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The Railway Construction Branch of the Board of Land and Works, under the supervision of the Engineer-in-Chief, was responsible for constructing the Woomelang to Mildura and Yelta Railway. Their first task was to complete the permanent survey of the line between Woomelang and the common point near Lake Hattah.
Mr. Noel Learmonth described the work and conditions of the Mallee railway survey parties in a series of fascinating articles published in the "Portland Guardian" in 1970. He was the last surviving member of the surveyors that pegged the trial surveys through the Mallee to Mildura and the following extracts indicate the difficulties they faced as they worked their way through the isolated, inhospitable and waterless country.
"Our party arrived in Swan Hill in April 1899; nine members - boss, assistant, draftsman, cook, four chainmen and myself (a cadet). At Swan Hill we added a teamster with six horses and a wagon.
Water was a very major problem in all the Mildura surveys, though from Waitchie to Kulwin we were fairly well supplied as there were a number of 5000 cubic yard excavations put down by stations for stock on the fringe of the settled country. From each camp about eight miles (sometimes ten) of survey was done, four each way; then when completed a move was made to about four miles beyond the last peg we had put in. Those eight miles of moving camp sometimes took two days. There were no tracks and we followed the most solid ground we could find, but the wheels cut deep into the sandhills and progress was slow. There were no engineering difficulties beyond the long succession of sandhills which our survey cut at right angles, and as long as we could get over them on a grade no steeper than 1 in 75 we did not deviate from a straight route.
So, in the beginning of November 1899 we closed on the common peg near Lake Hattah. When our three days rest was over the party divided. Myself and three others were sent with the horse team to join another survey party who were camped about where Carwarp is now. This party under H.V. Francis was doing the permanent survey of the Hattah - Mildura section.
We were never short of provisions being within a day's drive of Mildura and water was brought to us daily from the Murray. Beyond our section of the permanent survey, another party was completing that between Mildura and Yelta.
About 17 December 1899, the permanent survey of the Hattah to Yelta section was finished, but the long gap across the uninhabited and waterless mallee between Hattah and some southern railhead had yet to be bridged. The incomplete Mildura Railway Survey was not tackled again until October 1900, when I joined the party which was to survey the line which eventually became the selected one to relieve the isolation of the north-west fruit settlements.
We spent the winter of 1900 in the Moe swamps on the survey of the narrow gauge railway to Walhalla. We arrived at Woomelang about 9 p.m.. The train stopped against the mallee scrub and we slept in our carriages. It was the outskirts of settlement and the next house to the north was at Mildura, 120 miles away. We procured a teamster and proceeded to a water catchment near Minapre, now Lascelles. Near here we made our first camp. When finished at Minapre we moved ten miles north into the sandhill country and began the water shortages of that summer. Water came to us by train from some southern supply and was run into 400 gallon tanks on horse wagons.
As our line approached Ouyen, the water problem was serious. The supply we had been depending upon was found to be full of dead rabbits; apparently pushed in by the thirsty hordes coming behind them for a drink. The survey work was at a standstill until a boring party was sent from the south and a good supply of water struck at a shallow depth. But is was quite salt. So a condensing plant was erected and three men worked the clock round to keep us going until the end of the survey, for from here on water was carted to us until we neared Lake Hattah.
When we moved north of Ouyen we were in most inhospitable country; no water anywhere, stunted mallee giving little shade in that hot January of 1901. We all carried axes, tools, survey instruments, tucker and water bag. By afternoon all water had been consumed and we went dry until reaching camp in the evening. There were in this sandhill area no trees large enough to use as bench posts (those marks cut out on a tree butt every mile to register the level) so we carried suitable posts from the nearest pine ridge and plugged them up as solid as we could in the loose sand. Two pegs put in every chain were also "humped" many miles."
(Mr. Learmonth's party were informed in January 1901 that they were to strike camp and return to Woomelang as their line had been accepted by Parliament as the route of the Mildura railway. They had not gone very far when they were instructed to transfer to Dartmoor for the Mount Gambier survey and another party completed their Mallee work.)
Wilf Henty and R.F. McNabb at the surveyors camp at Lascelles in 1903 during construction of the Mildura line. Photo: Wilf Henty, courtesy John Kiely
The Sea Lake "Times" caused a mischief by reporting that the first class land north of Cronomby had proved to be a series of impassable sandhills and the surveyors were compelled to deviate several miles in a north-westerly direction towards Tiega, due north of Hopetoun. The Engineer-in-Chief advised to the contrary, reporting after a personal inspection, "I got through the hitherto unsurveyed stretch of 70 miles quite as easily as I expected and found the land better than has been described. Three-fourths of it would grow wheat with a fair rainfall, say 12 to 15 inches and the other would grow fruit with an irrigation scheme such as there is at Mildura. Water is the thing most required along the route, but the statements made as to the necessity for a very big deviation in the original route are quite without foundation."
The people of Mildura also had a concern in connection with the railway survey. Two routes had been surveyed through the irrigation settlement - one by-passing the town area about 3 miles from the river frontage with the station site at an area known as the "Stand-pipe" on Deakin Avenue, the main thoroughfare through the settlement; the other looping to the town and riverfront, then turning back towards Yelta.
The following diagram shows the original 1900 survey extending at a north-west alignment from Carwarp, following the alignment of the present Dairtnunk Avenue through the present day settlement of Cardross, curving towards Mildura at the intersection of Seventeenth Street and Karadoc Avenue, crossing the intersection of San Mateo Avenue and Fifteenth Street with the railway station reserve extending from the whole of the Mildura Centre Plaza complex across Deakin Avenue to Walnut Avenue, Mildura. A study of the plan will also show that only a portion of the original survey was built on beyond Mildura with deviations into the township of Merbein and to the present day terminus of Yelta which was in alignment with the Abbotsford bridge for possible extension into New South Wales.
Map showing the original line of survey, and the railway as constructed. Map: Chris Wurr
The Deakin Avenue Standpipe is depicted in this water colour painting by Mrs. Joy Scherger. The original painting is part of "The Tower Room" display at Lower Murray Water, Mildura. Courtesy: Mrs. Joy Scherger
It became apparent to the Shire of Mildura that the Engineer-in-Chief favoured the Deakin Avenue stand-pipe route, but it was considered that the alternative "town route" offered considerable advantages. The station situated at the north end of Langtree Avenue would be handy for businessmen and there was the obvious advantage of adjacency to the river frontage. There was some doubt as to whether the additional funds required to purchase this land would be available from the government.
The Shire of Mildura regarded the matter as serious and convened a meeting of ratepayers on 20-3-1901 to receive a report from the Shire Secretary on acquisition of land required and to discuss the selection of a station site. The Secretary reported that the extra cost of the town route was due to the survey passing through the planted lands of the Irymple Valley taking in a number of town and villa lots and 6 or 7 houses, and intersecting the horticultural lots diagonally, leaving the owners with a small corner which would be difficult to work and practically useless to them. On the stand-pipe route there were not so many blocks planted and the compensation was consequently only about a quarter of the amount required for the town route.
The Shire Secretary also pointed out that there would only be 9 acres available for the town station site compared to 40 acres at the stand-pipe site, and the Railway Department estimated it would cost some seven or eight thousand pounds more to construct the town line as it was 2 miles longer and there were more channels to cross. The meeting resolved that the matter to referred to a Poll of Ratepayers to be conducted on 29-3-1901.
The "Mildura Cultivator" urged the adoption of the town route, pointing out in an editorial, that the four thousand pounds for land compensation and eight thousand pounds more for construction was capable of reduction as a comparative cost, as a light line would have to be constructed along one of the Avenues to get to the town and river at a cost of about five thousand pounds.
The Poll opened in the Mildura Shire Office at 8 a.m. with voting based on the Ratepayers Book where a land valuation up to 25 pounds attracted one vote; 25 to 75 pounds, two votes; and above 75 pounds, three votes. Voting was recorded as being brisk throughout the day with the result of the Poll being: Town route 354; Stand-pipe route 156; Informal 3.
The Secretary analysed the voting which indicated that 98 voters having town land represented 132 votes; voters owning both town and horticultural lands numbered 47, representing 118 votes; and 186 voters on horticultural properties alone, represented 263 votes. It was evident that the purely horticultural vote had the balance of voting power and a large percentage was cast by them for the station in town. The purely town votes were only one third of the 354 polled and it was claimed their vote would have been "somewhat larger if the weather had been less dusty".
