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The original locomotive servicing facilities consisted of an ashpit located on the main line and two water cranes, located at each end of the yards. Water was pumped from the Murray River into a large elevated water tank erected on Seventh Street at the end of Deakin Avenue and was a prominent land mark on the Mildura landscape.
F. Long & Co. was contracted on 22-12-1902 to supply and erect the 40,000 gallon steel tank and two water cranes.
The railway water tower at Mildura, adjacent to the overhead bridge that led to the goods yard. The contract for the supply and erection of the 40,000 gallon tank was signed on 22-12-1902. The gentleman in the dark hat is thought to be Mr. W.B. Chaffey. Photo: Alan Cameron Collection
The Chief Mechanical Engineer issued instructions on 4-12-1903 that the Train Examiner at Mildura be supplied with a tricycle so that he could get to Hattah and do work along the line. It was supplied on 11-12-1903.
A portable hut at Nowingi was transferred to Mildura for use as enginemen's accommodation. It was received and erected on 20-2-1904.
A pivot centre, roller bearing turntable, 52 foot in length, was located at the down end of the yards near Walnut Avenue. Mr. W. Barry of Footscray successfully tendered for installation of the turntable. It was available for use from 8-8-1904. A 60 x 12 foot coal stage was also provided. The temporary reversing triangle was removed from Hattah following installation of the Mildura turntable.
On 13-9-1904, instructions were issued to extend the 6 inch water service pipe serving the water crane on the main line at the Down end and to remove and re-erect the water crane on the turntable siding. The ash pit in the main line at the Down end was also to be removed to the coal stage which was to be lowered by 12 inches. The turntable siding was extended by 60 feet by 20-10-1904.
Construction of the extension to Merbein commenced in March 1909, being a continuation of the main line. The extension was opened on 4-7-1910.
Three additional tracks were provided off the turntable to store locomotives not required in traffic were completed by April 1921. The coal stage was also extended.
DD634 at Mildura coal stage on 26-1-1923. Note the original stockyards in the left background. Photo: From late E.A. Downes Collection, Puffing Billy Preservation Society Archives
The Chairman of the Victorian Railway Commissioners, Mr. H.W. Clapp, announced on 5-9-1921 that Merbein would become the main terminus of the line instead of Mildura. Plans had been prepared and 17,000 pounds would be required to provide the necessary facilities including transfer of the locomotive turntable. One of the reasons suggested for this move was the shortage of space available at Mildura station for expansion. There was hardly a protest from Mildura townspeople other than Mildura Town Council pointing out to the Commissioners that there was ample land for extensions to the railway yards near the residence of Mr. W.B. Chaffey (Rio Vista) near where the line curved towards Merbein. There was little development work at Merbein and the move eventually lapsed.
A connection from the main line to the turntable at the Down end for use of the Rail Motor running the Mildura Suburban Service was brought into use in February 1923.
R315 standing at the original Mildura locomotive depot about 1924. Photo: E.M. Stephens, from late E.A. Downes Collection, Puffing Billy Preservation Society Archives
The Secretary for Railways advised the Council in October 1925 that investigations had revealed that additional yard accommodation could be satisfactorily provided without having to remove the platform and station buildings. In December 1925 a Bill to appropriate loan money for railway works came before parliament and made provision for improved station and yard facilities at Mildura to the extent of 10,000 pounds.
With the decision to establish new locomotive depot facilities at Mildura instead of Merbein, approximately 8 acres of land along Seventh Street was reserved and negotiations for acquisition made with Mildura Town Council. Seventh Street would be reduced in width from 99 feet to 60 feet between Cherry Avenue and Ontario Avenue. The locomotive facilities would consist of a 70 foot turntable, five stall engine shed, a high level coal stage 140 feet long with an elevated track for the discharging of coal and a depressed track for removing ashes. The turntable, which had been lying at Merbein since 1924, was transferred to Mildura in January 1927. A connecting line to the new locomotive depot site, which was 49 chains from the passenger platform, was constructed off the Yelta line in February 1927 and available for use by 31-3-1927.
The Parliamentary Standing Committee on Railways visited Mildura on 15-2-1927 to enquire into the proposed locomotive depot. The estimated cost of the depot was 41,375 pounds and any proposed expenditure by the Victorian Railways over 20,000 pounds required an enquiry. The Committee inspected the plans and the site and works in progress. Also included in the expenditure was provision for an additional carriage siding and carriage shelter shed. The Committee's report recommending construction of the improved facilities was approved in July 1927.
Construction of the five stall locomotive shed and facilities commenced in December 1927. A coal stage 140ft long and 25ft wide with an elevated loading track and depressed ash removal track, a 21ft. x 30ft machine shop, offices, a store room, driver's room and a 20,000 gallons elevated water tank were provided. Locomotives began to use the new shed in October 1928.
