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A resolution carried by the Victorian Farmers Union Conference at Ouyen on 2-5-1924 urged the construction of a railway from Hattah towards the South Australian border to open up the 60 miles wide belt of the Millewa between the Murrayville and Millewa North railways.
In April 1925, the Railway Standing Committee carried out a further inspection of Mallee railway extensions which included one from Underbool running north, and another from Trinita siding running west. The former line, in addition to penetrating the Millewa, would serve the salt resources of the Pink Lakes, at that time connected with Linga by a 12 miles long, 2 feet 6 inch gauge petrol-hauled tramway operated by the Sailor Salt Company. The other route would also serve the salt lakes but at a point some six miles to the north of the lakes.
The two principal objections to constructing a railway in the area concerned were firstly, that the settlement along the Millewa North railway was not taking up as quickly as thought, and secondly, that plans to supply the district with water were not finalised by the State Rivers and Water Supply Commission. The Wimmera-Mallee channel system from Lake Lonsdale (near Stawell) had not yet reached the Ouyen - Murrayville line and its extension northwards from Walpeup was still being considered.
The other source of Mallee water supply, the River Murray, was supplying the Red Cliffs - Carwarp scheme from the Red Cliffs pumping station, and from near Lock 9, a channel system fed into Lake Cullulleraine, about 35 miles west of Mildura. A lift of 125 feet supplied the Werrimull -Meringur district and it was planned to construct a second lift of 150 feet to serve the country beyond. Channel surveys towards Rocket Lake were then in progress. The report concluded that until the water supply was finalised and settlement along the existing line progressed further, the question of constructing further Mallee railways towards the South Australian border could not be considered.
Railway construction in Victoria can be broadly grouped into periods according to the economic climate of the time. Up to the period of the 1880's, country railway construction was principally that of main trunk railways linking the larger inland towns with the coast. The next ten years, however, saw not only an extension of the trunk lines, but a web of branch and cross-country lines that more than doubled the size of the system, parallel with the tempo of the land boom years that crashed in the depression early in the 1890's.
It was not long before the colony was encumbered with non- paying railways. New railway construction schemes were subject to investigation by a Parliamentary Standing Committee on Railways before being authorised for construction. This had the effect of keeping new mileage to a minimum. Most of the lines built after the turn of the century were constructed as developmental railways and with few exceptions, this last era of railway construction in Victoria ceased with the changed economic conditions of the late 1920's, coupled with the growth of road transport.
Meanwhile, the trend in most outlying districts was to have the Railway Standing Committee investigate proposals for new lines and the Mallee settlers were no exception to the tendency. Following the opening of the Meringur line in 1925, representations were made by Mr. Old M.L.A. to the Minister of Railways (Mr. T. Tunnecliffe) that new Mallee railways be constructed. The request was met in July 1927, when the Minister informed Mr. A.G. Allnutt M.L.A., that the Railway Standing Committee would investigate a number of railway proposals, one of which was for a broad gauge line to connect the districts lying between the Ouyen to Mildura railway and the South Australian border.
It was claimed that about one million acres of virgin mallee land could be opened up with about 800 farms under a scheme whereby English migrants would be settled. The British government had made 34 million pounds available for such projects and it was administered by the Development and Migration Commission, a Commonwealth government instrumentality, which it was planned, would finance the construction of the railway in part and provide loans at low rates.
Early in September, the Railway Standing Committee began to take evidence in Melbourne, and three lines were suggested:
1. from Underbool due north for 36 miles terminating west of Rocket Lake;
2. from Nowingi, running due west for 56 miles; and
3. from Trinita running due west for 42 miles.
Among those tendering evidence was Mr. W. McIvor, Director of Soldier Settlement, who claimed that Australians, with few exceptions, were far more suitable settlers than migrants. He said that the line running 56 miles west from Nowingi would serve 477,500 acres, against 465,000 acres on the line from Trinita. He favoured a line to serve the whole district running west from a point four miles south of Nowingi, and that a distance of ten miles either side of such line could be served as it was suitable land.
