Central Australia Railway

The former Central Australia Railway, which was built between 1878 and 1929 and closed in 1980, was a 1,241 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 The entire Central Australia Railway was superseded in 1980 after the standard gauge Tarcoola–Alice Springs Railway was opened, using a new route up to 200 km to the west.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 as the Pichi Richi Tourist Railway.

Central Australia Railway
Overview
Termini	Stirling North near Port Augusta Alice Springs
Service
System	South Australian Railways 1878–1917 South Australian Railways on behalf of Commonwealth Railways 1917–1926 Commonwealth Railways 1926–1975 Australian National (CR's successor agency) 1975–1981
Operator(s)	South Australian Railways Commonwealth Railways (became Australian National)
History
Opened	Port Augusta–Marree: 1884 Marree–Oodnadatta: 1891 Oodnadatta–Alice Springs: 1929
Closed	1981
Technical
Line length	1,241 km (771 mi)
Track gauge	1,067 mm (3 ft 6 in); duplicated Port Augusta–Marree 1435 mm (4 ft 8​^1⁄2 in) from 1957–2016
Route map Central Australia Railway (narrow gauge) Marree railway line (standard gauge) 1241 km Alice Springs (old) Central Australia Railway Adelaide–Darwin railway to Darwin Alice Springs abattoir Alice Springs (current) 1237 km Heavitree Adelaide–Darwin railway to Port Augusta Macdonnell triangle start preserved track 1231 km Macdonnell 1224 km Mount Ertwa end preserved track Ewaninga triangle 1208 km Ewaninga 1192 km Pohill Siding 1175 km Ooraminna 1163 km Deep Well Deep Well siding 1141 km Rodinga Rodinga stock yards 1125 km Maryvale 1099 km Bundooma 1076 km Engoordina 1060 km Mount Squire 1044 km Rumbalara Rumbalara stock yards 1028 km Musgrave 1014 km Finke (Aputula) 1012 km Finke stock yards 997 km Crown Point 981 km Duffield 965 km Wall Creek 962 km Northern Territory South Australia border 945 km Abminga Abminga sidings 929 km Bloods Creek 908 km Ilbunga 895 km Mount Emery 876 km Pedirka 859 km Mt Rebecca 841 km Mt Sarah (Stevenson Creek) 825 km Macumba 811 km Alberga 804 km Wire Creek Wire Creek siding 792 km Todmorten Oodnadatta sidings 770 km Oodnadatta 744 km North Creek Mount Dutton stock yards 729 km Mount Dutton Mount Dutton triangle Algebuckina Bridge 714 km Algebuckina 698 km Peake Creek Warrina stock yards 682 km Warrina Edwards Creek triangle 666 km Edwards Creek Edwards Creek siding 650 km Duff Creek (Weedina) 632 km Boorthana 616 km Box Creek 600 km Anna Creek 588 km Douglas 574 km William Creek William Creek triangle 554 km Irrappatana 537 km Strangways Springs 525 km Beresford 501 km Coward Springs Coward Springs triangle 489 km Margaret 473 km Curdimurka (Stuarts Creek) 453 km Lake Eyre 440 km Bopeechee 425 km Alberrie Creek 407 km Wangianna 387 km Callanna Marree gauge interchange Marree 356 km 372 km Marree 359 km Mundownda Witchelina 339 km Wirrawilla Farina triangles Farina 303 km 320 km Farina Lyndhurst 278 km 294 km Lyndhurst Old Mine loop Telford 271 km Telford end of Leigh Creek line tracks Leigh Creek Coalfield Copley 245 km 262 km Copley Leigh Creek 240 km Puttapa 231 km 247 km Puttapa Beltana 232 km Beltana 212 km Nilpena (Black Fellows Creek) Parachilna 175 km 195 km Parachilna Commodore 163 km 183 km Commodore Brachina 153 km 173 km Brachina 163 km Edeowie Moralana 127 km 137 km Mern Merna Cotabena 107 km 124 km Hookina (Wonoka) Neuroodla 89 km 105 km Hawker 89.6 km Wilson 73.0 km Gordon 57.5 km Willochra Wilkatana 48 km Peterborough–Quorn railway line end of Pichi Richi Railway 39.8 km Quorn Quorn Pichi Richi Depot 32.4 km Summit siding 23.6 km Woolshed Flat 18.2 km Saltia siding start dormant tracks Bungala Solar Plant Goods yard Adelaide-Port Augusta railway line Northern Power Station Port Augusta Racecourse 0 km Port Augusta Pichi Richi Depot Adelaide–Darwin railway to Alice Springs

The routes of the narrow-gauge Central Australia Railway (1878–1981) and its partner in the never-achieved transcontinental ambition, the North Australia Railway (1886–1976). Adelaide and Darwin were finally connected when the last of five standard-gauge lines was completed in 2004 – the first having been opened in 1917. (Click to enlarge.)