The administration office and sand drying building at Mildura locomotive depot. The wagons visible in the background were lifted for inspection or repairs on this track, a crane being provided for the purpose. Photo: Bruce McLean Collection
A 1965 aerial view of Mildura locomotive depot showing its relationship to the Yelta line, curving through the photo, the BP Siding and adjacent Mansell recreation reserve. Mildura station yard is near the river, the roof of the carriage shed quite prominent. Photo: Frank Zaetta Studios
A fitter-in-charge, two fitters, a boilermaker, washer out labourer and clerk were appointed to the depot, some transferring from Woomelang.
The original 52 foot turntable at the original locomotive depot site was removed in July 1929 and transported to Spotswood.
A house was removed from Ouyen during 1932 and re-erected at Mildura for use by the fitter-in-charge of the locomotive depot. The house previously occupied by the fitter-in-charge was made available for the stationmaster who had occupied the old Customs House at the corner of Seventh Street and Orange Avenue.
An early view of the new Mildura locomotive depot and the extensive gardens being established by the Depot Foreman, Mr. A.C. Embling. The tracks in the foreground are to the water and ash pit facilities (left) and depressed road for removal of ash. Photo: Bruce McLean Collection
Another view of the new Mildura locomotive depot showing the coal stage, ash removal track and at far right, locomotive shed. This view was taken prior to Mr. Embling's tree planting program. Photo: From J.C.M. Rolland Collection, Puffing Billy Preservation Society Archives.
Another view of the new gardens at Mildura locomotive depot as seen from the coal stage, looking east. Photo: Bruce McLean Collection
This view from the rear of the Mildura locomotive shed is looking towards Cherry Avenue and shows the meticulous precision of the garden design. The young palms in the foreground are possibly the palms still in existence at the Mansell recreation reserve, now occupying the site. Photo: Bruce McLean Collection
Sunraysia Daily Visits Mildura Locomotive Depot
(Extracts from an article published 2-2-1935)
"When a "Sunraysia Daily" representative visited the Railways locomotive sheds in Mildura yesterday for a description of the work of the staff he found ...during their time off they are converting their smoke-stained surroundings into a place of beauty....
Flanking gravel walks surrounding the large engine house and outhouses, are pretty beds of zinnias, asters and geraniums, lending a pleasant contrast to the black and white walls. Hedges and avenues of flowering gums have been planted, which will in time enclose the offices in greenery. Only five months has elapsed since the scheme was begun, but already the general plan is well defined, particularly the beds surrounding the offices.....which will be planted a lawn centred by two dwarf palms. Throughout there is revealed a taste for design and beauty.
Like a germ, the enthusiasm of the Depot Foreman (Mr. A.C. Embling) has spread along the employees during the last five months. Ungrudgingly the men give hours of their own time to the work.... Many of them are working on night shift, and their waking hours during the day are spent among the young trees and flower beds, which already contain good quality blooms, the product of careful attention. (The author has been told that many hours worked in the gardens were "booked to cleaning engines").
When he saw the remarkable transition of the sheds....the coal contractor (Mr.N. Smith)....had to set to and plant beds of creeper to cover the bare banks and mounds surrounding his department. In time, the quickly spreading pigface sprouting among the coal shall be a striking contrast to its murky bed.
********************
Continuing with the inspection of the sheds yesterday, Mr. Embling conducted the visitor through the spacious building in which there stood three engines undergoing overhaul. He explained that 15 engines attached to the Mildura sheds are seen at intervals on a mileage basis.
At the end of every 1,000 miles, wheels, tyres and axles are gone over; at least 3,000 miles the boiler and other parts are examined, progressing in extent of examination until 9,000 miles have been carried, when valves, pistons and other working parts are overhauled, and at 54,000 miles the engine is thoroughly inspected, lifted completely off the wheels, and stripped.
Only qualified mechanics who have served an apprenticeship in railway engineering are permitted to conduct an examination of engines, so that the safety of the travelling public is ensured."
Mr. A.C. "Cliff" Embling was appointed to Mildura in 1933 as Depot Foreman. He was responsible for the establishment of the extensive garden and securing his workforce to assist in development and maintenance of the vast plantings including jacaranda, palm, silky oak, cedar and oleander trees as well as lawns and garden beds of mauve budlea bushes and zinnias. The gardens won second prize in the Mildura Floricultural Society's garden competition, and the Victorian Railways garden competition. In 1936 the gardens won the 1936 championship prize in the Annual Railway Garden Competition.