The Minister of Railways was advised of the result of the Poll and the Shire of Mildura subsequently arranged for a deputation to meet him on 16-5-1901. The deputation consisted of the President, Secretary and three councillors, and were introduced by Mr. J.W. Taverner, M.L.A.. The Secretary informed the Minister:
(1) that the Mildura residents had expressed their desire to have the station on the river route;
(2) that town property would be depreciated by the erection of the station at the stand-pipe;
(3) that the river route would be more advantageous for the supplying of firewood for the pumping engines; and
(4) that the river route would conduce to the increase of passenger traffic.
The President pointed out that Mildura residents were willing to pay the increased amount necessary for compensation and that a Trust would be formed to compensate landholders.
The Minister informed the deputation that he was impressed by their statements and after consultation with departmental officers, would place the matter before cabinet at the earliest opportunity. The members of the deputation also took the opportunity to see the Engineer-in-Chief of the Construction Board. He advised that survey work was almost complete and indicated that it would require about five weeks before the necessary certificates for the completion and finalisation of the permanent survey could be given. A month must then elapse before a Railway Trust could be constituted, that time being necessary for the notice to be placed in the Government Gazette before the Governor-in-Council could constitute the Trust.
On 30-5-1901 a telegram was received by the Shire from the Minister of Railways seeking an assurance that money for compensation for the town route would be forthcoming. A special meeting of Shire Councillors was called and it was reported by the Shire Secretary that Directors of the Bank of Victoria Ltd. had telegraphed their willingness to advance the five thousand pounds required for land compensation on the guarantee being freely signed and the Mildura Shire Council being constituted a Trust. The Minister then sought a letter from the Bank of Victoria giving the conditions of the promised advance and an explanation as to how the Secretary of the Shire had arrived at the amount of five thousand pounds for compensation. The Secretary informed the Minister that the amount was arrived at as the result of a very careful valuation by himself which had been confirmed in most instances by letters from the owners of the land required.
On 20-6-1901 a telegram received at the Shire Office advised that the town site had been approved by the Minister.
Survey plan of original Deakin Avenue/Fifteenth Street station ground. Note the railway crossing the intersection of Fifteenth Street and San Mateo Avenue. Source: Mildura Historical Society Archives
Mildura was still wary of government delays and disgruntled Sea Lake and Bendigo interests who were still pursuing the Sea Lake route for connection to Mildura, however events continued to move positively towards the commencement of construction.
The Melbourne firm of Gollin & Co., who had established strong business interests with Mildura, wrote to the Fruitgrowers' Association with an offer to advance the compensation guarantee, as an indication of their faith in Mildura.
Two officers from the Railway Department were despatched to Mildura to check the valuations for land compensation for the revised route and the Engineer-in-Chief indicated that construction work would commence as soon as the Trust was formed and the guarantee money was paid to the Treasury. The department valuers determined that the land compensation amount was Five thousand, four hundred pounds - an amount found acceptable to all concerned.
A special meeting of the Shire of Mildura was held on 29-7-1901 and passed the following resolutions:
(1) That this Council approves of the joint agreement for the constitution of the Mildura Shire Council as the Mildura and Yelta Railway Construction Trust within the meaning of and for the purposes of the Railway Land Acquisition Acts Nos. 1288 and 1596 and authorises the necessary signatures and the seal of the Council being affixed to same.
(2) That this Council approves of and authorises the necessary signatures and the seal of the Council being attached to the joint petition to the Governor-in-Council to constitute the Mildura and Yelta Railway Construction Trust under sub-section 2 of clause 2 of the Railway Lands Acquisition Act No.1596.
At the Shire Council meeting on 1-8-1901 a letter from the Engineer-in-Chief stated that there would be no difficulty with commencing construction immediately (providing the government approved) if the Trust was not yet constituted. The offer by Gollin & Co. to pay the guarantee was formally accepted at a special Shire meeting held on 10-8-1901. Signatures for a "joint and several" guarantee (a condition of the offer) were quickly obtained and the money was promptly paid to the Treasury.
The Government Gazette of 16-8-1901 carried a Notice of Intention by the Lieutenant-Governor-in-Council to constitute certain lands a Railway Construction District under the name of the Mildura and Yelta Railway Construction District. The parishes wholly affected by the District were:
Raak, Mildura, Nurnuremal, Carwarp, Colignan, Merbein, Wangry, Nowingi, Carool, Kulkyne, Cuntalla, Konardin, Bitterang, Mournpall, Walpamunda, Thanni, Kooroop, Trinnta, Brockie, Gayfield, Burnell, Boolungal, Wymlet, Tiega, Kulkilwityur, Boorongie, Woornak, Pirro. Tyenna, Gorya, Yelta, Gama, Wathe, Mityan, Boulka, Ouyen, Kear and Nulkwyne.
Those affected in part were:
Boorong, Paignil, Mittyack, Wagant, Natya, Liparoo, Lascelles, Timberoo, Chiprick, Bitchigal, Minapre, Wilhemina, Dattuck, Dennying and Dering and also Blocks 34B, 6B, 5B, 5A, 6A and 4B.
It is of interest to note that Mr. E.H. Lascelles had the honour of a parish name bestowed upon him. The honour was short-lived however, as the Parish was renamed Baring North, possibly in 1905, when Minapre was renamed Lascelles. Perhaps the importance of having a railway station and town named in his honour was considered to be more appropriate than an obscure Parish. Many parish names became stations on the railway lines that eventually traversed the Mallee country.
The formal constitution of the District would take place providing there were no petitions against construction after a period of one month from gazettal. There were no objections recorded and the Mildura and Yelta Railway Construction District was gazetted on 2-10-1901.
Payment of the Trust guarantee however, did not expedite the construction of the railway. The government was not prepared for the advance to be paid so promptly and was reluctant to commit the funds. Persistent pressure from the Hon. J.W. Taverner M.L.A. resulted in the government finding an "interim sum" - the Premier remarking in his Budget statement handed down in the last week of August, that it was the government's intention to make a "fair start" with the line by securing a water supply along the proposed line and suggesting that construction was "a winter undertaking".
The first meeting of the Trust was held at the Mildura Shire office on 14-10-1901 with eleven councillors attending. Cr. F.W. Pickering, the Shire President, was elected chairman for the first year. Tracings of the railway survey and lists of owners whose property was subject to acquisition were tabled and it was decided to divide the District into three divisions for rating purposes. The first division comprising the Mildura town riding, the second, a square in Irymple Valley with the proposed station as its centre, and the third, all other land in the Railway Construction District.
Mildura and Yelta Railway Construction Trust Seal. Source: Former Shire of Mildura
The second Trust meeting on 25-11-1901 confirmed the following resolutions:
(1) That in pursuance of the notice published in the Government Gazette on 23-10-1901 the Mildura and Yelta Railway Construction Trust borrow the sum of Five thousand, six hundred pounds for the purpose set out in Section 31 of the Railway Lands Acquisition Act 1893, by the issue and sale of 56 debentures of one hundred pounds each having a currency of 28 years from the first day of December 1901 and that the rate of interest named in such debentures be Four pounds, ten shillings per annum. payable half yearly on the first day of June and the first day of December in each year and that such debentures and the interest thereon be payable at the Bank of Victoria Mildura, or the bankers for the time being of the Trust, and that a sinking fund of not less than Three pounds, ten shillings per cent of such loan be provided for investment in Government stock or repurchase of such debentures be offered for sale on Tuesday 24th December 1901 at 10.30a.m. at the offices of Mr. S.W. Fulton, 369 Collins Street, Melbourne.
(2) That the President, G. Harris and the Secretary be, and are, hereby authorised to sign and seal the debentures on behalf of the Trust on the 30th November 1901. The Trust also authorised the Secretary to proceed to the Woomelang end to continue the serving of Trust notices to treat" and to collect all information required in preparation for the making and striking of a rate.
