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The advantages and possibilities of irrigation in India and California seen by Mr. Alfred Deakin, the Minister of Water Supply in Victoria, in the early 1880's, caused him to become an earnest advocate of irrigation projects in Victoria. Through his vision of what the Murray River had to offer in irrigation, he invited George and Benjamin Chaffey of Toronto, Canada, to see if they could create in Victoria anything like the successful irrigation settlements they had developed in California, U.S.A..
In August 1887, the Chaffey Brothers formerly entered into possession of Mildura, 20 miles upstream of the junction of the Murray and Darling Rivers, about 350 miles north-west of Melbourne. "Mil-dura" is aboriginal for "red rock".
The mallee scrub was cleared, land was surveyed, channels were dug, pumps installed, business premises and homes were built and Mildura became a hive of industry.
By 1893 the Chaffey Brothers had spent 350,000 pounds on reclaiming the virgin land and converting it to an irrigation settlement growing a variety of fruits, principally citrus, apricots, peaches, pears and vines. But no fruit colony could hope to survive without a railway.
In America, the policy was to construct a railway to keep the colonists alive, but in Australia the policy was to wait until the colonists could keep the railway alive. A railway had been promised by the government as a matter of course, but just as the fruit was ripening, the river closed - being too low for reliable navigation.
Paddlesteamers couldn't take Mildura's produce to the railheads at Kerang (opened 1884) and Swan Hill (opened 1890) and this meant a long dusty overland journey in drays for delicate fresh fruit, unsheltered from mid-summer heat, followed by a 24 hours rail journey to Melbourne, resulting in bruised and rotten consignments.
How to travel to the Renmark and Mildura irrigation colonies from Adelaide in 1888. This advertisement appeared in "the Red Book" published by the Chaffey Brothers. Source: Bruce McLean Collection
Mildura was an experiment sanctioned by the government, but it soon became obvious that to succeed in getting a railway the usual practice of long agitation with likely considerations of political gain, was the only way the government promise would be consummated.
In May 1888, N.B. McKay (elder brother of H.V. McKay, inventor of the Sunshine Harvester) founded "The Mildura Cultivator" newspaper and agitation for the crucial railway link began in earnest.
Advertisement for "The Mildura Cultivator" in "The Australian Irrigation Colonies" - more commonly known as `The Red Book' - published by the Chaffey Brothers in 1888 as a prospectus to attract British investment to Mildura and Renmark. Source: Bruce McLean Collection
The construction of railways into the Victorian Mallee (which was bereft of formal settlements other than the fledgling Mildura Irrigation Colony) provided an opportunity for development of a railway network in a systematic manner. The topography was comparatively flat and the land was mainly crown domain. The Mallee Lands Act of 1883 provided for the major part of the Mallee to be divided into blocks of various sizes. The right to lease was sold at auction and the purchaser was entitled to hold one portion as lessee until 1903 and to hold the other as occupier for five years when it would be surrendered to the Crown after clearing the vermin and improving the land. Much of the land was found to be ideal for wheat growing.
From "The Story of the Mallee" by A.S. Kenyon C.E. - by kind permission of the publishers I.A. Wood and K.C. Hofmaier.
Railway construction to the west and towards the north-west of Victoria had reached Dimboola (1882), Warracknabeal (1886), Donald (1882) and Wycheproof (1883).
In September 1888 a deputation of Mildura businessmen met Mr.Gillies, Minister of Railways, and asked if a railway line to Mildura could be included in the next schedule and that flying surveys be taken of the various proposed routes - along the Murray from Swan Hill, or through the mallee from Warracknabeal, Donald or Wycheproof. Mildura residents however, were not concerned about the question of route as long as they had a railway. It was pointed out that there would be an immediate trade in stock and meat and it was important to prevent Mildura trade being diverted to Adelaide. (The railway construction Engineer-in- Chief's correspondence register contains an entry dated 5-1-1881 from the Land's Department urging settlement of the railway route to Wentworth in order that land now reserved may be thrown open for selection).
The Victorian Railways were no doubt encouraged by the government to place this advertisment in the Chaffey Brothers "Red Book". Ironically it was the reluctance of successive governments to extend the Victorian railway network to Mildura that almost brought the fledgling colony to its knees. Source: Bruce McLean Collection
Mr. Gillies stated that orders would be given at once to have flying surveys of the various proposed routes carried out. In February 1889, it was announced that a start had been made with a flying survey from Dimboola to Mildura, a distance of 150 miles.
Meanwhile, agitation for the extension of the railway to Swan Hill (then under construction) to Mildura was forthcoming from Kerang, who maintained that by extending the Swan Hill line, only 117 miles would have to be constructed, as against 145 miles from the nearest point via Wycheproof, the fully occupied Murray frontage would be served, and that by constructing the line by any other route, a large tract of unoccupied mallee land and salt country would be traversed without any prospect of remuneration or return.
A survey party of 15 men in charge of Mr. Darbyshire of the Victorian Railways, commenced surveying a railway route from Swan Hill to Mildura in August of 1889, but the Swan Hill "Guardian" reported that it was `the height of folly to run a railway alongside the grandest river in the colonies' - not when the route could be `opening up new and better country and not competing with the river carriage'. The "Guardian" supported the Dimboola route, the survey of which by this stage was being proceeded with from both the Dimboola and Murray ends.