The extensive Mildura locomotive depot gardens viewed from the Yelta railway near Cherry Avenue. Seventh Street is the roadway on the right. Some of the oleander shrubs have survived to the year 2001. The gardens attracted a great deal of attention and were a source of pride for the railway staff. Photo: Bruce McLean Collection
The grand entrance to Mildura locomotive depot as designed by the Officer-in-Charge, Mr. A.C. Embling. It was a unique setting for an industrial workplace. Photo: Bruce McLean Collection
Construction of an additional two bays to the locomotive shed over existing lines was undertaken from 7-8-1936 when materials began to arrive from Stawell where the locomotive facilities had been reduced. The extension was completed by 16-11-1936. In 1937 Mildura was raised from the status of sub-depot to Maryborough to that of an independent locomotive depot with jurisdiction over the locomotive staff and equipment at Ouyen and Woomelang.
Mildura locomotive depot with all stalls taken up with locomotives including D1 510, D1 508, DD702, and DD611. Photo taken between 1929 and 1933. Photo: From J.C. M. Rolland Collection, Puffing Billy Preservation Society Archives
D type locomotive at the new Mildura locomotive depot. From J.C.M. Rolland Collection, Puffing Billy Preservation Society Archives.
Mildura locomotive shed with "a full house" 2-10-1938. Locomotives from left to right are A2 914, A2 897, A2 896, A2 895, D2 700, N110, N128. The 1936 extension of two bays can be seen to the left of the shed and the turntable is in the foreground. Photo: Ian Barkla Collection
A2 897, A2 896, A2 895 stand in Mildura locomotive shed 2-10-1938. Photo: Ian Barkla Collection
In April 1938, tenders were invited for the purchase and removal of the original 40,000 gallon railway water tower which had stood as a landmark at the end of Deakin Avenue since the opening of the line to Mildura. The site is now occupied by the Prince and Princess of Wales fountain. The tower had fallen out of use following the construction of a new water tank stand at the locomotive depot. The Shire of Mildura purchased the tower in July 1938, dismantling it in September 1938 for relocation to the abattoirs where it continued in use for many years as a water storage.
D3 634 taking water when the water crane was at the up end of the coal stage at Mildura locomotive depot. The wagon in the foreground is standing in a depressed track designed to assist workmen with the task of removing ash from the ash pit alongside the coal stage. Photo: W. Purcell, Bruce McLean Collection
Mildura loco depot workmen pose for the camera on the crane track at the rear of the locomotive shed. Photo: Bruce McLean Collection
Another pose by Mildura locomotive depot workers at the back of shed. From left to right (back): Jack Turner, Unknown, Roy Monks, Des Augustine, (front) Robert Davison, Charlie Cook, George Parnis, Jack McCready. Photo: Courtesy Mrs. E. Wagner
Barracks for visiting train crews were erected in 1948. The weatherboard building had previously been used in Melbourne and featured sleeping accommodation and cooking facilities for nine men. The barracks were erected in Seventh Street, near the end of Pine Avenue, adjacent to the carriage shed. They continue to be in use as office accommodation.
An A2 locomotive fitted with oil burning equipment arrived in Mildura on 16-3-1949. It was used to run the passenger service from Mildura that night. A trial had been run during the previous week with an oil burning locomotive and the decision was made to introduce this type of locomotive on Mildura passenger trains. This would result in a change to engine rostering with only two locomotives required on the journey from Melbourne - one from Melbourne to Maryborough, and the other from Maryborough to Mildura, a distance of 244 miles. Pumps and oil installations were being installed at the Mildura locomotive depot to enable oil burning locomotives to refuel there.
Workmen fill an oil burning A2 Class locomotive with fuel at Mildura locomotive depot. The appearance of the coal stage in the background indicates that there was little requirement for coal or one of the long coal shortages was affecting supplies when the photo was taken. Photo: Courtesy Mrs. E. Wagner
Two former locomotive tenders were provided at Mildura locomotive depot in 1951 for use as water tanks.
With the advent of mainline diesel electric locomotives (which commenced on Mildura line traffic in March 1953) an overhead tank and refuelling facilities were provided in July 1953 on the former livestock siding adjacent to the carriage sheds. The first diesel to depart Mildura with a full tank of fuel was a member of the B class.
