The routes of the narrow-gauge Central Australia Railway (1878–1980) and the standard-gauge Marree line which replaced the southernmost third of the route (1957–2019).
Perspective view with the southern Flinders Ranges routes in the foreground. Political pressure mandated the difficult eastern alignment of the original route.
The former Central Australia Railway, which was built between 1878 and 1929 and dismantled in 1980, was a 1241 km (771 mi) 1067 mm narrow gauge railway between Port Augusta and Alice Springs.[1] A standard gauge line duplicated the southern section from Port Augusta to Maree in 1957 on a new nearby alignment. The entire Central Australia Railway was superseded in 1980 after the standard gauge Tarcoola–Alice Springs Railway was opened, using a new route up to 200 km to the west. A small southern section of the original line between Port Augusta and Quorn has been preserved and is operated as the Pichi Richi Railway.
Naming
Whilst officially the Central Australia Railway, it has been known by a number of names.
Initially the northern end point had not be determined. Government acts and the press used a number of terms prior to construction including
The Port Augusta Railway
The Northern Railway
The Port Augusta to (far) North Railway
After construction, railway was referred to as Port Augusta-Oodnadatta railway[2] before the line was extended towards Alice Springs and it was also referred to as the North-South Railway in possible anticipation to extend the line to Darwin.[3]
It has also often been referred to as the Great Northern Railway[4] in the 1890s and into the twentieth century. The most southern part of the line between Port Augusta and Quorn is now referred to as the Pichi Richi Tourist Railway.
Another colloquial name used was The Ghan, after the passenger train that utilised the line. It is suggested that The 'Ghan name is in recognition of the Afghan Cameleers that plied their trade in the area well before the railway; however, see The Ghan (Etymology) for alternatives. This colloquial term for the railway appears to have been widely in use from at least the early 1930s;[5] it may have been in use prior to this. The new Adelaide–Darwin railway line initially used The New Ghan as a trading name. It has now reverted to The Ghan, relegating the original line name colloquially as The Old Ghan.[6][page needed][7][page needed]
History
Timeline of the Great Northern Railway / Central Australia Railway[8]: 15–20 [9]
Year
Date
Event
1853
First recorded wagon (hauled by bullocks) through Pichi Richi Pass.
1854
Town of Port Augusta surveyed.
1854
18 May
Goolwa to Port Elliot horse-drawn railway opens.
1854
South Australian Government begins program of railway construction.
1856
19 April
Adelaide to Port Adelaide line opens.
1857
5 October
Adelaide–Gawler line opens.
1857
Surveyor-General Goyder inspects construction of the road through Pichi Richi Pass.
1862
Act of Parliament passed, offering land grants in exchange for constructing a railway north from Port Augusta. Goyder advises that a railway through Pichi Richi Pass is "not practical".
1863
Control of the Northern Territory is handed from New South Wales to South Australia.
1864
SA Parliament passes the Waste Lands Act granting licences to squatters on northern pastoral lands.
1865–1866
Severe drought in SA.
1865
Goyder defines the boundary of arable land in SA.
1869
Government passes the Strangways Act allowing credit to purchase farming land in the north of SA.
1870
29 August
Adelaide and Burra Railway opens.
1870
Government offer of land in return for constructing northern railway.
1870
Survey for Port Augusta and Northern Railway looking at alternative routes. Completion of Overland Telegraph Line to Darwin.
1873–1877
Boom agricultural years in Mid-North.
1877
Construction starts on the Port Augusta and Government Gums Railway. Equipment stockpiled at Port Augusta.
1878
18 January
Official "turning of the first sod" of the Port Augusta and Government Gums Railway at Port Augusta by state governor Sir William Jervois.
1879
19 June
First shipment by rail from Quorn to Port Augusta.
1879
15 December
Line opens from Port Augusta to Quorn.
1880
28 June
Line opens from Quorn to Hawker.
1880–1882
Drought conditions cause crop failures in Willochra area.
1881
1 July
Railway opens to Beltana.
1882
18 April
First train arrives at Farina (previously named Government Gums).
1882
17 May
Official opening of the Port Augusta and Government Gums Railway and Terowie to Quorn Railway at Quorn by Governor Sir William Jervois.
1884
13 January
Hawker Railway Station burns down. Replaced by current stone station building.
1884
7 February
Railway extended to Hergott Springs by contractors Moorhouse, Robinson and Jesser.
