Fast Facts about the ‘Via Recta’

SURVEYED Via Recta 1885, Warwick – Maryvale May 1909
WORK STARTED 7th December 1909
OPENED 30th September 1911
CLOSED 1st November 1960
STATUS Via Recta Never Completed Fully


The line was surveyed from Warwick to Maryvale by Mr. Blackman in May 1909. Estimated cost to build the line was £63,424.14.1. Approval to build the line from Warwick to Maryvale was given on 7th December 1909. Mr. William Pagan was the Chief Engineer appointed to oversee the building of this line. Work began on 28th February 1910, and employed up to 164 men, 31 horse and dray teams, and 14 plough and scoop teams.

Premier William Kidston, officially started the work by turning the first sod on Friday 18th March, 1910. During 1910 & 1911, the building of the railway line was delayed on several occasions. Heavy rain during the winter of 1910 delayed the building the earthworks. Then between February and March, 1911 heavy rain caused flooding and washed away some of the earthworks already done.

The line was officially opened by the Premier Mr. Denham on Saturday 30th September 1911. Two ladies held a royal blue ribbon 3” wide across the track while the locomotive passed through it.


Between 3 and 4 o’clock on Wednesday afternoon, a slight tornado accompanied by heavy rain of a short duration yield 2 inches. The downpour was responsible for some damage to the railway line near Clintonvale. Some of the corn and soil on one side of the rails were carried over to the other side and for a considerable distance the rails were completely hidden beneath the large deposit of earth.

Mr. Assistant Traffic Manager Ross lost no time in having the line open for traffic.

MONDAY, FEBRUARY 2, 1914 – THE MARYVALE LINE – Stranded at Gladfield

(Sunshine Express, December, 1989)

The southern part of the Darling Downs is particularly susceptible to storms and sudden downpours, whilst tornadoes and whirlwinds are not unknown. Damage to the permanent way and communications generally often occurs as a result of these storms.

Following three days torrential rain with intermittent hail the branch track between Warwick and Maryvale was in a bad state early in February 1914, these being frequent slips and washouts.
The train on Monday 2nd February 1914 had evidently run to schedule but the following day, the evening mixed to Maryvale was stranded at Gladfield because of washouts on the line. Gladfield in those days was not a bad place to get stuck; the Maryvale bound passengers and crew could console themselves in the cozy confines of the newly opened Gladfield Hotel adjoining the station while the rain fell outside.

Upon receipt of advice from the train crew at Gladfield, the District Superintendent at Warwick organized a ballast train and repair gang which was dispatched at daybreak from Warwick for the washout at Gladfield.

No attempt had been made by the train crew to continue to Maryvale during the night and the branch train commenced from Gladfield that Wednesday morning, evidently crossing the ballast train at Freestone, which was in those days a staff station with a station master in charge.

Despite a full days toil by the repair gang at the site of the washout, the evening mixed from Warwick has held up for 45 minutes on the outskirts of Gladfield, while the gang pigs tied the track.

First Class
Second Class
Composite (both 1st and 2nd class accommodation)
Water wagon
Parlour car
Guards vans for goods trains
U or X
Guards compartment with brake.

And when you put the letters together for wooden carriages:

  • AAS 1st Corridor Sleeper Lav
  • AL 1st Corridor Lav
  • AL/F 1248 Food Car
  • BBV Econ Brake
  • BC Baggage Car
  • BL Econ Corridor Lav
  • BLV Econ Lav Brake
  • BU Suburban
  • BUV Suburban Brake
  • CL Composite Lav
  • CLV Composite Lav Brake
  • DAS 1st Sleeper Lav
  • DC/G Griddle Car
  • TDV Drover’s Brake van (Steel) with periscope
  • TGV Goods Brake van (Steel) with periscope
  • TGVH Goods Brake van (Steel) with periscope
  • TGVS Goods Brake van (Steel) with periscope

The Sydney Mail for over 40 years was Queensland’s crack train, and it deserves a study on its own.

Sydney Mail hauled by BB18 1/4 1077, passes the Gorge Tank.

With the opening of both gauges to the border, it began running with the following timetable:

Southbound Northbound
Stations Time Stations Time
Brisbane dep 7.00 p.m. Sydney dep 5.20 p.m.
Toowoomba a/d 12.25-35 a.m. Wallan-garra a/d 4.30-5 p.m.
(next day)
Warwick a/d 4.00-10 a.m. Stanthorpe a/d 6.20 p.m.
Stanthorpe a/d 6.20-25 a.m. Warwick a/d 8.40-9.15 p.m.
Wallan-garra a/d 7.45-8.15 a.m. Toowoomba a/d 12.35-50 a.m.
Sydney arr 6.48 am
(next day)
Brisbane arr 6.15 a.m.

About 1894, with ship travel still more popular, the timetable was improved to one which has operated without substantial change ever since. After the introduction of the C-16 class engine, the timetable was modified slightly as the 1907 schedule indicates:

Southbound Northbound
Stations Time Stations Time
Brisbane dep 7.10 a.m. Sydney dep 5.10p.m.
Toowoomba a/d 11.55-12.15 p.m. Wallan-garra a/d 11.00-35a.m. (next day)
Warwick a/d 2.47-54 p.m. Stanthorpe a/d 12.34p.m.
Stanthorpe a/d 4.40 p.m. Warwick a/d 2.09-4 p.m.
Wallan-garra a/d 5.45-6.10 p.m. Toowoomba a/d 4.46-5.06 p.m.
Sydney arr 11.10 am (next day) Brisbane arr 9.25 p.m.

Stanthorpe a/d 4.40 p.m. Warwick a/d 2.09-16p.m. Wallan-garra a/d 5.45-6.10 p.m. Toowoomba a/d 4.46-5.06p.m. Sydney arr 11.10 am (next day) Brisbane arr 9.25 p.m.

The Queensland journey had been accelerated by two hours on the up and three on the down, with only 8 stops between Wallan-garra and Toowoomba on the down trip. A further acceleration occurred when the first B17 class engines arrived in 1911. Then in 1915, the C18 class including the two named engines Sir William and Lady MacGregor took over. These were built specially for the Sydney Mail with the object of eliminating the need for PB15 class assistance over the Little Liverpool and Main Ranges and to Dalveen.

New sets of carriages were built and entered service in 1923 to form the two Sydney Mail sets were: AL 1036, AL 1037, BL 1040, BL 1041, BL 1042, CL 1046 and PARL 1048 entered service in November, and AL 1038, AL 1039, BL 1043, BL 1044 BL 1045, CL 1047 and PARL 1049 entered service in December. (BL 1040 is now owned by SDSR)

(AL = First Class, BL = Second Class, CL = Both First and Second Class, and PARL = Parlour Car).

The timetable in 1924 was:

Southbound Northbound
Stations Time Stations Time
Brisbane dep 8.05 p.m. Sydney dep 2 p.m. & 3.30 p.m.
Toowoomba a/d 12.10-30 p.m. Wallan-garra a/d 8.40 & 9.07-9.30am
Warwick a/d 2.54-3.04 p.m. Stanthorpe a/d 10.27 a.m.
Stanthorpe a/d 4.55 p.m. Warwick a/d 11.55-12.03 p.m.
Wallan-garra a/d 5.55-6.17 & 6.40pm Toowoomba a/d 2.20-2.40 p.m.
Sydney arr 11.25 a.m. & 1.10 p.m. Brisbane arr 6.40 p.m.

The first Pacific B18 class engine No.84 made a successful trial run to Toowoomba on the Sydney Mail on 28th July, 1926.

After the opening of the New South Wales North Coast line to South Brisbane via Kyogle, the Limited Express on the New South Wales side of the border was withdrawn and the Queensland ‘sweeper’ service cut back to Warwick to below the range. There was still some overcrowding as railwaymen on passes were not allowed on the Kyogle route for some time.