It was reported that Contractors and labourers were gathering in Woomelang and Mildura in anticipation of construction commencing from each end. Their premature arrival and
frustration with continuing unemployment led to a mass meeting being held in Woomelang on August 30, resolving unanimously "that the Minister of Railways be urgently requested to start the Mildura line as far as Minapre at once".
The "Mildura Cultivator" of 7-9-1901 carried an advertisement inviting tenders for excavation of tanks at Ouyen and Minapre, however the tenders received proved too high and it was decided to do the work using the butty-gang system. The tank at Minapre would be of 15,000 cubic yards and Ouyen 10,000 cubic yards. It was also planned to establish a pumping station at Lake Hattah, four miles from the railway, pumping to an elevated tank of 20,000 gallons at a point to be known as Hattah station.
When it was learned that there would not be any rails forwarded during the current river season, an indignant Mildura Shire Council was prompted to send a deputation to the Minister of Railways and call a meeting of residents to discuss the construction delay. The meeting, held on 16-9-1901, was well attended but the arrival of a telegram from the Shire deputation in Melbourne announced the news that the Minister of Railways had given a positive assurance that construction would commence immediately at the Mildura end with 250 men being put on. Plate laying was expected to commence about Christmas-time. The following advertisement published in the "Mildura Cultivator" on 21-9-1901 signalled to the people of Mildura that their long-awaited rail connection was finally being built:
Victorian Railways
Mildura Railway
Wanted:- Horses, Tip-drays, Ploughs and Scoops, with drivers, for Piece-work.
Apply to W.J. Weatherston on the works at Mildura on and after 16th September.
R.G. Kent, Secretary.
The Mildura Shire Council, now satisfied, considered the next question would be to plan a "turning of the sod" function. Invitations were extended to the Lieutenant-Governor (Sir John Madden), the Premier, Minister of Railways and Mr. J.W. Taverner M.L.A. to attend, but due to parliament still sitting on the selected date of November 6, the Shire President and Chairman of the Railway Trust, Cr. F.W. Pickering was requested to undertake the task.
Cr. F.W. Pickering, President of the Shire of Mildura, turning the first sod at Mildura to commemorate the start of construction on 6-11-1901. Photo: John Wilkinson, Bruce McLean Collection
A public holiday was gazetted for the occasion, the weather was perfect and the crowd described as "worthy of the great event" attended at the site of the proposed Mildura station, opposite the Coffee Palace (now Grand Hotel) and the site of the tennis courts. Proceedings were conducted by the Secretary of the Shire of Mildura and Construction Trust, Mr. E. Semmens, with the Mildura Rifle Club Band providing musical entertainment. Following a speech by the Shire President, during which he hoped the next gathering would be to welcome the arrival of the first train, and amidst jubilant cheering, the first barrow load of soil lifted at the Mildura end of the new railway line was wheeled away.
Cr. F.W. Pickering, President of the Shire of Mildura with soil from "turning the sod" at Mildura on 6-11-1901. Standing behind Cr. Pickering is Mr. E. Semmens, Secretary of the Mildura Shire Council. Photo: John Wilkinson, Bruce McLean Collection
The spade and barrow used for the purpose were specially made, the barrow being constructed locally of stained deal. The handle of the spade was fitted with a shield containing the inscription: "Mildura Railway - The first sod of the Mildura railway line was turned with this spade by F.W. Pickering Esq. President of Mildura Shire Council - 6th November 1901". Both implements were presented to Mr. Pickering for preservation. (Cr. Pickering died in 1921 and attempts to locate the spade for the centenary of the railway have been unsuccessful).
Railway Construction Board plan of 22-11-1901 showing location of Mildura Station Ground in relation to town survey and existing allotments. Source: Bruce McLean Collection
Railway construction concentrated on the Woomelang to Mildura section, Mildura's connection with Melbourne being considered a priority over the fully authorised line. Construction commenced at Woomelang in September 1901 with about 100 men engaged using horses, ploughs and scoops. It was reported that the draymen went on strike over the price of eleven shillings a day being offered for a man, horse and dray. It was claimed that the remoteness of the area contributed to the high cost of horse feed and the men could not make any money.
A party of 23 men were also employed at a point known as Eaglehawk Tank, about 35 miles south-east of Mildura (later to be known as "Nowingi"), but by November the water in the tank had run out and they were moved to Kia, about 55 miles from Mildura where there was about six weeks supply. Water was a significant problem in the early days of construction with unreliable rainfall and even less reliable ground tanks. Once tracks were laid, water could be brought to the railhead.
The work of levelling and clearing the Mildura station grounds and preparing the track formation through the settlement also commenced in earnest as the new year of 1902 dawned. There was a good deal of interest in the assembly of a "New Era Grader" -an American machine requiring the services of twelve horses, eight in the front and four in the back. It was claimed that the implement could grade, ditch and form at a cheaper rate per yard than men using ploughs, drays and scoops.
Mildura is located on high ground overlooking the Murray River and the "New Era Grader" was required to cut through a large hill at the end of Deakin Avenue (Mildura's main thoroughfare) and form an embankment between Madden and Orange Avenues. A road overbridge was to be built at the end of Deakin Avenue to provide access to the goods shed on the river side of the line and another bridge was required a little further on to carry the railway over Madden Avenue, which led to the wharf. A pile driver with a 25 cwt "monkey" requiring a two-horse whim and two men to operate, was being used for bridge construction. About 70 men were employed on the Mildura works.
The Engineer-in-Chief (Mr. Rennick), in responding to the First Mildura Irrigation Trust, advised that the 40,000 gallon elevated water tank to be erected near the end of Deakin Avenue on Seventh Street, would be available for connection to the town main water supply for use in case of fire on the condition that the Trust pump and supply water for the Railway Department at no more than four-pence per thousand gallons.
Meanwhile, railway construction was progressing steadily north of Woomelang. Lack of water was still a serious problem with one camp requiring water to be carted about seven miles. Water was being carried in by rail from Donald as trackwork progressed.
There was a high level of unemployment during this period and a deputation was made to the Premier (Mr. Peacock) in May by Mr. Taverner M.L.A., requesting the employment of more men to expedite construction of the Mildura line. The Engineer-in- Chief stated he could use 100 more hands, as the cost of supervision was disproportionate to the 400 men currently at work, however loan funds were limited to the end of June.
The Railway Construction Branch moved the first truck of wheat from Minapre at the beginning of May and by the end of June about 15 miles of track had been laid from Woomelang and 20 miles was ready for track construction at the Mildura end.
Tenders closing on 28-7-02 were invited for the conveyance of sleepers to Mildura from Echuca and intermediate depots on the banks of the Murray River between Echuca and Koondrook. The Railway Construction Branch accepted the tender of Captain Freemen of Echuca at nine shillings and sixpence per ton. An inspection of Railway Construction Branch correspondence during the construction period reveals a number of sources throughout Victoria where sleepers for the Mildura line were cut. Sleeper cutters supplied their timbers to railway stations at Mildura, Kerang, Koondrook, Echuca, Picola, Cobram, Strathmerton, Yarrawonga, Kyabram, Shepparton, Mooroopna, Toolamba, Arcadia, Rushworth, Creighton, Violet Town, Baddaginnie, Winton, Glenrowan, and Wangaratta along the Murray River and North East Victoria; Laurie, Arnold, Tarnagulla, St. Arnaud, Carapooee, Emu, Bealiba, Avoca, Knowsley, Derrimal and Heathcote in Central Victoria; and as far away as Stawell, Glenorchy, Fyan's Creek in Western Victoria and Toongabbie in East Gippsland.
With work advancing deeper into the Mallee and formation work virtually completed at the Mildura end, it was decided to move the construction engineer (Mr. Burney) and his staff to Lake Hattah where it was confidently predicted the completed line would be reached by the end of the year. Enterprising Mildura storekeepers and businessmen were already setting up the nucleus of a township at Lake Hattah, about 40 miles south of Mildura and 69 miles north of Woomelang.
Railway construction camp credited with being at Hattah in 1903. Note the loop siding, water tank and portable station building. Photo: Wilf Henty, courtesy John Kiely
The Melbourne "Argus" reported that a proposal by the Minister of Railways to employ "weaklings" on Mildura line construction had the endorsement of the Parliamentary Labor Party. In an unusual arrangement, the men were to appoint a representative who would be paid fourteen shillings a day at the rate of Inspector. This man would value the excavation or other work to be done on the basis of seven shillings per day for an able-bodied man. The Engineer-in-Chief would arbitrate any disputes about the fairness of the rate. It was estimated that "weaklings" would earn from four shillings and sixpence to six shillings a day.
