Введение
Бывшая австралийская узкоколейная железная дорога – бывшая Центральная Австралийская железная дорога, которая была построена между 1878 и 1929 годами и закрыта в 1980 году. Эта узкоколейная железная дорога протяженностью 771 миля (1241 км) с шириной колеи 1067 мм соединяла Порт-Августу и Элис-Спрингс. В 1957 году стандартная колея продублировала южный участок от Порт-Августы до Маре по новому, расположенному рядом маршруту. В 1980 году вся Центральная Австралийская железная дорога устарела после открытия железной дороги стандартной колеи Таркуола – Элис-Спрингс, проложенной по новому маршруту, отстоящему до 200 км западнее. Небольшой южный участок первоначальной линии между Порт-Августой и Кворном был сохранен и функционирует как туристическая железная дорога Пичи-Ричи.
Former Australian narrow gauge railway line
the former Central Australia Railway, which was built between 1878 and 1929, and shut down in 1981
The former Central Australia Railway, which was built between 1878 and 1929 and closed in 1980, was a 771 mile (1241 km) 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 The entire Central Australia Railway was superseded in 1980 after the standard gauge Tarcoola–Alice Springs Railway was opened, using a new route up to 200 km to the west.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 as the Pichi Richi Tourist Railway.
the former Central Australia Railway, which was built between 1878 and 1929, and shut down in 1981
The former Central Australia Railway, which was built between 1878 and 1929 and closed in 1980, was a 771 mile (1241 km) 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 The entire Central Australia Railway was superseded in 1980 after the standard gauge Tarcoola–Alice Springs Railway was opened, using a new route up to 200 km to the west.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 as the Pichi Richi Tourist Railway.
Преимущества от затрат
Значительные споры по поводу стоимости задержали и в конечном итоге изменили окончательный проект. Затраты были существенными для колонии Южная Австралия, и в течение этого периода велись острые дебаты. Добыча полезных ископаемых преподносилась как основное преимущество, при этом многие считали, что сельское хозяйство и пассажирские перевозки сами по себе нерентабельны, хотя другие утверждают, что основными продуктами были "шерсть, товары для станций и медь" именно в таком порядке. Стоимость за километр была установлена в законодательных актах, что исключало более дорогие варианты.
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.
Гейзер и минимальная скорость
Велись ожесточенные споры о ширине колеи, максимальной грузоподъемности и максимальной скорости, поскольку все три фактора определяли стоимость.
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.
Маршрут и конечная точка
Было предложено множество маршрутов и конечных пунктов, исследованы более дюжины потенциальных маршрутов, большинство из которых – в северном направлении. Среди рассматриваемых конечных пунктов были Government Gums (Фарина, Южная Австралия (320 км), Юднамутана, Южная Австралия (390 км) и Белтана (232 км)). Закон 1867 года устанавливал, что линия должна располагаться в 200 милях от Порт-Огасты. В газетах того времени упоминалось о возможности продления линии до Порт-Дарвина, однако это не было официально оформлено в парламенте.
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.
Государство против корпорации
Государственная компания South Australian Railways планировала построить эту линию, но были и те, кто считал, что "капиталисты", в основном из Соединенного Королевства, смогут предложить более выгодные условия. Южно-Австралийские железные дороги разработали пробный проект – Северную расширенную железную дорогу до Бурры – для оценки инженерных возможностей.
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.
Законодательство
Следующие акты были приняты парламентом Южной Австралии и, после федерации в 1901 году, австралийским парламентом.