In 1945, the timetable read:

Southbound Northbound
Stations Time Stations Time
Brisbane dep 7.45 p.m. Sydney dep 1.15p.m.
Toowoomba a/d 12.05-30 p.m. Wallan-garra a/d 8.27-55 a.m. (next day)
Warwick a/d 3.01-2 p.m. Stanthorpe a/d 10.06 a.m.
Stanthorpe a/d 5.07-12 p.m. Warwick a/d 11.58-12.10 p.m.
Wallan-garra a/d 6.22-7.02 p.m. Toowoomba a/d 2.34-3.00 p.m.
Sydney arr 1.25 p.m. (next day) Brisbane arr 7.05 p.m.

The service postwar was reduced to four, then three per week and even two during a New South Wales Railways’ economy drive between 1957 and 1960. Little further change in timetable occurred until ‘dieselisation’, the times now being:

Southbound Northbound
Stations Time Stations Time
Brisbane dep 8.15 a.m. Sydney dep 3.10 p.m.
Toowoomba a/d 12.03-28 p.m. Wallan-garra a/d 7.23-55 a.m. (Tu, Th, Sa)
Warwick a/d 2.30-40 p.m. Stanthorpe a/d 8.59 a.m.
Stanthorpe a/d 4.25 p.m. Warwick a/d 10.45-54 a.m.
Wallan-garra a/d 5.30-6.15 p.m. Toowoomba a/d 12.47-1.26 p.m.
Sydney arr 9.59 a.m. (We, Fr, Su) Brisbane arr 5.15 p.m.

There were frequent disagreements between the two Administrations as the trains were more important to Queensland than to New South Wales, which however had to run twice as far and so services have always been adjusted to fit in with the Southern State. Thus, running three times weekly, the Queensland Railways had to use two sets of coaches to run less than half the mileage that New South Wales was able to run with one. It was a long struggle to get agreement for trains to leave each capital on Saturdays, although when introduced in 1905, it was quite popular.

Until 1930, the service saw the best of Queensland’s rolling stock including parlour cars with revolving chairs and all the latest known features when built in 1910.

Another new train was built in Ipswich to replace one burnt out at Wallan-garra in January, 1913 – perhaps the most serious carriage fire in the state. Small buffets for light refreshments were included, manned by the conductors, but these facilities were withdrawn in 1930. Station staff along the line were asked to water platforms to avoid dust nuisance to passengers. Apart from the parlour cars, these distinctive Sydney Mail trains ran to Wallan-garra for over 60 years, and they were a delight to the passenger wishing to view the mountain scenery in fresh air.

Type: C17
Built: Betwwen 1920 – 1953
Builders: Ipswich Railway Workshops – (16 units)
Walkers Ltd – (138 units)
Evans Andersons and Phelan – (28 units)
Armstrong, Whtworth & Co. – (25 units)
Clyde Engineering – (20 units)
Weight: 56.8t (engine + tender when empty) 82.9t (engine + ender when full)
Length: 16.3m
Width: 2.620m
Height: 3.8m
Boiler pressure: 7,206 kPa
Tractive effort: 93.4kN
Coal: 8.13t
Water: 13,865l
Driving wheels: 1.14m in diameter
Grate area: 1.719 sqm
Valve gear: Walschaerts
Gauge: 1,065mm gauge (3ft 6in)

Queensland Steam Locomotive codes are derived from the number of drive wheels and the size of the cylinders.

  • “A” denotes that the engine has 4 driving wheels, (2 on each side),
  • “B” that the engine has 6 driving wheels (3 on each side), and
  • “C” has eight driving wheels (4 on each side).

The number after the letter is the cylinder size in inches. Thus C17, is a steam locomotive with 8 driving wheels and a 17″ cylinder. (Aren’t we glad that QR didn’t recode their locomotives when decimalization was introduced, other wise it would now be called a C432.)

No.971 is the nine hundred and seventy first steam locomotive built for Queensland Railways!

A total of 227 C17’s were built for use on Queensland Railways. These locomotives were built by various makers both in Australia and overseas. The design was also used by the Commonwealth Railways which operated on the Central Australian narrow gauge railway, (“The Old Ghan”) to Alice Springs. The first C17s entered service in the 1920s. In 1938 an updated version was introduced, which had a bigger sedan type cab and other changes.

The main reason so many of this class were constructed was that it was the most powerful form of conventional locomotive that could run on Queensland tracks, regardless of the limitations of axle loading.

In June and November 1947 contracts were let to Walkers Ltd, Maryborough Queensland, for a total of 40 more C17 locomotives, with Timken Roller Bearings fitted to all axles. These locomotives began entering service in 1950.

The Walkers Ltd engines were all painted in a medium brown colour scheme with willow green lining on the footboards, and tender edges, a black smokebox and red buffer beams. They had polished brass bands around the boiler. The engines were nicknamed ‘Brown Bombers’ after the world heavyweight boxing champions of the time, Joe Louis.

The C17 class of locomotive was an improved superheated version of the C16 class goods locomotive, which appeared in 1903.

The C17 locomotive being overall the most numerous class of Queensland engine and was also possibly its most versatile. It worked almost any train in Queensland, be it suburban passenger, goods train, shunter or even hauling air-conditioned trains in western Queensland.

Built: 1921
Demolished: 1970
Location: Warwick (Southern Line)

In 1921 an elevated coal stage was erected on the south-eastern side of the Condamine River Bridge. It was a coal stage and storage bunker.

PB15 444 was one of the locos regularly on ‘stage duties’. It would gingerly push a rake of loaded coal hoppers from one end of Warwick Yard to the other to gain sufficient speed to get up the stage.

One of the tracks went in a straight line to the stage. Too little speed, try again, too much, and over the end went the hoppers.

Warwick Coal stage looking back towards the station.

BB18 1/4 1081 passing alongside the Warwick Coal stage.

BB18 1/4 1081 passing alongside the Warwick Coal stage.

PB15 444 was one of the regulars on ‘coal stage duty’.

Although it was demolished in 1970, evidence of where this coal stage was built can still be seen.

Opened: 2 January 1888
Renamed: From ‘East Warwick’ to ‘Warwick’
Location: Southern Line
Status: Station and Goods Shed still in operation

Warwick had two railway stations.

The first opened in 1871 as ‘Warwick’ and was located on the northern side of the Condamine River. It’s name was changed to ‘Millhill’ in 1888.

In July 5, 1881, with the extension of the railway to Stanthorpe, a platform for passengers had been established at ‘East Warwick’ on the southern side of the river. By 1882, a shelter shed had been provided. Although not close to town, it was more convenient than old Warwick Station (Mill Hill) and plans for the Via Recta and St. George railway provided for East Warwick to be the main station.

The Platform and awning at the Warwick Station by night.

It was observed at the time that the shifting of the Warwick railway station to East Warwick, on the town side of the Balonne, would not be very expensive matter, and would be a great convenience to the good people of that place.

Work started in earnest at East Warwick in 1886. During March, a gang of men was to be set to work to lay down the rails for the new station yard and marking out the site for the buildings.

The plans of the new goods shed to be erected at East Warwick were lying at the Station Master’s office. “The building is to be a commodious stone and iron construction 200ft x 70ft, and will be erected on a spot on the western side of the line between Fitzroy and Grafton Streets.”

On JUNE 5, 1886 Tenders were invited for the erection of a new passenger station at East Warwick. The plans provide for a single story brick building 128 feet long by about 30 feet wide (not including verandah). The passenger platform would be 200 feet long. The accommodation provided includes a booking office 23 feet 6 inches by 9 feet 3 inches, station master’s office, waiting room, ladies room, telegraph office, porter’s room, lamp room, while the lessee of the refreshment room will have at his disposal a bar-room 21 feet 4 inches by 30 feet 4 inches and kitchen and servant’s room.

The new station, though not a very elaborate structure, was thought likely to meet the requirements of the town for some years to come.

Then on JUNE 26, 1886 Fresh tenders were called for the station, and the contract eventually went to R. Godsall for £5624 ($11,248). The building was built in local sandstone from Mt. Tabor Quarry, which was owned by Mr. D. Connelly. The stonemason being John McCullock.
The building, which was to be of pick-dressed stone, wit concrete floor and iron roof, would be erected a few feet south of Grafton-street. The contract price was about £5600, and the time fifteen months. The building would be 135 ft. long by 35 ft. wide; the platform would be 250ft. in length.