In order that the Committee could investigate the proposed routes at first hand, arrangements were made for them to leave Melbourne on 22-9-1927, in company with Mr. Gepp, Chairman of the Development and Migration Commission, for a tour of inspection and to take any local evidence from interested parties.
The next day, after meeting a deputation at Nowingi, the party motored west to The Oaks, then along the Hattah to Rocket Lake track to Double Tanks (about three miles south- east of the south-east corner of the Parish of Willah) where they were met by settlers, before continuing to Rocket Lake for the night. The following day they continued west to cross into South Australia at Meribah and then on to Renmark where they met the district railway league. Returning to Mildura on 26-9-1927, they travelled via Berribree and Bennett's Tank in the Parish of Morkalla, to hear evidence regarding the proposed extension of the Meringur line.
Not all the settlers with knowledge of the country were in favour of a line west from Nowingi. One claimed that it was utterly unsuitable for farming and that, whilst much of the land was good, it was impossible to obtain water for stock as the soil was too salty. Previous attempts at putting down dams resulted in the fresh water being contaminated with the salt. Even the rabbit-proof fences had a short life as the wire rusted through.
Despite rumours that the Committee did not form a very high opinion of the possibilities of a line west from Trinita, the Mildura "Sunraysia Daily" in its editorial on 4-10-1927, claimed that the Committee saw the country at its very worst - windswept, sand and drought-stricken. Whilst the drought conditions also applied to the route west from Nowingi, there was excellent land in the Raak country, but with two serious disadvantages as a closer settlement proposition. One was the lack of natural water supply and the proved impossibility of giving a channel service or using the ordinarily excavated dam as a storage for water falling on local catchments. The second objection was the general contour of the land and the extraordinary way in which it had been left by Nature with extensive salt pans running through it and dividing the good land.
The State Rivers and Water Supply Commission claimed to have found the answer to the water question by constructing "ironclad" catchments - laying down galvanised iron on a slope and running the water that falls on it into a concrete dam. The Commission built a working model on the Mildura side of Nowingi station on the west side of the line. It was considered that if the ironclad tank system worked, the land would prove fine grazing country, but as a farming proposition, its value was in doubt.
A second inspection by the Railway Standing Committee and Development and Migration Commission was held during October 1927. The report by the Railway Standing Committee was presented in the Legislative Assembly on 20-12-1927, and was unusual in that it made the first recommendation of the Committee for using money under the terms of the Migration Agreement. The proposal was made for a joint investigation with South Australia as to through lines, but recommended that a 35 mile line be constructed from Nowingi to Raak Plain, south of Rocket Lake.
A message from the Governor recommended appropriation for the purpose and a Bill to authorise construction of the railway was introduced by the Minister of Railways. It was hoped for an early start in construction in order to provide work for the unemployed, and to enable the country to be opened up quickly. The Bill had a quick passage through both Houses and the Nowingi to Millewa South Railway Construction Act No.3561 received Royal Assent on 30-12-1927.
Map showing proposed Millewa South railway included in Parliamentary Standing Committee on Railways Reports. December 1927. Source: Bruce McLean Collection
Meanwhile, two major problems clouded the horizon, one of which came as a political storm. By April 1928, no reply had been received by the State Government from the Development and Migration Commission to the proposal of using money from the fund; in fact, the Commission claimed it was still investigating the economic aspects of the scheme. At the same time the actual route was still in doubt. The original survey was for the line to run generally due west from Nowingi for 56 miles 60 chains, with station sites at 5m.64ch., 11m., 18m.11ch., 24m, 29m.12ch., 35m.15ch., 42m.15ch., 50m.56ch., and 56m.50ch. The Act provided for construction to the 35m.15ch, point.
