THE TO RAIL LINE

The railway line from Port Pirie to Peterborough and then on to Cockburn was one of the South Australian Railways most significant achievements when the line was completed to Cockburn in 1886. The purpose of the line was primarily to transport the ore from the newly founded mining company Broken Hill Proprietary Limited’s mine to their smelter in Port Pirie and secondly to open up the vast areas in the North East of the state to settlement. The project quickly proved successful in its early years due to the large quantities of both ore and agricultural produce such as livestock and other associated products moved by rail as well as general supplies to the fast growing town of Broken Hill. To give an idea of the tonnage carried in the early years of the new line, during the financial year 1888-89 44,535 tons of ore was railed west from Cockburn. This was over three times the amount forwarded from Kadina’s Wallaroo mine and twice that from the Moonta mines to the smelter at Wallaroo.

Due to political issues of the time the South Australian Government were not permitted to extend their railway over the border into and hence the Silverton Company was formed and a Tramway was built to the specifications of the newly built SAR railway line to complete the connection to Broken Hill.

Between, and including both Cockburn and Peterborough, there were 21 sidings/stations strategically placed for the purposes of watering the steam locomotives, crossing of other trains and servicing the local settlers.

When was the line built?

The line that would eventually connect Port Pirie with Broken Hill was started from Port Pirie in 1875.

It was designed to tap the agricultural and pastoral produce of Port Pirie’s hinterland. The first train steamed into Crystal Brook on 29 April 1876.

The line continued eastwards, Gladstone seeing its first train on 9 November 1876. Jamestown saw its first train on 26 June 1878 and Peterborough was eventually reached in December 1880.

There had been much debate about where exactly the line from Port Pirie would meet the south/north line pushing up from Adelaide and planned to link with a line coming southwards from Quorn. Terowie, Peterborough, and a small settlement to the east of Peterborough called Lancelot, were all considered at one time or another. Ultimately Peterborough became the junction, Terowie became the necessary break-of- gauge (the line from the south was broad gauge, the line from the north was narrow gauge), and Lancelot as a town died. Today the site is marked by a solitary historical marker.

In the 1870s there was a lot of prospecting activity east of Peterborough and Parliament expressed interest in constructing a railway to this potentially rich region.

The discovery of silver ore deposits at Umberumberka in the Barrier Ranges focussed the government’s mind on providing a railway to the SA/NSW border.

The choice of a western terminus caused much rivalry between Terowie and Peterborough. Support swung between both towns, but the issue was settled in favour of Peterborough and the Petersburg and Border Railway Act No.328 of 1884 received Royal Assent on 14 November.

The line was financed by loans negotiated by the South Australian Government, with English capitalists – who were the source of much of the funding that was used to open up and develop country SA.

Indeed in the early days of railway operation, a line was deemed profitable if it covered the interest due on the loan, and train working expenses.

The line itself to the border was originally estimated to cost £540,000 or £3,486 per mile. The eventual cost was £465,239 or approximately £3,200 per mile.

Contrast this with the cost of building the first section of the line over the Mt Lofty Ranges in the early 1880s of £20,500 per mile!

The line was built on an absolute shoestring. The line consisting of 41 lb to the yard steel rails, was laid directly on the surface of the earth, with a minimum of ballast underneath the sleepers – 123,000 of which were jarrah from Western Australia, with a further 200,000 from the Wirrabara Government Forest, north of Laura. Most watercourses were forded – it being considered cheaper to repair fords than built expensive iron bridges.

The construction contract was let to C and E Millar in May 1885.

The speed of trains was to be limited to 8 miles per hour for goods trains, and 15mph for passenger and mixed trains.

Further mineral discoveries in the Barrier Ranges prompted the SA government to upgrade the standard of the line. The rails eventually reached Cockburn on 2 January 1887, and the line was officially opened for public traffic on 14 June 1887.