On OCTOBER 26, 1886 tenders were advertised for building an ash-pit, and foundations for a turntable at East Warwick and were awarded on December 21, 1886 to Mr. H. J. Godsall for £380 14s.

By DECEMBER 21, 1886 the walls of the new passenger station were beginning to show above ground. The original specification provided that Murphy’s Creek stone should be used in the front portion of the building, but it was decided to use Swan Creek stone instead.

It was reported on MARCH 5, 1887 that the stone and brickwork of the new passenger station was approaching completion, and if this building and the goods shed are not to lie ‘idle on completion’ it would be necessary to let the contracts for the engine and carriage shed, tank-stands, at an early date.

By late MAY 1887 the walls of the passenger station have been finished, and the carpenters are now engaged putting on the roof. The platform here is to be 250ft. long and 15ft. wide, filled in with muck top dressed with gravel. We quite agree with Mr. Alderman Sterne that this ought to be altered ; either asphalt or cement would be preferable in every way. The turntable and ashpit have been completed ; the former has a diameter of 40ft., sufficient to admit of engine and tender being turned at the same time. It is built of stone, and seems substantial enough to last until the crack of doom.

As yet there is no sign of a start being made with the other buildings – engine and carriage sheds and station master’s residence.

It was JANUARY 2, 1888 when the new Passenger Station and Goods Shed at East Warwick were occupied by the officers of the Railway Department for the first time. Hence forth traffic arrangements were conducted from this point.

Gas lighting was installed in April 1888. “The platform, office, were lighted with gas for the first time last night. The light was brilliant and steady, and in marked contrast to the “darkness visible” which was prevailed there up to the present. ” Mr. R. Williams, of Palmerin Street, contractor for the fittings, appears to have carried out his work in a highly satisfactory manner.

It wasn’t until APRIL 24, 1888 officials spent the afternoon marking out sites for the station-master’s residence, engine and carriage sheds, tank stand, in the newly completed East Warwick Yard. Plans of these works will be prepared at once, and the buildings will be erected without further delay. The Killarney line is to be deviated at the junction, so as to do away with the necessity for backing-in trains.

By 1900 a timber footbridge had been constructed off Grafton Street to plans of the Railways Section of the Works Department. This was planned to minimise the risk of people living on the eastern side of the railway complex, crossing the tracks. The Tighe brothers were awarded the contract, and the bridge which was lit with lamps and was built at a cost of £209/16/-.

WEDNESDAY, JANUARY 18, 1905 – (E&T) – RAILWAY TRAFFIC RECORDS – Business at the local railway station was very heavy during last week, particularly in the despatch of consignments of produce to over the border centres. In these wheat and maize bulked largely, and almost daily nearly 500 tons of produce have been despatched. Trains to Brisbane were also fully loaded with grain &c., from the Killarney and Thane branch lines. The cramped nature of the station and the want of siding accommodation is still keenly felt. On an average 24 trains a day were despatched from the Warwick station during the week.

In 1907 it was reported that one locomotive was stationed in Warwick. By 1911, it was reported that 15 locomotives was based in Warwick and up to fifty trains a day arriving and departed Warwick.

Around 1910-12 a new metal footbridge was built, comprises one 25 feet, three 58 feet and one 25 feet sections of steel lattice trusses with steel stairway stringers and guard fences both ends. It is supported on steel columns on concrete bases. The footbridge is rare (perhaps only) surviving example of a footbridge built in steel/wrought iron.

In 1912 Work commenced on the re-arrangement, enlargement and improvement of the staff quarters, machine shop and interlocking, and a new engine shed to hold seven locomotives and a 60 foot turntable, with two cabins controlling the yard. The sandstone that was used for turntable retaining walls and in other buildings in 1912 came from Yangan Quarry which was owned by the Brewer Family.

On MAY 24, 1913 the widening of the platform by 7 feet was completed and a new awning was erected and Warwick Locomotive sheds were completed on 7th September.

Attached to the depot were repair shops, employing about ten fitters. Lighter repairs, such as for carriages and wagons, and the putting on of new wheels are carried out. Forty loco engines are attached to the depot; also breakdown equipment and gang are kept in readiness for any emergency. In fact, the depot is a very busy section of the railway system.

On 29th November 1917 Warwick gained worldwide publicity when the Prime Minister Billy Hughes was giving a speech on the platform, when an egg was thrown at him, knocking off his hat. Hughes ordered the Warwick Constable “Arrest this man” but the policeman said “you have no jurisdiction”. This incident was associated with the forming of the Commonwealth Police Force. It is now know as ‘The Egg Throwing Incident”. This incident resulted in the Federal Police being formed.

In 1921 an elevated coal stage was erected on the south-eastern side of the Condamine River Bridge and was demolished in 1970. Evidence of where this coal stage was built can still be seen.

By 1926 close on 300 people were employed by the railways at Warwick. There were 130 in traffic (Station staff, guards, signalman, wagon maintenance), and 152 on the loco staff (drivers, firemen, mechanics, cleaners).

As many as 60 trains were dealt with in a 24 hour period, necessitating, among others, the services of four shunting shifts and three station masters. There were forty locomotives based in Warwick along with breakdown equipment to attend accidents and mishaps.

For the year ending 30th June, 1926, the number of passengers put through, exclusive of season ticket holders, was 40,461, the revenue derived from such, inclusive of season ticket holders, being £15,332. The revenue from parcels and miscellaneous traffic was £2736. During the same term 9789 tons of agricultural produce was dealt with (revenue £6718), also general merchandise 6416 tons (£10,114), wool 94 tons (£433), 382 tons of logs and swan timber: total outwards goods traffic, 16,922 tons (revenue £18,258); total revenue outwards £36,326. Inwards goods traffic dealt with totalled 16,922 tons (£18,258). The depot also deals with a considerable amount of live stock traffic

Trains were a popular attraction in the days gone by and Warwick was one place were the Commissioner reserved the right to charge sixpence for platform tickets on Sundays to reduce the crowd of onlookers.

Although no-one would have realised it, the decline of Warwick started 1953 when the first diesel arrived.

By 1959 with the Via Recta unfulfilled, goods and especially passenger traffic to Warwick was very susceptible to competition and after the post World War 2 period Warwick had declined in importance. Economies were affected in 1959 when Cabin A was disconnected and a 2-lever frame provided on the platform to control the up home and outer home signals in conjunction with Cabin B, much interlocking being disconnected in the process.

The station building was guttered by fire on 29th September, 1963. Bond-wood huts were placed on the platform under the awning until the building was restored internally (but without the refreshment room) and re-opened in late 1964-early 1965.

With dieselisation in 1967, Warwick was practically eliminated as a locomotive depot, the working being Toowoomba to Wallangarra or Inglewood, but shunting and Amiens trains were locally worked – it still had a C-17 class engine (No.971) late in 1968.

Full closure was not implemented due to political and union pressure until early 1970’s. 100’s of railway employees lost their jobs or were transferred elsewhere. This hit businesses in Warwick hard as over a million dollars in wages that was spent in the district every fortnight was lost.

In late 1969 or early 1970 the locomotive depot along with the associated buildings were demolished and so was the coal stage and water tanks. Inspections pits filled in and only one of the locomotive roads along with the turntable remained.

Although the Station Building and Goods Sheds survived, a significant amount of Warwick Yard has been lost. Gone are the signal cabins, signals, and many of the sidings. What is left here is only a shadow of yesteryear.

However, the SDSR has restored 4 of the 7 bays of the locomotive roundhouse, and C17 971 has returned to the shed for restoration. In an era where steam was king, and Warwick had a hustling Railway, only peace and quiet remain, except for the return of steam.

Open: 10 January 1871
Renamed: 1888 from Warwick to Mill Hill
Closed: 30 May 1975
Location: Southern Line
Status: Platform & Station building still exist.

Some documentation refer to this location as one word “Millhill”, and some as two-words “Mill Hill”. The station sign that is mounted on the side of the station building is shown as two words.