Remaining trackbed of the Central Australia Railway near Lake Eyre South after the rails were lifted. Much of the 1241 km railway was laid on earth without ballast.

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 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][7]

History

Proposal

From the proposal for a line heading north of Port Augusta to turning the first sod in 1878 took 18 years[8] and the process was referred to by the press as "which has so far failed to extend itself out of the region of nebulous ideas.".[9]

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,[10] with farming and passenger traffic being deemed by many as being uneconomic alone although others suggest the key products were 'wool, station stores, and copper' in that order.[11] The cost per kilometre was set in the Acts which precluded more expensive options.

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.

State versus corporate

The State run South Australian Railways wanted to build the line and there were others who thought 'capitalists', predominantly from the United Kingdom, would offer better value for money. South Australian Railways developed a trial called the Northern Extension Railway to Burra to test the engineering capabilities.[12]

Legislation

The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament.

Parliamentary Acts associated with the Central Australia Railway
Year	Act	Juris-diction	Key provisions
1862	The Northern Railway Act 1862 [13]	SA	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 [14]	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 [15]	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 [16]	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 [17]	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 [18]	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 [19]	SA	Authorised construction of a railway from Oodnadatta, South Australia to Pine Creek.
1907	The Northern Territory Surrender Act 1907 [20]	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 [21]	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 [22]	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 [23]	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 [24]	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 [25]	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 [26]	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 [27]	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 [28]	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

Around 1871, there was general agreement between Robert C. Patteson, 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.[11] 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.[29] 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.[30] 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".[30]

Initial build to Farina (Government Gums)

The first sod was turned at Port Augusta on 18 January 1878 and took until 1882 to reach Government Gums (320 km), 1884 Maree (372 km), 1888 Coward Springs (501 km) and finally Oodnadatta in 1891 (770 km). Construction was by South Australian Railways as a 1,067 mm (3 ft 6 in) narrow gauge railway.[31][32]

Cessation of extending the line

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.[33][34] 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.[35]

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.[36]

Concerns were raised regarding local Aboriginals with media reporting ""It is intended to ask the State and Federal Governments to endeavour to keep the wilder natives and especially those from the Musgrave and Everard ranges in their fastnesses for a few years."[37]

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.[38][39]

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.[40] Some track was laid on sand without ballast, and wood sleepers were used, serving as food for termites, causing unstable tracks.[41]

Floods, damage and accidents

There was a need for the route of the railway to be close to water for the original steam engines however this also caused significant issues due to flooding which occurred on a regular basis with a number of significant closures including:

• 1911 A train driver was killed at Brachina Siding (173 km north of Port Augusta) when the train entered the creek after rains.[42]
• 1915 Rain occurred around Quorn and further north with significant damage around Brachina with a bridge destroyed.[43]
• 1926 Widespread rain damaged the railway between Quorn and Oodnadatta.[44]
• 1929 Over 740 kilometers of the railway were damaged after torrential rain broke a seven-year drought. The line north of Quorn.[45][46]
• 1930 The service was suspended beyond Finke from 17 January 1930, until 6 March 1930 after some of the Finke River bridge piers were carried away and others damaged. A deviation was put in place to run the line over the river bed instead.[47]
• 1936
  • A works train engine dived nose-first into Camel Creek near Rodinga with a fireman sustained a broken leg after the 30-foot Camel Creek bridge was undermined. The train was an engine and three carriages and was repairing tracks from recent floods. The driver also sustained unspecified injuries.
  • 16 Passengers and railway engineers were stranded at Finke River will "have to remain there for some days" with water "four feet over the line".[48]
• 1937 Reports of flooding delaying trains for at least 3 days
• 1939 Reports of six weeks of disruptions and headlines of "Train Weeks Late". Food shortages in Alice Springs after the train was delayed 34 days.[49]
• 1943 Two trains collided at 2:03 am near Strangeways Springs (537 km from Port Augusta). One fireman was injured and three cattle lost their lives in February. This was the third head-on in recent months including one near Beltana.[50]
• 1944 Four soldiers were killed and 27 injured when a goods train collided with a stationary train carrying 300 troops at midnight near Copley (262 km north of Port Augusta) in May. The troop train had run out of water and was stationary when it was hit from behind by a freight train.[51]

A Central Australia Railway goods train approaching Pichi Richi Pass about 1910, near where the Pichi Richi Railway now operates

• 1950 Floods caused almost 300 km of line to be impassable from Brachina (173 km) to Curamurka (473 km).[52] This prevented coal trains from the Telford Cut coalfields from travelling. More expensive South African coal would be required to continue South Australian power supplies if the line did not reopen and may have been a final catalyst to upgrade to standard gauge.[53]
• 1963 (May) 114 of the 140 Ghan passengers were airlifted to Alice Springs on five special flights after a week of delays. The floods "were the worse since 1938" and bread was dropped to the train.[54]
• 1967 The track was closed for approximately 27 days after the track was breached in more than 32 places including destroying the Finke River Bridge. A "minor Berlin airlift" was required for Alice Springs. Three alternative proposals to improve the line were made by the Commissioner of Commonwealth Railways:
  • a new route from Tarcoola to Alice Springs[note 1]
  • extending the standard gauge from Marree to Alice Springs
  • improving the existing narrow gauge line.[55]
• 1974 All roads cut around Alice Springs.