Mr. Rennick, Engineer-in-Chief of the Railway Construction Branch of the Board of Land and Works, unveiled a `grand Mallee railway scheme' in 1892. It featured four lines reaching north from Boort via Quambatook to the Murray River near the junction of the Murrumbidgee River; from Birchip to the Murray near Euston; from Hopetoun to Mildura; and from Dimboola to the Murray near Wentworth. According to that plan, the Mallee would have been divided into strips 20 - 24 miles wide, no settler being more than 12 miles from a railway. It should be noted that political considerations were to ensure that the Engineer-in-Chief's plan was not to be followed even though the lines actually constructed through the Mallee were of a north-west trend.
A copy of this important correspondence from the Engineer-in-Chief to the Minister of Railways, dated 27-9-1892 is reproduced below:
Copy of Memorandum from the Engineer-in-Chief of the Railway Construction Branch of the Board of Land and Works to the Minister of Railways dated 27-9-1892. Source: Public Records Office VPRS 418, Unit 13, File 2005/92
Mallee lines proposed by the Chief Engineer (Mr.Rennick) in 1892. Map: Chris Wurr
Proposals for lines from Warracknabeal to Galaquil and Donald to Corack were included in the 1890 Railway Bill which was not passed by parliament. In 1891, the new Parliamentary Standing Committee on Railways investigated many of the lines in the Bill including these proposals, now referred to as Donald to Wirrimbirchip (Birchip) and Warracknabeal to Galaquil (Beulah). The report was handed down on 11-11-1891, the Committee recommending that both lines be constructed. Construction was authorised by Act 1273, assented to on 5-12-1892 with the Act to be effective back to 20-2-1892. Warracknabeal to Beulah (opened 5-1-1893) and Donald to Birchip (opened 28-3-1893) became the first extensions to be constructed to the fringe of the Mallee.
S307 at Donald in 1893. An extension from Donald to Birchip was opened on 28-3-1893. It was to take another ten years for this line to be extended through to Mildura. Photo: Victorian Railways
The commercial tragedy referred to as the `1893 Bank Crash' had caused a depression in the economy. Public works were brought to a standstill - depleting Mildura's hopes for a railway. The Premier gave the isolated colony encouragement, however, when he announced that the government would submit proposals to parliament for the extension of lines from Boort, Wycheproof, Beulah and Dimboola into the Mallee. One of these lines was to be carried through that country on to Mildura and Wentworth to tap the Darling River trade. He was much impressed, he said, with the future of the Mallee. It could be readily and cheaply brought under cultivation and lines could be constructed in that part of the colony at a low price per mile.
In April 1893 at an enthusiastic public meeting convened by the Shire of Mildura, the Mildura and Wentworth Railway League was formed. At the same time, a deputation of Mildura businessmen interviewed the Premier, who remarked that there would probably be no objection to allow the line to be built by a syndicate on the land-grant system.
Letter from E.C. DeGaris, Secretary of Mildura and Wentworth Railway League, to the Premier and Minister of Railways advising of the formation of the League and its purpose to conduct negotiations with government to obtain a railway for the district. 29-3-1893. Source: Public Records Office
Almost immediately, a syndicate led by Mr. George Darbyshire, former Engineer-in-Chief of the Victorian Railways in the years 1856 -1860 and 1891, and the first staff appointment made by the newly created Victorian Railways department in 1856, laid a proposal before the Premier.
The conditions on which the offer was made were that the syndicate would construct certain lines in the Mallee with the government supplying permanent way materials at cost price, delivering materials free to the nearest railway station and to guarantee 2.5% on the cost of construction. The syndicate also stipulated that it shall obtain a grant of 2,000 acres of land for every mile of railway constructed, with the government having the right to purchase the line at the termination of 21 years. The Premier rejected the proposal stating that, whilst he was not adverse to the principle, he considered that the terms were not sufficiently advantageous to the government.
A deputation from the Wycheproof district waited on the Premier in July 1893 urging the government to introduce a Bill authorising the extension of the railway from Wycheproof into the Mallee as far as Kaniera (Culgoa) as the first section of the railway through that portion of the colony to Mildura. About 800,000 acres of good mallee land would be served by this extension, 53,000 acres of which were already under cultivation.
Bendigo interests were behind the Wycheproof - Mildura Railway League. This letter was forwarded to municipalities throughout the State in 1894 to gain support. Source: N.W. De Pomeroy Collection
A petition in support of the Wycheproof extension was prepared and submitted by the Mildura and Wentworth Railway League in response to the government's renewed interest in the Mallee - Mildura's first indication of reservedly declaring in favour of a route.
The "Mildura Cultivator" claimed that a serious tactical blunder had been committed by the League. Dimboola, Donald, Kerang, Warracknabeal and Wycheproof were all working for the connection by rail between Melbourne and Mildura and that the probable result of the hasty step would be to delay the line, as the districts that were willing to work for Mildura before, in the expectation of being chosen as the starting point for the extension, would now work against Mildura for the same reason. Mildura's declaration was subsequently dissipated amidst a series of deputations from Bendigo, Ballarat, Geelong, Portland, Warrnambool, Horsham, Dimboola, Stawell and Hamilton, to the Minister of Railways, Mr.Richardson, all anxious to secure connection to Mildura.
The Warracknabeal "Herald" called for concerted action by those favouring a connection through Hopetoun whilst a meeting in Hopetoun proposed a combined conference with interests from Geelong and Ballarat. Representatives from Ballarat, Geelong, Ararat, Stawell, Warrnambool, Bellarine Shire, Barwon, Bungaree, Buninyong, Dunmunkle, Warracknabeal and Hopetoun subsequently met in Ballarat. Representatives of railway leagues at Horsham and Dimboola were excluded because of their hostility to the proposed Hopetoun route.
