Tasmania's Lost Railways
The Tasmanian Main Line Railway Company (TMLR) opened its line from Hobart to Evandale Road (later Western Junction) in 1876. The railway reduced travelling time between Hobart and Launceston from at least fifteen hours (by coach) to seven. The main Tasmanian system reached its heyday in the 1930s and 1940s, radiating from its Launceston headquarters and extensive workshops at Inveresk, south to Hobart and the Derwent Valley, north-east to Herrick, east to St Marys and north-west to Marrawah.
In its day, the Tasmanian Government Railways was a major employer, offering a huge range of jobs: train crew, tradesmen, engineers, apprentices, fettlers, signalmen, clerks, braided stationmasters and ubiquitous 'lad porters'. Apart from goods of every description, the railways carried passengers to factories, schools, the Royal Show and on excursions. For the first time, the railway enabled ordinary people to travel for holidays or pleasure. The rail passenger service between Launceston and Hobart became known as the Tasman Limited.
In common with many railway systems, Tasmania's was of necessity exploited by overuse and under-maintenance during the Second World War. By the 1970s passenger patronage was in such decline, there was insufficient revenue being generated to warrant upgrading Tasmania's passenger trains, and a decision was made to withdraw the service. The last passenger train from Wynyard to Hobart ran on 18th July 1978. The the ABC studios have been built on the site of the former Hobart railway station. Much of the passenger rolling stock went to the Tasmanian Railway Museum at Glenorchy, with some going to the Don River Preservation Railway based in Devonport. Hobart now has the second lowest public transport patronage in Australia and as a result is very much a car orientated city.
Riverline also known as the Northern Suburbs Railway is a proposed AU$100 million light rail system that would traverse the southernmost section of the South Railway Line, through the northern suburbs of Hobart. It would follow the narrow gauge railway corridor which starts at the city centre and travels north towards Bridgewater. Despite strong public support, the future of the proposed light rail remains uncertain due to a lack of political enthusiasm. The most recent proposed route being pursued by the state government commences at Mawson Place and ends in close proximity to the Museum of Old and New Art, within the suburb of Berriedale.[1] proponents of the light rail have recently called on the state government to extend the transport corridor to North Hobart.
Hobart's tram network was built in 1893 and was the first completely electric network in Australia. The network consisted of eight routes throughout the city. In 1960, the tram service was decommissioned in favor of the trolleybus, although this service only lasted eight years and was replaced in 1968 by a motorised bus service. Hobart has investigated restoring the tram network, as it is part of its heritage, being one of the first Australian cities to implement a tram system but no such development has occurred.
The railway between Hobart and Launceston was built by the Tasmanian Main Line Railway Company and was officially opened on 1 November 1876. The route of the railway was selected largely as a result of vocal local interests and accordingly traversed some reasonably unfavorable topography, particularly in the southern section. Because the TMLR had limited finances, the line was built to the narrow (1067 mm) gauge and included long sections of steep gradients and sharp curves. The final eighteen kilometres of the route from Western Junction to Launceston used the existing broad gauge alignment of the Launceston and Western Railway, with a third rail being laid for use by the narrow gauge trains.
From its inception the line was known as the Main Line and carried this title until around 1978 when Australian National renamed it the South Line. Despite being in use for over 125 years, only limited deviations have been built and the line follows the original alignment. Track standards have been improved by the use of heavier rail welded into long lengths, steel sleepers and better ballast. The line remains in service, and sees multiple freight trains most days, these generally operating Burnie to Boyer and Burnie / Launceston to Hobart and return.
The Route: The line commences at Hobart station, which is nestled between the wharves and the Queens Domain on the edge of the city. The line follows the western side of the Derwent River valley to Bridgewater, where the river is crossed on a causeway and impressive lifting bridge. From here the line runs generally north east though easy country to Rekuna (between Tea Tree and Campania). From here the often steep and/or twisty climb commences, with little respite for train crews until Rhyndaston and its 1200m long tunnel is passed, some 28km later.
The descent from near Parattah is not as steep or severe as its southern counterpart, although does still include a number of difficult sections including the Tin Dish and Nala deviations which were constructed in the 1930s to lessen gradients, although at the expense of more additional curvature in some sections. North of Antill Ponds, the line roughly parallels the Midland Highway as they both follow the agriculturally rich valley's formed by the Macquarie and South Esk rivers. The South Line finishes at Western Junction near Evandale, where it connects with the Western Line.
Rail transport in Tasmania consists of a network of narrow gauge track of 3 ft 6 in (1,067 mm) reaching virtually all cities and major towns in the island state of Tasmania, Australia. Today, rail services are focussed primarily on bulk freight, with no commercial passenger services being operated. The mainline railways of Tasmania are currently operated by TasRail, a Government of Tasmania-owned Corporation, who owns and maintains both rollingstock, locomotives, and track infrastructure.
The Tasmanian system is small rail system by world standards. It currently carries no regular passenger services. Its freight services are not profitable without government subsidies. The main cargo carried is cement, which is carried from Railton to the port at Devonport. Other major commodities carried are coal, logs, containers and newsprint.