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1862 Закон о Северной железной дороге 1862 г. (SA)
Перевозка пассажиров, товаров и сельскохозяйственной продукции между Порт-Огастой и пунктом, расположенным не менее чем в 100 милях к северу. Первые 20 миль должны быть завершены в течение двух лет, остальные – в течение пяти лет. Скорость должна составлять "не менее восьми миль в час на всем протяжении маршрута, включая остановки (за исключением багажных поездов)". Движение должно осуществляться либо лошадьми, либо паровым локомотивом. Предусмотрено как минимум два пассажирских и два грузовых поезда в неделю в одном направлении на всем протяжении маршрута. Все военные, полицейские и другие силы, следующие по службе, а также вся государственная почта и государственные запасы или запасы, принадлежащие государственному ведомству, должны перевозиться в обычных поездах бесплатно. В случае войны или гражданских беспорядков все ресурсы железной дороги должны быть предоставлены в распоряжение правительства по фактически понесенным расходам. Компания имеет право на получение земельного участка шириной в две цепи, пролегающего по трассе железной дороги, а также на получение смежных земельных участков площадью до 20 квадратных миль из расчета два квадратных мили за каждую пройденную милю железной дороги.
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1864 Закон о Порт-Огасте и Северной железной дороге 1864 г. (SA)
Аналогичен Закону 1862 года. Целью было "содействие строительству железных дорог к северу от Порт-Огасты или Порт-Патерсона с ответвлением между этими портами". Земельный грант увеличен до четырех квадратных километров с некоторыми ограничениями.
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1864 Закон о продаже железных дорог 1864 г. (SA)
Уполномочил правительство Южной Австралии продавать любые железные дороги или трамвайные линии; отражает отсутствие приверженности финансированию железных дорог в Южной Австралии.
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1867 Закон о Порт-Огасте и Северной железной дороге 1867 г. (SA)
Длина железной дороги была увеличена до не менее 200 миль от Порт-Огасты; затраты "не должны превышать 3750 фунтов стерлингов за милю"; земельные гранты были отменены. Колея "должна составлять пять футов и три дюйма".
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1876 Закон о железной дороге Порт-Огаста и Правительственные Гумы 1876 г. (SA)
Установлена узкая колея "три фута шесть дюймов"; стоимость не должна превышать 3750 фунтов стерлингов за милю. Скорость пассажирских поездов не должна превышать 20 миль в час; других поездов – 14 миль в час. Маршрут определен между Порт-Огастой и Правительственными Гумами (Фарина).
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1883 Закон о железной дороге Палмерстон и Пайн-Крик 1883 г. (SA)
Указана узкая колея "три фута шесть дюймов" для железной дороги Палмерстон и Пайн-Крик (то есть, для северной части Центральной железной дороги Австралии).
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1902 Закон о Трансконтинентальной железной дороге 1902 г. (SA)
Уполномочил строительство железной дороги от Ооднадтаты (Южная Австралия) до Пайн-Крика.
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1907 Закон о передаче Северной территории 1907 г. (SA)
Подготовил почву для передачи Северной территории новому федеральному правительству Австралии из Южной Австралии. Уполномочил Южную Австралию передать Центральную железную дорогу Австралии и железную дорогу Палмерстон и Пайн-Крик федеральному австралийскому правительству.
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1910 Закон о принятии Северной территории 1910 г. (Cth)
Федеральный закон, подтверждающий Закон 1907 года. Указано, что линия от Порт-Дарвина должна быть построена для соединения с железной дорогой Порт-Огаста (Центральная Австралия) на границе Южной Австралии и называться Трансконтинентальной железной дорогой. Дата начала и окончания строительства не указана.
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1949 Закон о стандартизации железных дорог (Южная Австралия) 1949 г. (Cth)
Уполномочил соглашение между Содружеством и Южной Австралией о переводе железнодорожной колеи в Южной Австралии на стандартную колею в целях обороны и развития Австралии, содействия межгосударственной торговле и коммерции, а также обеспечения максимальной эффективности и экономичности железнодорожной эксплуатации – финансируется на 70 процентов Содружеством, 30 процентов Южной Австралией. В дополнительном положении в Графике Содружество взяло на себя обязательство стандартизировать Центральную железную дорогу Австралии и Северную железную дорогу Австралии и построить новую железную дорогу стандартной колеи для закрытия разрыва между Алис-Спрингс и Бердумом.