Supporters of other routes, particularly Wycheproof and Sea Lake, claimed the conference was not representative of all interests and called for a similar conference at Bendigo to press the advantages of the extension from Wycheproof. Thus the battle for the Mildura connection became Ballarat versus Bendigo with keen interest from almost every part of the State whilst Mildura sat back and watched the fray.
In December 1894 a combined conference met at Ballarat, representative of Bendigo and Western District interests, and endorsed the concept of the construction of two extensions; from Hopetoun (opened 6-3-1894) and Wycheproof through Sea Lake, to junction at a point 40 miles north of Hopetoun.
On 17-1-1895 in the Legislative Assembly, a report titled `Railway Construction - Mallee Lines' was tabled. The Minister of Railways moved that the question of further extension of railways in the Mallee district be referred to the Parliamentary Standing Committee on Railways for consideration and report.
He said there was such a strange conflict of opinion as to which route for the railway should be adopted in the Mallee, so as to tap the Murray at Mildura or Yelta (on the Victorian side of the river, opposite Wentworth), and whether it should be considered purely in the interests of the Mallee farmers, and where the line should start from. The only solution was to have the Railway Committee visit the area and deal generally with the question of railways in the Mallee. The motion was duly carried and shortly thereafter the Standing Committee commenced to gather evidence.
The "Mildura Cultivator" stated that it hoped the committee would visit the settlement in the middle of the low river season so that the urgency of Mildura's claims would be clearly demonstrated by the sight of hundreds of tons of dried fruits lying in the packing houses until the river re-opened.
Before the committee arrived, the railway had reached within 120 miles of Mildura with the extension of the Wycheproof line to Sea Lake. The government came in for much criticism for approving the extension (to provide employment relief) without referring to the Railway Standing Committee. In March 1894, the line was surveyed by contract let under instructions and work commenced on construction under the Butty Gang system in anticipation that parliament would authorise the line. The route was chosen through Mallee blocks in the process of development or available for settlement. The Wycheproof - Sea Lake Bill (Act 1383) was assented to on 29-1-1895. A limited service of three trains a week commenced on 8-3-1895.
With the impending arrival of the Standing Committee, activity in Mildura and the other Mallee towns affected, increased to a high level of enthusiasm. In Mildura, the focal point of the railway argument, members of the "evidence committee" of the local Railway League met at the Shire offices to arrange the order of witnesses and to decide upon the extent and nature of the testimony to be tendered to the committee. Enquiries had been made to determine the support that would be given by the pastoralists in the lower Riverina to a project to establish a meat freezing works at the proposed terminus of the line and the news had been "uniformly favourable".
The "Mildura Cultivator" editorialised strongly against the detractors for a railway connection (who claimed the line would not pay) arguing that "it will be conclusively shown that the tonnage to and from this settlement alone will more than pay the interest and working expenses on the 100 miles of railway which have yet to be constructed".
Mr. H. Williams, a former Shire President, in a letter to the "Mildura Cultivator" posed the question: "If the people of Mildura are so confident that the proposed railway will pay, that they are prepared to give some guarantee that it will do so?" In a supporting postscript the ever-optimistic Editor indicated "there is no doubt that the Mildura people would be quite willing to undertake the payment of an extra rate to make up the deficiency of the revenue from that portion of the line that has yet to be made. And it is equally certain that they would risk nothing in entering into such an undertaking".
It was a brave front in the face of the ravages of the 1893 bank crash that had led to hundreds of Mildura settlers walking off their holdings to seek their fortunes from the goldfields of Coolgardie and Kalgoorlie. The bank doors had closed, the irrigation channels were leaking from lack of maintenance and the Melbourne "Argus" asked "Is Mildura Worth Saving?" But there was a powerful spirit of optimism among the settlers who firmly believed that a railway would pull Mildura through.
The date of the visit to Mildura by the Standing Committee was announced. The party of twelve would start on 5-4-1895 for Mildura travelling by rail to Hopetoun then by "conveyance", reaching Mildura for a stay of two days before returning through the Mallee by way of Jeparit and Dimboola. To be a member of the Victorian Parliamentary Standing Committee on Railways, called upon to travel through the harsh and difficult Mallee country at this time, required a certain amount of courage. The itinerary proposed (`but subject to alteration and dependent on the journeys through the Mallee being accomplished in the times specified') was slow and difficult, as tracks were poor, remote and the never-ending sand hills were keen to devour any intruder.