The extra men were being put on at Lake Hattah to work towards Woomelang and Mildura bringing the workforce to 900 men - 200 engaged in hewing sleepers and 700 on earthworks. With the large numbers of men at and near Lake Hattah it was thought advisable to have police protection and a constable was instructed to stay in the area for three or four months.
Surveyors camp at Hattah. Photographer Wilf Henty worked with the Railway Construction Branch of the Board of Land and Works at Hattah on the Mildura line construction as a timekeeper in 1902. Photo: Wilf Henty, courtesy John Kiely, scan by John Thompson
Advertisements were placed for horses with tip drays and drivers, and wagons and teams for carting. Chaff would be supplied at depots at four pounds, twelve and six per ton, oats at three and six per bushel or at cost price when lower. Water would be provided free along the line. The Minister of Railways had approved the recommendation of the Engineer-in-Chief to increase the pay for man, horse and dray from eleven shillings to twelve shillings per day, owing to the high cost of fodder.
A small ballast siding was constructed off the main line at 304½ miles (between Trinita and Hattah) leading to a small outcrop of limestone.
The site of the ballast siding at the 304½ mile mark, looking towards Mildura. The siding went under the left of the mallee in the centre of the scene and curved to the left in the mid-distance. 20-7-2003. Photo: Bruce McLean
The ballast reserve looking back towards the main line. The siding ran to the left of the scooped out area and curved to the right through the mallee back to connect with the main line. Judging by the size of the reserve, the siding would have been short-lived, probably in 1902. 20-7-2003. Photo: Bruce McLean
Lake Hattah is one of a series of lakes filled by water from the Murray River through an inlet called Chalka Creek. It was proposed to bring material by barges into the lake, which is about four miles from the railway survey. A pump was to be installed at the lake and a pipeline run in to the railway to provide a water supply for locomotives.
Lack of good rains was still a concern. Rain fell in August offering a small supply of water, but the reservoir at Donald was drying up. Arrangements were made to have water brought by train from as far away as Clunes and Castlemaine.
At the government camp at Ouyen, a simple condenser was used to treat saline ground water pumped from a well about twenty feet deep. The water was pumped continuously into a series of four, two hundred gallon tanks, two with a fire beneath to keep the water at boiling point. Steam from the "boilers" was passed through a network of pipes ranging from five to one and a half inches in diameter, where it condensed and flowed into the receiving tank from which supplies were drawn. Apparently the water, after cooling, was tasteless but after standing for a couple of days became aerated and was quite acceptable to drink. The condenser was capable of processing up to 600 gallons in 24 hours.
On 20-9-1902, an advertisement was placed in "The Mildura Cultivator" newspaper inviting tenders for the conveyance of a locomotive and tender with about 40 railway trucks and 4,000 tons of rails, fastenings and plant from Echuca or Swan Hill to Mildura, although doubts were expressed in Mildura that the river would be high enough for river traffic to get through during summer. (The river was the lowest it has been since 1889 and the locomotive and trucks were subsequently unable to be forwarded).
Steady progress was being made through the depth of the Mallee with track formation and rail laying completed through Ouyen and advanced to a point known as Kia, later to become the station of Kiamal. Rails were being laid at the rate of up to three-quarters of a mile a day. At Ouyen one siding and a low level platform was provided. By the end of October, earthworks had been completed as far as Hattah where two sidings and a dead end extension were provided as well as a high level platform. The section between Kia and Hattah traversed many steep sand hills requiring more extensive earthworks. Seventeen curves were required over the 15 miles before reaching Hattah, varying between 40, 60 and 80 chains radius.
With the exception of the bluestone ballast and heavier rail, this scene in the sand hills between Kiamal and Hattah would not have changed since the construction period. 30-3-1996. Photo: Bruce McLean
The railway telephone was connected between Woomelang and Mildura during September 1902 advancing communications with the Mildura settlement. The Engineer-in-Chief, Mr. Rennick, in response to questions from Mr. J.W. Taverner M.L.A. and Hon. H. Williams, M.L.C., stated that the line should be opened to Hattah by 1-1-1903 and to Mildura by 1-4-1903.
In a report to the Minister of Railways, Mr. Rennick indicated that during the months of August and September, 317 Piece Workers earned seven shillings or more on the "Woomelang through Mildura to Yelta railway". Seventy-four earned less than seven shillings a day, the average overall being seven shillings, four and a half pence. The men averaged only ten days a fortnight owing to loss of time in shifting camp. During August and September, the number of men at work increased from 519 to 875. Mr. Rennick reported that the hot weather had caused a drop in productivity and he expected a considerable number of men to "knock off altogether".
The expense of bringing water from Clunes was so great that the Minister seriously contemplated stopping work on construction, however rain fell in the last week of October for a reprieve to be given for a fortnight. A large water hole about 20 miles south of Hattah had filled enough to provide sufficient supply for three or four hundred men and horses for three weeks.
Mr. Rennick inspected the works in progress at the end of October and was satisfied that the 70 miles from Woomelang to Lake Hattah could be ready for traffic by the beginning of the new year.
On 12-11-1902, a privately chartered "special" train (and probably the first beyond Woomelang) took Lord Ranfurly and his party to the extent of railway construction, about 54 miles from Woomelang (between Ouyen and Kiamal). The Earl of Ranfurly, who originally came from Ireland and had invested in an orchard in the Mildura Irrigation Settlement, travelled in fine style in State Car No.2 attached to a construction train. A telegram on the files of the Railway Construction Branch records that they were conveyed safely without delay. Lord Ranfurly later became Governor of New Zealand.
It was anticipated that rail laying would be completed to Hattah by mid-December 1902. Mr. J.W. Taverner M.L.A., telegraphed the Mildura Shire Office to advise that he had arranged for special trains to run on the officially unopened line to convey Christmas holiday passengers.
The Assistant Chief Traffic Manager confirmed that special trains would leave Woomelang at 7.00 p.m. on Wednesday (17- 12-1902), Friday (19th), and Monday (22nd) to reach Hattah at midnight. A coach operated by Mr. McMahon would bring passengers the 42 miles to Mildura and convey those wishing to catch return trains leaving Hattah at 2.00 a.m. on Thursday (18th), Saturday (20th) and Tuesday (23rd), reaching Woomelang at 7.15 a.m., connecting with the service to Melbourne departing at 8.25 a.m. and arriving at 10.30 p.m. It was reported that railway employees were warning intending travellers from Melbourne that the trip was "not one for a woman". Four passengers travelled on the first special train to arrive at Hattah and four adults and three juveniles on the first train to leave Hattah for Woomelang. Fares were: First class 12 shillings and 4 pence; Second class 8 shilling and 4 pence.
These trains were run under a special arrangement with the Railway Construction Branch as the line had yet to be handed over formally for operation to the Victorian Railways Commissioners.
On 24-1-1903 a V Class locomotive was authorised to run from Woomelang to Hattah for platform clearance tests. (These tests were also run all over the State during 1903 using a V Class locomotive). A temporary reversing triangle was constructed at Hattah for turning locomotives and was the first use of this method in Victoria. The triangle earthworks were completed during January, rail laying on 3-2-1903 and tested by a locomotive on 7-2-1903.
Engineer's drawing of Hattah station showing the reversing triangle constructed in 1903. Source: Bruce McLean Collection
"The Mildura Cultivator" of 10-1-1903 carried the following notice:
Victorian Railways
Opening of Line Woomelang to Hattah
The first section of the Mildura line (Woomelang to Hattah) will be opened on Thursday 15th January. As there is neither crane power nor shed accommodation, packages must not exceed 5 c.w.t. and consignees must take delivery of goods immediately on arrival of train. Goods and parcels must be pre-paid to Minapre, Gama and Ouyen. (Note: 5c.w.t. = 5 hundredweight)
Circular issued for opening of railway from Woomelang to Hattah. Source: Bruce McLean Collection
The new line opened for traffic extended 68.79 miles from Woomelang to Hattah. Stations in the section were Minapre (later Lascelles), Gama, Gorya (opened as a temporary stopping place primarily for safe working of ballast trains and later to be opened permanently as Turriff) and Ouyen. Shelter sheds were located at Minapre, Gorya and Gama with portable buildings at Hattah. A Stationmaster was appointed to Hattah and a man placed in charge of safe working at Gorya.
