The former Central Australia Railway, which was built between 1878 and 1929 and dismantled in 1980, was a 1067 mm narrow gauge railway between Port Augusta and Alice Springs. 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 The entire Central Australia Railway was superseded in 1980 after the standard gauge Tarcoola–Alice Springs Railway was opened, using a new route up to 200 km to the west.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
The line became known as the Central Australia Railway when the Commonwealth Railways took it over from the South Australian Railways in 1929. Before then, it was known by several names, in part because the northern end point had not be determined, funding being intermittent. Government acts and the press used a number of terms prior to construction including:
- Port Augusta Railway
- Northern Railway
- Great Northern Railway
- Port Augusta to (far) North Railway.
After construction, railway was referred to as:
- Port Augusta-Oodnadatta railway
- North–South Railway in possible anticipation to extend the line to Darwin.
It has also often been referred to as the Great Northern Railway 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; 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.
History
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|-
! colspan="3" |
|-
! scope="col" style="width: 10%;"| Year
! scope="col" style="width: 20%;"| Date
! scope="col"| 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|| line built from Oodnadatta to Wire Creek, which becomes construction base for the 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.
|}
Initial proposal
From the proposal for a line heading north of Port Augusta to turning the first sod in 1878 took 18 years 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.".
The key issues reported at the time were as follows.
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, 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. The cost per kilometre was set in the Acts which precluded more expensive options.
Gauge and maximum 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.
Funding: public or private sector
The South Australian Railways, as the agent of the colonial government, wanted to build the line, and there were others who thought that investors, predominantly from the United Kingdom, would offer better value for money. The South Australian Railways developed a trial called the Northern Extension Railway to Burra to test the engineering capabilities.
Legislation
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament.
{| class="wikitable floatright mw-collapsible mw-collapsed" border= "1" style= "width:95%; font-size: 86%; float:right; margin-left:2em; margin-right:2em; margin-bottom:2em"
! colspan="4"|
|-
! scope="col" | Year !! scope="col" style="width:10em"| Act !! scope="col" | Juris-diction !! scope="col" | Key provisions
|-
|1862||<!--Act is in 2nd column (leave space before "<" character because of italics)-->The Northern Railway Act 1862||<!--3rd col shows jurisdiction-->SA||<!--4th col shows "key provisions" notes-->
- Carriage of passengers, merchandise and produce between Port Augusta and some point (not less than 100 miles) northwards.
- First 20 miles to be completed in two years, remainder in five years.
- Speed was to be a "rate of not less than eight miles an hour for the whole distance travelled, including stoppages (luggage trains excepted)".
- Propulsion was to be either horse or steam locomotive.
- 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||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.
|-
|1864||The Sale of Railways Act 1864||SA||
- Authorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.
|-
|1867||The Port Augusta and Northern Railway Act 1867||SA||
- Length of railway was extended to at least 200 miles from Port Augusta; costs "shall not exceed 3750 pounds for every mile"; land grants removed.
- Gauge "shall be five feet and three inches".
- Horse drawn or steam engine propulsion were still alternatives.
|-
|1876|| Port Augusta and Government Gums Railway Act 1876||SA||
- Gauge set to narrow gauge "three feet six inches"; cost was not to exceed 3750 pounds per mile.
- Passenger trains not to exceed 20 miles per hour; other trains, 14 miles per hour.
- Route defined between Port Augusta and Government Gums (Farina).
|-
|1883|| Palmerston and Pine Creek Railway Act 1883||SA||
- 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).
|-
|1902||The Transcontinental Railway Act 1902||SA||
- Authorised construction of a railway from Oodnadatta, South Australia to Pine Creek.
|-
|1907||The Northern Territory Surrender Act 1907|| SA||
- Paved the way for annexing the Northern Territory to the new federal Australian Government from South Australia.
- Authorised South Australia's transferring the Central Australia Railway and Palmerston and Pine Creek Railway to the federal Australian Government.
|-
|1910||Northern Territory Acceptance Act 1910||Cth||
- 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||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||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||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.
|-
|1952||Stirling North to Brachina Railway Act 1952||Cth||
- 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||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.
|-
|1974||Tarcoola to Alice Springs Railway Act 1974||Cth||
- 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.
|-
|1997||Alice Springs to Darwin Railway Act 1997||SA||
- 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
thumb|Remaining trackbed of the Central Australia Railway near [[Lake Eyre South after the rails were lifted in 1981. Much of the 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. 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. 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".
Cessation of work
Between 1891 and 1926, the railway line was not extended. Discussion occurred about whether the existing line should be extended or a standard-gauge railway from Tarcoola should be initiated. The South Australian Railways were transferred to the Australian federal government on 1 January 1911, but because the federal government at that stage did not possess a railway department, the South Australian Railways continued running the service until 1 January 1926.