The itinerary for the committee's inspection is an interesting example of the planning and consultative process practiced in the age of railway extensions into Victoria's hinterland:
Friday 5th April 1895 |
Leave Melbourne for Murtoa by Adelaide Express at 4.20 p.m. Arrive at Murtoa at 11.28 p.m. |
Saturday 6th April |
Leave Murtoa for Hopetoun by 1.45p.m. train, arrive at Hopetoun at 6.10 p.m.; take evidence. |
Monday 8th April |
Leave Hopetoun early and drive toYellanjip (about 45 miles), camp at Yellanjip on Monday night. |
Tuesday 9th April |
Leave Yellanjip early and drive to Kulkyne, on the Murray River (about 55 miles), stop at Kulkyne station on Tuesday night. |
Wednesday 10th April |
Drive from Kulkyne to Mildura (about 40 miles). |
Thursday 11th and Friday 12th April |
Inspect Mildura settlement and take evidence. |
Saturday 13th April |
Drive from Mildura to Yelta, at mouth of the Darling River, take evidence re railway extension to Yelta, and stop at Mildura on Sunday 14th April. |
Monday 15th April |
Drive from Mildura through the Mallee to Tarajee (Tiega), camp at Tarajee on Monday night. |
Tuesday 16th April |
Drive from Tarajee to Albacutya. |
Wednesday 17th April |
Drive from Albacutya to Jeparit (about 20 miles). Take evidence at Jeparit regarding the extension of the Jeparit line northwards, and also regarding line from Jeparit towards Netherby and Broughton. Leave Jeparit by special train timed to leave Jeparit at 2 p.m. and catch 4.32 p.m. from Dimboola to Horsham. Arrive at Horsham and take evidence. |
Thursday 18th April |
Leave Horsham by 11.25 a.m. train. Arrive at Melbourne at 11.07 p.m.. |
The committee duly arrived as scheduled in Mildura. "The Mildura Cultivator" in summarising the two days of evidence, stated that Mildura's claim for a railway must undergo the "most searching scrutiny" with two prime conditions to be satisfied; one; that the district is in urgent need of a railway; the other, that the State will be certain to derive a profit from it. The members of the Standing Committee had made no secret of their satisfaction with the first condition. The settlement had all the elements of stability and had been created by private enterprise at no cost to the State.
The answer to the second point would be in the findings of the Committee's "Mallee District Railways" report presented to parliament on 25-7-1895. Seven proposals were investigated and the committee found that it would be unable to justify construction of any route to Mildura on economic grounds. It would have afforded the committee "great pleasure" to recommend the construction of a through railway at once but it was of the opinion that the revenue to be derived would fall short of the amount required to cover working expenses and the cost of construction. When travelling over existing lines, the committee observed large tracts of lands in close proximity to the railways that had not been cleared or rolled down, and apparently abandoned. Much of the land was still held by pastoral leases until 1903 and until it was properly settled and productive it was obvious a railway could not be projected.
The committee however, in recognising the advancement of the Mildura settlement, recommended the cutting of a new track from one of the present railway termini straight through the Mallee to Mildura.
Mildura's fortunes were now at a low ebb. The depression, the loss of the fruit crop earlier in the year destroyed by untimely rain, and now, the rejection of the much-needed railway.
The rejection prompted Mr. H. Williams and Mr. P.G. Lavater of Mildura to put up a proposal to complete the railway extension to the Darling Junction by private enterprise, basing their plan on the land grant system and the fact that "it was an established proposition that the line would be a profitable one". They were aware that compensation of Mallee leases along the route would apply to a private line as much as a State line. The Minister of Railways informed the syndicate that nothing could be done until the Mallee Lands Amendment Bill had been debated. Nothing more was heard of the proposal.
(The concept of private construction was not new in the Mallee. Mr. E.H. Lascelles, a significant Mallee block lessee with holdings around Hopetoun and Minapre (Lascelles), wanted to sub-divide his blocks to encourage the extension of settlement and proposed the construction of an extension of the railway from Beulah to Hopetoun. Lascelles successfully achieved a specific Act of Parliament (No.1260 assented to on 26-9-1892) authorising the extension. Services and rolling stock would be provided by the government as if it were an ordinary line. Lascelles was unable to complete construction due to the 1893 financial slump and construction was taken over by the Victorian Railways and opened for traffic from 6-3-1894.)
In December 1895, the Chaffey Brothers closed their doors in Mildura and Renmark with their company in liquidation. They were ruined. George Chaffey failed to raise further finance in London by endeavouring to sell their Renmark concession in order to save Mildura.
Royal Commissions were held in Victoria and South Australia to examine the failure of the settlements. George Chaffey, dispirited and broken-hearted, returned to America (where he went on to develop successful irrigation schemes in Arizona), whilst his brother, W.B. Chaffey, stayed to work the soil and encourage the remaining fruit growers with a fierce optimism that was to see the settlement pull through.
The report of the Mildura Royal Commission gave the settlement encouragement when it acknowledged that the slow and unreliable water transport and the closure of the river had contributed to the problems of the Mildura settlement. This basic argument carried by Mildura since 1888 was now officially recognised, but it had taken a tragedy to gain recognition.
Spurred on, the various railway leagues continued to agitate to an unyielding government until late in 1897 when the matter was again referred to the Railway Standing Committee.
With renewed inspiration and vigorous determination, the battle for the railway to Mildura started all over again. The "Mildura Cultivator" was in full flight seizing every opportunity to respond to critics and joyfully acknowledging every element of support given to the isolated settlement.
The Mildura Railway League gathered its forces, meeting "to select witnesses likely to give the committee useful testimony and to allot each his subject". Witnesses marshalled included the President of the Mildura Shire Council, the Director of the Fruit Grower's Association. the Manager of Mildura Fruit Company, the Chief Mechanical Engineer of the Irrigation Trust, the Manager of Kulkyne Station and orchardists.
Railway leagues throughout the Mallee as well as Bendigo and Ballarat were also actively preparing submissions and as previously, competition was keen for connection. Mildura once again saw itself as a valuable prize with the local railway league maintaining its interest was in getting a railway and not a particular route.
The Standing Committee considered evidence for six competitive routes as shown in the accompanying table. Note that each route called for a direct line to Yelta terminus with a branch line of six miles length to Mildura.