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1950 Закон о железной дороге Брахина – Ли Крик-Норт-Коулфилд 1950 г. (Cth)
Уполномочил соглашение между Содружеством и Южной Австралией о строительстве федеральным правительством железной дороги "как можно скорее" от Брахины до угольного месторождения Ли Крик-Норт; признано, что ограниченная пропускная способность узкоколейной линии для транспортировки угля к строящейся электростанции Порт-Огаста требует железной дороги стандартной колеи. (Закон предусматривал только 60 процентов необходимого расстояния от угольного месторождения до Порт-Огасты; возражение правительства Южной Австралии против трассировки маршрута южнее привело к назначению королевской комиссии.)
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1950 Закон об изменении маршрута железной дороги Порт-Огаста – Алис-Спрингс 1950 г. (Cth)
Назначена королевская комиссия для изучения того, какой из двух маршрутов наиболее подходит для строительства железной дороги стандартной колеи между Стирлинг-Норт и Брахиной. В частности, было предписано учитывать предлагаемую перестройку железной дороги от Порт-Огасты до Алис-Спрингс на стандартную колею; стоимость строительства, обслуживания и сравнительную экономику соответствующих маршрутов; вероятность увеличения объема перевозок угля из Ли Крик и соответствующие финансовые результаты в отношении стоимости строительства и эксплуатации железных дорог на соответствующих маршрутах. Рассмотрение "любой станции смены колеи, необходимой на северном конце линии стандартной колеи" было явно исключено.
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1952 Закон о железной дороге Стирлинг-Норт – Брахина 1952 г. (Cth)
Уполномочил Commonwealth Railways построить железную дорогу стандартной колеи от Стирлинг-Норт до Брахины. Указано, что общая стоимость этой железной дороги и ранее уполномоченной железной дороги Брахина – Ли Крик-Норт-Коулфилд, включая стоимость подвижного состава, не должна превышать 11 миллионов фунтов стерлингов. (Этот Закон предусматривал оставшиеся 40 процентов расстояния от угольного месторождения до Порт-Огасты, правительство Южной Австралии приняло выводы королевской комиссии, что привело к задержке в 24 месяца.)
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1954 Закон о железной дороге Ли Крик-Норт-Коулфилд – Марри (перевод на стандартную колею) 1954 г. (Cth)
Уполномочил продление линии стандартной колеи до Марри при согласии правительства Южной Австралии. Указано, что общая стоимость этой железной дороги и двух ранее уполномоченных железных дорог не должна превышать 12,241 миллиона фунтов стерлингов.
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1974 Закон о железной дороге Таркула – Алис-Спрингс 1974 г. (Cth)
Утверждено соглашение между правительством Австралии и правительством Южной Австралии о строительстве линии стандартной колеи, расположенной далеко к западу от Центральной железной дороги Австралии, от существующей Трансавстралийской железной дороги в Таркуле до Алис-Спрингс. Установлен максимальный размер расходов в 145 миллионов долларов.
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
1997 Закон о железной дороге Алис-Спрингс – Дарвин 1997 г. (SA)
Обязательства правительства Южной Австралии по финансированию до 125 миллионов долларов (плюс 25 миллионов долларов при необходимости для непредвиденных расходов и 26,5 миллионов долларов для обеспечения любых кредитов) для железной дороги Алис-Спрингс – Дарвин. Включено признание правительствами Южной Австралии и Северной территории различных взаимных обязательств.