On 10-5-1928, a conference was held between government departments involved in the total scheme with the Minister for Public Works (Mr. Jones) presiding in his capacity as Chairman of the State Cabinet Departmental Committee on Migration and Development. The Railway Construction Branch submitted that due to the unsatisfactory nature of the foundation of a line passing over the Raak, it would be advisable to run the line slightly north, skirting the Raak in a semi-circle and resuming the original course on the western edge. Lands Department officers preferred the original route on the grounds that the deviation carried the line through inferior land. An inspection of the two routes resulted in the deviation route idea being abandoned. It was said that it added an extra four thousand pounds and 2.5 miles to the original route.
The State Premier (Mr. E. Hogan), still without a reply from the Development and Migration Commission, decided on 6-12-1928, to proceed with the construction of the line with the 35,000 pounds voted out from the Developmental Railways Account, and hope that the balance of 97,000 pounds would be granted. It was the government's intention that the work would absorb a number of the growing ranks of unemployed from Melbourne.
Under the direction of Mr. H.V. Francis, an engineer with the Railway Construction Branch, work commenced on 8-6-1928 and points for the new line were installed at Nowingi on 12-6-1928. Initially 15 men were engaged on the work, and by the end of June a mile of earthworks was completed. Sleepers cut as far upstream as Echuca were delivered at Mildura wharf from river vessels, and continued the supply at regular intervals. Rails for the line were obtained from the relaying of the main Mildura line which was proceeding in the Ouyen to Mildura section. They were 60 pounds per yard, 31 feet 6 inches in length. and rolled in 1901. By mid-July, the workforce had increased to 106, and a tent town sprang up on the eastern side of the main line at Nowingi and the first quarter-mile of track was laid.
The Nowingi station reserve. In this view the parallel Calder Highway to Mildura, the iron clad rainwater tank (white colored rectangle left of centre), and curved formation of the branch line towards Millewa South can be observed. The grain growing paddocks in the scene were cleared of mallee in the 1970's. 2-5-1998. Photo: Bruce McLean
It was not long before industrial problems developed. In August, the local single men engaged on the works met to discuss the government's action in finding work for the unemployed in Melbourne. It was claimed that the local men were being put off. A resolution was forwarded to the Premier, who replied that the matter had been referred to the Minister of Railways for consideration.
As the construction workers fought the virgin Mallee with its sand drifts and remoteness, another battle was looming in the grey corridors of parliament. The original request to the Development and Migration Commission for 750,000 pounds to carry out the rail, road and water scheme in the Millewa had been modified, reducing the water provision costs from 495,000 pounds to 150,000 pounds. The original channel scheme had been deferred for six years, and the "tank" scheme. using galvanised iron catchments to feed concrete tanks, proposed.
This led to a storm in parliament and an Opposition motion of No Confidence in the government over the handling of the whole scheme was rejected 35 votes to 28 after an all-night sitting on 15-8-1928. The M.L.A. for the Mildura electorate, Mr. A.G. Allnutt, claimed that the government had exceeded the powers given in the Railway Standing Committee report, in which the dominating factor was that of water supply. He claimed the modifications were wrong and would fail, imposing increased burdens on the settlers.
A team of men from the State Rivers and Water Supply Commission was engaged on channel construction north of Rocket Lake. Due to the change in government policy, the work was abandoned. Railway earthworks had reached the Raak and track completed for seven miles. Due to the large amount of earthworks required at the first station, 5m 33ch from Nowingi, the construction of this station was "postponed" on 20-8-1928. A siding to a ballast pit had been constructed on the northern side of the line, with points facing down trains at 3m 40ch from Nowingi. About a quarter of a mile long, it had a loop siding with ramps leading to an overhead loading bridge.
In the absence of a siding at 5m 33ch to allow for construction trains to pass or shunt vehicles, a temporary crossing loop was constructed at 7m 47ch. The loop was dismantled prior to 1931.
