196807 – Guenther & Ritchie – Signalling the Standard Gauge Line Western Australia

For many years the provision of a standard gauge railway linking the eastern states with Western Australia was considered desirable. Early in this decade, work commenced and this very large project is approaching the final stages of completion.

Soon it will be possible to haul rolling stock across the continent without change of gauge with resulting benefits of shorter transit time and less handling and consequent damage of freight. All states and their industries will profit from the improved efficiency of the faster, safer railway transportation system.

The previous lack of progress with rail standardisation was principally due to lack of short term justification for the expenditure of the capital required.

However, such justification was provided for this project in 1960 when the West Australian Government concluded an agreement with B.H.P. for the provision of an integrated iron and steel works in the Kwinana area contingent on the construction of a standard gauge railway from Kalgoorlie to Kwinana before 1968. The agreement proposed the haulage of substantial quantities of iron ore estimated of the order of 2 million tons per annum from the Koolyanobbing deposits to the proposed steel works.

Accordingly, the W. A. State Government made proposals to the Federal Government which culminated in the Railway Standardisation Agreement of 1961 to construct the Kalgoorlie to Kwinana standard gauge railway at an estimated cost of £41.2 million. (The present estimated cost is $130 million).

The decision to build a railway having been taken the selection of the correct route is always the determining factor for its success or failure.

Factors involved in determining this route included : –
(a) The shortest distance commensurate with the achievement of minimum grades without excessive capital cost.

(b) Provision of railway transportation facilities to the maximum number of present and future centres en route, i.e. having regard to the source, destination and quantity of traffic.

At the western end, rather than maintain the existing narrow gauge route it was decided to pass a double track dual gauge (three – rail) track through the Avon Valley so obtaining the advantages of easy gradients. (The abandonment of the existing route to Northam created no real problem since the section generated little traffic).

From Northam to Merredin, 1 in 150 gradients were obtainable for the standard gauge track to run parallel with the existing alignment with only minor deviation.

From Merredin to Southern Cross, Koolyanobbing and Kalgoorlie the new gauge deviates from the existing reserve for almost the total distance.

The maximum curvature was specified as 40 chain Radius in the Agreement. However, it has been found necessary to amend this in some localities to avoid excessive capital expenditure.

The sharpest curvature used is 10 chain Radius (speed restriction 30 m.p.h.) in the restricted Cliff Street area at Fremantle. The tortuous nature of sections of the Avon Valley demanded the use of maximum curvature of 20 chain Radius (speed restriction 45 m.p.h.).

On open line sections elsewhere it has been possible to maintain a minimum radius of curvature of 40 chains (speed restriction 60 m.p.h.) and indeed over most of the route the sharpest curve is 50 chain radius (speed restriction 70 m.p.h.).

The Agreement specified 94.lb/yd. A. S. rail for main line, but in view of the intensity of traffic to be hauled, the Railways made application for variation of the agreement to the extent of using 107 lb/yd. A. S, rail from Kwinana to Koolyanobbing.

The variation was not agreed to.