The following Acts were passed by the parliament of South Australia and, after federation in 1901, the Australian parliament. Year Act Juris diction Key provisions1862The Northern Railway Act 1862SACarriage 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.1864The Port Augusta and Northern Railway Act 1864SASimilar 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.1864The Sale of Railways Act 1864SAAuthorised SA Government to sell any railway or tram line; reflected lack of commitment to financing railways in South Australia.1867The Port Augusta and Northern Railway Act 1867SALength 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 1876SAGauge 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 1883SASpecified 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).1902The Transcontinental Railway Act 1902SAAuthorised construction of a railway from Oodnadatta, South Australia to Pine Creek.1907The Northern Territory Surrender Act 1907 SAPaved 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.1910Northern Territory Acceptance Act 1910CthFederal 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.1949Railway Standardization (South Australia) Agreement Act 1949Cth
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
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.1950Brachina to Leigh Creek North Coalfield Railway Act 1950Cth 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. )1950Port Augusta to Alice Springs Railway (Alteration of Route) Act 1950CthAppointed 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.1952Stirling North to Brachina Railway Act 1952Cth 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. )1954Leigh Creek North Coalfield to Marree (Conversion to Standard Gauge) Act 1954CthAuthorised 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.1974Tarcoola to Alice Springs Railway Act 1974CthApproved 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. 1997Alice Springs to Darwin Railway Act 1997SACommitted 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.
Строительство
Проектирование, строительство и перерыв в работах осуществлялись в четыре различных периода при правительствах Южной Австралии и федеральном правительстве Австралии на протяжении пятидесяти лет.
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.
Первоначальный проект и маршрут
Около 1871 года между Робертом С. Паттесоном, помощником инженера (автором отчета), Х. С. Мейсом (главным инженером) и генеральным геодезистом Джорджем Гойдером (создателем линии осадков Гойдера) было достигнуто общее понимание относительно длины и трассы железной дороги. Маршрут Пичи-Ричи, несмотря на более высокую стоимость, обеспечивал доступ к сельскохозяйственным землям на западе. Приблизительно в 1876 году была проведена масштабная геодезическая съемка, и окончательная трасса была проложена до Правительственных Гум из-за наличия там воды на конечной станции. Длина должна была составить "198 миль 66,92 цепи", а трасса включала в себя "не менее 64 мостов длиной от 20 до 740 футов, 470 водопропускных сооружений шириной от 10 до 40 футов, 550 водоотводных труб шириной от 2 футов 6 дюймов до 10 футов, 61 трубчатый дренаж и 14 водных потоков".
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. 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".
Прекращение продления линии
В период с 1891 по 1926 год железнодорожная линия не была продлена. Обсуждался вопрос о том, следует ли продлить существующую линию или начать строительство железной дороги стандартной колеи от Таркулы. Южно-Австралийские железные дороги были переданы австралийскому федеральному правительству 1 января 1911 года, однако Южно-Австралийские железные дороги продолжали эксплуатировать линию до 1 января 1926 года. Железнодорожным рабочим платили 5 фунтов 8 шиллингов в неделю, а просьбу о повышении оплаты до 6 фунтов в неделю сэр Джон Квик отклонил в Федеральном арбитражном суде 11 марта 1927 года. Первый поезд состоял из 12 вагонов, включая почтовые и фруктовые фургоны. В поезде находилось 60 пассажиров первого и 60 пассажиров второго класса, отправление состоялось 5 августа 1929 года, однако официальная церемония с участием премьер-министра была отменена из-за высокой стоимости организации специального поезда.
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. 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. 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.
Условия
Извилистая и узкая узкоколейная железная дорога между Марри и Алис-Спрингс печально славилась частыми задержками, часто вызванными внезапными паводками, которые размывали мосты и полотно. Часть пути была проложена на песке без щебёночного балласта, а деревянные шпалы служили пищей для термитов, что приводило к неустойчивости пути.
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.
