Railway lines in the Wheatbelt region of Western Australia
A WAGR E class steam locomotive hauling the first train of bulk wheat in Western Australia, 1931
The wheatbelt railway lines of Western Australia were, in most cases, a network of railway lines in Western Australia that primarily served the Wheatbelt region.
Maps of the Western Australian Government Railways (WAGR) system in the 1930s show that in the main wheatbelt region, any railway line was within 48 kilometres (30 mi) of the harvest location, facilitating ease of access to rail transport. Most of the larger extent of the network has since been closed.
In the current railway management systems, many of the remaining operating lines are primarily for the haulage of grain.[1]
In 1905 the report of the Royal Commission into Immigration in Western Australia[2][3] stated:
All considerable areas of agricultural land must have a 15 mile rail service
In 1947, the Royal Commission into railway management[4] stated of the 1905 and after era of construction:
... to construct railways in agricultural areas as cheaply as possible, lines were built with 45 lb. rail sections which practically followed the surface of the ground with (a) earth ballasting (b) half-round timber sleepers (c) providing the bare minimum station facilities only
1930s
WAGR wheatbelt network in 1935. A significant number of lines shown in this map are no longer operating.
Transport of wheat on the WAGR system was identified by station/siding early in annual reports, as a commodity of importance to the railways.[5]
The feasibility of bulk handling and storage, and the relationship with the railway networks then in place, was a concern of Westralian Farmers in the 1930s,[6] as well as that of the Western Australian government of the time.[7]
In 1932, five sidings in the Western Australian Government Railway System were the first locations of bulk handling of wheat by rail:[8]
From the time of creation of specific railway branches or sections, most railway lines in the era of the WAGR carried mixed services of freight, and passenger services.
1950s
A number of lines of considerable length were closed in 1957 in the larger railway system.[9][10]
However, not that many lines closed as a result of the 1957 decisions in the actual wheatbelt region:[11]
Following the decline of passenger services in the 1950s, many branch lines ceased to have specific passenger services and the WAGR road bus services replaced rail passenger facilities.
1970s
In the decade of the creation of the brand Westrail,[16][17][page needed] many branch lines had sidings removed, and had ceased to operate as mixed freight lines. They became in many cases oriented to single commodity lines; timber, woodchip, iron ore or grain haulage became the main orientation of many of the branch lines in the narrow gauge network.
Agreements
In the 1980s a range of agreements between the rail operator and CBH were reached.[18]
The current wheatbelt railway lines are linked to the extensive network of CBH grain receival points that are serviced by CBH Group[note 1] as part of the co-operative bulk handling business.[19]
CBH has invested in its own grain haulage rolling stock and locomotives. In 2012 it took delivery of the CBH class locomotives.
Tiers
The Western Australian Minister for Transport, Simon O'Brien, created the Freight and Logistics Council of WA in 2009,[20] composed of individuals involved in transport industries in Western Australia.[21][22]
The Minister commissioned Strategic design + Development Pty Ltd, under the guidance of the Strategic Grain Network Committee (also appointed by the Minister), to conduct a study into the rail network serving the wheatbelt. A report was delivered in December 2009.[23] In the 2009 report, and the state government's response to it, the rail network has been identified as having "tiers" - the Tier 1 and Tier 2 grain haulage railway lines have been deemed to be essential to the operations of the grain freight network.[24] The position taken by the government recommended the closing of the Tier 3 railway lines[25] and developing the "Brookton Strategy", which involves CBH Group investing in rapid grain loading facilities at Brookton and Merredin.[26]
The Tier network is identified on the maps as the railway lines (Tier 2 and 3 as extensions beyond the main Tier 1 network) as following:
The government decided in 2012 to close the Tier 3 lines and upgrade local and state roads.[27]
Considerable concern was raised as to the closure proposals of the Tier 3 lines,[28] and the expected consequent increase in road traffic.[29]
The Wheatbelt Railway Retention Alliance[30] and the Save Grain on Rail website continued to state the case for retention of the network.[1]
In October 2012, the WA Treasurer Troy Buswell announced a delay in closure of the Tier 3 railway lines, and a move of the onus for upgrading onto the operators, and not for the government to fund or maintain.[31][32][33][34]
The January 2013 report by the Western Australian Auditor General Colin Murphy was critical of the Public Transport Authority and its management of the rail freight network lease.[35][36][37]
The Wheatbelt Railway Retention Alliance[38] and The West Australian reproduced the map of WA's grain rail network, outlining the context of the three tiers of the rail network.[39]
In September 2013, Buswell repeated his lack of interest in supporting the Tier 3 network, by responding[how?] to an issue on the Quairading line.[40]
In October 2013 Brookfield Rail announced closure of two of the Tier 3 railway lines (Merredin-Trayning and York-Quairading), with others not decided upon.[41][42]
The remaining Tier 3 lines were closed in June 2014.[43]
Over three years of drawn out mediation and arbitration was carried out between Brookfield/Arc and CBH.[44][45]
Despite the time and negotiation of a rail access agreement, over 500 kilometres (310 mi) of Tier 3 railways remained closed.[46][47]
November 2019
On 1 November 2019, an agreement was finalised between Arc Infrastructure and CBH, after over seven years of actions and negotiations.[48] The agreement involved keeping the Miling railway line open, and all other Tier 3 railways closed, and allowing CBH access until 2026.[49][50][51][52][53]
^Quinlan, Howard; Newland, John R.; Australian Railway Historical Society. New South Wales Division (2000), Australian railway routes 1854 to 2000 (1st ed.), Australian Railway Historical Society - New South Wales Division, pp. 64–72, ISBN978-0-909650-49-0 - narrow gauge lines of Western Australia
^"RAILWAY OPENING". The Southern Cross Times. Vol. VI, no. 426. Western Australia. 24 August 1929. p. 6. Retrieved 26 February 2019 – via National Library of Australia.
^"NYABING TO PINGRUP". The West Australian. Vol. XXXIX, no. 6, 686. Western Australia. 29 October 1923. p. 6. Retrieved 26 February 2019 – via National Library of Australia.
^Western Australian Government Railways Commission (1981), Westrail, a concise history (Reprinted and rev ed.), W.C. Brown, Govt. Printer, retrieved 18 October 2012
^Affleck, Fred N.; Clark, Bill; Western Australian Government Railways Commission (1978), On track: the making of Westrail, 1950 to 1976, Westrail, ISBN978-0-7244-7560-5
^"Grain Rail Network Upgrade". Archived from the original on 12 December 2012. Retrieved 12 October 2012. State and Federal government funding announced in November 2010 and January 2011 respectively, underwrites the $164.5 million Tier 1 and 2 narrow gauge grain rail re-sleepering program, which will see around 1,265 kilometres of rail lines dedicated to grain freight re-sleepered over the next four years
^"Tier 3 Rail Lines". The Western Australian Farmers Federation. 13 October 2011. Archived from the original on 13 November 2011. Noting that the WA Farmers Federation clarify their arguments against the recommendations
^Thompson, Brad (1 November 2014). "Nalder snared in train wreck". The Weekend West. p. 127.
^"More arbitrators for CBH rail access claim. (EARLY GENERAL NEWS)", Farm Weekly (Victoria Park, Australia), Fairfax Media Publications Pty Limited: 4, 20 August 2015, ISSN1321-7526
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