World War II

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.[56]

Diesel locomotives

The first diesel electric engine commenced service in June 1954. It was one of 14 engines ordered for both the Central and North Australia Railway. Built by the Birmingham Carriage and Wagon company, had a range of approximately 1134 km, they could travel at 80 km/h and haul 330 imperial tons.[57] The Trans-Australian Railway and this line were the first two lines to be powered by diesel electric engines only in Australia.[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).

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[22] 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]

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.[66]
• 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.[67]
• 2016: Stirling North-Telford Cut standard gauge line mothballed after power station and mine closure.[68]

Heritage trail, restoration and preserved sections

The old railway route is now a heritage trail.[69]

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.]; however, present-day population numbers differ significantly from those of earlier times, especially at places associated with the railway.
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 Springs) [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	Boorthana
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

References

1. "Comrails.com". Retrieved 17 April 2017.
2. "Port Augusta-Oodnadatta railway". The Advertiser. Adelaide: National Library of Australia. 24 October 1925. p. 16.
3. "North-South railway". The Northern Miner. Charters Towers: National Library of Australia. 28 April 1921. p. 16.
4. "South Australia Great Northern Railway Impresses Commissioner". The Barrier Miner. Broken Hill: National Library of Australia. 4 December 1922. p. 4. Retrieved 9 October 2012.
5. "Newspaper archive". Trove. National Library of Australia. Retrieved 17 April 2017.
6. Newell, Brian R (2000), Following the Old Ghan railway line 1878–1980 (1st ed.), Brian R Newell, ISBN 978-0-646-39415-2
7. Pearce, Kenn (2011), Riding the 'wire fence' to the Alice : memories of the old Ghan railway, Railmac Publications, ISBN 978-1-86477-079-7
8. "The Port Augusta Railway". Adelaide Advertiser / The Express and Telegraph (18 January 1878). p. 2. Retrieved 1 June 2018.
9. "The Port Augusta Railway" (11 August 1870). South Australian Register. Retrieved 1 June 2018.
10. "Port Augusta Railway". Border Watch (Mt Gambier) (11 December 1869). Retrieved 2 June 2018.
11. "THE PORT AUGUSTA RAILWAY". The South Australian Advertiser. 5 August 1871. p. 3. Retrieved 2 June 2018.
12. "Opening of the Northern Extension Railway". South Australian Register. Adelaide, SA: National Library of Australia. 30 August 1870. p. 5. Retrieved 11 June 2018.
13. The Northern Railway Act 1862 (SA)  
14. The Port Augusta and Northern Railway Act 1864 (SA)  
15. The Sale of Railways Act 1864 (SA)  
16. The Port Augusta and Northern Railway Act 1867 (SA)  
17. Port Augusta and Government Gums Railway Act 1876 (SA)  
18. Palmerston and Pine Creek Railway Act 1883 (SA)  
19. The Transcontinental Railway Act 1902 (SA)  
20. The Northern Territory Surrender Act 1907 (SA)  
21. Northern Territory Acceptance Act 1910 (Cth)  
22. Railway Standardization (South Australia) Agreement Act 1949 (Cth)  
23. Brachina to Leigh Creek North Coalfield Railway Act 1950 (Cth)  
24. Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950 (Cth)  
25. Stirling North to Brachina Railway Act 1952 (Cth)  
26. Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954 (Cth)  
27. Tarcoola to Alice Springs Railway Act 1974 (Cth)  
28. Alice Springs to Darwin Railway Act 1997 (SA)  
29. "The Port Augusta Railway". The South Australian Advertiser: 5. January 1878.
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Notes

1. This route was adopted, and was opened in 1980. Following completion of the line to Darwin in 2004, both became part of the Adelaide–Darwin rail corridor.

See also

• Adelaide–Darwin rail corridor
• Marree railway line
• North Australia Railway
• Pichi Richi Railway
• The Ghan

Further reading

• Anchen, Nick (2017). Iron Roads in the Outback: The Legendary Commonwealth Railways. Ferntree Gully, Vic: Sierra Publishing. ISBN 9780992538828.
• Commonwealth Railways (Australia) (1900), Central Australia railway : historical notes, Melbourne, retrieved 8 October 2012
• Pearce, Kenn (2011). Riding the 'Wire Fence' to the Alice: Memories of the old Ghan railway. Elizabeth, SA: Railmac Publications. ISBN 9781864770797.

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