A broad gauge (1600 mm) railway line was opened between Deloraine and Launceston on 10 February 1871 by the private Launceston and Western Railway, on the basis of debt guarantees from landowners who stood to benefit. The line went bankrupt in 1872 and was taken over by the Tasmanian Government on 31 October 1873, which then attempted to recover the debt from the guarantors, leading to civil unrest. On 1 March 1876, another private railway, the Tasmanian Main Line Company, which was guaranteed by the Tasmanian Government, opened a narrow gauge (1067 mm) line from Hobart to Evandale, near Launceston. A further extension, opened on 1 November 1876, connected with the Launceston and Western Railway at a break-of-gauge at Western Junction with the line to Deloraine, however the line between Western Junction and Launceston was made dual gauge. The line between Western Junction and Deloraine was converted to dual gauge on 17 March 1885. On 30 May 1885, the line was extended to Devonport.
The Launceston - Deloraine was converted to solely narrow gauge on 18 August 1888 , creating a single narrow gauge network. On 1 October 1890 the Tasmanian Government bought the Tasmanian Main Line Company, creating the Tasmanian Government Railways. On 15 April 1901 the Devonport line was extended to Burnie, connecting with the Emu Bay Railway's line to Zeehan, which was completed on 21 December 1900 . The government railway was extended to Wynyard on 1 February 1913 . The line was extended to Wiltshire Junction on 12 July 1922 , connecting with the already existing line between Stanley and Smithton.
Operators: Historically the mainline railways were operated by the Tasmanian Government Railways, which was absorbed into the Australian National Railways Commission in 1978 and renamed TasRail. In November 1997, TasRail was sold to the Australian Transport Network, a partnership of New Zealand based Tranz Rail and United States railroad Wisconsin Central. This sale also included a 50 year lease of the Crown land on which the Tasmanian railway network was situated. Tasrail was granted the exclusive right to use and occupy the land, but owned the infrastructure situated on that land and was obliged to maintain at its own cost.
In 2004 the railway was purchased by Pacific National following the purchase of Tranz Rail by Toll Holdings, and the sale of Wisconsin Central's overseas investments as a result of that railroads takeover by Canadian National. In September 2005 Pacific National angered the Tasmanian State Government and the Australian Federal Government as it threatened to 'withdraw all services' unless the governments paid a $100 million subsidy. This alarmed people of Tasmania. A pullout of rail services would result in thousands more trucks on already busy roads.
Initially the governments refused to act on the issue claiming they would not be "held to mercy" by Pacific National, owned by Toll and Patrick Corporation, "which are extremely profitable multi-national companies". Later the state infrastructure minister Bryan Green and federal counterpart transport minister Warren Truss announced a $120 million rescue package hoping the board will continue operation in the state.
In May 2007 the Tasmanian Government, the Federal Government and Pacific National came to an agreement regarding the funding, ownership and operation of the Tasmanian railway network. The State of Tasmania was to acquire the railway infrastructure previously leased to Pacific National. Pacific National would continue to provide rail services on the network. The Federal Government's AusLink program provided $78 million in funding for capital works. The Tasmanian Government also agreed to provide $4 million funding each year for maintenance.
In September 2009 the Tasmanian Government and Pacific National formally entered into a business sale agreement for purchase of the Tasmanian rail business, with rail infrastructure and railway operations to be maintained, managed and owned by a new State-owned rail company, Tasmanian Railway Pty Ltd trading as TasRail.
Principal branch lines
Mole Creek Line - A branch line was opened from Deloraine (Lemana Junction) to Mole Creek on 5 April 1890. This line closed on 6 February 1985
Scottsdale Line - Opened from Launceston to Scottsdale on 9 August 1889 and extended to Branxholm on 12 July 1911 and Herrick on 15 March 1919 .
Fingal Line - Opened from Conara Junction (on the Hobart - Launceston line) to St Marys on 29 June 1886 .
Oatlands Line - Opened from Parattah to Oatlands on 13 May 1885. The line closed on 10 June 1949 .
Derwent Valley Line - Opened from Bridgewater to New Norfolk on 1 September 1887 and was extended to Glenora on 22 July 1888. The ultimate terminus of Derwent Valley line was Kallista which was reached on 6 July 1936 .
Bellerive-Sorell Line - This isolated line was built between Bellerive and Sorell on the eastern shore of the Derwent River on 2 May 1892. It closed on 30 June 1926 .
Strahan Zeehan Line - This isolated line was built between Zeehan and Regatta Point opened on 4 February 1892. The line was fully closed on 25 January 1963 .
Don River Line - Opened between Don Junction and Paloona on 10 April 1916 and extended to Barrington on 23 September 1923. The line was completely closed back to the junction on 16 October 1963 , but the section from Don Junction to Don Township was reopened on 20 November 1976 by the Don River Railway.
Bell Bay Line - Built between Launceston and Bell Bay on 17 May 1974 to access the industries established there, including shipping. This Line was included in the Federal Government's AusLink initiative. It is the proposal that this line be converted to standard gauge to facilitate the transfer of mainland railway wagons direct to Bell Bay and Launceston, however no further action has been forcoming to date.
The earlier lines of the West Coast, Tasmania were independent of the main Tasmanian Railway system when built, but most connected to the Emu Bay Railway. The North Mount Lyell Railway and a few other smaller lines were not connected to the Emu Bay line.
The Emu Bay Railway was purchased by Australian Transport Network on 22 May 1998, thus merging that line with the remainder of the system that company then operated. Today known as the Melba line, it was excluded from the 2007 lease arrangement.