Route to Yelta |
Mileage to Construct |
To Melbourne from Mildura |
Mileage from Yelta | ||
Ballarat |
Bendigo |
Geelong | |||
From Albacutya |
134 |
390½ |
325½ |
379¾ |
360¾ |
From Hopetoun |
122 |
367¼ |
302¾ |
357 |
358 |
From Cronomby |
125¼ |
356½ |
296 |
310¼ |
351¼ |
From Sea Lake |
114 |
342¾ |
301¾ |
251 |
357 |
From Ultima |
131 |
343 |
302 |
251 |
357¼ |
From Swan Hill |
141 |
346¼ |
353¾ |
254½ |
400¼ |
In each case the addition of a six miles branch line to Mildura is to be added to the construction mileage.
The final report of the Parliamentary Standing Committee on the Mildura and Yelta Railway was handed down on 26-5-1898, recommending the extension of the Ultima line to Mildura. A broad gauge line at a cost not exceeding two thousand pounds a mile was recommended. To keep down the cost, 66 lb. second-hand rails should be used and the ballasting done with sand.
The extension of the line from Birchip to Cronomby Tank (Woomelang) was also recommended, being promptly adopted by the government. Act No.1550 authorised construction of the line, being passed by parliament on 15-8-1898. Construction commenced three days later and the line was opened for traffic on 18-9-1899.
Surviving record of the 1896 permanent survey from Birchip to Minapre (Lascelles) under C.E. Campbell. Source: Public Records Office
The Ultima to Mildura route was chosen by the Standing Committee as it was one of the shortest to the port of Melbourne and the competing centres of Ballarat and Bendigo, whilst traversing the greatest amount of known good land and the least area of inferior quality land. Although not yet constructed at the time of the recommendation, the extension from Quambatook to Ultima had been authorised by parliament by Act No.1555 assented to on 21-9-1898.
The Mildura Shire Council moved swiftly to ask the government to promptly pass the necessary Construction Bill to ensure there was no further delay. The Premier, Minister of Railways and various Members of Parliament were forwarded copies of the council motion to that effect. But it was not to be that easy.
The Minister of Railways stated that there was no urgent need for passing the Construction Bill during the 1898 session of parliament, as to continue the line beyond Ultima would have to wait until the line to Ultima was built. In addition, the various railway leagues in the Western District opposed the recommendation in favour of extending the Hopetoun line.
A combined conference of the Western District leagues was held in Ballarat in November, enlisting the support of sixteen members of the Legislative Assembly, resulting in the Construction Bill being delayed until the next parliamentary session. In a counter move, the railway leagues supportive of the Ultima route met in Bendigo on 17-12-1898, principally to denounce the Ballarat and Western District leagues.
Mildura received some positive news in March 1899 when the Minister of Railways ordered a permanent survey of the line from Ultima to Yelta, a distance of 131 miles with a branch line of six miles to Mildura, to be commenced immediately. The "Mildura Cultivator", the fearless champion for a railway to Mildura, recorded dryly, "it will be noted by settlers with satisfaction as being a step in the right direction".
The Ballarat and Western District's dissatisfaction with the choice of route was not going to go away. The report had yet to be debated in parliament and the Premier, when questioned on the subject during a visit to a railway employees' picnic in Ballarat, indicated the whole matter of the railway route to Mildura would be fought out when the report was submitted. The Editor of the "Mildura Cultivator" predicted "the battle of the routes may now be expected to begin in earnest".
Melbourne and Bendigo favoured Ultima; Ballarat, Warrnambool and other western district towns, the Hopetoun extension. Sea Lake, in the middle, suggested the line commence from there `as a happy compromise'. A meeting in Maryborough, with delegates from surrounding areas, requested the government to make a trial survey from Cronomby Tank (Woomelang) - the line to that point being presently under construction.
In the meantime, the survey of the proposed railway from Ultima to Mildura commenced, with members of the survey party arriving in Mildura by the steamer "Nile" on 18-5-1899. A permanent track a chain wide was to be surveyed and cleared from Mildura to a point sixty miles to the south - a common point where the various suggested routes met.
Map showing permanent and trial surveys. Reproduced with permission from Noel. F. Learmonth's book "Four Towns and A Survey" published by the Hawthorne Press 1970. Hattah was the `common point' in all surveys to Mildura.
Their first task was to survey two routes through the Mildura settlement - one along Eleventh Street, curving into Cureton Avenue (close to the river frontage) and then in a north-westerly direction towards Yelta; the second along Sixteenth Street, across Benetook Avenue to Fifteenth Street near the Deakin Avenue standpipe, and then onwards to Yelta. (The final choice of route into Mildura eventually became a significant local issue).
In June 1899, Mr. W. Bowring, a prominent shopkeeper in Wentworth, wrote to the "Mildura Cultivator" suggesting that the proposed terminus at Yelta (opposite the junction of the Murray and Darling Rivers and the township of Wentworth) should be relocated upstream to a point on the Murray River known as Abbotsford, where a punt is located. He advanced the argument that the proposed site would be subject to inundation with high rivers necessitating expensive high wharves. Abbotsford offered high banks and was ideal for a combined road/rail bridge to be constructed with the railway extended to Wentworth, requiring an additional two miles of line. Costs could be shared by New South Wales and Victoria. The site was also the only crossing place available between Echuca and Murray Bridge during the 1890/91 floods. Although there was strong support from Wentworth (population 700), there was no great interest generated, however subsequent events would show the foresight of Mr. Bowring's suggestion when the railway was built to the terminus at this point in 1925.
