety made of steel drums. No covers. The best that can be said for kitchen and mess hall is that they furnish shelter and little else. There is evidence here of gross lack of supervision in the past. The present Night Camp Commander is confronted with a big job with nothing to do it with.

It is recommended that a Line Officer be placed in command of each Night Camp. It is my observation that although the present Night Camp Commanders (Medical Officers) are trying hard enough, they are entirely unsuited for duty of this nature. with the 135th Medical Regiment across the Road from Night Camp #4, a Medical Officer as such at that Camp is entirely superfluous (sic superfluous). It is also recommended the Night Camp Detachments be increased in size by four (4) men each and more care be exercised by Unit Commanders in picking these men. A good mental outlook is a prerequisite.

It is not understood or is a plan advanced whereby the above recommendations can be considered and met. With the majority of our units now operating at 70 per cent, of enlisted T/O strength and less than 50 per cent commissioned T/O strength, and since the T/O itself makes no allowance for additional encumbrance, the situation becomes untenable."

The rains tapered off in March and the Road assumed a somewhat normal aspect. The bitumen paving now included the western portion of the East/West Road approximately from Bore #3 to the Tennant Creek Junction. The completion of the telephone line paralleling the Road about 100 yards to the south, removed somewhat the lonliness (sic loneliness). It was comforting to know that along the gleaming copper wires words were travelling from all over Australia to Darwin faster than we traversed a few feet. Comparatively, the Road had become civilized. The weather remained cool and the Command felt almost normal.

However, our time in the Northern Territory was growing limited. The Jap left flank had been turned. The Battle of the Bismark Sea on March 1st had re-established control of the seas around New Guinea.

The Buna Campaign had successfully ended and our forces were slowly advancing up to the North coast of New Guinea.

Australian Artillery Units had passed through us on their way to Darwin - great, husky fighting men returned from the Middle East. Australian Motor Transport Units began arriving to take over the operation of the Road from the Yanks.

On 17 April, 1943 the last of the United States Army Motor Transport in the Northern Territory prepared to leave Mt. Isa.

Company "C" returned from Birdum on the 25th completing the last American convoy.

On 26 April, 1943 with trucks loaded on flat cars and personnel In passenger cars, the last of the Yanks pulled out of Mt. Isa Mines Siding for the east coast.

During the eleven months of operations the Command had felt as if their efforts were fruitless, but on viewing this grim country on arrival and departure one year later the one outstanding fact became apparent, that in some small degree the Yanks had opened the "out back" for future exploitation by native Australians. The mystery of the Territory had been laid bare and never again would the isolated families of the hardy pioneers of this region have to depend on pedal radios far communication, horses for travel or rains to wet the water holes. The lines of communication had been established and now stood as a permanent and fitting monument to those whom the road had claimed forever.

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