Three trains per week were scheduled to run each way, being formed by extending the present service from Woomelang. On Mondays, Wednesdays and Fridays departure from Melbourne was at 6.40 a.m., reaching Hattah at 1.00 a.m. next day. Trains departed Hattah at 2.50 a.m. on Tuesdays, Thursdays and Saturdays, arriving in Melbourne at 10.35 p.m. the same days.
Fares from Melbourne to Hattah were: Single: First 55 shillings 8 pence; Second 37 shillings 5 pence. Return: First 83 shillings 8 pence; Second 56 shillings 3 pence.
The Hattah Bakery 1903. The Hattah bakery was established in a tent during the construction of the Mildura railway. Mr. Arthur Mills, maternal great grandfather of the author's children, was employed as a baker and his daughter, the late Mrs. S. Scheele, contributed this photograph. Photo: Bruce McLean Collection
The Mildura Progress Association requested and received Mildura Shire Council support for the suggestion that the Railway Department should connect the name Mildura with every railway station in the irrigation area. History shows that the suggestion was not adopted.
Construction records indicate that the track from Woomelang to 39 miles (near Bronzewing) was taken over by the Existing Lines Branch for maintenance from 16-04-1903. The section from Woomelang to Ouyen was inspected and a report dated 9-7-1903 contained a recommendation by Roadmaster Spencer that five gangs of 3 men each be placed on the line in the charge of an Acting Roadmaster and that the line be taken over for maintenance from 1-8-1903.
Shortly after the opening of the railway to Hattah, rumours were persistent that it would be impossible to complete the line to Mildura until the end of the year. Workmen were still ballasting the new section in the Hattah area and it was reported that 25 miles of sleepers and 15 miles of rails were on hand at Hattah. By the end of February the rumours had considerable foundation as more than half the workmen had been paid off and the officer-in-charge, Mr. Trench, had received instructions to "discontinue his duties".
The people of Mildura were concerned and frustrated. Storekeepers had withheld placing orders in anticipation of the railway being opened to Mildura in June. The delay would mean merchandise would still have to come by river steamer with its higher charges than rail. The Murray River level was extremely low and fruitgrowers, who had anticipated 3000 tons of fruit being sent by rail would be forced to subject their produce to rigorous travel and risk bruising and rotting. The track to Hattah was rough, sandy and in places, impassable.
On 16-7-1903 an S Class engine was requisitioned for platelaying work between Nowingi and Mildura. Engines S215 (to work material trains) and S199 (for working ordinary passenger trains if required) were noted in correspondence dated 5-9-1903.
Locomotive Q91 on a water train during construction of the Woomelang to Mildura line circa 1901-1903. Photo: John Buckland Collection, in E.A. Downs Collection, Puffing Billy Preservation Society Archives
The government was economising and wanted to reduce expenditure until after the end of the financial year in June. Problems with scarce water supplies and difficulties getting men with horses and drays in the harsh conditions had contributed to the extra expenditure, confirming the Engineer-in-Chief's higher estimate of the cost of construction than that of the Railway Standing Committee.
The Shire of Mildura asked Mr. J.W. Taverner M.L.A. and Hon. H. Williams M.L.C. to form a deputation to the Premier (Mr. Irvine) who informed them that money was not available and 150 men had been put off. The 100 men remaining would continue building the line. Cr. De Garis of the Shire of Mildura, had learned in Melbourne that when the line reached Eaglehawk Tank (later to be known as Nowingi), 12 miles from Hattah, construction would cease for some months. It was considered however, that the 12 miles extension would bring the line over the worst of the sandhills and make coaching and teaming less difficult from Mildura.
A letter to the Shire of Mildura from Mr. Kernot (Acting Engineer-in-Chief) confirmed that Nowingi would be the temporary terminus when the line was expected to open there by May. Track laying had reached Nowingi by April and one of the temporary buildings at Hattah had been moved there. The track was opened for slow traffic from 1-5-1903. The station officer (Mr. Kloppman) had been formally advised of his transfer to Nowingi.
The 11.94 miles extension from Hattah to Nowingi was formally opened for traffic on 25-5-1903. Trains were scheduled to arrive at Nowingi on Tuesdays, Thursdays and Saturdays at 1.55 a.m. and depart for Melbourne the same days at 8 a.m.. The alteration of the up timetable did not please travellers who were forced with leaving Mildura (with the Post Office mail) at 4.00 p.m.. After enduring a 7 hours trip by coach over the 29 miles gap, they had to wait through the night-until the train departed at 8 a.m. It was claimed that 5 hours was a reasonable time by coach when a pair of horses could cover the distance in 4 hours. Return fares from Nowingi to Melbourne were 86 shillings 10 pence for first class and 58 shillings 1 penny for second class.
Correspondence from the Acting Engineer-in-Chief to the Chief Engineer for Existing Lines advising that the section of line from Ouyen to the temporary station at Nowingi was ready to be handed over to the Victorian Railways Commissioners. Source: Public Records Office VPRS425 Unit 284 File 3/13673
With railway construction virtually at a standstill at Nowingi - described by "The Mildura Cultivator" as "a place previously unheard of" - the tactics of the government were called into question. Mildura had over 3,000 tons of fruit, worth about 9,000 pounds in freight charges, which would now have to go down river to Adelaide; the formation for the line was practically finished and all the necessary rails and sleepers had been obtained and paid for. There were also 18,000 pounds worth of material distributed along the formation.
The Minister of Railways (Mr. Bent), when questioned, said "We have no money. I cannot say when we will go on with the line." Parliament was not likely to meet until September and the government would require authorisation to borrow funds. The Mildura Shire Council, who had signed a guarantee to meet losses on working expenses and interest, were concerned at the loss of potential revenue, particularly as they had been paying interest on money borrowed to purchase the land for the railway through the Mildura irrigation settlement.
Despite a halt to track laying, there was some activity taking place. During June, construction commenced on the railway water tower at Mildura, a large elevated tank located adjacent to the railway formation in Seventh Street, near the end of Deakin Avenue.
The Minister of Railways, accepted an invitation from the Shire of Mildura and came to Mildura with Mr. J.W. Taverner M.L.A. (the long-standing Member for Donald and Swan Hill and now the Minister for Lands and Agriculture) on 10-7-1903. "The Mildura Cultivator" reported that Mr. Bent started from Melbourne "with fear and trembling" and expected to find the Mallee "fit for nothing but to swallow the earnings of other parts of the State".
The experience of witnessing the Mallee at first hand during their train journey made a significant impression on the Minister, who quickly recognised the potential of the country if it had a permanent water supply. He also saw the railway from Melbourne stopped in the middle of nowhere and the completed railway formation from Nowingi to Mildura, and promptly issued instructions to the Acting Engineer-in-Chief to resume construction again "on Monday morning" and to put 200 men on. Mr. Bent was so inspired as to promise "Mildura would go to the Melbourne Cup in its own train".
Mr. Bent also journeyed to Wentworth at the invitation of the Mayor, who expressed the hope that the completion of the railway to Wentworth would be hastened by the visit. Mr. Bent indicated that the line would be continued to Wentworth as soon as the Mildura section was finished. (Mr. Bent's office as Minister of Railways was to be short-lived, being replaced by Mr. W. Shiels on 21-7-1903).
By August rails were being laid at the rate of a quarter of a mile a day, with men selected from the ranks of the Melbourne unemployed. Rails had yet to be transported from Melbourne, there being insufficient available locally for work to proceed at a faster rate. Contracts were let for the cartage of three miles of sleepers from the Mildura end. There were more than 8,000 sleepers on the river bank below the Mildura station site. They were unloaded from riverboats using a derrick and donkey engine.
Mr. Maurice Kernot, Acting Engineer-in-Chief of the Railway Construction Branch visited Mildura in mid-August arriving on the steamer "Trafalgar". He anticipated construction trains would be running into Mildura by the end of October. There was now a hive of activity at the northern settlement. Construction of the elevated water tank was nearly completed, concrete foundations for the locomotive water stand-pipes were being prepared and station platforms were being built at Mildura and Irymple.