Rails had reached Warwick by December 1870. On January 10th 1871, Warwick (Mill Hill) Station was officially opened. Within a year two mixed trains were running to Warwick (Mill Hill). It was not due to the business generated at Westbrook, Cambooya, Clifton, or Allora but to the discovery of tin at what became Stanthorpe. Ingot and steam tin consigned from Warwick was such a valuable supplement that the amount was published monthly in the Government Gazette.

What remains of the Mill Hill Station in 2006.

The Warwick (Mill Hill) terminus comprised of a station house, platform, goods shed, engine shed, carriage shed and tank stand, a 25’ turntable and pits. (It is believed that the turntable was transferred to Killarney when a 40 foot turntable was built at East Warwick in 1886-87).

A traffic in ‘stream” (alluvial) tin from Stanthorpe began in 1876 – 16 tons of ingot and 278 tons of stream tin being forwarded. This would lead to the construction of the railway to Stanthorpe.

And on July 6, the running of through trains commenced between Brisbane and Warwick (Mill Hill). Depart Brisbane 6.45 a.m. arrive Warwick 5.37 p.m. Depart Warwick 6.20 a.m. arrive Brisbane 1.15 p.m.

By May 6, 1878 work had started on construction of the line south of Warwick (Mill Hill) to Cherry Gully and Stanthorpe.

In 1881, sheep yards were erected at Warwick (Mill Hill) as well as a new station master’s residence after complaints about the original building. The old station master’s residence became the refreshment rooms in 1883.

Tuesday, January 10, 1888 – (WA) – The new railway yard and buildings at East Warwick, having now been occupied for a week, we are in a position to form some idea as to how they are likely to suit the purpose for which they are being used. As far as the passenger station is concerned, except in one or two details it is all that could be desired. The platform, instead of being cemented or asphalted, as it should have been, is covered with a coarse sandy gravel which will never bind, and must in consequence continue to be (what is has already proved) a source of annoyance and discomfort to the public and to the officers of the department. This matter engaged the attention of the Municipal Council on Wednesday, and it was decided to communicate with the proper authority without delay, with the view to having an alteration effected. The yard is also in a bad state; the filling-up stuff used was soft “muck,” covered with sand and small stones taken from creek beds, into which dray wheels sink six or eight inches. So far nothing has apparently been done to provide the necessary additional buildings. The station master lives nearly two miles from his post of duty, an arrangement which would be a mistake under any circumstances, but which will be something worse than inconvenient when the night train service comes into force next week. There are no facilities for watering the locomotives at East Warwick, and until tanks are provided it will be necessary to stop for water at the old station, which we understand it is proposed to rename Hayesmill. This is a delay which could have been obviated had the various works at East Warwick been pushed on simultaneously. The new goods shed is convenient and roomy, but no doubt if the accommodation will prove sufficient for the inward and outward traffic. At present the Killarney train ha to back in from and out to the Junction, nearly a mile distance from East Warwick.

This arrangement is said to be necessary because the Department cannot afford to spend the small amount (about £1000) which would be required to deviate a few chains of the Killarney line. The bridge over the Condamine, about half a mile in length, intervenes between the Junction and East Warwick, and across this the train is backed. “backing in” trains is a rather dangerous practice, and may prove more costly than an outlay of a few hundred pounds. But the Department seems bent upon economy, and will risk pounds to save pennies. The refreshment room at the passenger station is occupied by the new lessee (Mr. J. Allman, of the Criterion Hotel), who has fitted up the dining room and bar in a manner likely to give every satisfaction to the travelling public. We presume that on the down journey, Brisbane to Sydney, the stoppage for dinner will be made at Warwick. It is a pity that a cellar was not provided for in the original plan, for it is almost impossible to keep liquor cool in such a climate as ours without a convenience of this kind. However, a cellar has been promised, and we presume it will be provided in due course. As is the custom with our much-manned Railway Department, the Assistant Engineer will doubtless be instructed to “furnish a report upon the subject;” this will be submitted to the Principal Assistant Engineer for advice, and passed on to the Chief Engineer and Engineer for Existing Lines for approval; then the Traffic Manager will be asked to concur, and having done so he will advise the Commissioner accordingly; Mr. Curnow will due course consult with the Minister, and it is quite within the bounds of possibility that the latter will decide that the proposed improvement is not required. Our Railway Department is a complex piece of machinery, which “moves in a mysterious way its wonders to perform.” It has been tinkering at east Warwick for more than two years, but the establishment is still in a very unsatisfactory condition of incompleteness.

Upon the opening of Warwick East Railway Station, many changes quickly took place at Warwick (Mill Hill) Station. The Commissioner for Railways opened the new sandstone station and goods shed at East Warwick on 3rd January 1888.

January 3, 1888 – (WA) – RAILWAY TRAFFIC – The new passenger station and goods shed at East Warwick were occupied by the officers of the Railway Department for the first time yesterday. Hence forth traffic arrangements will be conducted from this point; the old station at North Warwick (which is to be renamed) will, however, be used for passenger traffic, and also for goods by those who desire to have their freight delivered there.

It wasn’t long before East Warwick became the new Warwick Terminus and the original ‘Warwick’ station was renamed ‘Mill Hill’.

Most of Mill Hill’s infrastructure was moved to other stations. Passenger traffic and freight traffic continued for many years, and Mill Hill is an important chapter in Warwick’s History

Mill Hill was closed as an official station on Friday, 30th May, 1975.

Opened: 1871
Location: Warwick, Southern Line
Status: Operational

Warwick has had three lomotive depots over the years. The first was at Millhill (which can be seen from Rose St in Warwick) which opened in 1871 as ‘Warwick’ station. It had an engine shed for one locomotive, a 7.5m turntable and a water tower.

Warwick locomotive depot with roundhouse in the 1960’s.

The second depot was built in 1887 at East Warwick which is now Warwick. There was a 12m turntable, a water tower (the old Millhill water tower) and two sidings to stow locomotives. An engine shed was never built.

By the 1900s Warwick became a junction for five rail lines and as many as 60 trains a day would arrive and depart from here. A larger depot was required, so in 1912 a new depot was built on the site where the Warwick Railway Precinct now stands.

The new depot consisted of an engine shed (roundhouse) to hold seven locomotives, a 18.2m turntable and two 24.3m tall water tanks.

The depot was a hive of activity with repair shops employing about ten fitters, carriage and wagon repair shops and breakdown equipment. These were to cover over forty locomotives that were attached to the depot. Some idea of the size of the depot may be gained by the fact that close to 300 people were employed. 130 in Traffic and Maintenance and 152 on the Loco Staff.

The depot was also closed down in 1970 and all the buildings were demolished over the years following. In the end, only the turntable survived, with all the other structures being demolished to ground level, and all the ash pits filled in with earth and ash.

The Warwick Locomotive Depot gained new life in 1995, when work started on the restoration of the depot buildings.

Table of Contents


Fast Facts About the Branch

Surveyed Via Recta 1856, Warwick – Maryvale May 1909
Work started 7th December 1909
Opened 30th September 1911
Closed 1st November 1960
Status Via Recta Never fully Completed



The Via Recta line was proposed to run a direct link from Brisbane to the Border allowing Queensland to maximize it’s potential for hauling goods traffic in competition to NSW.

Although construction of the line was approved and commenced, the final link between Maryvale and Mt Edwards was never completed.

The annual report of the Commissioner for Railways for the year 1884 which contained one very interesting remark of the Locomotive Engineer for the Southern and Western Line, concerning the direct line to Warwick.

“The trial survey from Spicer’s Peak Road Gap to Rosewood was completed early in June, the distance from the summit of the main range being about 44 miles. The decent of the range being 2,000 feet: the remaining portion of the line to Rosewood is over easy black soil country. An alternative route was tried over the summit of the main range at Swan Creek. As the survey would alter about four miles, run parallel to the trial survey from Spicer’s Peak, and not allow of Harrisville being reached without adopting a very heavy gradient, it was discontinued. A barometrical examination, which has been made of the country from Killarney to Coochin, via Wilson’s Peak and the head of the Condamine River does not show favourable results.”

A map included with the Report was hoped to have the effect of inducing the Government to push on the projected railway from Warwick to St. George without unnecessary delay, for it shows plainly the great effort of New South Wales is making to secure the trade of Queensland’s western and southern territory.