1885–1891
Deviations constructed in Pichi Richi Pass to ease curves.
1887
Public meeting in Adelaide called for bridges at Strangways Springs and Peake Creek to be purchased locally rather than cheaper English bridges. Cost difference was £11,944 v. £8145.
1888
1 February
Railway extended to Coward Springs by Engineer-in-Chief South Australia, using unemployment relief labour.
1889
1 June
Railway extended to William Creek. More sharp curves in Pichi Richi Pass eased by deviations.
1889
1 November
Railway extended to Warrina by SA Government unemployment relief scheme.
1891
7 January
Railway extended to Oodnadatta by SA Government unemployment relief scheme.
1891–1892
Severe recession in Australia.
1892
17 December
Y class loco no. 141 is allocated to the Northern Division of the SAR. (It was later modified to a Yx class and is now at the Pichi Richi Railway.)
1904
2 May
Tenders called for extension of railway from Oodnadatta to Pine Creek, Northern Territory. The contract was not signed: the federal government blocked the employment of Chinese labourers.
1911
1 January
South Australia hands the Northern Territory to the Commonwealth Government, including the Great Northern Railway. The South Australian Railways continues to provide trains and staff for the time being, with the Commonwealth bearing losses and liabilities.
1911
January
Loco Y141 derails near Brachina due to washout, killing the driver.
1912
14 September
Construction starts on the Trans-Australian Railway from Port Augusta to Kalgoorlie.
1914
28 March
Boiler of Y class locomotive explodes at Cudmore Hill near Port Augusta.
1914
28 July
World War I starts.
1917
17 October
Opening of the Trans-Australian Railway.
1918
Hergott Springs renamed as Marree.
1918
11 November
End of World War I. Global influenza pandemic follows.
1921
4 June
SAR rolling stock, including the "Coffee Pot", sold to Commonwealth Railways.
1923
Sleeping car introduced between Terowie and Marree. An SAR employee at Quorn jokingly names the train to Oodnadatta The Afghan Express, which is eventually shortened to The Ghan.
1925
June
Delivery of the first two NM class steam engines (NM15 and 16).
1926
1 January
Commonwealth Railways takes over operation of the Great Northern Railway and names it the Central Australia Railway.
1926
Alternative routes considered for extension to Stuart.
1926
Algebuckina bridge strengthened for NM class locos. Deviation used, but soon damaged twice by flood waters.
1927
21 January
34-kilometre (21-mile) line built from Oodnadatta to Wire Creek, which becomes construction base for the 439-kilometre (273-mile) extension to Stuart.
1928
23 December
Opening of line to Rumbalara railhead.
1929
2 August
Line completed to Stuart. First passenger train hauled into Stuart by NM35 on 6 August.
1929
Commonwealth Railways changes name of Stuart railway station to Alice Springs.
1930
17 January
Finke River bridge destroyed by floodwaters. Traffic suspended for seven weeks until March 1930. Deviation built downstream.
1930
Completion of mechanical engineering workshops at Port Augusta.
1937
26 July
Standard-gauge line between Port Pirie and Port Augusta completed.
1938
Major flooding north of Oodnadatta. Railway closed for several weeks.
1939
3 September
World War II commences.
1942
New loco shed and Kennicott water treatment plant constructed at Quorn. New sheds also built at Marree, Oodnadatta and Alice Springs.
1943
19 February
Head-on collision at Strangways between two freight trains. No fatalities.
1944
11 May
Crash near Copley. Freight train hauled by NM25 runs into the rear of troop train; four soldiers killed.
1944
Leigh Creek coal trains start. Coal goes via Quorn (narrow gauge) then Terowie to Adelaide (broad gauge).
1945
September
World War II ends.
1946
Major flooding. Food dropped by air to stranded Ghan.
1949
Ghan sleeping car service suspended due to coal shortages.
1949
15 December
Commonwealth Railways commissioner recommends construction of a standard-gauge railway from Stirling North to Leigh Creek.
1951
Diesel-electric locos ordered (NSU class).
1951
27 August
Construction commences on Brachina to Leigh Creek standard-gauge line.
1952
4 July
Royal Commission report recommends Brachina to Stirling North route west of the Flinders Ranges for new standard-gauge line, bypassing Quorn and Hawker.
1954
Playford power station opens at Port Augusta. Narrow-gauge coal trains operate through Pichi Richi Pass.
1954
June
Arrival of first NSU diesel locos.