Despite the advocacy of the Ultima route by the Railway Standing Committee and the commencement of a permanent survey, at least along the common path of the competitive routes, there was a very strong feeling being expressed that the Ultima extension, though serving, in the main, usable lands, would bisect unsettled country preventing its future economic development by railways. Another argument advanced, claimed the route would "enter into hopeless competition with river traffic".
A public meeting held at Wycheproof in June in support of the Sea Lake route, urged the government to extend the Quambatook - Ultima line to the Murray near Euston, and the Sea Lake line, which was already settled for 25 miles beyond the terminus, to Mildura and Yelta.
This concept was also supported by Mr. E.H. Lascelles, the prominent Mallee block leaseholder, who felt that would satisfy the Bendigo interests whilst his proposal to extend the Cronomby line to Mildura, joining at a point with an extension of the Hopetoun line, would satisfy both Ballarat and Western District interests. This compromise proposal would obviously serve Mr. Lascelles' best interests too, but there was considerable editorial support - particularly in the Melbourne newspapers who were taking a keen interest in the battle for the Mildura connection. In fact, "The Age" was quite critical of the government for delaying the approval of the line, questioning the claims of Ballarat, Bendigo and Maryborough citizens when "their interests are only remotely at stake" compared to Mildura settlers.
Mr. Rennick, Engineer-in-Chief of the Railway Construction Branch of the Board of Land and Works (who had earlier in 1892 proposed a plan for parallel railway extensions into the Mallee), visited the Mildura settlement in September, passing through the Mallee along the survey route. Mr. Rennick held the view that the Ultima route was the most suitable as it would serve both Bendigo and Ballarat, the cross country line from Inglewood to Dunolly being used to reach Maryborough and Ballarat.
Whilst Mildura was keeping out of the argument regarding the choice of route, the settlement was becoming impatient with government inaction. The Mildura Shire Council decided to urge the Premier to introduce "The Mildura Railway Bill" without further delay and called upon the local railway league to prepare a circular for forwarding to all Members of Parliament showing Mildura's progress, agricultural productivity and the handicap caused by lack of railway communication.
A deputation was planned to the Premier (Sir George Turner) but this was advised as being unnecessary as the question of the Mildura railway was to be dealt with shortly "in a manner satisfactory to all interested".
In the Legislative Assembly in the evening of Tuesday 12-9-1899, "the question of connecting Mildura and Yelta by means of a railway with one of the existing lines" was again referred to the Standing Committee on Railways, the justification being that various parts of the country had asked for another opportunity to submit evidence.
The fourth Parliamentary Standing Committee on Railways consisted of nine members - three from the Legislative Council, and six from the Legislative Assembly - and they set about their task immediately. To illustrate the competitiveness for the Mildura connection facing the Committee, the following is an extract from their report:
"The witnesses representing the Western District of Victoria who gave evidence at Stawell, Ballarat and Geelong favoured the construction of the line from either Rainbow or Hopetoun; the latter route being much the more strongly supported by the Western District. The construction of the line from Woomelang was advocated by witnesses from Birchip, Donald, St. Arnaud and Maryborough, their evidence being given at Maryborough. The Sea Lake route was supported by residents of the Charlton, Wycheproof and Sea Lake districts, who gave evidence at Bendigo; while the extension of the line from Ultima was urged by representatives of the district lying between that place and Bendigo".
The Mildura Railway League was concerned with the delay caused by the enquiry and started to raise doubts about the effectiveness of their parliamentary representative, Mr. J.W. Taverner, Minister for Agriculture and representative in the Legislative Assembly of the Donald and Swan Hill electorate. It was suggested in the local press that "if he has been silently pulling the strings he has not pulled them sufficiently hard to do effective work".
The Committee determined that it was necessary to make an inspection of the greater portion of each route, adding to Mildura's fear of the railway being delayed indefinitely. The local railway league, through Mr. Taverner, M.L.A. urged the Premier, Minister of Railways and the Committee to sanction the construction of that portion of the Mildura railway 52 miles southward from Mildura which is common to all the hopeful routes.
"The Argus" was right behind Mildura's claims, commenting "If the government was dissatisfied with the (Ultima) recommendation, if it believed another route should have been selected, it should have said so plainly, definitely named the route it believed to be the best, and asked the House to refer it to the Committee. By shirking responsibility in this......it has dealt unfairly with the Mildura people".
The prize of Mildura was a great inducement. The announcement that the Committee would be re-inspecting the proposed routes prompted the residents of Sea Lake to voluntarily undertake to cut a track through the Mallee country from Sea Lake to the common point to "make it easy for the committee".
With the opening of the Cronomby (Woomelang) line on 18-9-1899, supporters of the Cronomby route sensed the importance of their line as being the ideal compromise to solve the "battle of the routes". The Cronomby to Mildura Railway League pressed steadfastly for an extension through to Mildura with connections from the Sea Lake and Hopetoun lines junctioning at Minapre (Lascelles).
A change of government compounded the delay for Mildura. The Committee would not be able to commence its inspection until March and indications were that it would be June at least before the question would come before parliament.
Meanwhile, the men doing the permanent survey finished work in time to take the last boat from Mildura to Swan Hill, travelling on the steamer "Nile" on 20-12-1899. There were 27 men in the party with their surveying and camping equipment. Their fares were 30 shillings each and 30 shillings per ton of equipment.