However, as these next news articles from the Warwick Argus will show, not everyone was in favour of the Via Recta Link

SATURDAY, JUNE 26, 1886 – With to-day’s issue of the Argus we present to our subscribers a sketch plan showing the route of the main Southern line of railway from Brisbane to Warwick, the extension to Stanthorpe, and the branch line from Warwick to Killarney. The plan also shows the route of the proposed lines – Rosevale to Warwick direct, and Warwick to St. Geo (WA) rge via Goondiwindi. Though not drawn to scale, it is fairly accurate, having been copied from the map issued by the Chief Engineer’s department last year. It will serve to keep prominently before the people of this district their rights as a community, and will also remind them of the fact that the dawn of the approaching session of Parliament – a session big with the fate of Warwick and the Southern darling Downs – is almost at hand. The £10,000,000 Loan Bill includes a sum of £500,000 for the direct line, and £250,000 for the line to St. George, and we have it on the authority of the present Premier – who is undoubtedly the first Constitutional authority in Australia – that, unless otherwise ordered by Parliament, loans must be expended on the purposes for which they were authorised. Our Toowoomba neighbours oppose both lines – a glance at the plan will show why. Toowoomba imagines itself a barrel; in reality it is only a bunghole, through which the trade of the Southern and Western districts finds its way to port. The provision of another and better trade faucet, as contemplated by the Government railway policy, would break the unjust monopoly Toowoomba has so long fattened upon at the expense of her neighbours. Hence the protests of the “patriotic” people of that town, who one and all seem to share Mr. James Taylor’s vision of a “reduction of ten per cent in rents” (in Toowoomba) as the certain outcome of direct rail communication between the metropolis and the border. It behoves the people of this district to push their claims without regard to the petty selfishness of their jealous neighbour; and we think they can be relied upon to pull together to secure the carrying out in its entirely of the railway system sketched in our supplement. Let them see to it that steps to that end are taken during the coming session.

SATURDAY, JUNE 26, 1886 – (WA) – The “VIA RECTA” – “The Town Talk” man of the Q-Times says:- That the Toowoomba people – or a section of them – are weeping and wailing again. That the trouble this time is the Ipswich to Warwick Railway that they think is monstrous that this line, which according to some of them is to cost millions – should be constructed at present. That, nevertheless, it will be constructed, despite the selfish and ungenerous opposition of the denizens of Redmudsky. That the via recta line will shorten the distance between Brisbane and Sydney, and that is a consideration which will outweigh any arguments against its construction that the Toowoomba people can adduce.

SATURDAY, JULY 3, 1886 – (WA) – THE “VIA RECTA.” – The Rosevale correspondent of the Queensland Times, writes under date 22nd inst., says: – Increased area are to be put under crop in the coming season, in anticipation of the first section of the via recta being nearly completed by the time the crop is fit for harvesting. The surveyors are now camped near the plain; and, although no information can be gleaned from them, still it is well known that the cost of construction of this section will be considerably below the average amount paid for other extensions. The country is all level, and no costly work will be necessary between here and where the section joins the main line. These nineteen miles of railway, I feel certain, will pay better than any other branch in the colony, for all along its course every inch is fit for the plough, and the quality of the soil cannot be excelled. I have learnt from your “Town Talk” man – long may be wield the pen in endeavouring to obtain their rights for the poor industrious toil worn cultivators of the soil – that the knights of Redmud City are determined to obstruct the making of this much needed railway, not only, it seems to me, because it will help us and settle a contented and thriving population on either bank of our stream, but because it will shorten the distance between the Downs and Brisbane by a number of miles, which must attract the attention of our legislators. Besides, what about the border trade, Stanthorpe, St. George, &c? Is that going around to Toowoomba to satisfy the cravings of a few interested individuals? Ah! No, don’t you believe it, Toowoomba! The people of Warwick and Stanthorpe and the farmers of Texas and on the border of New South Wales, are not going to pay extra freight to please any group of speculators who mean to monopolise everything that falls from Ministerial tables. The Toowoomba contingent ought to be content with the Highfields, Crow’s Nest, Beauaraba, and Drayton branches, without wishing to covet the traffic of other districts, at a serious loss and inconvenience to the residents, who are as worthy citizens, and as good colonists, as any other in that are in this country. Wake up Warwick and demand your just rights, and don’t stand by while other people trade on your good nature by endeavouring to make you believe that a one-horse railway will carry the produce of your products by extending to Grey’s range, into Brisbane via Toowoomba. Surely a Ministry who were retained purely and simply on liberal principles will never ignore the urgent wants of a class who are the bone and sinew of this fair colony. I mean the tillers of the soil, who win everything from the earth beneath their feet. Only a few have employment now where thousands will be comfortably housed and fed when this all important railway is finished.


Warwick to Maryvale section (Maryvale Branch)

The line was surveyed from Warwick to Maryvale by Mr. Blackman in May 1909. Estimated cost to build the line was £63,424.14.1. Approval to build the line from Warwick to Maryvale was given on 7th December 1909. Mr. William Pagan was the Chief Engineer appointed to oversee the building of this line. Work began on 28th February 1910, and employed up to 164 men, 31 horse and dray teams, and 14 plough and scoop teams.

Premier William Kidston, officially started the work by turning the first sod on Friday 18th March, 1910. During 1910 & 1911, the building of the railway line was delayed on several occasions. Heavy rain during the winter of 1910 delayed the building the earthworks. Then between February and March, 1911 heavy rain caused flooding and washed away some of the earthworks already done.

The line was officially opened by the Premier Mr. Denham on Saturday 30th September 1911. Two ladies held a royal blue ribbon 3” wide across the track while the locomotive passed through it.

Between 3 and 4 o’clock on Wednesday afternoon, a slight tornado accompanied by heavy rain of a short duration yield 2 inches. The downpour was responsible for some damage to the railway line near Clintonvale. Some of the corn and soil on one side of the rails were carried over to the other side and for a considerable distance the rails were completely hidden beneath the large deposit of earth.

Mr. Assistant Traffic Manager Ross lost no time in having the line open for traffic.

MONDAY, FEBRUARY 2, 1914 – THE MARYVALE LINE – Stranded at Gladfield
(Sunshine Express, December, 1989)

The southern part of the Darling Downs is particularly susceptible to storms and sudden downpours, whilst tornadoes and whirlwinds are not unknown. Damage to the permanent way and communications generally often occurs as a result of these storms.

Following three days torrential rain with intermittent hail the branch track between Warwick and Maryvale was in a bad state early in February 1914, these being frequent slips and washouts.

The train on Monday 2nd February 1914 had evidently run to schedule but the following day, the evening mixed to Maryvale was stranded at Gladfield because of washouts on the line. Gladfield in those days was not a bad place to get stuck; the Maryvale bound passengers and crew could console themselves in the cozy confines of the newly opened Gladfield Hotel adjoining the station while the rain fell outside.

Upon receipt of advice from the train crew at Gladfield, the District Superintendent at Warwick organized a ballast train and repair gang which was dispatched at daybreak from Warwick for the washout at Gladfield.

No attempt had been made by the train crew to continue to Maryvale during the night and the branch train commenced from Gladfield that Wednesday morning, evidently crossing the ballast train at Freestone, which was in those days a staff station with a station master in charge.

Despite a full days toil by the repair gang at the site of the washout, the evening mixed from Warwick has held up for 45 minutes on the outskirts of Gladfield, while the gang pigs tied the track.


Engineers report


Direct Line to Warwick.
30th September 1886

I have the honour to submit, for the information of the Hon. The Secretary for Public Works, the following report giving the result of my recent examination of the trial survey of the proposed direct line between Ipswich and Warwick.

I started from Warwick on Wednesday the 1st instant, and devoted nearly a fortnight to the inspection of the survey, and the various deviations suggested in connection with it, as well as in thoroughly examining the country along the eastern slopes of the Main Range between Spicer’s Peak and the heads of the Brewer, in order to determine the best and most economical route for the proposed railway. I was accompanied during my inspection by Mr. Surveyor C. B. Lethem, in whose charge the survey has been from its initiation to the present time, and received from him much valuable information and assistance in prosecuting the object I had in view.