Early on it became clear that an extension would be required in NSW to connect the SAR portion of with the Broken Hill mineral deposits in the Barrier Ranges – discovered by Charles Rasp in 1883. Intercolonial rivalries were running high. In terms of proximity to a coast outlet, Port Pirie 253 miles to the west was infinitely closer to Broken Hill than Sydney 699 miles to the east.

Whilst the NSW colonial government would not permit the SA authorities to extend their line beyond the border, they would not build a line themselves!

The solution to this dilemma came in the form of the creation of a private company – the Silverton Tramway Company – incorporated in NSW in October 1886. It was no coincidence that the majority of directors of the STC were also directors of BHP.

How long did it take to get built?

The line itself was built comparatively quickly. The project started in early 1885 and the border was reached in January 1887. The link between Cockburn and Broken Hill was completed in late 1887, the line being officially opened by the Duke of Manchester early in January 1888.

It is interesting to note that Broken Hill did not make a rail connection with Sydney until October 1927.

How many trains did it carry each day?

This figure was subject to wide variation over the life of the narrow gauge railway (1887- 1970) between Broken Hill and Port Pirie.

Carriage of ore from Broken Hill to the smelters at Port Pirie was the major contributor to rail traffic through Peterborough, with 70 trains per day being reported in October 1898.

The line was recognised as the busiest single track railway in the world between 1911 and 1914. In 1923 it was recorded that 102 trains passed in and out of the Peterborough station during a 24-hour period.

How long was it?

Broken Hill to the SA/NT border (Burns on the NSW side and Cockburn on the SA side 35 miles - (56 km’s)

Cockburn to Peterborough 145 miles - (233 km’s)

Peterborough to Port Pirie 73 miles – (117 km’s)

Total 253 miles – (407 km’s)

The townships and sidings en route:

There was an amazing number of sidings between Broken Hill and Port Pirie. This was a direct consequence of the number of trains that traversed the line in each direction daily.

Between Peterborough and Cockburn there were 20 sections – an average of 7.3 miles between sidings.

Between Peterborough and Port Pirie there were 10 sections – and average of 7.3 miles between sidings.

Some sidings were supported by small towns – Yunta, Olary, Mannahill come to mind. Others like Methuen, Mootooroo, Wawirra, Peecharra were no more than crossing points on the line. There is evidence that in the early days all sidings were manned by signalmen who expedited the passage of trains through their station to the next along the line.

Even though there is little left of many of these sidings we have included information on them in this section along with the towns and communities that are highlighted on our live maps for the Heritage Rail Trail.

BURNS

Right on the border on the New South Wales side was the Silverton Tramway 8 track marshalling yard known as Burns, with a turning triangle branching northward around the station masters office.

COCKBURN

Immediately over the border continuing on from and co-joined by 3 tracks was the South Australian Railways border terminal of Cockburn. All SAR trains terminated and originated from this depot. It housed a 5 track marshalling yard with a separate 4 track locomotive depot with associated sheds and 50 foot turntable with an additional 3 track oil and service yard. In addition to this there was a 4 track livestock yard located at the western end of the main station yard precinct, catering for both sheep and cattle. Cockburn was located at the end of a stock route from south- western Queensland and Sydney Kidman used these facilities on a regular basis for many years transporting cattle from his pastoral empire to the north. Remnants of the narrow gauge rail yards are visible in the form the overhead water tank and several buildings such as the old running crew barracks and a few of the stone cottages. If time permits, a walk around the area may reveal traces of other infrastructure.

Cockburn was the limit of SAR working. There were loco crews based here, together with shunters, porters, station staff. Coal, fuel oil, water were also available. An SAR reservoir served both the town as well as providing water for locomotive purposes.

Cockburn was also used to be a major shipping point for livestock bound for southern markets.

MUNTAROO

Was one of several sidings between Cockburn and Peterborough principally designed to act as block posts (ie where trains could cross – meet each other, or overtake – pass one another), when traffic was heavy – being closed as required. All block stations along the line were provided with Home and Distant signals. They were also in contact with each other via Morse telegraph.