Mildura diesel-electric locomotive fuel point. The lack of sidings for storage of locomotives and ease of access for re-fueling was not addressed until late in 1977. The locomotive and rolling to the right of the picture are stabled on the main line, the practice at weekends when there was no other traffic on the line. Photo: Bruce McLean
Diesel Loco Fuel tank wagon 573TW standing at the Mildura fuel point on 16-4-1976. Photo: Bruce McLean
Mildura loco shed on 3-1-1956 showing the beginning of the decline of this once proudly maintained facility since the commencement of the diesel era in 1953. Locomotives in the shed are, left to right, D3 637, N414, N411, N407. The turntable is in the centre of the photo. Photo: Des Jowett
Mildura steam locomotive shed - August 1964.Photo: Steve Martin, courtesy Train Hobby Publications
The coal stage and ash pit area at Mildura steam locomotive depot. August 1964. Photo: Steve Martin, courtesy Train Hobby Publications
Earlier in the history of Mildura locomotive facilities, there was a remarkable story of pride and beautification associated with the depot and its surroundings, however following the gradual demise of steam locomotive use with the introduction of diesel-electric locomotives, the Mildura scene became one of shame. During the annual visit to Mildura by the Commissioners on 23-11-1965, Cr. N. Noyce of Mildura City Council, described the "decadent state of railway interests in Mildura" and how it could lead tourists to believe that the railways were about to pull out of the district. Cr. Noyce told Chairman of Commissioners (Mr. E.H. Brownbill) and Commissioner E.P. Rogan, that the only attractive asset the railways had in Mildura was the garden in front of the station and that was maintained by the City Council for them. He then went on to describe the locomotive depot as a menace to tourists and residents as "they risk having their heads sliced off by flying galvanised iron from the dilapidated sheds". Cr. Noyce also criticised the railway fences, railway houses in Seventh Street and the railway embankment on the riverfront as unattractive assets.
The Commissioners inspected the area and Mr. Brownbill stated that he would investigate a proposal to reduce the size of the locomotive shed and improve its appearance.
During the annual tour of inspection of north-west rail lines by the Commissioners on 11-10-1966, the Deputy Chairman (Mr. G. Brown) indicated that steam locomotives would be phased out of Mildura in the next year. The locomotive depot would only be required for storage of wagons.
A freak storm in December 1966 blew down a large section of the locomotive shed that was still required to house the remaining two J Class engines required in Mildura. The buildings had been lacking in any from of maintenance once the diesel-electric locomotive era was firmly established. Tenders were also called at this time for the removal of a locomotive tender tank at the depot.
The Mildura locomotive shed following damage by a freak storm in December 1966. Two steam engines were stabled in the shed during the last months of the steam era. Photo: Sunraysia Daily
The last steam locomotive rostered at the Mildura sub-depot was K192. It departed Mildura for Ouyen on 1-5-1967, effectively closing the steam era in Mildura, although steam locomotives were still rostered at Ouyen depot and would continue to come to Mildura from time to time until the demise of steam at that depot on 31-12-1967. The turntable remained in place for turning wagons, carriages or steam locomotives.
Tenders were called for the demolition of the remaining section of the locomotive shed and closed on 3-5-1967. Demolition began on 1-7-1967 and was completed by August 1967.
Press cutting from "Sunraysia Daily" on 3-7-1967 showing workmen removing the roof from the remaining section of the locomotive shed. The turntable in the background remained in use until its removal at a later date. Source: Bruce McLean Collection
In May 1968 Loco Depot staff were advised that a new building was to be constructed at the down end of the station platform to house the loco foreman's office, drivers and guards rooms.
The decline of the Mildura locomotive depot is illustrated in this view of the dismantled coal stage track and coal stage. The track in the foreground leads to the BP Siding. The ex-steam locomotive tenders in the background were used for water traffic and were stored on one of the sidings still available for use at 1-8-1968. Photo: Bruce McLean
The Mildura locomotive depot water crane, 20,000 gallon water tank, ash pit and coal stage embankment await their fate on 1-8-1968. Photo: Bruce McLean
The remains of the coal stage embankment (coal stage removed), ash pit and depressed road for removal of ash at Mildura locomotive depot. 1-8-1968. Photo: Bruce McLean
Following the calling of tenders in July 1969 for the sale and removal of the 20,000 gallon tank and stand at the locomotive depot, it was removed in December 1969. Tenders were called in January 1970 for the removal of the 70 foot turntable. It was sold to a scrap metal dealer. Gangers dismantled the tracks from the coal stage embankment and depressed ash removal track in February 1970. By August 1970, the coal stage embankment was levelled and the ash removal pit filled in. The points were not removed until September 1977.
The remains of Mildura locomotive depot and turntable at the time tenders were called for removal of the turntable in January 1970. It was sold to a scrap metal dealer. The only buildings remaining were the former loco foreman's office and store. Photo: Sunraysia Daily
Three B Class and three T Class diesel-electric locomotives on the locomotive storage siding (originally Livestock siding) at Mildura station yard. December 1972. Photo: Ken Renshaw, courtesy Train Hobby Publications
Mildura City Council had arranged to lease portion of the land for an extension of the adjacent Mansell recreation reserve. To compensate for lost storage track from the riverfront area, an extension of one of the former sidings adjacent to Seventh Street was built in 1973.