Irymple had been decided earlier as the name for the station to be located at Irymple Avenue, about 4 miles from Mildura, in February, 67 residents had petitioned the Shire of Mildura to request the railway department to adopt the name Irymple and this was subsequently confirmed by April.
A special train was arranged on 17-9-1903 to the South-East line to load up and send rails to the Mildura line. (Dandenong to Outtrim was being relayed and the released rails were passed down to the Mildura line). Instructions were issued that curves of 12 chains radius and over could be sent if straight rails were not available. A total of 24 miles 73 chains was sent including all straight rails between Korumburra and Outtrim.
By September, track construction had reached a point locally known as Karadoc Siding, but to be officially named Yatpool, 16.19 miles from Nowingi and 13.23 miles from Mildura. Ballast pits were established at Yatpool with a siding constructed to readily obtain limestone rock from an extensive reserve opposite the station site.
A report by Roadmaster Spencer on 17-10-1903 on his inspection of the section from Ouyen to Yatpool indicated that this section of line would require five gangs of three men each for maintenance. Instructions were issued for the Existing Lines Branch to take charge of the line between Ouyen and Yatpool from 21-10-1903. Instructions were also issued for possession to be taken of the refreshment rooms at Nowingi and to see that all government property was returned intact.
S3 Class locomotive with three water tank wagons and a rake of ballast wagons pulls onto the main line at Yatpool from the ballast siding. A portable hut can be seen in the background at Yatpool station. Believed to be taken in 1903. Photo: Wilf Henty, courtesy John Kiely
Mildura Shire Council were keen to see this extension opened and following a request to the Minister, approval was given for the commencement of passenger and goods traffic from 30-9-1903. A shelter shed and portable building were provided. Trains travelling from Melbourne to Yatpool were required to be turned on the triangle at Hattah and run tender-first to Yatpool. The timetable provided for trains to arrive at Yatpool at 3.35 a.m. on Tuesdays and Thursdays with the return trip departing later the same day at the more reasonable time of 6.00 p.m. passengers arriving in Melbourne the following day at 4.25 p.m..
The original survey provided for a station to be named Karadoc between Yatpool and what was to become Red Cliffs. Earthworks were completed but the station was not built. The station grounds were on the northern side of the Werrimull road level crossing, portion of which is occupied by the South West Reserve tennis courts and, ironically, the 2 foot gauge Red Cliffs Historic Steam Railway station.
The following account was written by Mr. E. Wallon, the resident engineer in charge of the construction between Hattah and Mildura and appeared in the "The Victorian Railways Magazine", September 1926:
Men engaged on construction work on the Mildura line in 1903 left Melbourne at 6.30 a.m. arriving at Hattah at 4 a.m. next day. They were usually hard-up, and had little or nothing to eat on the 20-hour trip. They were landed in the pitch dark in the middle of the Mallee and had to shelter in an iron shed, 12 foot x 6 foot, until daylight.
The storekeeper would then hand them out an 8 foot x 10 foot calico tent, shovel, pick and barrow, and send them along the half-made formation a few miles. The newcomer might be able to cadge a morning meal at a boarding tent, a few stores from the bush store, and probably a few shillings from the Department.
Of course, the men had to refund the cost of the railway fare to the works; the tent, shovel, pick and barrow, loaned by the Department, and half the fare when returning home. There was always a big percentage of unsuitables sent from town who had never cooked a meal for themselves. As a rule, they disappeared in a week or so, leaving their accounts unpaid and tools, tents and barrows missing.
The southern end of the Mildura line was opened on the date promised by the government, but every possible safe method had to be adopted, and considerable overtime allowed to running ballast train staffs, who were frequently on the loco from 4 a.m. to 10 p.m., no reasonable relief being available.
The last 20 miles of rails were fished up on every other sleeper at the rate of a mile a day. This was then considered a "world's record". The business people in Mildura used to drive miles out to see what "White Australia" can do when asked.
S Class locomotive on a construction train near Yatpool, 1903. Note the three water tank wagons and the workmen shovelling ballast from wagons. Photo: Victorian Railways
Of course, there were a lot of initial difficulties - condensing salt water, found by sinking 10 to 20 feet in likely places, sending up three or four hundred gallon tanks, and, say, 50 lengths of 2 inch galvanised iron pipe, with receiving freshwater tanks at the end. When the site for the camp was eventually proved, satisfactory camps for men and horses were established, and the fresh water was carted along the line. The department used to keep a supply of horse feed at these water camps, and sell it as required.
The men owning the horses used to amuse themselves on Sunday mornings drenching their horses to get rid of the fine sand inhaled during the week. They would then get the horses on their backs with a man at each leg and rock the horse backwards and forwards for a considerable time, and then let him up, and he would start next week a new horse.
The reproductiveness of the Mallee soil is marvellous. We formed a station ground, taking off 18 inches at one end and placing in a hollow at the other end over an area of half an acre. After the next shower the whole area was covered with 6 inches of splendid grass in a week's time, and three or four skeletons of horses which had been left to die put on condition in a short time, and the owners soon came back for them.
The pay sheets for labour on this section used to amount to between two thousand and three thousand pounds a fortnight. Measuring up the work was started on Wednesday morning, extending probably 40 to 50 miles; Thursday we spent making up quantities and checking the time sheets and books; Friday morning we wired to Melbourne for necessary authority to be wired to the Mildura bank, and drove off for the cash and back to the local office at Hattah.
Schedule of Proposed Stations between Woomelang and Mildura 26-4-1902
Station Name |
Proposed Name |
Miles from Woomelang |
Proposed Platform |
Goods Siding |
Station Building |
Note |
Minapre |
- |
7 |
High |
One |
Shelter Shed |
- |
Gama |
- |
12½ |
High |
One |
Shelter Shed |
- |
Station |
Gorya |
19¼ |
Low |
- |
- |
Became Turriff |
Station |
Tyenna |
25¾ |
Low |
- |
- |
Not built |
Station |
Dering |
30¼ |
Low |
- |
- |
Not built |
Station |
Mittyan |
37 |
Low |
- |
- |
Not built |
Station (Stub Tank) |
Boulka |
43¼ |
Low |
- |
- |
Became Nunga |
Ouyen |
- |
47¾ |
Low |
One |
- |
- |
Station |
Nulkwyne |
53¼ |
Low |
- |
- |
Became Kiamal |
Kia |
- |
60¾ |
Low |
- |
- |
Became Trinita |
Hattah |
- |
69 |
Low |
Two and dead end |
- |
Water |
Congereel |
Konardia |
74¼ |
Low |
- |
- |
Not built |
Station (Eaglehawk Tank) |
Nowingi |
81 |
Low |
- |
- |
- |
Station |
Carwarp |
90¾ |
Low |
- |
- |
Named Carwarp |
Karadoc |
- |
100¼ |
Low |
One |
Shelter Shed |
Not built. |
Irymple |
- |
106 |
High |
One |
Shelter Shed |
- |
Mildura |
- |
110 |
High |
Three and dead end |
- |
Water |
Instructions were issued to make the stations at 7m, 12½m, 47¾, 69m, 100¼*, 106 and 110 and the others to stand over.
* The proposed station of Karadoc was not completed. The station reserve was at the present Werrimull Road level crossing where the Red Cliffs Historical Steam Railway now operates and where the Irymple station buildings have been relocated and restored.
Source: Public Records Office VPRS 425/P, Unit 294 File 3174
Activity in Mildura was now at a peak and the population excited at the prospect of railway connection with Melbourne after so many years of denial and hardship.
The elevated water tank was completed, having been painted internally with asphaltum. It took one and a quarter hours to be filled with water from the town pump. The bridge over Madden Avenue consisting of 3 openings of 20 feet and 2 openings of 15 feet was completed and work was well advanced on the overhead bridge at the end of Deakin Avenue, leading to the goods yard.
The railway water tower at Mildura, adjacent to the overhead bridge that led to the goods yard. Today a fountain is located where the water tower once stood and the wooden road bridge has been replaced by a concrete pedestrian footbridge. The gentleman in the dark hat is thought to Mr. W.B. Chaffey. Photo: Alan Cameron Collection
At Irymple, the station platform was being constructed and a private siding installed for Irymple Packing Co..