Mutooroo, along with many secondary sidings like Wawirra, Coolawatinnie, Methuen, and Peecharra, were closed in March 1959.

The coming of the diesel in 1963 (with its ability to work in multiple with only one crew) reduced the number of trains on the line resulting in further station closures – McDonald’s Hill, Outalpa, Oulnina, Winnininnie, and Nantabibbie, in June 1963.

MINGARY

At one time had a reversing triangle to turn locos the assisted trains up the grade to Cockburn.

The rail authorities obviously were unrealistically optimistic about traffic from this location – the station building being equipped with not one but two ticket windows to cater for demand!

CUTANA

Located approximately 2Kms west of the railway crossing and is now barely visible, however it may be detected by a man-made pile of earth about the size of a house. From 1953 to 1964 this was the junction for the Radium Hill branch line which veered off to the south and terminating at the mine site. Ore from this mine was railed to Port Pirie for export. The Radium Hill mine and township is now a historical site and can be accessed on request.

McDONALDS HILL

See comments in relation to Mootooroo.

OLARY

Was supported by a small township comprising a hotel, local store and small school. The station consisted of a passing siding and goods siding and a small station building. A maintenance gang and station master were based here at one time. Three reservoirs provided water for locomotive purposes as well as supplying the settlement.

OUTALPA (JE)

See comments in relation to Mootooroo.

WARWIRRA (JE)

See comments in relation to Mootooroo.

MANNAHILL

Significant railway centre in that there was a Station Master and porters based here along with track maintenance gang, a District Forman who was the overall supervisor of all gangs in the area, a time keeper and refreshment room staff as well as a signal and telegraph fitter. It was also a watering and crossing point and had livestock yards. It was also a service point for the Teetulpa gold fields to the north. The imposing station building was at one time a refreshment room (the SAR did not as a rule provide dining cars on long distance trains – opting instead for refreshment rooms at key stations en route).

In latter years the station building was occupied by the Station Master and District Foreman (responsible for several gangs who maintained a length of track).

OULNINA

See comments in relation to Mootooroo.

WINNININNIE

See comments in relation to Mootooroo.

YUNTA

Is the largest community between Broken Hill and Peterborough. Traditionally a transport hub with early motor truck services fanning out as far afield as Birdsville.

Stationmaster and staff located here as well as a track maintenance gang and were a crossing and watering point. The rail yard boasted an up and down main line, passing siding and freight siding which extended onto the livestock yard. Two water columns were located here, one on each of the two main lines. This was the service point for the Waukaringa gold mines 26 miles north of here and is currently the largest surviving town along the line.

COOLAWATINNIE

See comments in relation to Mootooroo.

In this general vicinity driver Harry Viney was tragically killed in late Decmber 1960, when the express from Broken Hill derailed on heat-buckled track, the Garratt locomotive tipping over on its side.

Harry was a single man and he had swapped shifts with the driver rostered to do the job so that that man could spend Christmas with his family. Harry’s grave can be found today in the Peterborough Cemetery.

The 1931 Melbourne Cup winner, “White Nose” is buried on the pastoral property 3kms south of here.

PARATOO

Was what was known as a ”reducing” station. With the exception of a dip in the vicinity of Oodla Wirra and the dip from Dowds Hill through Peterborough to Yongala, the line climbs continuously (on grades as steep as 1 in 80) to the summit at Belalie North.

In steam days, trains heading west had to either reduce some of their load, or attach one or more helper engines. Before the coming of the garratt type locomotive in the 1950s it took two T class engines at the front and one at the rear pushing to lift an 1100 ton train from Paratoo to Belalie North. From that point on, amazingly, only one T was required to haul the train the remainder of its journey to Port Pirie.

A 400 class garratt and a T could haul the same 1100 ton train from Paratoo to Belalie North.

Some trains still reduced their load at Paratoo. Once a respectable load had built up an engine travelled “light” from Peterborough, attached to the train and worked to Belalie North.