Mildura City Council workers began beautification work on the site of the locomotive shed during July 1973. Native trees were planted with the assistance of a grant of $1,800 from the Victorian Railways.
The sub-depot Foreman shifted office from the steam locomotive depot to a portable hut located at the down end of the Mildura station platform about 1968.
The crew rooms at the down end of Mildura platform. The left half of the building was constructed in the early 1960's and the right half was extended in 1968 to replace a portable hut. 23-2-1978. Photo: Bruce McLean
The points in the main line pass the Train Examiner's hut and lead to the diesel fuel point. The length of the loco siding limited the number of locomotives able to be stabled and accessed, so it became practice on weekends when there was no other traffic scheduled, to leave the Sunday night passenger train locomotives stabled on the main line. In this December 1976 view, a B and T class combination is shut down on the main line. A T Class stands on the loco siding. Photo: Bruce McLean
B80, in company with another member of the B Class, stands at the diesel fuel point at Mildura. December 1976. Photo: Neville Gee, courtesy Train Hobby Publications
In December 1977, construction of additional and altered sidings for the stabling and servicing of diesel-electric locomotives commenced. There were two large galvanised iron clad sheds located next to the existing siding (formerly the livestock and later, P.M.G. siding)
One housed a variety of tenants over the years including Silks, Castrol and TNT. It was removed in the late 1960's, possibly as a result of damage incurred on 9-8-1966 when two locomotives collided in the station yard, sending a locomotive buffer crashing through a wall. The works were unable to be completed for two years until the other shed, formerly a produce business conducted by Mr. F. Clayton and in recent years, by Mr. T. Waller as "Waller's Produce" was available for removal. This shed, by now painted a colourful sky blue color, was eventually removed in April 1980, to allow the completion of the diesel sidings. The following photographs show the construction of this facility.
The first stage in the construction of additional and altered sidings for the storage and servicing of diesel-electric locomotives was the installation of points near the fuel point. 2-12-1977. Photo: Bruce McLean
Work on the new sidings was hindered by the shed in the background which could not be removed until 1980. In the meantime locomotives continued to use the original siding. 31-12-1977. Photo: Bruce McLean
Construction work resumed in February 1978 with the track leading to the service pit being built. 13-2-1978. Photo: Bruce McLean
The down end of the siding used to stable locomotives was lifted and a new set of points were installed into the main line to create a loop. 13-2-1978. Photo: Bruce McLean
Excavation of the loco servicing pit and formation work for the concrete walls was underway on 25-2-1978. Photo: Bruce McLean
The offending shed can be seen quite clearly in this view of the points inserted to create another loop where the shed is standing. Work was to stall until May 1980. 4-3-1978. Photo: Bruce McLean
Part of the new siding was put to use at Easter 1978 when X33 and T390 were stabled there. T367 is standing on the original siding. 24-3-1978. Photo: Bruce McLean
The completed service pit waiting for rails to be laid. The corner of the shed shows the proximity of the building to the works being developed. The small shed in the background was in use as a privately owned weighbridge. 24-3-1978. Photo: Bruce McLean
Rails have been placed onto the locomotive service pit. Another section of rail was added to enable locomotives to access the pit until the works could be completed. The Mildura Loco Van H919 (on left) a former Hobson's Bay Railway wooden van dating from 1860 was purchased by the author and is privately preserved in the district. 4-4-1978. Photo: Bruce McLean
With the removal of the shed, the loop line could be completed and the final stage of the loco pit service track completed. 15-3-1981. Photo: Bruce McLean
In May 1980, Mr. K. Wright M.L.C. approached the Minister for Transport, Mr. R. Maclellan, informing him that little or no use was being made of the tracks remaining at the old Mildura steam locomotive depot site and he supported a request by Mildura City Council to lease the land and beautify it at their expense.
The Deputy Chairman of the Victorian Railways Board, Mr. I. Hodges, visited Mildura during his inspection of railway facilities in the north-west of the State and announced that the land adjoining the Mansell Reserve owned by the railways would be handed over to Mildura City Council. A strip of land along Ontario Avenue was given to the council by the railways about ten years ago and the additional land would be between a straight line drawn from the boundary behind the Mansell Pavilion and the existing reserve. About 450 metres of track would be removed. City Engineer, Mr. A. Thomson, indicated that VicRail had originally intended to use the land for the Freight Centre but council had opposed the move because it was too close to residential and recreational lands.