1954
24 June
First diesel-hauled Ghan departs Quorn hauled by NSU 51 and 52.
1954
November
Arrival of first NDH "Gloucester" railcars to operate Port Augusta to Marree passenger service.
1955
14 February
Destruction of Hookina Bridge by floodwaters.
1955
28 May
Standard-gauge line to Brachina completed. "Piggyback" trains commence on 4 June for coal and cattle trains (until 25 June 1956).
1956
17 May
Standard-gauge line completed to Leigh Creek coalfield.
1956
10 July
New schedule has southbound Ghan passengers transferring to standard-gauge railcars at Brachina.
1956
13 August
Last narrow-gauge Ghan through Pichi Richi Pass. Passengers travel by standard-gauge train from Port Augusta to Copley. Copley becomes transfer station for freight and passengers.
1956
4 October
Narrow-gauge line Hawker to Copley closed. Rails then lifted.
1957
29 June
Standard-gauge railhead reaches Marree.
1957
27 July
Official opening of the standard-gauge line to Marree.
1958
26 March
Narrow-gauge line between Copley and Marree closed. Rails then lifted. Marree becomes transfer station between standard-gauge and narrow-gauge lines.
1961
Pedirka sandhills deviation completed.
1965
24 April
First NT class diesel-electric locos in service. All were later transferred to Darwin; they returned south after the North Australia Railway closed in 1976.
1967
February & March
Severe flooding. Low-level Finke River bridge destroyed.
1968
Saltia bridge in Pichi Richi Pass hit by over-height truck.
1969
29 January
Last passenger service to Quorn from Terowie.
1970
8 January
Last regular freight service between Quorn and Hawker.
1970
November
Survey of Tarcoola to Alice Springs line commences.
1971
28 April
NJ diesel-electric locomotives introduced. NJ1 named Ben Chifley.
1972
17 September
Stirling North to Hawker line officially closed.
1973
July
Pichi Richi Railway Preservation Society formed.
1974
Second low-level bridge at Finke destroyed by floodwaters.
1974
20 July
First steam-hauled train on the new Pichi Richi Railway.
1975
12 April
Construction commences on Tarcoola to Alice Springs line. First sod turned by Prime Minister Gough Whitlam at Tarcoola.
1975
1 July
Commonwealth Railways becomes Australian National Railways (ANR), a new federal government agency.
1978
1 April
ANR takes over the South Australian Railways and Tasmanian Government Railways.
1980
9 October
Tarcoola–Alice Springs line opens; first standard-gauge train northward.
1980
25 November
Last narrow-gauge Ghan from Marree to Alice Springs. Locos NJ3 and NJ6.
1980
11 December
First standard-gauge Ghan to Alice Springs.
1980
December
Last revenue train to Oodnadatta.
1981
17 October
Last train on Peterborough–Quorn line, by Steamtown Peterborough.
1982
Rails between Alice Springs and Marree removed.
1987
10 June
Standard-gauge line from Leigh Creek to Marree closed and rails lifted.
1995
4 June
Standard-gauge line between Adelaide and Melbourne opens.
2001
17 July
Construction commences on Alice Springs–Darwin line.
2001
September
Pichi Richi Railway extended to Port Augusta.
2003
18 September
Standard-gauge line reaches Darwin.
2004
3 February
First standard-gauge Ghan arrives at Darwin from Adelaide.
2007
19 January
Wirreanda Creek bridge at Gordon destroyed by floodwaters.
2013
Abminga railway station area listed in state heritage list.
2016
27 April
Last coal train from Leigh Creek to Port Augusta.
2016
May
Port Augusta power stations closed and demolished. Port Augusta to Leigh Creek railway mothballed.
Proposal
From the proposal for a line heading north of Port Augusta to turning the first sod in 1878 took 18 years[10] and the process was referred to by the press as one "which has so far failed to extend itself out of the region of nebulous ideas.".[11]
The key issues reported at the time were:
Cost benefits
Significant debate about the cost delayed and eventually altered the final design. The costs were significant for the South Australian colony and there was rigorous debate over that period. Mineral extraction was touted as the key benefit,[12] with farming and passenger traffic deemed by many as being uneconomic alone although others suggest the key products were 'wool, station stores, and copper' in that order.[13] The cost per kilometre was set in the Acts which precluded more expensive options.[citation needed]
Gauge and minimum speed
There was fierce debate about the gauge of the line, the maximum weight to be carried and maximum speed as all three dictated the cost.