From statements made by the Premier, Mr. Hogan, the whole scheme was becoming one of a political battle between the State and Federal governments. Hogan claimed that the Federal government would not recommend to the Development and Migration Commission the claim by Victoria for financial assistance.
On 30-10-1928 the Prime Minister (Mr. S.M. Bruce) replied to the criticisms. He said that the first scheme submitted to the Commonwealth on 27-1-1928 was for a "proposed railway", and that the amending scheme of February 1928 provided for a feeder road system. The Development and Migration Commission stressed the fact that insufficient information had been furnished upon which to base judgement on the economic soundness of the scheme, and it was agreed that a detailed economic survey of the area should be carried out. On wheat growing alone, the Railway Standing Committee estimated an average yield of slightly under 10 bushels per acre, the State Migration Committee estimated from 12 to 15 bushels per acre, but a more cautious Victorian Department of Agriculture expert, after thorough investigation, estimated a probable average yield over 13 years to be 8.5 bushels per acre.
On the data supplied, the Prime Minister considered development of the Millewa land was likely to involve the State in considerable annual loss and return the settlers a meagre income. On 16-7-1928, the Development and Migration Commission placed these findings before the State Migration Committee with the opportunity to revise the scheme, but despite the amendments, they concluded there was insufficient justification for recommending the scheme for approval of both British and Australian governments, until doubts surrounding the proposal had been confirmed or dispelled.
What was the voice of the Mallee - Mildura's "Sunraysia Daily" - saying about the Millewa schemes? On 31-10-1928, in its editorial under the heading "Why Attack the Development Commission?", the paper claimed that the Premier and his followers "made a great mistake" in attacking the Development and Migration Commission....that approval by the Railway Standing Committee of the scheme did not necessarily guarantee its soundness....and that political reasons resulted in the building of numerous uneconomic railways, with the Nowingi to Millewa South line an addition to the total.
The events of the year finally reached a climax on 15-11-1928 when the Development and Migration Commission report was released. Briefly the report stated that the railway program submitted to the Commonwealth government for consideration on 27-1-1928 was for the expenditure of 132,378 pounds, subsequently amended to 146,378 pounds. The roads program was for the construction of 110 miles of road, estimated to cost 175,000 pounds. Concluding, the Commission stated:
(a) The total capital outlay to develop the country opened up by 56 miles of railway would be
at least 2,500,000 pounds;
(b) that the total gross turnover of 713 pounds per farm on 375 farms would be approximately 410,000 pounds which was small considering the capitalisation;
settlers in the area were likely to derive incomes well below the average living wage;
(d) that the Victorian government seriously consider this area development with all associated risks and anxieties, both to the government and prospective settlers, be postponed during a period of test and demonstration which would afford an opportunity for exhaustively investigating all influencing factors.
The following week, the Prime Minister officially notified the Victorian government that his government was not prepared to approve the construction of the railway with funds provided under the Development and Migration Agreement with the British government.
Despite the rejection of financial assistance, work was still proceeding and with nearly 200 men employed, the earthworks were pushing ahead at the 19.5 mile point and the track work to 15 miles. In November, a Mr. Cartwright applied to the Railway Construction Branch for a siding at 13 miles to load three wagons of gypsum per day. Whilst the agricultural prospect looked bleak, the gypsum industry was aware that the line was tapping a huge gypsum deposit, and as shown later, was responsible for the line being productively utilised for the next ......years.
This original railway survey peg was still standing on the Raak Plain, about 16 miles from Nowingi when photographed on 5-9-1976. Photo: Bruce McLean
The new year opened with the track now at the 18 miles station but the workforce reduced to 40 men. An advance survey had shown the site selected for the terminus at the 35 mile post was unsuitable, being situated on a large sand ridge. The Chief Engineer for Railway Construction recommended to the Minister of Railways in February that the line go to the 42 mile point, or stop at the 30 mile, pending further investigation by Railway Standing Committee and that no work be done beyond 30 miles. The track had, at this time, reached 19m. 63ch. from Nowingi.