KMQ127 - a four wheel flat wagon converted from a U Class louver van, for single container traffic. This wagon was placed on the hard standing area at the old steam locomotive depot for unloading due to the construction of the Freight Centre canopy in Mildura station yard. October 1980. Photo: Bruce McLean
In August 1982, Mildura City Council agreed to pay $520 for a year's rental of Victorian Railways land next to the Mansell Reserve.
In December 1982, the remaining tracks at the former steam locomotive depot site were cut back in accordance with the agreement reached with the Victorian Railways Board and Mildura City Council in May 1980 (refer above). All tracks beyond the proposed Mansell Reserve extension boundary were removed including the "new" siding constructed in 1973 as an extension of one of the locomotive storage sidings. Rails from this siding were used to convert the Shell siding off the line from Mildura to Yelta from a loop to a dead end to serve the adjacent Mobil depot.
Removing the former Mildura steam locomotive coal stage and turntable "on" road to extend the Mansell Reserve. 14-12-1982. Photo: Bruce McLean
Removing the former Mildura steam locomotive turntable "off" road. The section of track in the background from the temporary baulk, remained in use at the hard standing area. On this occasion a Mobil bitumen tanker is stabled on the siding. The tank wagons in the background are standing on the BP siding. 14-12-1982. Photo: Bruce McLean
One of the original Mildura steam locomotive depot storage sidings was removed, including the 1973 extension. This extension, shown already removed, played host to the Silver Jubilee Train, visiting State Governor's special carriages and special trade display rolling stock. The track was laid over part of the steam locomotive shed site. 14-12-1982. Photo: Bruce McLean
The former steam locomotive depot storage siding being dismantled on 14-12-1982. The rails from this siding were used to extend the Shell siding off the Yelta branch line, just beyond Mildura station yard. Photo: Bruce McLean
A rake of GH wagons stand on one of the two remaining tracks at the old steam locomotive depot at Mildura still showing signs of the former beautiful gardens that surrounded the area in the form of oleanders and a palm tree. 24-11-1984. Photo: Bruce McLean
During the transition stage in changes of image, we see the original Victorian Railways colors of blue and gold on B79 and the VicRail "teacup" colors of tangerine and silver. In this view taken at the Mildura locomotive storage sidings on 30-12-1983, both styles were outdated, having been replaced by the V/Line name and colors of orange and grey. Photo: Bruce McLean
Mildura diesel locomotive fuel point. 14-4-1984. Photo: Bruce McLean
Investigations into the re-establishment of a turntable or triangle were made in 1984 following the decision to run S Class diesel locomotives to Mildura in July 1984. S Class locomotives have a single ended driving position and were required to be coupled to another locomotive in the absence of turning facilities.
In September 1984, work commenced with the installation of a new fuel point on the site of the existing fuel point. The existing facilities were inadequate for the task required by diesel maintenance staff and there was an environmental requirement to improve the collection of waste.
Work was well underway with the removal of existing facilities and site preparation for the new fuel point on 22-9-1984. Photo: Bruce McLean
By 4-10-1984, concrete footings were in place for the new fuel point. Photo: Bruce McLean
Foundations and drainage surface completed for new fuel point at Mildura. Locomotives could still have access to the sidings through points at the down end of the sidings. 12-10-1984. Photo: Bruce McLean
The new fuel point structure was well advanced by 24-11-1984. Rails have been restored over the concrete catchment apron. Photo: Bruce McLean
First use of the new Mildura diesel fuel point was made on 1-12-1984. The shed at the rear of the tall structure houses fuel pumping equipment. Photo: Bruce McLean
An extension to the locomotive servicing pit road was added in July 1986.
A short extension to the locomotive service pit road was constructed in July 1986. The extension made the pit more accessible with large locomotives such as the G Class. 25-7-1986. Photo: Bruce McLean
An off-register steel B van (formerly B82) was placed at the locomotive inspection pit. 16-10-1986. Photo: Bruce McLean
The morning sun catches T363 at the Mildura fuel point with a diesel locomotive fuel tank. The train examiner's hut is to the left. 23-8-1987. Photo: Bruce McLean
G530 and B61 bask in the sun at Mildura locomotive stabling sidings in this view taken from the site of the original steam locomotive coal stage and turntable. 23-7-1988. Photo: Bruce McLean
In February 1989, two large above-ground diesel fuel tanks were transferred from Korong Vale to Mildura. The intention was to provide a reserve of fuel at Mildura, however the tanks were not commissioned and were eventually removed. The new G and N locomotives with their large fuel tanks and economical operation may well have been the reason for the failure of this project to proceed.