To cope with all this activity, Paratoo boasted an interlocked station, partially track circuited, complete with a signal cabin – a rarity on the Peterborough Division. Several signalmen and their families lived at this location until the 1960s.

There was also a triangle here for turning locomotives, a coal stage, water columns, holding sidings and was also an important livestock shipping point.

The 1931 Melbourne Cup winner, “White Nose” is buried on the pastoral property 3kms south of here.

METHUEN

See comments in relation to Mootooroo.

NACKARA

Was one of the last stations to be staffed by a group of signalmen. It was an important loco watering point in the long haul to Peterborough and beyond. PEECHARRA

See comments in relation to Mootooroo.

OODLAWIRRA

Was a typical “3-road” station with a mainline, passing siding, and goods siding. A station master was stationed here almost until the end of narrow gauge operations in January 1970.

No township existed at this location until it was laid out in 1890 and gazetted as Penn. It was better known by the name given to the railway siding, Oodla Wirra. The name was officially changed in 1940. This was a crossing and watering point and service centre for the Mt. Granger and Dust-holes gold mines. The town later boasted a flour mill, school and Hotel named ‘Halfway hotel’ so named as it was half way between Adelaide and Broken Hill. During the early years of the settlement flux was mined here and railed to Pt. Pirie to the BHP smelters but by the late 1890’s a new source of flux was located near Gladstone.

UCOLTA

This siding was originally known as Dawson Road and was located on the road crossing 2kms west of the current site. It was relocated soon after the line opened for traffic and is visible from the highway. All that remains are the few houses and the overhead water tank. Before the rail line was built the pony express mail from Kooringa (Burra) came through here on the way to Dawson but after the railway was built the mails came by train. This was a crossing point and water was taken on by trains heading into Peterborough only if needed.

The only tunnel on SA’s narrow gauge network was at Dowd’s Hill – east of Peterborough.

PETERBOROUGH

Originally known as Petersburg and named after Mr Peter Doecke, the first settler to take up land in the area in 1875. The railway reached here in 1881 when the line was completed from Jamestown. From this point on the town’s main claim to fame was that it was a railway town as a visit to the “Steamtown Rail Heritage Centre” will testify. Peterborough was head of The Northern Division and to this day boasts the magnificent, heritage listed “roundhouse” and triple gauge turntable. Professionally guided tours are conducted 7 days a week from 9am and at night the award winning Sound and Light Show is a must for visitors to this historic railway town.

YONGALA

Railway reached here in December 1880 and so this became yet another local hub for the dispatch of produce to market as we are now in close settlement and farming is the main income of the pioneer settlers. Wheat stacks for bagged grain soon became the main outwards freight with the other usual farm produce such as cream and eggs ect. Grain silos were built from the 1960’s and is now the only outward freight from this siding. If one wishes to travel on an un-sealed road you can go straight through Yongala to the now closed siding of Belalie North, the once highest point on the old SAR system then on to Jamestown.

Yongala claims to be the coldest locality in . Being at a higher altitude than Yongala, Peterborough has sometimes claimed this status, but the recordings were always deemed to be distorted by the presence of smoke and steam from the number of railway locomotives concentrated in one area at a time.

An intriguing legacy in the township is the number of former shop fronts to be found facing the main street.

JAMESTOWN

The railway reached Jamestown in July 1878 thus opening up the fertile soils of what is now known as the Mid North for farming. Rainfall in this area is more reliable and so a large quantity of agricultural produce was railed from here. A stylish stone railway station building was erected in direct proportion to the importance this area represented to the railways, as was the case in many other parts of the state during the early years. This building is now a local museum and can be viewed on request. To demonstrate the importance of this location it can be shown that by 1880 Jamestown’s rail yard had increased to 4 tracks and a small turntable for turning locomotives but by 1960 the yard had been extended to include 5 tracks with and a larger 50 foot turntable, stock siding with an additional dead end track for storage and on the opposite side, a 2 track bagged grain siding servicing three wheat stacks. As a point of interest, Mr HC Mais the Engineer-in-Chief of the SAR in his 1877 report commented: “When this line is extended to Jamestown, there every probability of it becoming one of the most remunerative in the Colony.” Judging by the expansion s over the years it appears he wasn’t too far out.