Route and end point
A multitude of routes and end-points were nominated with over a dozen potential routes explored, most of these to the north. End points that were discussed included Government Gums (Farina, South Australia (320 km), Yudnamutana, South Australia (390 km) and Beltana (232 km). The 1867 Act stated that the line would be 200 miles from Port Augusta. Newspapers of the time did mention extending the line to Port Darwin although this was not gazetted in Parliament.
Two passenger and two goods trains were to be provided at least twice a week, one way, for the entire length.
All military, police, and other forces, when proceeding on duty, and all public mails and public stores, or stores belonging to a public department, were to be conveyed in the ordinary trains free of charge.
in the event of war or civil commotion, the whole of the resources of the railway were to be placed at the disposal of the government at the charges actually incurred.
The company would be entitled to a grant of the land traversed by the railway for a breadth of two chains, and to grants of contiguous blocks of land up to 20 square miles at the rate of two square miles for every mile traversed by the railway.
1864
The Port Augusta and Northern Railway Act 1864[16]
SA
Similar to the 1862 Act.
Purpose was "to encourage the formation of railways northwards from Port Augusta, or Port Paterson, with a branch line between those ports".
Land grant increased to four square kilometres with some limitations.
Specified a narrow gauge of "three feet six inches" for the Palmerston and Pine Creek railway (i.e., what was to become the northern part of the Central Australia Railway).
Federal legislation to confirm the 1907 Act. Specified a line from Port Darwin to be constructed to meet the Port Augusta (Central Australia) Railway at the South Australian border and be referred to as The Transcontinental Railway. No start or completion date included.
1949
Railway Standardization (South Australia) Agreement Act 1949[24]
Cth
Authorised a Commonwealth–SA agreement for railway gauges in SA to be converted to standard gauge on grounds of defence and development of Australia, facilitation of interstate trade and commerce, and to secure maximum efficiency and economy in railway operation – financed 70 per cent Commonwealth, 30 per cent SA. In a supplementary provision in the Schedule, the Commonwealth undertook to standardise the Central Australia Railway and North Australia Railway and to build a new standard-gauge railway to close the Alice Springs–Birdum gap.
1950
Brachina to Leigh Creek North Coalfield Railway Act 1950[25]
Cth
Authorised an agreement between the Commonwealth and SA for the federal government to construct a railway "as soon as practicable" from Brachina to Leigh Creek North Coalfield; acknowledged that the limited capacity of the narrow-gauge line to transport coal to the impending Port Augusta power station necessitated a standard-gauge railway. (The Act provided only for 60 per cent of the required distance from the coalfield to Port Augusta; objection by the South Australian Government to the alignment of routes further south led to a royal commission being appointed.)
1950
Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950[26]
Cth
Appointed a royal commission to investigate which of two routes were more suitable for the construction of a standard gauge railway between Stirling North and Brachina. Specific factors ordered to be taken into account included the proposed conversion to standard gauge of the railway from Port Augusta to Alice Springs; the cost of construction, maintenance and comparative economics of the respective routes; the probability of increased tonnage of coal hauled from Leigh Creek and the consequential financial results on the cost of constructing and operating railways on the respective routes. Consideration of "any break-of-gauge station required at the northern terminus of the standard gauge line" was explicitly excluded.
Authorised the Commonwealth Railways to construct a standard-gauge railway from Stirling North to Brachina. Specified that the total cost of this railway and the previously authorised Brachina to Leigh Creek North Coalfield railway, including the cost of rolling stock, was not to exceed 11 million pounds. (This Act provided for the remaining 40 per cent of the distance from the coalfield to Port Augusta, the SA Government having accepted the findings of the royal commission, causing a delay of 24 months.)
1954
Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954[28]
Cth
Authorised the standard-gauge line to be extended to Marree, subject to agreement by the SA Government. Specified that the total cost of this railway and the two railways previously authorised was not to exceed 12.241 million pounds.
Approved an agreement between the Australian Government and the Government of South Australia to build a standard-gauge line, well to the west of the Central Australia Railway, from the existing Trans-Australian Railway at Tarcoola to Alice Springs. Stipulated maximum expenditure of $145 million.
Committed South Australian Government funding up to $125 million (plus $25 million if necessary for contingencies, and $26.5 million to underwrite any loans) to the Alice Springs to Darwin railway. Included the South Australian and Northern Territory governments' acknowledgement of various mutual obligations.