Наводнения
На выбор маршрута Центральной Австралийской железной дороги сильно повлияла потребность в воде для паровозов. С незапамятных времен аборигены следовали цепочке артезианских источников и водопоев, чтобы поддерживать себя, перевозя охру с Крайнего Севера Южной Австралии к торговым местам на юге. Исследователь Джон Макдуолл Стюарт прошел похожим маршрутом во время нескольких экспедиций между 1858 и 1862 годами. Маршрут, по которому десять лет спустя прошел "Оверленд телеграф", которому, как считается, Стюарт уделял внимание во время своих путешествий, был очень похож. Когда проводилась разведка железнодорожного пути, неудивительно, что он следовал по надежным источникам воды. И как следствие, железная дорога периодически подвергалась крупномасштабным наводнениям, которые разрушали мосты, насыпи и другие земляные сооружения. Выборка событий за 50 лет представлена в этой таблице:
The chosen route for the Central Australian Railway was heavily influenced 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. And as a consequence, the railway was intermittently subject to floods on a grand scale that washed away bridges, embankments and other earthworks. A selection during 50 years is in this table:
Год Событие
1911 Водитель поезда погиб в Брачине, в 172 км к северу от Порт-Агусты, когда поезд после дождей въехал в пересохшее русло.
1915 Выпали дожди в районе Куорна и севернее, с существенными повреждениями в районе Брачины, включая разрушенный мост.
1926 Массовые дожди повредили железную дорогу между Куорном и Ооднадаттой.
1929 Железная дорога к северу от Куорна была повреждена более чем на 740 км после проливных дождей, прервавших семилетнюю засуху.
1930 Движение было приостановлено к северу от Финке с 17 января по 6 марта 1930 года после того, как некоторые опоры моста через реку Финк были смыты, а другие повреждены. Был сделан обходной путь, чтобы проложить линию через русло реки.
1936 Локомотив рабочего поезда с носом ушел под воду в Камел-Крик возле Родинги после того, как было подмыто основание 9-метрового моста Камел-Крик. Пожарный получил перелом ноги, а машинист также был ранен. Поезд, состоящий из локомотива и трех вагонов, ремонтировал пути после недавних наводнений.
1936 Шестнадцать пассажиров и членов бригады оказались заблокированными на реке Финк, где вода была "на четыре фута выше уровня пути". Им "пришлось оставаться там несколько дней".
1937 Сообщения о наводнениях, задерживающих поезда как минимум на 3 дня.
1939 Сообщения о шести неделях перебоев и заголовки "Поезд опаздывает на недели". Нехватка продовольствия в Элис-Спрингс после задержки поезда на 34 дня.
1950 В феврале поезда из угольных месторождений Телфорд-Кат были среди тех, которые не могли работать. Запасы южноафриканского угля потребовались бы для продолжения энергоснабжения, если линия не будет вскоре открыта.
1950 В марте наводнения вызвали размывы и сделали 290 км пути от Брачины до Курдимурки непроходимыми; среди застрявших поездов был угольный поезд.
1963 В мае движение "Гана" было остановлено почти на неделю из-за наводнений, которые были названы "худшими с 1938 года", и 114 из 140 пассажиров были эвакуированы из Ооднадатты в Элис-Спрингс пятью специальными рейсами.
1967 Линия была закрыта примерно на 27 дней после того, как путь был поврежден более чем в 32 местах. Мост через реку Финк был снова разрушен. Элис-Спрингс потребовалась то, что было описано как "небольшая берлинская воздушная операция" для поставок продовольствия.