Horses were used for shunting at Jamestown until 1956 which accounted for the number of cross-overs in the yard.

CALTOWIE

This small settlement sprang up as a local service centre and the arrival of the railway in January 1878 saw it grow. Once again farm produce kept it going for many tears. The station building here was that of a timber framed structure and not as lavish as that at Jamestown though never the less just as practicable for the purpose it was built.

YANGYA (JE)

Was an unattended crossing station in the days of steam. Closed 1963.

GLADSTONE

When the line opened for traffic in December 1876 to the small township of Gladstone the rail yard had 4 tracks and a small locomotive depot which housed a 2 track loco shed and 30 foot turntable. By June 1884 the line to Laura was opened then making Gladstone a Junction station. By July 1894 the line from Blyth had reached here and by 1907 the rail yard complex had grown to a 6 track facility with several cross-over tracks in the central portion and a larger 45 foot turntable. Gladstone then became a major service centre for the area. By 1927 the line from the south was converted to Broad Gauge (5’3”) thus making Gladstone a dual gauge station. The rail yard was increased to 9 tracks which included two freight transfer locations, a goods shed, wheat stacks, livestock yards, a Department of Army siding and the enlarged 4 track locomotive depot including a larger 85 foot turntable. With daily through ore trains and daily passenger services from all four directions all hours of the day and night as well as the regular freight service it was a busy hub. With further changed made during the late 1960’s, with the new standard gauge line being built from Pt. Pirie to Broken Hill, it was then given triple gauge status in January 1970 when this new line opened for traffic. The Army had several large concrete ammunition bunkers on the southern edge of the town adjacent to the rail line and another one closer to Crystal Brook as they had established a training facility in the hills at Beetaloo Valley.

The town also once had the doubtful distinction of hosting the largest prison north of Adelaide.

In the 1970s/1980s, Gladstone was a 3-gauge railway station with an incredibly complex yard layout, using permutations of all three gauges at one time or another.

HUDDLESTONE

Was an unattended crossing station.

CRYSTAL BROOK

Was the terminus of the first leg of the narrow gauge railway that started from Port Pirie in 1875.

WARNERTOWN

A crossing station at approximately the half-way point on the 18-mile Port Pirie-Crystal Brook section.

PORT PIRIE

Port Pirie was the starting point for the railway to Broken Hill. In 1872 the South Australian Government proposed to construct a tramway similar to the existing narrow gauge tramway from Pt Wakefield to Hoyles Plains to carry grain from the new farms in the Caltowie area to the coast on Spencer Gulf. Several ports were explored at the Mundoora Arm to the south, the already established port at Port Pirie and Germein Bay to the north. With the farmers already having sewn their crops the Commissioner of Public Works presented 4 bills to the Parliament for the construction of a narrow gauge lines. All bills were passed by both houses and received Royal Assent 18th December 1873 with this one known as the Port Pirie and Gladstone Act, 8/1873. And so work began. From a 7 track marshalling yard with a through main line to the wharf and a 3 track locomotive depot in 1877 to a complex multi-track three gauge yard of some 50 plus tracks servicing the smelter, the wharves, the silos, oil depot and livestock yards in the 1960’s the railways have been good to Pt Pirie. Not only was this an SAR depot it was also the Commonwealth Railways terminal since the standard gauge arrival from Pt Augusta in 1937. Over the following 13 years from 1873 there was a continuous building of railways and smelter facilities ready to meet the demand that was to be placed upon it once the line was opened for traffic.

Port Pirie was home to the world’s largest lead smelter and had the distinction of being – from 1937 until 1970 – the world’s major triple-gauge station where the broad, narrow and standard gauges met.