Construction
Design, construction, as well as a hiatus, occurred in four periods distinct under both South Australian and Federal Australian Governments over a fifty-year period.
Initial design and route
Remaining trackbed of the Central Australia Railway near Lake Eyre South after the rails were lifted in 1981. Much of the 1241 km (771 mi) railway was laid on bare earth without ballast.
Around 1871, there was general agreement between Robert C. Patterson, Assistant Engineer (report writer), H. C. Mais, (Engineer-in-Chief) and Surveyor General. George Goyder (creator of the Goyder line of rainfall) about the length and route of the railway.[13] All three could not see going further north than Beltana (232 km) due to rain fall and environment, The two options out of Port Augusta were the Western Plains and the Pichi Richi routes.[31] The Pichi Richi route, while more expensive, offered access to the farmland to the west.
An extensive permanent survey was conducted circa 1876 and the final route mapped to Government Gums due to the water available at the terminus.[32] The length was to be "198 miles 66.92 chains", and the route consisted of "no less than 64 bridges, ranging in length from 20 feet to 740 feet, 470 flood-openings from 10 to 40 feet wide, 550 culverts from 2 feet 6 inches to 10 feet wide, 61 pipe-drains,and 14 water courses".[32]
Between 1891 and 1926, the railway line was not extended. Discussion occurred about if the existing line should be extended or commence a standard gauge railway from Tarcoola.[35][36] The South Australian Railways were transferred to the Australian Federal Government on 1 January 1911 however South Australian Railways continued running the service until 1 January 1926.[1] In 1926, Commonwealth Railways took over the running and commenced planning for extending the railway line north.
Completion from Oodnadatta to Alice Springs
A Commonwealth Railways poster of the 1940s advertising train travel to winter holidays in Central Australia. The scene is Heavitree Gap, or Ntaripe in the Arrernte language, 3.5 km (2 mi) south of Alice Springs railway station. Both the size of the cliff and the speed of the train bore no connection with reality.
Extending the line from Oodnadatta to Alice Springs commenced around 1926 and was completed on 6 August 1929.
The Northern Territory Act (Cth 1910) required the building of a north–south railway although no date was specified. Two unballasted routes were shortlisted with a standard gauge line from Kingoonya to Alice Springs estimated at 4.5m pounds and the 1.7m pound narrow gauge extension from Oodnadatta to Alice Springs. The 270 miles 65 chain extension was passed after a number of debates in Federal Parliament.[37]
Railway workers were paid 5 pounds, 8 shillings a week and a request for this to be raised to 6 pounds per week was refused by Sir John Quick in the Federal Arbitration Court on 11 March 1927.[38]
The first train consisted of 12 carriages including Mail and Fruit vans. There were 60 first class and 60 second class passengers and left on 5 August 1929 however an official ceremony to be attended by the Prime Minister was cancelled due to the cost of running a special train.[39][40]
Operations
Conditions
The tortuously curving narrow-gauge line between Marree and Alice Springs was notoriously prone to delays, often caused by flash floods washing away bridges and tracks.[41] Some track was laid on sand without ballast, and wood sleepers were used, serving as food for termites, causing unstable tracks.[42]
Floods
The choice of route through the most arid regions of Australia was influenced above all by the need for water for steam locomotives. Since time immemorial, Aboriginal people had followed a chain of artesian springs and waterholes to sustain them when carrying ochre from the Far North of South Australia to trading places in the south. The explorer John McDouall Stuart followed a similar route during several expeditions between 1858 and 1862.[43] The route taken by the Overland Telegraph ten years later, to which Stuart is believed to have given attention during his travels, was very similar. When the railway route was surveyed, it was hardly surprising that it followed the reliable sources of water.[44]: 52 The downside – an endless source of frustration for the railway maintainers – was that washouts occurred at some locations almost every year. When heavy rains fell inland in New South Wales and Queensland, gigantic "flash floods" came down normally dry riverbeds; bridges, embankments and other earthworks gave way under the onslaught. All but the largest bridge were severely damaged or washed away entirely, and miles of track were washed out – almost every year at some locations.[8]: 21–24
Flood events on the Great Northern Railway / Central Australia Railway
Widespread rain caused damage in various parts of Central Australia.[47] A deviation at Algebuckina River was washed out twice while the bridge was being strengthened.[8]
1929 – December
Throughout, especially Marree and northward