Having travelled from Warwick over the range towards Ipswich, I think it will be more convenient to adhere to the same course in describing the different features of the proposed line.

The survey commences at a point on the Main Southern line near the junction of the Killarney branch, 167 miles from Brisbane, at an elevation of 1490ft. above sea level. It then crosses the watershed between the Condamine River and Campbell’s Gully, traverses Campbell’s Plains and crosses Freestone Creek at 8 miles, where a station will be required to accommodate the settlement in the neighbourhood, as well as that in the valley of Freestone Creek. After crossing this creek the line curves round the north-westerly spurs from Mount Dumaresq, and approaches Glengallan Creek, which it follows up to Maryvale Station, 18 miles from Warwick. Provision will have to be made for stations on Glengallan Creek (11 miles), for the accommodation of the traffic from Glengallan head station, distance about four or five miles, at Gladfield (fourteen miles), and at Maryvale. About a mile beyond Maryvale the line crosses Pine Creek at an elevation of 1758ft., and a short distance further on the ascent of the western slopes of the Main Range may be said to commence. The line rises gradually with an average grade of about 1 in 87, running parallel will Millersvale Creek to the summit near the “road gap” on the northern side of Spicer’s Peak at a distance of 31_ miles from Warwick, the surface height being 2513ft. It is proposed to introduce a tunnel at this point, 12 chains long, the formation height of which would be 2365ft., or 148ft. below the surface. Thence the line has been surveyed on a falling contour of 1 in 66 the eastern slopes of the Main and Liverpool ranges, reaching the foot of the latter near the junction of the Bremer with Boyd’s Creek (366ft.) at a distance of twenty-five miles from the summit, or fifty-six and a-half miles from Warwick. The total height thus to be surmounted in ascending the range is 2000ft., of nearly 800ft. more than by the present line to Toowoomba. Leaving the Little Liverpool Range the line passes through Rosevale and down the valley of the Bremer, joining the main line of the Southern and Western Railway about two miles westward of Rosewood Station and thirty-seven miles from Brisbane. Several stations will probably be required between the foot of the range and Rosewood to accommodate the extensive farming settlement along the valley of the Bremer. The length of the line to construct between Warwick and Rosewood by the route just described would be seventy-three and a-half miles


With a view to utilise a portion of the Killarney Branch Railway, an alternative survey has been made from Swan Creek Station, six and three-quarter miles from Warwick, by way of Jack Smith’s Gully, to Freestone Creek, where it joins the trial survey at eight and a-half miles. This route, although saving the construction of three and a-quarter miles of line, would increase the through distance by three and a half miles, and would avoid an important district not served by the Killarney Branch.


It is suggested that this line should leave the original survey at thirty miles from Warwick, turn to the left by one of the heads of Millersvale Creek, and cross the range in the vicinity of Mount Mitchell, where a tunnel would be required 85 chains in length; thence it would follow nearly the same route as the original survey, but at a lower level, to the watershed dividing Warrill Creek and the Bremer; keeping to this watershed it would pass through a low saddle in the Mount Fraser spur, cross the heads of the Bremer, and skirt the ridges between that stream and Boyd’s Creek until in joins the original survey at Rosevale. The feasibility of this line depends upon following a contour of 1 in 60 instead of 1 to 66. The latter was adopted in making the first survey in order to allow an ample margin for reduction in length due to curvature and the necessary easing of the grades on the sharper curves. I believe, however, judging by the experience gained on the surveys already effected, that it is practicable with the steeper contour to secure a ruling gradient of 1 in 50 with a reduction to 1 in 50 on curves of eight chains radius, and 1 in 66 on all curves under that.

The adoption of this line would probably result in somewhat less costly works if the long tunnel is excepted, on account of its being located lower down the slopes of the range, where the spurs are broader and the ravines less precipitous, whilst some nine miles of rough and difficult country along the Little Liverpool ranges would be altogether avoided. The distance by this route would probably be about two miles less than by the original survey.


This route has been proposed with the object of avoiding the eastern slopes of the main Range and reducing the ascent to a distance of from 10 to 12 miles. It is believed that this can be accomplished by adopting a ruling grade of 1 in 33, which would be reduced on the shaper curves to 1 in 40, so as to equalise the resistance in traction. Trial surveys are now in progress by this route, and from the reports of the surveyor, I have hopes of a favourable result.

Diverging from the trial survey near Spicer’s Peak (2365ft.), the line will follow generally the direction of that survey, but on the steeper contour for about three miles to a point below Mount Mitchell. Thence it will descend the watershed between Warrill and Reynold’s Creek, skirt the northern slopes of Mount Edwards, and, after crossing the last-named creek in the vicinity of Fassifern Station, join the second section of the Fassifern Branch now in course of construction at a point five miles from Harrisville and 47 miles from Brisbane. The elevation at the foot of the range on, this route being 730ft., the total height to be surmounted to formation level at the Spicer’s Peak tunnel is 1630ft. giving an average grade for the 12 miles of about 1 in 39.

The approximate length of line to construct by this route will be 61 miles.

Although opposed on the score of economical working to the general introduction of steeper gradients than in 1 in 50, I am of opinion that where an exceptional difficulty such as the ascent of the Main Range has to be overcome within a reasonable limit of cost, and use of an abnormal gradient is perfectly justifiable, provided it is confined to one particular section of the line where special auxiliary power can conveniently be applied in working the traffic, especially as, in this case, I believe the extra cost of working, if capitalised, would represent but a small proportion of the saving effected in cost of construction. This principle I have clearly admitted in dealing with the question of gradients in my report of the 28th January, 1879, on economical railway construction.

I propose to meet the difficulty of working this incline by providing specially powerful locomotive engines to assist trains in ascending. It has been suggested by the Locomotive Engineer, in order to secure the advantage of using heavier engines than can conveniently by placed on the 3ft. 6in. gauge, that a second line of rails should be laid outside the ordinary ones on a wider gauge. This, I consider, would answer admirably, and although it might not be necessary to resort to such an expedient at first, it would, I think, be well to keep it in view in designing the works, so that it could be adopted at a future time if the use of additional power desirable.

Besides the surveys to which I have drawn attention, barometrical observations were also made by the surveyor, with the view of ascertaining the practicability of crossing the range at the head of the Swan Creek, and a trial contour run for several miles on the eastern fall. The result of this investigation showed that the summit level, at this point, was considerably higher than at the Road Gap near Spicer’s Peak; a tunnel nearly half-a-mile in length would require; and the face of the range between Mount Huntly and Spicer’s Peak proved to be of such an unfavourable character that it was deemed advisable to abandon the route.

An examination was also made of the country in the vicinity of Wilson’s Peak with the object of taking the line up the valley of the Teviot Brook, and crossing the range on the head waters of the Condamine River, so as to connect with the Killarney Branch near its terminus. The ascent of the main range in this locality could probably be effected under more favourable conditions than at any other point under consideration, but the line would have to pass for some three or four miles through New South Wales territory, and some heavy work would be called for in following down the valley of the Condamine to Killarney. Although, in the event of a railway being constructed at some future time from Tenterfield in the direction of Wilson’s Peak, this route would prove a very direct one by which to connect Brisbane with the Southern colonies, it would in the meantime increase the distance via Warwick and Stanthorpe by some 25 miles, as compared with the line proposed via Spicer’s Peak and Millersvale; and in view of the contemplated construction of a line from Warwick to St. George, this extra distance would seriously affect the traffic between the Queensland Border and Brisbane.


The through distance between Brisbane and Warwick by the principal routes above described is as follows : –

1st. Via Rosewood, Bremer, and Spicer’s Peak Road Gap 110 miles
2nd. Via Mount Fraser and Long Tunnel and Mount Mitchell 108 miles
3rd. Via Fassifern, Mount Edwards, and Spicer’s Peak Road Gap (1 in 33 gradient) 108 miles

As the distance from Brisbane by the existing line via Toowoomba to the point of junction of the trial survey near Warwick is 167 miles, the saving effected by the proposed direct line will be between 57 and 59 miles.