Rail laying was rapidly progressing through the irrigated settlement with settlers reporting "they could hear the locomotive whistling and puffing". Owing to a shortage, rails were being laid with a reduced number of sleepers in order for construction trains to reach Mildura. Sleepers could then be loaded directly onto wagons and taken back along the line for placement into the track. A sleeper adzing machine was relocated to Mildura and by early October, rails had been laid up to Mildura station.
Saturday 3-10-1903 was reported by "The Mildura Cultivator" as a "gala day in Mildura, specially among the children, most of whom (and some elders) had not previously seen a steam locomotive, nor yet a railway line." The report continued: "Besides the scores of children who were all day thronging the line and riding in the rail trucks, there were hundreds of adults (including several aborigines) about in the afternoon watching the work in progress. And progress it did - at a most amazing rate, for with the sleepers for the most part already in position, the platelayers were able to put down in the course of a day a few chains over a mile and a half - Australia's railway construction record. Eighth Street and San Mateo Avenue was crossed before midday, the Madden Avenue bridge before four o'clock, and the site of the Deakin Avenue bridge soon after.
This magnificent photograph shows workmen ballasting the new railway line after the sleepers and rails had been laid into Mildura station. The photograph was taken from the new overhead bridge leading to the goods yard and shows the line crossing Madden Avenue on a bridge and curving to cross Seventh Street with a level crossing. October 1903. Photo: Des Jowett Collection
The same scene as above photographed from the identical location on 12-4-1990. The yard was extended in 1977 to provide the second track in the view. Photo: Bruce McLean
The "train" that so impressed the children was by no means the smart suburban locomotive with its corridor cars, but one of the ancient engines built by the Pheonix Foundry many years ago and drawing its burden, two tanks - each containing 2000 gallons of water - and some 7 or 8 trucks of 22 foot rails. On Monday morning it had a unique appearance for all the gravel pit camp (Yatpool) was aboard and many of the larger tents were erect on the trucks - a travelling canvas town."
The Chairman of Commissioners of Railways (Mr. Thomas Tait) made an inspection of the new Mildura line, departing from Melbourne on the evening of Sunday 11-10-1903 and arriving in Mildura at 6.40 p.m. the next day. It is of interest to note that at this point in time, the line laid beyond Yatpool had not been "handed over" officially to the Commissioners and their special train was permitted occupancy at the pleasure of the Board of Land and Works (Railway Construction Branch).
The party included Commissioners Hudson and Fitzpatrick, heads of various departmental branches and Mr. M.E. Kernot, the Acting Engineer-in-Chief of the Construction Branch.
About two hundred residents welcomed the party at the Mildura station site. The Commissioners' special train consisted of an inspection car, 1st and 2nd composite car and guards van and was in the charge of Guard Carey.
The Commissioners recommended that the Railway Construction Branch of the Board of Land and Works should undertake to provide a locomotive turntable, trucking yards for sheep and cattle with the necessary siding, passenger station buildings and a goods shed.
A meeting took place with Mildura Shire President (Cr. De Garis) and the Shire Secretary. The Commissioners advised that freight rates would be "sufficiently low to successfully compete with both upper Murray and the down river boat traffic" and two passenger trains, with a sleeping car for passengers between Mildura and Donald, would run each way.
The steamer "Trafalgar" was chartered by the Commissioners to take them from Mildura to Wentworth for an inspection the following day of the proposed bridge over the Murray and extension into Wentworth. They departed by their special train on Wednesday to inspect the Sea Lake line. Annual inspection visits of the Mildura line by the Victorian Railways Commissioners were to become a custom that was to be maintained for 90 years until they were replaced by the Victorian Railways Board in July 1973.
Although not yet officially opened for traffic, four locomotives were reported in Mildura on 20-10-1903. A truck load of sheep was brought in and fruit sent away. In fact, "The Mildura Cultivator" reported that the railway already had an effect on Murray River boat traffic with no fruit and very little other cargo being carried.
The Deakin Avenue overhead bridge was completed and workmen were erecting a series of portable buildings, transferred from other districts, for use at the Mildura station. Instructions issued by the Victorian Railways described the Mildura line as being unfenced between Woomelang and Mildura, except for about four and a half miles through the Mildura settlement. The maximum speed for trains on the new section from Yatpool to Mildura would be 16 miles an hour and trains from Melbourne were required to turn on the reversing triangle at Hattah and continue their journey to Mildura "tender first".
Yatpool to Mildura was to be a safeworking Staff section from 22-10-1903 until ballasting of the line was completed.
It was agreed by the government, Shire of Mildura and the railway department that Friday 13-11-1903 would be declared a public holiday at Mildura and the official opening celebrated, however the official date for commencement of rail traffic was Tuesday 27-10-1903.
The timetable provided for trains to leave Melbourne at 6.45 a.m. on Mondays and Wednesdays to reach Mildura at 4.10 a.m. on Tuesdays and Thursdays. Trains from Mildura would leave at 5.25 p.m. on Tuesdays and Thursdays and reach Melbourne at 4.45 p.m. on Wednesdays and Fridays.
Return fares from Melbourne were:
Station |
First Class |
Second Class |
Mildura |
94 shillings 11 pence |
63 shillings 3 pence |
Irymple |
93 shillings 3 pence |
62 shillings 1 penny |
The arrival of the first train to Mildura was somewhat of an anti-climax. Originally scheduled to arrive at 4.10 a.m., it was about four hours late, being greeted by a small crowd of mainly school children. There were about a dozen passengers and the "mixed" train consisted of locomotive T263, a freshly painted sleeping car (from use on the Portland line), a first and second class "corridor" car, goods trucks, water tanks and a guards van.
T263 arriving at Mildura with the first train on 27-10-1903. Photo: Bruce McLean Collection, scan by John Thompson
Steam locomotive T263 shunts the first train to Mildura on 27-10-1903. There is evidence of construction activity still in progress. Photo: Bruce McLean Collection
A busy scene at Mildura following the arrival of the first train on 27-10-1903. The consist of the train has been re-arranged during the course of the day for the return journey later that afternoon. The train locomotive can be noted in No.2 road shunting wagons. Photo: Bruce McLean Collection
The crowd at Mildura station in Seventh Street waiting for the arrival of the first train on 27-10-1903. The railway water tower can be partly seen on the left and the prominent Mildura Coffee Palace (now Grand Hotel) dominates the landscape of the day. Photo: Bruce McLean Collection
The scene for the evening departure at 5.25 p.m. was somewhat different, with hundreds of people gathering to "see the first train off". There were over 40 passengers (although many only travelled to Irymple for the sake of the ride), the rush of business delaying the actual departure until after 6 p.m.. A salvo of blasts from track warning detonators accompanied T263 as it drew its train away from the station for the commencement of a journey that would take over 23 hours.
"Oft do the spirits of great events stride on before the events, and in today already walks tomorrow" - so quoted "The Mildura Cultivator" - the vanguard of Mildura's long fight for a railway, as it reported on the historical day of Friday 13-11-1903 when the settlers of Mildura officially celebrated the opening of their railway connection with Melbourne. During the week flags were flying throughout the town, the Workingman's Club provided "an excellent arch" and bannerettes of all colors were displayed across the streets and avenues. "The Mildura Cultivator" even printed a day earlier to enable their staff to take part in the opening celebrations.
Residents began to make their way to the station early in the morning to see the first of two special trains arranged by the Victorian Railways. The first special, due to arrive at 8.50 a.m. was delayed en route and eventually arrived at 9.40 a.m. This train left Melbourne at 6.27 p.m. the previous evening and included a Victorian and South Australian Railways joint stock "Boudoir Car" normally used on the Adelaide Express. The second train, which left Melbourne 35 minutes after the first, arrived at 10.15 a.m. conveying the Governor, Sir George Sydenham Clarke, parliamentary representatives including Mr. J.W. Taverner M.L.A. (Minister for Lands and Member for the district), and Mr. Scobie M.L.A. for Wentworth (N.S.W.). In all, 135 visitors, including 24 members of Federal and State legislatures and visitors from Melbourne and Ballarat, arrived by train for the occasion. With the arrival of the Governor's special train, the Mildura Rifle Club Band played "See the Conquering Hero Comes" followed by the National Anthem.