More than 450 miles (720 kilometres) of track damaged by heavy rain after a seven-year drought; "unparalleled in the history of the railway"[48][49][8]
1930 – February
Quorn to Marree; Finke and northward
Services suspended 17 January to 6 March after some Finke River bridge piers were carried away and others were damaged. A deviation was put in place to run the line over the river bed.[50][8]
Damage at more than 100 locations north of Edward's
Creek
Marree Mixed stranded due to flooding further north. Major flooding north of Oodnadatta. Floodwaters nearly 16 feet (4.9 metres) over rails and 2.4 kilometres (1.5 miles) wide at Peake Creek. Finke River 7 feet (2.1 metres) over rails.[8]
1939 – January, February
Hawker, Farina, Finke
Trains held; no train to Alice Springs for 34 days causes food shortage[52][8]
Numerous washouts between Willochra and Nilpena. Hookina bridge destroyed. Deviation built in two weeks, then also washed away in July and October 1956.[8]
1956 – July
Pedirka–Ilbunga; Hookina
Railway closed for two days; Hamilton River (Pedirka) and Stevenson Creek (Ilbunga) flooded.[8] Hookina River flood delayed traffic for 36 hours, then another 36 hours five days later. Further floods on 16 October washed
the deviation track away and because a new standard-gauge line had been built it was never restored.[55]: 50
The Ghan was held up for nearly a week by floods described as "the worst since 1938", and 114 of the 140 passengers were eventually flown from Oodnadatta to Alice Springs on five special flights.[56]
1963 – June
Marree to William Creek; Peake Creek; Alberga River
Extensive flooding and damage. Ghan stuck at William Creek with loco derailed. Ghan passengers airlifted from Oodnadatta.[8]
1967 – February, March
North of Oodnadatta
Major flooding in many locations; track breached in more than 32 places. Low-Level Finke bridge again destroyed. Line closed for 27 days.[8]
Heavy rains. All roads into Alice Springs closed. Low-level bridge at Finke destroyed. Line closed from 13 January to 16 March. No passenger services until 1 April.[8] Lake Eyre, normally dry, flooded to its deepest in recorded history. On the southern shore of Lake Eyre South, levees were required and the railway was eventually rebuilt on a new embankment.[55]: 52
1981 (post-closure)
Abminga
Rail recovery train stranded at Abminga. Finke River flowing.[8]
In 1944, it was reported that trains had increased on the line from the normal two a week to 56, whilst the North Australia Railway had increased from one a week to 147. Rolling stock, sidings, marshaling areas and water points for the steam engines were all key issues in increasing traffic on the line.[57]
Diesel locomotives
The first diesel-electric locomotive entered service in June 1954. It was one of 14 locomotives ordered for both the Central and North Australia Railway. Built by the Birmingham Carriage and Wagon company, the locomotives had a maximum range of about 1130 kilometres (700 miles) and were designed to haul 330 long tons (300 tonnes) at 50 kilometres per hour (31 miles per hour) on level track.[58]
Film
Shortly before the closure of the narrow gauge line in 1980, BBC Television filmed an episode of the television series Great Railway Journeys of the World featuring the original route of the Ghan (and the infamously slow speed of the train).[citation needed]
Decline, conversion to standard gauge and closure
After World War II, the railway line existence became questionable for a number of reasons:
The railway had a history of extensive flood damage as the original steam engines required access to streams which were prone to floods.
The track was narrow gauge and not ballasted and thus loads and speeds were both reduced, reducing the profitability of the line.
Goyder's Line of rainfall (1865), excluding rains in 1865, 1872 and some other years, was shown as being highly accurate with communities and cropping lands north of his line being abandoned after long dry spells. The entire railway is north of this line.
Trucks and roads were becoming more reliable and utilised in South Australia.
The 1910 Northern Territory Acceptance Act mandating a railway line between Darwin and Adelaide requiring a standard gauge railway, which would need to be less susceptible to flooding than the existing route designed for diesel-electric engines rather than steam.
Improved railway engineering and construction methods allowed for improved design.
The standard gauge upgrade of the southern section of the line from near Port Augusta to Maree placed pressure on the remaining narrow gauge sections that remained opened due to transfer and maintenance costs.
Standard gauge line to Marree
In 1949, both South Australia and the Federal Government enacted the Railway Standardisation (South Australia) Agreement Act[24] which looked at the upgrade of all lines to standard gauge, including the Central Australia Line. The act was more of an overarching statement rather than a commitment to complete all lines in a set order or time.