With the excitement of the turn of the century and with little agitation taking place, it was to be February 1900 before there was any further progress. Tenders were called by the Standing Committee for the cutting of a track 12 feet wide along the proposed extension of the Cronomby Line from Minapre, via Ouyen, to the common point at Lake Hattah, about 12 miles from the river at Kulkyne Station. It was claimed the track would pass through the least inferior land. Mr. N. McDonald of Sea Lake was the successful tenderer at ninety pounds and he had 90 days to complete the task.
The Committee commenced its inspection of the Mildura railway routes on 28-3-1900, advancing the following day from Bendigo to the recently opened terminus at Ultima (opened 1-3-1900). Their route then took them through the Mallee to Lake Hattah thence along the Cronomby route via Ouyen and Minapre and across to the Hopetoun terminus. (It was reported in the Mildura "Cultivator" on 7-4-1900 that the party became bogged, lost and after spending one tempestuous night on a sandhill, had to return to civilisation by the coach road from Euston to Swan Hill).
The Sea Lake activists were so keen to impress the Committee with the fertility of the land on their route that a party of seven settlers set out from Sea Lake along their proposed route to meet up with the Committee at Ouyen Tank.
The second stage of the Committee's inspection commenced on 25-5-1900, travelling via Dimboola and Rainbow. They inspected the Pine Plains country along a track heading north-west of the 142nd Meridian, returning via Hopetoun.
The Committee's fourth visit to Mildura and third stage of inspection, began on 4-6-1900 travelling by rail to Swan Hill and then on the steamer "Invincible". No evidence was taken in Mildura, the main object of the visit being to examine from the northern end, the mallee country to the south-west near the 142nd Meridian through which country a line from Albacutya to Mildura would pass. They also spent time at Wentworth to hear the case for the railway being carried through to terminate on the banks of the Darling River. Mr.W. Bowring, who had previously proposed this alteration, pointed out the advantages of a bridge at the high point at Abbotsford, the benefits of a terminus at an old established town compared with the unsettled and flood prone Yelta site, and the future prospect of connection with Broken Hill. They returned to Melbourne via Adelaide, travelling down river on the steamer "Gem".
The Minister of Railways, Mr. Outtrim, also paid Mildura a visit. He was duly impressed with the fruit growing settlement and promised, when the Committee submitted its report, to "bring it before the Cabinet and ask for immediate authority to introduce a Bill to authorise immediate construction of the line".
On 11-7-1900 the Standing Committee, following spirited debate, announced its decision: "That a through line start at Woomelang, the present terminus of the railway which has recently been constructed from Birchip to Woomelang". The vote was 5 Ayes and 4 Noes.
Cover of the 1900 Parliamentary Standing Committee Report recommending the Cronomby (Woomelang) to Mildura route. Source: Bruce McLean Collection
The Committee also recommended "That the cost of construction should not exceed a sum of two thousand pounds per mile, and that with the view of keeping within this amount, the line be ballasted with sand and lightly equipped, and constructed without fencing, as recommended by the Engineer-in-Chief; and that instead of new 60lb. rails as proposed, second hand 66lb. steel rails be used; the present value of the rails being charged against the new railway".
The Committee supported its decision by reasoning that the line would open up 298,880 acres of first class Mallee land around Ouyen, it was one of the shortest to construct and it gave Mildura settlers one of the shortest routes to Melbourne, Bendigo and Ballarat.
With regards to Mildura, the Committee noted the "settlement has advanced materially since the Committee's visit two years ago. The population has increased from 2,500 to 3,020 and the expenditure which has been incurred on channel lining and improvements at the pumping station out of sums advanced on loan by the government, has had most beneficial results".
"The Mildura Cultivator" published this insert showing the proposed Mildura railway on 21-7-1900. It was published with the Standing Committee's recommendation for the Cronomby route known, but the final vote had yet to be taken in parliament. Source: Bruce McLean Collection
In examining the question of opening up the central and northern Mallee, the Committee reported on its inspection of the land east of the 142nd. Meridian, stating "it is important that any railway extension through Mildura to the Darling Junction should be made in such a way as to admit to the areas not served by the Darling Junction Railway being afforded railway facilities when circumstances warrant the extension of any one or more of the other lines terminating in the southern Mallee". The Committee was of the opinion therefore, that the Ultima line should be extended northwards to the Murray River at the Murrumbidgee junction
instead of being taken through to Yelta as recommended in 1898.
It was also advanced that the claims of the Western and Eastern Districts could be met by constructing short connecting lines from Hopetoun and Sea Lake to the Mildura line at Minapre, 20 miles from Woomelang. This concept was in accordance with the proposal put forward earlier by Mr. E.H. Lascelles.
The patient settlers of Mildura were delighted - but wary. Already Ballarat, Horsham and Hopetoun had indicated their dissatisfaction and held a meeting in the Melbourne Town Hall protesting at the exclusion of the Western District from the Murray-Darling trade. In Bendigo, a meeting of railway leagues and municipalities extending from Bendigo to Sea Lake and Ultima expressed opposition to the line.
The "Mildura Cultivator" was not impressed, asking "why should the interests of the colony or even of Mildura, be subservient to the interests of Ballarat or Bendigo?".
Correspondence from the Engineer in Chief's Office setting out the various distances involved with the proposed routes to Mildura. 16-7-1900. Source: Public Records Office VPRS42S Unit 218 File 3212
The final drama in the battle of the routes moved to the Legislative Assembly when 95 members set about, through their debating procedures, to make the decision Mildura had been wanting since the inception of the settlement.
Predicably, given the intense competition for connection, there was parochial and virile debate on the Committee's recommendation. Furthermore, it was frustrating for Mildura.