Diesel fuel tanks from Korong Vale relocated to Mildura. 12-3-1989. Photo: Bruce McLean
Concrete foundations for placement of the tanks was undertaken in April 1990. 13-4-1990. Photo: Bruce McLean
By early May 1990, the tanks had been placed into position, repainted and an earth safety wall had been erected around their perimeter. From time to time rolling stock had been pushed through the car shed sidings and with the tanks in a direct line, there was some concern that they may not be strategically located in a safe position. 10-5-1990. Photo: Bruce McLean
Following the arrival of "The Vinelander" at Mildura, the usual motive power, an N Class locomotive, spent the day shut down on the extension off the inspection put road. On 27-10-1990, exactly 87 years after the railway to Mildura was opened, N469 was stabled at the locomotive sidings. Photo: Bruce McLean
Commendation to Mildura Loco Foreman, Mr. Ian Cogdell, featured in V/Line Update magazine, September 1989. Source: Bruce McLean Collection
Part of the Mildura loco foreman's domain - the service pit for locomotives and rolling stock. G512 stands on the service pit extension. 7-1-1991. Photo: Bruce McLean
The Mildura locomotive fuel point precinct as it appeared on 16-2-1992. Photo: Bruce McLean
The fuel point canopy and fuelling equipment. Mildura. 9-4-1993. Photo: Bruce McLean
By May 1994 it had been decided that the fuel supply arrangements planned with the tanks transferred from Korong Vale would not proceed. The tanks had not been connected and had remained out of use since their installation. The tanks and associated fittings and earthworks were completely removed in May 1994 and it is believed they were transferred to Portland.
The area formerly occupied by the fuel tanks transferred from Korong Vale after removal of the tanks and earthworks. 1-6-1994. Photo: Bruce McLean
It was also decided to decommission the fuel point at Mildura and the diesel fuel tank was removed at the same time as the ex-Korong Vale tanks were removed.
The diesel fuel tank removed from the fuel point. Note the goods wagons stored in the passenger carriage shed following the cancellation of passenger train services to Mildura. 1-6-1994.Photo: Bruce McLean
In the later half of 1984 it was decided to introduce wagon examinations at Mildura using the skills of the depot sub-foreman and his train examiner staff. Following each completed and satisfactory examination a stencil was applied to the wagon indicating the location and date of the service. Wagon maintenance and minor repairs were transferred to the locomotive service pit in August 1994. This work was previously undertaken on the remaining portion of the riverfront downgrade line.
An additional B van body was located at the Mildura locomotive service pit to provide storage for equipment to be used for wagon examinations. 20-8-1994. Photo: Bruce McLean
Three X Class locomotives - X43, X39 and X50 - stand at Mildura locomotive sidings. 15-3-1997. Photo: Bruce McLean
In late 1996, planning commenced for the installation of a 70 foot "rocker" type turntable in Mildura. This project was raised in the interesting circumstance of the Ministry of Transport decision to invest money raised from the sale of "S" class passenger carriages in an investment associated with the Mildura line. It was intended as a gesture to encourage the use of tourist trains following the withdrawal of "The Vinelander" rail passenger service.
The first proposal was to refurbish the sleeping carriages held in storage since withdrawal of "The Vinelander" but the cost of restoring one carriage was greater than the money available. The second proposal was to install a turntable. This was reasoned as a practical project as it met the cost criteria; served a useful purpose for V/Line freight to enable diesel locomotives to be reversed; it would encourage steam locomotive operators to arrange tourist trains to Mildura without incurring the operating inconvenience and high costs associated with running steam locomotives tender-first between St. Arnaud and Mildura; and it would be beneficial for the future introduction of driver-only operation of trains whereby locomotives with cabs modified for one-way running could be reversed as required. Additional funds from the Driver-Only Project in the Public Transport Corporation enable the full cost of the project to be met.
Mr. C. Rutledge of the Public Transport Corporation based at Seymour and Mr. I. Caldwell, the corporation's Heritage Officer, were appointed to supervise the project. Mr. Rutledge decided that the most suitable location was on the site of the original stockyards, adjacent to the locomotive sidings. Access to the turntable would be provided by extending No.2 road in the carriage shed. The author co-ordinated local contractors required for the undertaking.
Construction of the turntable commenced on 12-3-1997 with excavation of the pit. Photo: Bruce McLean
Excavation work commenced on 12-3-1997. A block containing 25 metres of concrete was poured on 19-3-1997 to locate the centre mounting (ex Woodend turntable).