The Leigh Creek and Telford Cut Coalfields were first excavated in 1943 following a shortage of coal during World War II and between 1951 and 1954, discussions surrounded two route options to upgrade to standard gauge. Option B2 was upgrading the current line to Telford, the C option was the chosen option which was up to 32 km west of the current line.[59] The South Australian and Federal governments bickered over by-passing the township of Quorn and it was only after a Royal Commission, that the Commonwealth Railways got their way with option C avoiding Quorn and the work commenced on the 255 km line.
The South Australian Government and agriculturists wanted to extend the standard gauge line a further 88 km to Marree.[60][61] This would reduce the bruising of the cattle and shorten the time to market as well as increase the number of cattle that could be transferred. Transferring livestock at Telford was considered problematic with coal dust and machinery.[62]
The federal minister of transport travelled to the area in mid-1954 and confirmed the extension from Telford Cut to Marree. The cost was set at 1,241,000 pounds, compared to 821,000 pounds to bring the existing line up to an acceptable level including ballasting and possible bridge replacement.[63]
The Minister for Transport, Senator George McLeay and the Commonwealth Railways Commissioner, Mr. P. J. Hannaberry, both stated that they were "strongly in favour" to extend the standard gauge line all the way to Alice Springs in 1952.[64] By April 1954, Hannaberry had changed his mind and stated it was "out of the question".[65]
Some sections of the narrow-gauge line remain in operation as the Pichi Richi Railway and the section from Port Augusta to Stirling North was realigned and restored in 2000–2002.
1981: The entire narrow gauge line was closed with the section between Marree (372 km) and Alice Springs (1243 km) abandoned, replaced by Tarcoola-Alice Springs line standard gauge line.[67][page needed]
1987: Standard gauge between Marree and Telford Cut closed.
2016: Stirling North-Telford Cutstandard gauge line mothballed after power station and mine closure.[68] On 3 December 2016, Chicago Freight Car Leasing Australia began storing wagons in the disused sidings at Stirling North. various rail operators including Bowmans Rail, Sydney Rail Services, One Rail Australia, Southern Shorthaul Railroad and Pacific National have operated trains to and from the sidings for desire or temporary storage of trains and wagons.
2018: For a short period between 28 February 2018 & 29 July 2018, Bowmans Rail were operating a section of the former Leigh Creek Line for a few kms to off-load containers used in the construction of the Bungala Solar Farm.
2023: Trains now run as required to CFCLA’s (now RailFirst Asset Management) Stirling North Yard including twice in 2023.
Heritage trail, restoration and preserved sections
In 1974, the newly formed Pichi Richi Railway Preservation Society commenced a restoration program, headquartered at Quorn at the picturesque southern end of the railway; Stirling North, near Port Augusta, was the other terminus. It progressively restored and operated the Pichi Richi Railway as a working museum, upgrading track and undertaking preservation of a wide range of South Australian Railways rolling stock and some locomotives, secured against deterioration in the former running sheds. Between 2000 and 2002, the line was extended 12 km (7 mi) to Port Augusta station, running alongside the standard gauge mainline for about half the distance.[70]
In May 2016, traffic ceased on the standard gauge line between Telford Cut coal mine and Port Augusta after the power station at Port Paterson was shut down.[71]
The Farina Restoration Project Group, whose members travel to the former town at agreed periods to work voluntarily, is restoring the small, now-deserted railway township of Farina.[72]
List of stations, stopping places and localities
Stations, stopping places and localities on the Central Australia Railway
For south-to-north sequence, read across. As an indication of settlement today, 2016 census populations of 100 or more are shown as [pop.]. Population figures of early years are not available. Compared with the final decades of the 20th century, the present-day population Port Augusta is higher; Stirling North much higher; Quorn lower; Marree and Oodnadatta much lower; Alice Springs lower.
^Barrington, Rodney, ed. (2024). Into the Pass: a history of Pichi Richi Railway. Quorn, South Australia: Pichi Richi Railway Preservation Society Inc. ISBN9781763538726.
^"The Port Augusta Railway". Adelaide Advertiser / The Express and Telegraph. No. 18 January 1878. p. 2. Retrieved 1 June 2018 – via National Library of Australia.