Year Event1911A train driver was killed at Brachina, 107 mile (172 km) north of Port Augusta, when the train entered the creek after rains. 1915Rain occurred around Quorn and further north, with significant damage around Brachina, including a bridge destroyed. 1926Widespread rain damaged the railway between Quorn and Oodnadatta. 1929The railway north of Quorn was damaged for more than 460 mile (740 km) after torrential rain broke a seven year drought. 1930Service was suspended north of Finke from 17 January to 6 March 1930 after some of the Finke River bridge piers were carried away and others were damaged. A deviation was put in place to run the line over the river bed. 1936A works train locomotive dived nose first into Camel Creek near Rodinga after the 30 foot Camel Creek bridge was undermined. The fireman sustained a broken leg; the driver was also injured. The train, comprising a locomotive and three wagons, was repairing tracks after recent floods. 1936Sixteen passengers and railway crew were stranded at Finke River, where water was "four feet over the line". They would "have to remain there for some days". 1937Reports of flooding delaying trains for at least 3 days. 1939Reports of six weeks of disruptions and headlines of "Train weeks late". Food shortages in Alice Springs after the train was delayed 34 days. 1950In February, trains from the Telford Cut coalfields were among those unable to operate. Reserves of South African coal would be required to continue power supplies if the line did not reopen soon. 1950In March, floods caused washaways and made 180 mile (290 km) of line impassable from Brachina to Curdimurka; a coal train was among the trains stranded. 1963In May, The Ghan was held up for nearly a week by floods described as "the worst since 1938", and 114 of the 140 passengers were eventually flown from Oodnadatta to Alice Springs on five special flights. 1967The line was closed for about 27 days after the track was breached in more than 32 places. The Finke River bridge was again destroyed. Alice Springs required what was described as a "minor Berlin airlift" for food supplies.
Вторая мировая война
В 1944 году сообщалось, что количество поездов на линии увеличилось с обычных двух в неделю до 56, а на Северной Австралийской железной дороге – с одного в неделю до 147. Подвижной состав, подъездные пути, сортировочные участки и пункты водоснабжения для паровозов были ключевыми факторами увеличения движения на линии.
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.
Дизельные локомотивы
Первый дизель-электрический локомотив поступил в эксплуатацию в июне 1954 года. Он был одним из 14 локомотивов, заказанных для Центральной и Северной Австралийской железной дороги. Построенные компанией Birmingham Carriage and Wagon, локомотивы имели максимальный пробег около [укажите значение из оригинала] и были спроектированы для буксировки [укажите значение из оригинала] со скоростью [укажите значение из оригинала] на ровном участке пути.
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.
Фильм
Незадолго до закрытия узкоколейной железной дороги в 1980 году, BBC Television сняла эпизод телесериала "Великие железнодорожные путешествия мира", посвященный первоначальному маршруту поезда Ghan (и его печально известной низкой скорости).
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).
Линия стандартной пропускной способности до Марри
В 1949 году Южная Австралия и Федеральное правительство приняли Закон о соглашении о стандартизации железных дорог (Южная Австралия). Южно-Австралийское и Федеральное правительства спорили о том, как пройдет железнодорожная линия вблизи поселка Кворн, и лишь после проведения Королевской комиссии железные дороги Содружества добились своего, выбрав вариант C, который позволял обойти Кворн. После этого началась прокладка линии протяженностью 255 км. Правительство Южной Австралии и сельскохозяйственные производители предлагали продлить стандартную колею еще на 88 км до Марри. Это позволило бы снизить травматизм скота при транспортировке, сократить время доставки на рынок и увеличить объем перевозимого скота. Перевалка скота в Телфорде считалась проблематичной из-за угольной пыли и техники. В середине 1954 года федеральный министр транспорта посетил этот район и подтвердил продление линии от Телфорд-Кат до Марри. Стоимость проекта составила 1 241 000 фунтов стерлингов, в то время как приведение существующей линии в надлежащее состояние, включая балластировку и возможную замену мостов, оценивалось в 821 000 фунтов стерлингов. Министр транспорта, сенатор Джордж Макли и комиссар железных дорог Содружества, г-н П. Дж. Ханнаберри, в 1952 году заявили о своей «решительной поддержке» продления стандартной колеи до Элис-Спрингс. Однако к апрелю 1954 года Ханнаберри изменил свое мнение, назвав это «невозможным». В 1957 году была открыта железнодорожная линия Марри – новая стандартная колея от Стирлинг-Норт (недалеко от Порт-Огасты) до Марри (372 км от Порт-Огасты), заменившая прежнюю линию, проходящую через Кворн. Основной целью строительства было обеспечение транспортировки угля с угольных месторождений Ли-Крик и Телфорд-Кат на электростанции в Стирлинг-Норт. Линия была продлена до Марри для перевозки скота с пастбищных угодий, в том числе в районе Birdsville Track.