Concrete for the centre pivot point and abutments were completed by 22-3-1997. Note the alignment of No.2 road in the carriage shed with the turntable concrete works. Photo: Bruce McLean
A drainage system was required for the pit and it was necessary for a pipe to be placed under the mainline and locomotive storage tracks to reach a point on the opposite site of the turntable. Workmen cut the tracks and installed the pipe in over the weekend of 26 and 27-7-1997. Locomotives in Mildura for the weekend were stabled in the carriage shed.
Locomotives X34, X32, X50 and X47 standing on the Mildura carriage shed roads during construction of a drain across operating tracks in connection with installation of the new turntable. 26-7-1997. Photo: Bruce McLean
Workmen C. Rutledge (left) and I. Cordwell attend to finishing touches on the turntable centre (for rotating and pivoting the turntable beam). Note the drainage outlet in the bottom of the pit. 29-7-1997. Photo: Bruce McLean
The turntable beam was transferred from storage at Spotswood to Ballarat North Workshops where missing components were replaced, before being forwarded to Mildura by road transport. Two large cranes lifted the turntable onto the centre pivot at 10.30 a.m. on 30-7-1997.
Cranes lower the turntable beam onto the centre. 30-7-1997. Photo: Bruce McLean
The turntable beam was sand blasted to remove years of storage rust and members of the Redcliffs Historical Steam Railway were contracted to paint the steel with anti-corrosion paint.
Construction of the pit circular turning rail was the next step to be undertaken. 2-8-1997. Photo: Bruce McLean
Workmen completed placement of wooden sleepers and rails on the turntable deck, the ring rail in the pit and the connection to No.2 road from the carriage shed by 21-8-1997.
Laying out of timber sleepers and side-walk supports on top of the turntable beam. 17-8-1997. Photo: Bruce McLean
The overall scene on an industrious day as sleepers are laid out for the connection from the carriage shed to the turntable, the turntable sleeper decking is completed and an excavator prepares the trackbed for a short extension off the turntable. 18-8-1997. Photo: Bruce McLean
The laying of rails on the turntable beam required a high degree of accuracy to ensure that each rail aligned correctly when the turntable was rotated. Note the completed circular running rail. 21-8-1997. Photo: Bruce McLean
The first locomotive to test the new installation was X44 at 11.10 a.m. on 22-8-1997.
X44 was used to test the turntable with the crew of Drivers N. Briant and L. Franco. 22-8-1997. Photo: Bruce McLean
The turntable test produced a very satisfying result for the installation crew from the Seymour Railway Heritage Centre. 22-8-1997. Photo: Bruce McLean
Fitting of handrails, locking apparatus, painting and decking completed the turntable project. The final work was undertaken by members of the Seymour Railway Heritage Centre who brought a special steam train to Mildura in September 1997 and used the turntable for reversing the steam locomotive. 20-9-1997. Photo: Bruce McLean
After minor works were completed the turntable was commissioned on 31-10-1997, however it was used for testing purposes under the supervision of Project Supervisor Rutledge when steam locomotive J515 and diesel locomotive GM36 were turned on 21-9-1997 during their visit on a charter trip from Melbourne.
J515 was the first steam locomotive to be reversed on the turntable during a visit by the Seymour Railway Heritage Centre to Mildura. 21-9-1997. Photo: Bruce McLean
Former Commonwealth Railways GM36, now restored by the Seymour Railway Heritage Centre, was also turned during the excursion to Mildura. 21-9-1997. Photo: Bruce McLean
The first Freight Victoria locomotive to use the turntable for operational purposes was diesel-electric locomotive X50. X50 was coupled with X33, however X33 had failed and as X50 was facing in the wrong direction for driver operation, it was decided to reverse it on the turntable and make it the lead engine. This took place late in the afternoon of 20-11-1997.
The turntable has almost completed its task of reversing X50 so that it could lead X33 on 9140 goods to Melbourne late in the afternoon of 20-11-1997. Driver N. Briant is standing by the lock the turntable when it is correctly in position. 20-11-1997. Photo: Bruce McLean
An unusual vehicle requiring reversing on the Mildura turntable was the Track Recording Car EM100. A failure of equipment at the end required for forward travel back to Melbourne was believed to be the cause for reversing the vehicle. 29-6-1999. Photo: Bruce McLean
G521 and X54 stand at Mildura on 22-4-2000. Photo: Brian Evans
Enterprising train crews took advantage of the vacant carriage shed to stable the locomotive used on the daily inwards and outwards freight train to minimise the heat generated by the sun if it stood in the open all day. 27-6-2001. Photo: Bruce McLean
G515 is the only locomotive standing over at Mildura on the weekend of 31-5-2003. G515, carrying the original Freight Victoria paint scheme, arrived in Mildura on Friday morning 30-5-2003 and departed on Sunday evening 1-6-2003 for Melbourne Yard. Photo: Bruce McLean
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