^"The Port Augusta Railway". South Australian Register. No. 11 August 1870. South Australian Register. 11 August 1870. Retrieved 1 June 2018 – via National Library of Australia.
^"Port Augusta Railway". Border Watch (Mt Gambier). No. 11 December 1869. Retrieved 2 June 2018 – via National Library of Australia.
^ ab"The Port Augusta Railway". The South Australian Advertiser. 5 August 1871. p. 3. Retrieved 2 June 2018 – via National Library of Australia.
^Wilson, John (2021). The train to Oodna-Woop-Woop: a social history of the Afghan Express. Banksia Park, South Australia: Sarlines Railway Books. ISBN9780646842844.
^"Brachina railway disaster". Advertiser (Adelaide, SA: 1889 – 1931). 3 February 1911. p. 8. Retrieved 2 September 2018 – via National Library of Australia.
^"Floods in the Quorn district". Chronicle (Adelaide, SA: 1895 – 1954). 2 January 1915. p. 15. Retrieved 15 August 2018 – via National Library of Australia.
^"Central Australia". Age (Melbourne, Vic.: 1854 – 1954). 26 March 1926. p. 9. Retrieved 15 August 2018 – via National Library of Australia.
^"Isolated". Sydney Morning Herald (NSW: 1842 – 1954). 30 December 1929. p. 9. Retrieved 15 August 2018 – via National Library of Australia.
^"Drought of seven years has been broken". Evening News (Rockhampton, Qld.: 1924 – 1941). 30 December 1929. p. 2. Retrieved 15 August 2018 – via National Library of Australia.
^"Central Australia Railway". The Telegraph (Brisbane, Queensland). No. 26 November 1930. 26 November 1930. p. 14. Retrieved 28 July 2018 – via National Library of Australia.
^"Message from Alice Springs". The Age. No. 25, 237. (Original, Melbourne. Digital reproduction, Canberra: National Library of Australia – Trove digital newspaper archive). 4 March 1936. p. 11. Retrieved 8 July 2024.
^"Train weeks late". The Sydney Morning Herald. Fairfax. p. 12. Retrieved 23 April 2017 – via Newspapers.com.
^"Alice Springs line cut". Barrier Miner (Broken Hill, NSW: 1888 – 1954). 17 March 1950. p. 1. Retrieved 2 September 2018 – via National Library of Australia.
^ abcRodney Barrington, ed. (2024). Into the Pass: a history of the Pichi Richi Railway. Quorn, South Australia: Pichi Richi Railway Preservation Society Inc. ISBN978 1 7635387 3 3.
^"Route of standard Gauge Railway". Quorn Mercury (SA: 1895 – 1954). 8 November 1951. p. 1. Retrieved 2 September 2018 – via National Library of Australia.
^"Marree Railway "High Priority"". Advertiser (Adelaide, SA: 1931 – 1954). 11 March 1954. p. 3. Retrieved 2 September 2018 – via National Library of Australia.
^"BROAD GAUGE TO MARREE, S.A. AIM". Mail (Adelaide, SA: 1912 – 1954). 26 April 1952. p. 8. Retrieved 2 September 2018 – via National Library of Australia.
^"BROAD GAUGE RAILWAY FOR NORTH". Chronicle (Adelaide, SA: 1895 – 1954). 6 May 1954. p. 10. Retrieved 2 September 2018 – via National Library of Australia.
^"Standard gauge to Marree". Quorn Mercury (SA: 1895 – 1954). 10 July 1952. p. 1. Retrieved 2 September 2018 – via National Library of Australia.
^"ALICE BROAD GAUGE "OUT OF QUESTION"". News (Adelaide, SA: 1923 – 1954). 30 April 1954. p. 12. Retrieved 2 September 2018 – via National Library of Australia.
^South Australian Tourism Commission; Northern Territory Department of Lands, Planning & Environment (2001), Discover the outback Port Augusta to Alice Springs: Old Ghan Railway heritage trail, Northern Territory Department of Lands, Planning & Environment, South Australian Tourism Commission, retrieved 8 October 2012 – via National Library of Australia
Pearce, Kenn (2011). Riding the 'Wire Fence' to the Alice: memories of the old Ghan railway. Elizabeth, South Australia: Railmac Publications. ISBN9781864770797.
Wilson, John (2021). The train to Oodna-Woop-Woop: a social history of the Afghan Express. Banksia Park, South Australia: Sarlines Railway Books. ISBN9780646842844.
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