Mr. A.L. Outtrim, the Minister of Railways, on 12-9-1900, moved, (pursuant to notice and in accordance with the Railway Standing Committee's Act) that the construction of the line of railway from Woomelang to Mildura be referred to the Parliamentary Standing Committee on Railways for consideration and report. He then read two documents, one being a report by the Railway Construction Branch Engineer-in-Chief, Mr. Rennick, and the other by the Deputy Commissioner of Railways (Mr. W. Fitzpatrick).
The document supplied by Mr. Rennick was an approximate estimate of the cost of the proposed line based on a six shillings rate of wage, a length of 124 miles, a ruling gradient of 1 in 75 and a 5'3" gauge. This included land transfer, clearing and grubbing, fencing, cattle pits, excavations, sleepers, ballast, wharf at Yelta, points and crossings, terminal and roadside stations, turntable and engine shed etc. - showing a total of 279,035 pounds, one shilling and sixpence for the line complete (including three years development).
The report by the Deputy Commissioner showed the annual cost (interest on capital expended and working expenses) as 19,655 pounds and the prospective traffic from a tri-weekly service as 13,125 pounds - an estimated deficiency of 6,530 pounds. Reference was also made to a guarantee from Mildura Shire Council of 1,250 pounds per annum and 650 pounds for the carriage of mails, reducing the deficit to 4,630 pounds.
The motion was not successful but was adjourned to the following evening when the reference was authorised after a long debate, by a majority of 15.
The first intimation in Mildura of the passing of the reference was a telegram sent by Mr. Taverner M.L.A. to the Shire Offices, kept open that night in anticipation. The following day, congratulations were received at the Shire Office and the "Mildura Cultivator" office from throughout the colony. The newspaper cautioned its readers by reminding them that there was still a great deal of opposition with some members threatening to "stonewall" the Bill.
The Woomelang to Mildura and Yelta Railway Construction Bill was introduced to the Legislative Assembly on 3-10-1900. An amendment to make Hopetoun the starting point was moved by Western District representatives but the Woomelang route was carried 37 votes to 22. Bendigo representatives endeavoured to block the Bill and prevent it passing the remaining stages, however a move to strike out the word "Woomelang" during the second reading was lost by 18 votes.
The Bendigo representatives tried again in the third reading to have "Woomelang" omitted and a blank left for the insertion of "Ultima" or "Hopetoun" but that was lost by 19 votes and the Bill was finally approved by the Legislative Assembly. The Bill was introduced to the Legislative Council on 9-10-1900 and by the following evening it passed the second and third readings. The only member to offer persistent opposition was the Member for Gippsland Province.
The news of the passing of the Bill was received in Mildura "at about 8 minutes after 11" and was greeted with hearty cheering outside the Post Office. "The Premier", "The Minister" and "Mr. Taverner - Our Member" were each given a three-times cheer and members of the Rifle Club Band gave the news a fitting reception, "using their instruments with gusto and right royalty, conveying to the wakeful settlers for at least a mile around, the news that the Mildura Bill had safely passed the Upper House". The following day Mildura celebrated. Flags were flying mast high and congratulations were exchanged. The "Battle of the Routes" was over.
Front page of the Mildura and Yelta Railway Construction Act 1900 authorising construction of the railway to Woomelang to Mildura and Yelta. Source: Bruce McLean Collection
Short Title
Clauses 1 and 2 - The Act may be cited as the Mildura and Yelta Railway Construction Act, 1900.....
Power to Make Railway
Clause 3 gives the Board of Land and Works power to construct and make a railway commencing at or near the Woomelang railway station and terminating at or near the bank of the Murray River at Yelta - traversing in its course of 124 miles- the parishes of Minapre, Gama, Gorya. Tyenna, Pirro, Mittyan, Boulka, Ouyen, Kear, Nulkwyne, Trinnita, Thanni, Mournpal, Konardin, Nowingi, Nurnurnemal, and Blocks C and A of the Mildura Irrigation Colony.
The Council's Guarantee - A Bond Necessary
Clause 4 provides that construction shall not be commenced until after the Shire of Mildura have entered into a Bond satisfactory to the Treasurer which shall bind it to pay for a period of 10 years from the opening of the line for traffic any sum not exceeding that which would be raised by a one shilling rate imposed on all rateable property in the Shire. This will be payable only in the event of the revenue from the line being insufficient to cover the cost of the working and 3% per annum interest on cost of construction and rolling stock and shall not be demanded whenever it appears that the traffic receipts are sufficient to cover the interest and working expenses.
If the Shire Council make default in paying, then the Treasurer may deduct any amount coming due from any moneys in his hands that may be payable by him to the Council.
When it becomes apparent from the Commissioners' report that the traffic receipts are likely to continue to pay interest and cost of working, the Governor-in-Council may direct that the provision respecting payment shall cease to apply.
Limit of Deviation
Clause 5 - It shall be lawful to deviate the line to the extent of 10 miles on either side, provided that this does not increase the entire length of the line by more than 12 1/2 miles.
Limit of Expenditure
Clause 6 - The expenditure of construction shall not exceed 2,000 pounds per mile and construction shall be on the butty gang system - the wages to be paid to workmen to average 6 shillings, (altered to 7 shillings in Committee) per day of 8 hours.
Breadth of Land for Railway
Clause 10 - The land to be taken or used shall not exceed 100 yards in width except for any station or in cases where the Board adjudge a greater width necessary.
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