The Governor addressed the crowd of several thousand people formerly declaring the line open and asserting that "there was no line in Victoria which has been so much needed" - a sentiment which is recorded as "evoking hearty cheers". The Governor made reference to Mildura's struggle to survive and how the people had kept faith in the settlement. The President of the Shire of Mildura, who hosted the day's celebrations, was Cr. W. B. Chaffey - one of the founding brothers of the settlement. It must have been a proud moment for this man, who, with his brother George, at the invitation of the Victorian government, had carved the Mildura settlement from the Mallee wilderness, and dreamed of the prosperity that would follow the unification of irrigation and rail connection to Melbourne.
Free train rides to Yatpool and back were provided by the Railway Commissioners using open wagons and the few passenger carriages available and were happily enjoyed by hundreds of happy school children and equally happy adults. A banquet in the Shire Hall attended by over 200 people, completed an historic day for Mildura.
Circular issued on 23-10-1903 for opening of extension from Yatpool to Mildura on 27-10-1903. Source: Public Records Office VPRS425 Unit 284 File 3/13673
Internal correspondence from the Acting Engineer-in-Chief of the Board of Lands and Works (Railway Construction Branch) to the Victorian Railways Chief Engineer for Existing Lines (renamed Chief Engineer of Way and Works) dated 8-10-1903. Source: Public Records Office VPRS425 Unit 284 File 3/13673
A special meeting of the Mildura and Yelta Railway Construction Trust was held on 26-5-1920. The Crown Solicitor had advised of the winding up of the Trust and the Treasurer acknowledged receipt of 56 cancelled debentures for 100 pounds each. It was agreed, in view of the dissolution of the Trust that the salary of the secretary and treasurer be reduced to 5 pounds per annum. Although the Trust had 28 years in which to discharge its liabilities by careful management by the Shire of Mildura (appointed to administer Trust affairs), it succeeded in redeeming its last debenture in July 1920, eight years earlier than anticipated. The final meeting of the Trust to wind up its affairs was held in the Mildura Shire Council Chambers on 6-1-1921. A copy of the Order-in-Council dissolving the Trust was received from the Railway Construction Branch of the Board of Lands and Survey by the Shire Council.
(Source: Railway Construction Branch Records)
Item |
Woomelang to Mildura |
Date of start of construction |
6-7-1901 |
Date of opening for public traffic |
Woomelang to Hattah: 15-1-1903 Hattah to Nowingi: 25-5-1903 Nowingi to Yatpool: 1-10-1903 Yatpool to Mildura: 27-10-1903 |
Date construction works ceased (except for additional Commissioner's requirements) |
31-3-1904 |
Time of construction |
33 Months |
Rate of construction |
9 days per mile |
Length of line |
110 miles 16 chains 28 links |
Total number of workmen employed |
2,770 |
Costs |
Pounds Shillings Pence |
Land transfers |
£953-8-2 |
Clearing and grubbing |
£1,081-1-5 |
Fencing |
£512-6-11 (10 miles) |
Cattle pits, occupation and station gates |
£353-12-7 |
Excavations in cuttings 15 foot formation |
£31,663-1-3 |
Excavations in side cuttings |
£19,245-15-5 |
Excavation - side ditches and creek diversions |
£218-18-1 |
Excavation table and mitre drains |
£108-12-9 |
Excavation - foundations to culverts |
£67-8-2 |
Excavation - road approaches |
£57-7-10 |
Excavation - widening out cuttings for stations |
£614-3-1 |
Culverts timber |
£906-7-0 (159 No.) |
Timber bridges |
£748-12-6 |
Siphons under line at water channels |
£91-18-2 |
Metalling and gravelling roads, station grounds and platforms |
£344-4-2 |
Ballasting - sand and limestone |
£10,328-0-5 |
Sleepers 9"x9"x4½" red gum and box |
£51,091-13-4 |
Crossing timber |
|
Permanent way material 60 pounds and 66 pounds steel |
£61,266-19-11 (113.4 miles) |
Points and crossings |
£464-5-7 (21 No. sets) |
Freight on per way material |
£10,913-6-6 |
Laying per way |
£8,125-18-5 (113.4 miles) |
Terminal station buildings and platform |
£478-12-8 |
Roadside stations, buildings, platforms |
£740-18-10 (5 No.) |
Mile and half mile posts (red gum timber) |
£66-10-6 (229 No.) |
Water supply |
£9,168-10-7 |
Signals and staff locking provided at Woomelang, Hattah and Mildura. |
£78-16-2 |
Telegraph (2,361 posts) |
£1,767-1-0 (110.2 miles) |
Telegraph instruments |
£148-17-4 |
Engineering, surveying and general expenses |
£24,124-14-9 |
The total cost of constructing the 110.5 miles section from Woomelang to Mildura was £235,582-5-2.
Works carried out by Construction Branch at Mildura after the line opened:
Work |
Cost (Pounds, shillings, pence) |
Extension of goods platform 36 feet x 36 feet for goods shed 30 feet by 20 feet |
- |
Coal stage 51 feet x 18 feet |
- |
Turntable 52 feet (50 feet second hand extended by 2 feet) |
£429-14-3 |
Siding to turntable and coal stage |
£89-11-11 |
Livestock yards |
£189-3-6 |
Siding to livestock yards |
£221-2-9 |
6 ton crane |
£86-19-8 |
Extension of water supply to turntable and coal stage |
£129-8-2 |
A material siding was established at Woomelang at the commencement of construction. The cost for points and rails was £71-4-0. (The location of this siding is yet to be determined).
For the provision of a water supply at Minapre (Lascelles), a large tank was excavated, and a pump, 291 feet of 2 inch piping, a tank stand and horse trough provided.
At Lake Hattah, a pump and fittings and engine house and fittings, were provided with 6,600 lineal yards of 4 inch pipe to Hattah station where two 5,000 gallon tanks and water cranes were established.
A tank was excavated and a condensing plant provided at Ouyen.
A 40,000 gallon tank was erected at Mildura. The tank, water cranes and pipes were forwarded by boat from Echuca.
There were 6 bridges provided for during construction:
Bridge No. |
Location (from Woomelang) |
Openings |
No.1 |
40 miles 21 chains 46 links |
3 opes of 11 feet |
No.2 |
41 miles 2 chains 70 links |
3 opes of 11 feet |
No.3 |
42 miles 36 chains 85 links |
3 opes of 11 feet |
No.4 |
43 miles 64 chains 0 links |
3 opes of 11 feet |
No.5 |
45 miles 36 chains 0 links |
2 opes of 15 feet |
No.6 |
Madden Avenue |
1 ope of 20 feet 1 ope of 32 feet 1 ope of 23 feet |
Section (uses weekly approximately) |
Chaff (pounds) |
Oats (Bushels) |
Bran (pounds) |
Cost per Week Pounds /Pence |
Hattah Draught horses Ration carting horse Staff horse Ouyen Draught horse Staff horse Woomelang Draught horse Ration carting horse Staff horse |
218 138 146 216 160 208 156 156 |
3 2¼ 1¾ 2 34/40 2 10/40 3 2 10/40 2 10/40 |
10 14 7 12 8 12 9 9 |
20/4 15/3 12/9 19/10½ 15/1 19/11 15/2 15/2 |
Contract No. |
Item |
Tender Awarded |
Contract Signed |
12681 |
Erection of 30 foot x 20 foot goods shed at Mildura |
W. Barry |
26-2-1902 |
12682 |
Erection of engine turntable at Mildura |
W. Barry |
19-4-1904 |
12687 |
Erection of sheep and cattle races and yards at Mildura |
T. Sly |
1-4-1904 |
12705 |
Erection of three employee residences at Minapre |
H. Denning |
5-7-1904 |
13421 |
Erection of four employee residences at 264¾ miles |
H. Denning |
24-8-1904 |
13466 |
Erection of three employee residences at Yatpool |
J. Arness |
9-1-1905 |
945 |
Erection of three departmental residences at Ouyen and one at Nowingi |
J. Arness |
2-9-1906 |
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