On the first section between Warwick and Pine Creek the curves and gradients are extremely easy, the minimum curve being 10 chains radius, and the steepest gradient 1 in 50; but, as the latter is only introduced in three places, the maximum length being a quarter of a mile, it is probable that a ruling gradient of 1 in 60 will be adopted for this section in making the permanent survey. From Pin Creek to the summit of the range the maximum gradient is 1 in 50, of which these is an aggregate length of 131 chains, but no continuos grade exceeding half-a-mile. The decent of the Main Range on the eastern side, as already explained, has been surveyed on a contour of 1 in 66 – the intention being to adopt a maximum gradient of 1 in 50, with such allowance as is necessary in order to equate the grades for curvature, and so obtain throughout a uniform resistance to traction. The minimum curve, which will necessarily be made use of to a large extent, will be 5 chains radius. On the last section from Rosevale to the junction near Rosewood, the line is laid out for a gradient of 1 in 66, and easy curves.

On the alternative line from Rosewood via Mount Frasier, it is anticipated that the curves and gradients will be very similar in character to those on the present survey

As already stated, the line projected via Mount Edwards and Fassifern is intended to be designed with a maximum grade of 1 in 33 over a section of about 12 miles. The curves will probably be easier than on the descent to Rosevale, the minimum being fixed at 7 chains. From the foot of the Range to Fassifern, the maximum grade will probably not exceed 1 in 66, and the minimum curve not be less than 10 chains radius.


The country traversed by the line between Warwick and Pine Creek (22 miles) presents no difficulties in the way of construction beyond that fact that no suitable timber, either for bridge timber or sleepers, is obtainable in the district, and it will, I believe, have to be procured at a considerable distance from the works. There is also a scarcity of material for ballast on the first 8 or 10 miles, but beyond this it can be obtained at convenient intervals. I estimate that the cost of this section (22 miles) will average about £4500 per mile.

Beyond Pine Creek the country changes considerably in character; it becomes more and more broken and rugged as the Main Range is approached, and the line crosses numerous deep gullies and creeks. This section (9 _ miles in length) extends to the summit of the Range, and will embrace some heavy earthworks, as well as costly provision for waterways, and cannot, I consider, be estimated under £10,000 per mile. A plentiful supply of ballast will be easily obtainable at various points, and timber of a suitable description for sleepers, fencing, or sawn stuff, is found on the slopes of the Range; but there is, unfortunately, and entire absence of any fit for bridge piles or girders, which will have to brought from elsewhere.

The 3rd section, in which is included the descent of the Main Range, extends from the Road gap at Spicer’s Peak to the banks of the Bremer near Rosevale. The line traverses extremely broken and difficult country, in some places skirting the almost precipitous sides of the mountains, in other piercing the more abrupt spurs and again crossing deep and rocky gorges in some instances exceeding 100ft. in depth. This will involve a continuous succession of important and costly works, deep cuttings and embankments, numerous tunnels, frequent bridges of large dimensions, and long culverts. The earthworks will probably average not less than 50,000 cubic yards per mile, whilst the iron bridges required to span the more formidable ravines will extend to an aggregate length of 3,780 ft. and cost £150,000; in fact, the works required in the construction of this part of the proposed railway will, I believe, be unsurpassed in magnitude by any as yet projected either in this or the neighbouring colonies. Those who have been accustomed to travel over the main Range by the present line between Murphy’s Creek and Toowoomba can form but little idea of the difficulties to be encountered in the construction of this line, the mountains being more precipitous and the range generally bolder and more stupendous in character. In many parts no little difficulty will be met with in the transport of men and material to the site of the works, and a large expenditure will consequently be inevitable to provide temporary roads of access.

I estimate that the line and works on this section will not cost less than £23,000 per mile, and may possibly exceed this amount, as it is extremely difficult, without detailed plans and quantities, to arrive at any close approximation to the cost of works of such magnitude.

The geological formation is basaltic throughout, and although excellent material for ballast is abundant very little stone fit for building purposes is available. Concrete therefore, would probably have to be resorted to largely in the composition of the works, but even this will be expensive on account of the scarcity of suitable sand for the purpose, which will, I anticipate, have to be procured from the country below the Range.

Timber, except for bridge piles, is fairly plentiful.

The 4th section, from Rosevale to the junction near Rosewood, passes over tolerably easy country, and is estimated to cost an average of £5,300 per mile. The junction with the Southern and Western Railway was originally located close proximity to Rosewood Station, but it was found desirable upon further investigation to remove it about two miles more to the westward, in order to cross the flooded ground in the vicinity of Western Creek at the narrowest and most favourable spot. A station in the locality will, moreover, prove a convenience to the neighboring settlement.

The works on the alternative line between the crossing of the range near Mount Mitchell and the watershed dividing the Warrill Creek and the Bremer would, a part from the proposed long tunnel, be very similar in character to those of the surveyed line, but on the lower portion, which avoids the rough country along the Little Liverpool Range, they would probably be lighter. In consequence, however, of the very large amount required in the construction of the tunnel (estimated at £112,000). I do not anticipate that the ultimate cost by this route would differ materially from that of the original line.

On the projected route via Mount Edwards and Fassifern, after leaving the original survey, the works necessary for the construction of the line would be of a much less costly description than by either of the lines along the Main Range. The earthworks would still be heavy, but few bridges would be required, and from the fact of the line following nearly down the watershed, the provision for waterways generally would be comparatively light. The first three miles on this section, running parallel with the original survey, I estimate will cost at the rate of £25,000 per mile; but thence to the foot of the spur the cost will probably reduce to £12,000 per mile. Between Fassifern and Harrisville the line will pass over undulating country possessing no special difficulties in the way of railway construction, and the cost may be put down approximately at £5500 per mile.

There is one consideration connected with this route which must not be lost sight of – namely, that its adoption will involve the reconstruction of the considerable portion of the first section of the Fassifern branch, as the grades on this, as well as the character of the works generally, are entirely unsuited to the requirements of a first-class main line. The cost of doing this is estimated at about £57,000.


Leaving out account the difference in cost due to minor deviations, I estimate that the total comparative cost, based upon the respective mileage rates already quoted for lines by the two principal routes, will be approximately as under: –

1st. Line via Spicer’s Peak and Gap, to Rosewood £9555,875
2nd. Line via Mount Fraser and Fassifern, including reconstruction of first section, Fassifern line £529,625. Showing a saving in favour of a line by the latter route of £426,250; but seeing that the claims of the important settlement along the valley of the Bremer to railway communication cannot be overlooked, and that in any case a branch line will be required, it is only fair, for purposes of comparison, that the cost of this should be deducted from the saving effected by the adoption of the Mount Fraser and Fassifern line.

The cost of such a line may be put down at £81,075, which would leave the difference in the ultimate expenditure in favour of the Fassifern route at £345,175.

I may remark that these estimates provide for a first class permanent way laid with 60lb rails, squared sleepers, and a full complement of ballast. In regard, however, to the proposed incline on the Main Range Section of the Mount Fraser and Fassifern route I would advocate the adoption of a rail of even greater weight – say 75lb. per yard – on account of the heavy engines which will be required to work it, as well as the severe wear and tear due to the application of powerful brakes in descending.


As bearing upon the question of the local traffic which is likely to arise in the district traversed by the proposed line, I would draw attention to the extensive settlement already existing on Campbell’s Plains, as well as that bordering on Freestone and Glengallan Creeks. The traffic from this is at present carried by road to and from Warwick, the distance across to Killarney Branch precluding its being served by that Line.

The country extending from Maryvale to the summit of the Range is at present only used for grazing purposes, but parts of it, especially on the western slopes of the Range, appear particularly well adapted to fruit growing and other agricultural pursuits, and will, at some future time, if brought within reach of railway communication, support a considerable population. In the vicinity of the line at the summit of the range, there are numerous situations admirably adapted for sites of future residences, and, considering the advantages of elevation (2500ft.) and the beauty of the surrounding scenery, there is every prospect, I believe, of this locality becoming hereafter a favourite summer resort and valuable sanatorium for the people of Ipswich and Brisbane.