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.
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.
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. Some track was laid on sand without ballast, and wood sleepers were used, serving as food for termites, causing unstable tracks.
Floods
thumb|350px|alt=Track severely twisted in the foreground leading to a bridge that has been washed down the river a significant distance|An example of the severity of floods on the railway in 1937: this bridge was displaced by tens of metres/yards
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. 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. 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.
|-
||1914 – January ||Entire line||Major washouts throughout
|-
||1917 – January ||Entire line ||Washouts A deviation at Algebuckina River was washed out twice while the bridge was being strengthened.
|-
||1936 – May ||Willochra to Gordon
||Washouts
|-
||1950 – June ||Alberga ||Alberga and Hamilton Rivers flood
|-
||1960 – December ||Ewaninga ||Washaways; track damaged
|-
||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.
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 and were designed to haul at on level track.
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).
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 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. 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.
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.
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. By April 1954, Hannaberry had changed his mind and stated it was "out of the question".
In 1957, the Marree Railway Line, the new standard gauge line from Stirling North (near Port Augusta) to Marree (372 km from Port Augusta) opened, replacing the existing line via Quorn. This was predominantly for coal to be transferred from the Leigh Creek and Telford Cut Coalfields to the power stations at Stirling North. The line was extended to Marree for cattle to be transported to market from the grazing plains, including around the Birdsville Track.
Closures
With the new standard gauge Marree Railway Line opened, the narrow gauge line began to close in sections:
- 1957: The section between Brachina (173 km) to Beltana (232 km) is closed in March
- 1957: The section between Leigh Creek (262 km) to Marree (372 km) is closed in July
- 1958: Beltana (232 km) to Leigh Creek (262 km) closed in July.
- 1972: Port Augusta (0 km) to Hawker (105 km) closed.
- 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.
- 1987: Standard gauge between Marree and Telford Cut closed.
- 2016: Stirling North-Telford Cut standard gauge line mothballed after power station and mine closure. 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
The old railway route is now a heritage trail.
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.
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.
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.
List of stations, stopping places and localities
{| class="wikitable floatright mw-collapsible mw-collapsed" border= "1" style= "width:100%; font-size: 86%; float:right; margin-left:2em; margin-right:2em; margin-bottom:2em"
! colspan="4"|
|-
| colspan="4" style="text-align: center;"|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.
|-
|Port Augusta [pop. 6560] ||Port Augusta racetrack ||Stirling North [pop. 2670] ||Saltia
|-
|Woolshed Flat ||Pichi Richi ||Summit ||Quorn [pop. 1230]
|-
|Willochra ||Gordon ||Wilson ||Hawker [pop. 340]
|-
|Hookina (at Wonoka) ||Mern Merna||Edeowie ||Brachina
|-
|Commodore (originally Meadows) ||Parachilna ||Nilpena (originally Blackfellow's Creek) ||Beltana
|-
|Puttapa ||Copley (originally Leigh Creek) [pop. 320] ||Telford ||Lyndhurst
|-
|Farina (originally Government Gums) ||Wirrawilla ||Mundowdna ||Marree (originally Hergott) [pop. 100]
|-
|Callanna ||Wangianna ||Alberrie Creek ||Bopeechee
|-
|Lake Eyre ||Stuart's Creek (Curdimurka) ||Margaret Siding ||Coward Springs
|-
|Beresford ||Strangways Springs ||Irrappatana ||William Creek
|-
|Douglas ||Anna Creek ||Box Creek ||Boorthanna
|-
|Duff Creek ||Edward's Creek ||Warrina ||Peake Creek
|-
|Algebuckina ||Mount Dutton ||North Creek ||Oodnadatta [pop. 200]
|-
|Todmorten ||Wire Creek ||Alberga ||Macumba
|-
|Mount Sarah ||Mount Rebecca ||Pedirka ||Mount Emery
|-
|Illbunga ||Bloods Creek ||Abminga ||Wall Creek
|-
|Duffield ||Crown Point ||Finke (now Aputula) [pop. 170]||Musgrave
|-
|Rumbalara ||Mount Squire ||Engoordina ||Bundooma
|-
|Maryvale||Rodinga ||Deep Well ||Ooraminna
|-
|Mount Polhill ||Ewaninga ||Mount Ertiva ||MacDonnell
|-
|Heavitree ||Alice Springs [pop. 24,750]||Alice Springs Abattoirs
|-
|}
See also
- Adelaide–Darwin railway line
- Marree railway line
- North Australia Railway
- Pichi Richi Railway
- The Ghan
Notes
References
Further reading
External links
- Photo album of images along the line
- History of the Adelaide-Darwin Railway
- Tarcoola to Alice Springs Railway Act 1974
- Weekend Extra film on the last original Ghan Australian Broadcasting Corporation 1980