In March 1929, the Bendigo Plaster Co. asked for a siding at 13m. 50ch., but like the earlier request, nothing was done at the time to serve the gypsum traffic.
Arrangements were made to equip the stations at 10m. 61ch., 18m. 32ch., and 24m.19ch. in April 1929, but materials for the next station at 29m. 40ch. and the 35m. terminus were being held in abeyance until a decision was arrived at as to whether the line would proceed beyond 29m. 40ch.. Goods platforms 75 feet x 16 feet and 200 feet long passenger platforms were erected at the 10, 18 and 24 mile stations.
A temporary loop for use by construction trains was provided at 7 miles 47 chains from Nowingi.
Sleepers were sourced from Mildura, St. Arnaud and Avoca districts.
Easter must have been dry out at the head of the line, as on 18-4-1929, a special train consisting of fourteen 2,000 gallon water tanks was locomotive hauled to the end of the construction track, to serve the construction camp now established at the 24 mile station and where the track reached in June. Doubts were expressed as to how far the line would proceed, although some people considered the line was now only starting to enter the better wheat growing country.
In July, the Chief Engineer for Railway Construction wrote to the Minister of Railways informing him that the track work was completed in full to the 19m. 63ch. point, rails were laid to 24.5 miles, with material for a further 1.75 miles at the terminus. Forty-five men were employed and the ballasting to the 24 mile station would be completed within a month.
November 1929 saw a change of government in Victoria when the Hogan Labor government was replaced by Sir William McPherson's Nationalists. The new Minister of Railways was Mr. F. Groves, who took over the portfolio in the heat of the argument. With the Railway Construction Branch seeking guidance as to the continuation of work or not, he decided to include an inspection of the line on 21-7-1929, whilst in the area on an inspection of the proposed extension of the border railways to Wentworth and Gol Gol in New South Wales.
Accompanied by Mr. C.H. Perrin, Chief Engineer of the Railway Construction Branch and four experienced Mallee farmers, Messrs. A.G. Allnutt M.L.A., G. Goudie M.L.C., E. Bergin and A. Sauer, the party travelled over the line in the Railway Construction Branch petrol "rail motor" to the 24 mile station and then by road vehicle to the 40 mile mark. Returning on the rail motor, parts of the line had to be cleared of sand, which highlighted the sand drift problem first hand.
On his return the Minister was reported in "Sunraysia Daily" that "......it is an absolute calamity to proceed with the extension of the line and it would be a ghastly failure to throw the land open for settlement. It would be suicidal to go any further with the construction of the line until there is evidence of development in the district.......I would not approve of a train being run on the line and will recommend to Cabinet that construction cease at the 24 mile post, but that the ballasting be completed to that point."
To present the story of the railway to its readers, "Sunraysia Daily" arranged for one of its reporters - "Steele Blayde" - to travel over the line to the terminus in the Railway Construction Branch rail motor. The following account resulted from his trip:
"By the courtesy of Mr. H.V. Francis, Chief Construction Engineer of the Nowingi line, the writer of this article was recently enabled to have a rail motor trip to the present end of the line, now some distance past the main workman's camp 24 miles out from Nowingi. Without this courtesy, inspection of the works to date and the country through which the line passes would have been practically impossible.
The line, which is a spur from the Melbourne - Mildura line, debouching west at Nowingi, was to be constructed through the Millewa South country for a distance of 35 miles for the first section (as stated at the beginning of the work) but it may be stopped at about 30 miles. Nothing, however, is certain. To date the permanent way is in good order to past the main construction camp. The grade of the line is 1 in 75 against "down traffic" (that is. away from Nowingi) and 1 in 100 against "up traffic". Fencing as yet is only being done around station yards, and for the present, stations are being finished off at 10.75 miles, 18.5 miles, 24.5 miles and 30 miles from Nowingi. (Author's note: There is no sign of evidence to suggest that any work was undertaken at the 30 miles station ground).