Between the summit and the foot of the range by either route the line would not secure any local traffic, being in most places inaccessible, whilst the adjoining country is unfit for settlement of any description. On this account the line via Mount Edwards and Fassifern has a great advantage, as the unremunerative portion is limited to some twelve miles instead of twenty-five miles by the other route.

From the foot of the range near Mount Edwards to its junction with the Fassifern Branch the line would traverse land suitable for settlement, from which traffic would eventually be obtained.

As regards traffic on the other route between the foot of the range and Rosewood, I have already pointed out the importance of the settlement along the valley of the Bremer and its claims to railway communication.

Apart, however, from the question of local traffic, the importance of the direct line to Warwick, in connection with the future through traffic between Queensland and the Southern colonies, cannot be overestimated, seeing that its construction will effect a saving in the through distance of nearly sixty miles, as compared with the existing line via Toowoomba. But what I submit to be of equal if not greater moment is the fact that, combined with the contemplated line from Warwick to St. George, it would be the means of securing for this colony the traffic along the south-western border, which otherwise would in all probability be drawn towards New South Wales.


After carefully weighing the merits of the various schemes proposed for the direct line both in respect of the engineering features, the probable cost and future working expenses, as well as anticipated traffic, I have no hesitation in advising that the route via Campbell’s Plains, Spicer’s Peak, Road Gap, and Fassifern should be adopted.

The reasons which have led me to this conclusion may be briefly summarised as follows: –
1st. The large saving in first cost of construction, amounting to £426,259, or if allowance is made for the construction of a branch line to Rosevale, a saving in the ultimate expenditure of £345,175.

2nd. That against this saving the extra cost of special locomotive engines to be employed on the Main Range section, together with the capitalised value of their working expenses, will not exceed £32,500.

3rd. The shorter length of unproductive line in respect to local traffic compared with the route to Rosewood.

4th. The shorter length of railway to construct, the lesser magnitude of the works involved, and the consequent greater rapidity with which the line could be completed.

A map is attached descriptive of the various lines referred to in this report.

I cannot close without acknowledging the able manner in which the various surveys connected with this important undertaking have been effected by Mr. Surveyor Lethem. He has had a task of no ordinary difficulty to perform, and to the energy and perseverance displayed by him is, I consider, chiefly duo the successful issue of the field operations.


Stations built on the line

Below is a list of stations along the section of line that was built.

Height above
sea level
(from Warwick)
0 0 1485 Warwick
0 47 Killarney Junction
2 16 1565 Womina
4 9 1585 Sladevale
6 53 1630 Campbell’s Plains
8 76 1694 Freestone
11 57 1632 Clintonvale
15 46 1661 Gladfield
19 1 1688 Maryvale
(from Ipswich)
39 70 616 Mount Edwards
36 2 352 Aratula
34 30 307 Morwincha Watering Station
32 60 290 Fassifern Valley
31 34 303 Warumkarie
29 39 257 Kalbar
26 56 243 Waraperta
23 64 274 Munbilla
22 9 190 Radford
20 54 184 Wilson’s Plains
18 50 175 Harrisville
15 77 157 Churchbank
13 72 240 Flinders
12 73 162 Peak Crossing
11 68 151 Rockton
10 67 150 Hillside
9 73 133 Goolman
8 7 159 Purga
6 71 109 Hampstead
5 21 150 Loamside
2 14 84 Churchill
1 73 Cattle Siding
1 29 Noble vale No.6 Col. Sdg.
1 24 93 Little Ipswich
1 7 Spann’s Siding
1 1 Shillito and Son’s Siding
0 0 57 Ipswich


Closure of the line


The following sections of railway will be closed for public traffic on and from 1st November, 1960:

– Beyond Munbilla to Mount Edwards; and the Maryvale Branch.


Table of Contents


Fast Facts About the Branch

Surveyed: 1911
Opened: 3rd November, 1930
Closed: 1st January 1994



The line from Inglewood to Texas was surveyed from 17th July 1911 and opened on 3rd November, 1930.

This branch line joined the South-Western Line at Inglewood (between Warwick and Goondiwindi), and headed in a southerly direction towards the New South Wales Border.

1931 – Trucking Yards, Texas. – Trucking yards, suitable for cattle, sheep, and pigs, have been erected at Texas, and are available for use. In addition to freight royalty charges at the rate of 2s. per 100 head of sheep or part thereof and £1 per 100 head of cattle are to be collected. Smaller consignments of cattle are to be charged at the rate of 2s. for every ten head. The minimum charges are 2s. per “IC” wagon and 4s. for other cattle wagons. (Weekly Notice No. 4/31).



The time-table was as follows:

Stations Mondays
Stations Tuesdays
Warwick dep *3.20 7.25 Texas 6.0 5.5
Inglewood arr 8.30 12.25 Mundoey d d
Inglewood dep †9.15 1.15 Magee d d
Magee d d Inglewood 8.45 7.50
Mundoey d d Inglewood 9.50 8.25
Texas 11.55 4.0 Warwick **3.20 ††11.35

* Connects with the 8.0 a.m. Mail Train from Brisbane.
** Connects with the 5.30 p.m. Mixed Train from Warwick to Toowoomba and 11.00 p.m. Mixed Train from Toowoomba to Brisbane.

† Connects with 7.40 a.m. Train from Dirranbandi.
†† Connects with the 11.50 a.m. Mail Train to Brisbane.


Stations built on the line

Location Miles Chains Feet above sea level
Magee 17 49 910
Mundoey 26 72 967
Texas 34 2 933


Description of the line

Particulars of station arrangements and signaling are as under:-

    • Magee – loop siding, 8 chains over points. Rail level platform 150 feet long, side loading bank, 2 feet 6 inches above the rail level, on siding, shelter shed, 12 feet x 12 feet.
    • Mundoey – loop siding, 11 chains over points. Rail level platform 150 feet long, side loading bank, 2 feet 6 inches above the rail level, on siding, shelter shed, 12 feet x 12 feet.
  • Texas – station buildings, 30 feet x 12 feet, containing booking office, waiting shed and ladies room, rail level platform 150 feet long, goods shed 30 feet x 20 feet, with outside platform 30 feet x 12 feet, residence, lamp room and sanitary conveniences, loop siding 11 1⁄2 chains over points with dead end to loading bank, 2 feet 6 inches above rail level, side and end loading to siding and side loading to main line, fork line with dead end 7 chains long from apex.

With regards to signalling, the “Down Stop” signal on the Texas Branch at Inglewood is a 20 feet rail signal, erected on the right side of the line, 440 yards from junction points, and is worked from a lever installed at points.

The “Up Stop” signal at Texas is a 20 feet rail signal, erected on right side of line, 200 yards from points, and is worked from platform.


Train services and working

The 1932 Timetable shows only a couple of train services a week on the Texas branch. The services being:-

Mon 184 Up Mixed arrive texas 7.40pm
Tue 185 Down Mixed depart texas 8.55am
Thu 180 Up Mixed arrive Texas 3.40pm
Fri 187 Down Mixed depart texas 5.25am

Trains would arrive in the afternoon and leave the next morning. The branch also took 2 hours and 25 mins to travel

1963 shows:

Mon 180 Up Goods arr 9.15am
Mon 181 Down Goods dep 11.15am
Tue 182 Up Goods arr 4.55pm
Tue 183 Down Goods dep 6.50pm
Thur 180 Up Goods arr 9.15am
Thur 181 Down Goods dep 11.15am

In 1969 and 1970, the timetable showed an additional train in each direction. Hence;-

Tue 180 Up Goods arr 6.10am
Tue 181 Down Goods dep 8.00am
Wed 182 Up Goods arr 1.10pm
Wed 183 Down Goods dep 3.00pm
Fri 180 Up Goods arr 6.10am
Fri 181 Down Goods dep 8.00am

By 1977, Wednesday Trais 182 and 183 were removed from the timetable

And By 1990, all trains were removed from the timetable. Trains were run on a as required basis for grain loading.


Closure of the line

The Inglewood to Texas branch line was closed on 1st January 1994.