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.
Тропа наследия, реставрация и сохраненные участки
Старая железнодорожная линия теперь является наследием. В 1974 году вновь образованное Общество по сохранению железной дороги Пичи-Ричи приступило к программе восстановления, штаб-квартира которого располагалась в Кворне, на живописном южном конце железной дороги; Стирлинг-Норт, недалеко от Порт-Огасты, был другим конечным пунктом. Общество постепенно восстанавливало и эксплуатировало железную дорогу Пичи-Ричи как действующий музей, модернизируя пути и осуществляя сохранение широкого спектра подвижного состава Южно-Австралийских железных дорог и некоторых локомотивов, защищенных от разрушения в бывших депо. В период с 2000 по 2002 год линия была продлена на 12 км до станции Порт-Огаста, проходя параллельно основной магистральной линии стандартной колеи примерно на половине этого расстояния. В мае 2016 года движение на линии стандартной колеи между угольной шахтой Телфорд Кат и Порт-Огастой было прекращено после закрытия электростанции в Порт-Патерсон. Группа по восстановлению Фарины, члены которой приезжают в бывший город в согласованные сроки для добровольной работы, восстанавливает небольшой, ныне заброшенный железнодорожный поселок Фарина.
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.
Список станций, мест остановки и местности
Для последовательности с юга на север, читайте слева направо. В качестве индикации современной населенности, данные переписи 2016 года для населенных пунктов с населением 100 и более человек указаны как [pop.]. Данные о численности населения прошлых лет отсутствуют. По сравнению с последними десятилетиями XX века, современное население Порт-Августы выше; Стирлинг-Норт – значительно выше; Куорн – ниже; Марри и Ооднадатта – значительно ниже; Элис-Спрингс – ниже. Порт-Августа [pop. 6560] Гоночная трасса Порт-Августы Стирлинг-Норт [pop. 2670] Сальтия Вулшед Флэт Пичи Ричи Саммит Куорн [pop. 1230] Виллохра Гордон Уилсон Хоукер [pop. 340] Хукина (при Воноке) Мерн Мерна Эдеви Брачина Коммодор (первоначально Мидоус) Парачилна Нилпена (первоначально Блэкфеллоуз Крик) Белтана Путтапа Копли (первоначально Ли Крик) [pop. 320] Телфорд Линдхерст Фарина (первоначально Правительственные Гумы) Вирравилла Мундоудна Марри (первоначально Герготт) [pop. 100] Калланна Вангианна Альберри Крик Бопичи Озеро Эйр Стюартс Крик (Курдимурка) Маргарет Сайдинг Ковард Спрингс Бересфорд Стренгвейс Спрингс Ирраппатана Уильям Крик Дуглас Анна Крик Бокс Крик Буртханна Дафф Крик Эдвардс Крик Варрина Пик Крик Алгебукина Маунт Даттон Норт Крик Ооднадатта [pop. 200] Тодмортон Вайр Крик Альберга Макумба Маунт Сара Маунт Ребекка Педирка Маунт Эмери Иллбунга Бладс Крик Абминга Уолл Крик Даффилд Краун Пойнт Финк (ныне Апутула) [pop. 170] Масгрейв Румбалара Маунт Сквайр Энгурдина Бундума Мэривейл Родинга Дип Велл Урамина Маунт Полхилл Юанинга Маунт Эртива Макдоннелл Хевитри Элис-Спрингс [pop. 24 750] Скотобойня Элис-Спрингс.
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 MernaEdeowie 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