Sand ballast is used throughout, boxed up with limestone, of which an excellent deposit has been found about 3 miles from Nowingi.
After fire had passed through the area of the limestone deposit procured for ballast on the line, it was possible to see the extent of the earthworks and remains of the over-head "chinaman" loader. This view is from the end of the ballast siding. The line from Nowingi passes by the tree line in the background from left to right. 15-6-1975. Photo: Bruce McLean
The rails and fastenings used on the line are those coming out of the re-laid portions of the main Mildura line, and are mainly 60 lb. rails in very good condition. Sleepers, about 2180 per mile, are mainly red gum, obtained between Balranald and Mildura, a few box sleepers having come from further south near St. Arnaud. About 50 men all told are employed on the line at present.
The above is a bald statement of the construction work. The trip itself proved highly interesting. The little rail motor (locally known as "The Red Devil") with its two trailers, is an economical affair that does all the "domestic" and other business of the line. The engine is an old Ford that did 20,000 miles with Mr. Francis on the Balranald line, and has covered 40,000 miles to date, and the trailers carry up to 5 ton. When the writer arrived they were being laden with all kinds of camp supplies from a frying pan to a straw broom, groceries, meat, bread, mail etc.. Foreman W.F. Deacon, acted as driver and Superintendent Francis as conductor. At every stop, goods and mail were unloaded.
Up to 30 miles an hour can "The Red Devil" travel and it can shake up one's breakfast in true Fordian fashion, with musical accompaniment of rattle. At three miles out was the gravel pit on a side line. A ramp ran up over what is termed "a chinaman" and scraping teams were dumping through the trap in the chinaman an excellent quality of limestone rubble. Mr. Francis estimated fully 10,000 yards of good material in the deposit.
Along the main line at intervals, were seen old rails, acting as telephone posts - an excellent way of using scrap metal. At 18.5 miles was the second siding (the first siding is in abeyance yet). Here has been erected a permanent commodious barracks for the five men who will be employed as a patrol gang on the line.
This picture appears to be of ducks and chooks, however the interesting feature is the barracks in the background. These barracks, originally built for railway gangers, became a dormitory for workers employed by the Brunswick Plaster Mills. The remains of stump caps are all that can be found at the site. Photo: Laurie Birthisel, Bruce McLean Collection
Concrete floored iron motor and cycle sheds have also been erected. Construction appeared to be economical and good. At 24.5 miles was the third siding, at present the main construction camp. As "The Red Devil" came along, bonnie children came out to meet him for a short ride.
The workmen are as comfortable as possible in tents, temporary shacks etc.. There is a very clean and well run boarding house for the bachelors and a general recreation room. Gramophones and wireless supply amusement, and the program of a coming evening's entertainment, admission "one mallee root" proved community humour far from lacking. On the "program deluxe" were listed songs, recitations, bagpipe selections, dances etc..
The 18 mile station looking towards Nowingi after fire had exposed the site. The low level platform can be seen to the right with a row of burnt stumps that held the platform facing still in situ. The stumps and ear works for the ramped goods platform can be seen to the left on the site of the loop siding. The imported limestone ballast makes the station and track formation easy to identify. 15-6-1975. Photo: Bruce McLean
Construction work generally impressed one as "good". The permanent way is well and solidly laid, large quantities of broken copi, or gypsum, being used to hold down the earthworks and siding floors from blowing. Leaving Nowingi the run is first through depressed country, timbered with varying mallee, small and large, and broken by recurrent salt pans, thence to sparsely wooded and open plains, finally rising westward to what may be termed good mallee, carrying "porcupine" or spinifex clumps, and deep or top soil. On the open plains was considerable dry food in tussocks, showing the tremendous vitality of our native grasses."
Following the visit to the line by Mr. Groves, the metropolitan press ("Argus" 22-7-1929, "Age" 23-7-1929) published articles criticising the former Hogan government for building the line. The former Minister of Railways in that government, Mr. Tunnecliffe, raised the matter in the Legislative Assembly the next week, in reply to the allegations that the line was a "white elephant" and work would be stopped. He claimed that the government built the line on advice from the Railway Standing Committee, and that there was no objection to the Bill authorising construction during its passage through parliament. Therefore, he did not consider that the present government had a case against the decision to build the line by the previous ministry.
To complete the ballast work on the remaining section, the Railway Construction Branch hired Dd-class locomotives from the Victorian Railways at 30 shillings per day. These were worked out from the Mildura depot during August 1929. The permanent camp quarters were completed at the 18 mile station for the per way workers and two trolley sheds for tools, etc.. The camp at the 24 mile was removed. Materials ordered for the line were still arriving by boat at Mildura and were being stacked adjacent to the wharf pending their use on the possible extension of the Meringur line to Morkalla.
It so happened that the annual tour of inspection by the Victorian Railways' Commissioners of the lines in north-west Victoria was planned for August, and it would be fitting that the Commissioners made an inspection of their latest railway which was making news almost daily. On the morning of Saturday 24-8-1929, the Chairman of Commissioners, Mr. Harold Clapp, and his party, set out from Nowingi to the 24 mile terminus and return, to make history as being the one and only steam-hauled passenger train over the line.
Internal Memorandum to make arrangements for the Commissioner's visit to the Millewa South Line. Note arrangements for a Pilotman familiar with the line to accompany the driver of the Special Train. Special safeworking arrangements were also required. Source: Jack McLean Collection
Section of Victorian Railways Circular S.4170/29 showing the Special Train timetable for the Commissioners' Visit of Inspection of the Mildura Line and branches on Saturday 23rd August 1929. The historic journey to inspect the Nowingi towards Millewa South line, whilst under construction, was the only steam-hauled passenger train to run on the line. Source: Jack McLean Collection
A tri-weekly car goods was proposed to provide the service on the Nowingi - Millewa South line. Nowingi was to become an intermediate electric staff station and trains would operate to
and from Ouyen and provide connections with Mildura and Melbourne trains. The proposed timetable was as follows:
Mon. Wed. Fri |
Tues. Thurs. Sat. |
||
Ouyen depart |
6.00 a.m. |
56 mile depart |
3.00 a.m. |
Hattah arrive Connect with 5.30 p.m. ex Melb) |
7.15 _ |
49 mile |
3.30 _ |
Hattah depart |
7.45 _ |
42 mile |
4.00 _ |
Nowingi depart |
8.20 _ |
35 mile |
4.30 _ |
6 mile |
8.48 _ |
30 mile |
4.50 _ |
11 mile |
9.10 _ |
24 mile |
5.15 _ |
18 mile |
9.45 _ |
18 mile |
5.40 _ |
24 mile |
10.15 _ |
11 mile |
6.10 _ |
30 mile |
10.45 _ |
6 mile |
6.30 _ |
35 mile |
11.15 _ |
Nowingi arrive |
6.55 _ |
42 mile |
11.35 _ |
Hattah arrive |
7.35 _ |
49 mile |
12.10 p.m. |
Hattah depart |
7.45 _ |
56 mile |
1.00 _ |
Ouyen arrive Connect with 10.12 a.m. to Melb. |
9.00 _ |
Plans were prepared for staffing the stations along the route and, like the proposed timetable, reference to stations was according to mileage, no names having been decided upon for intermediate stations or the terminus. The proposed staffing arrangements were:
Nowingi Station Master Class 9, A.S.M. Class 3
6 mile No one in charge
11 mile Caretaker Class 4
18 mile No one in charge
24 mile Caretaker Class 4
30 mile Stationmaster Class 9
35 mile No one in charge
42 mile Caretaker Class 4
49 mile No one in charge
56 mile Stationmaster Class 9
It is assumed that departmental residences would have been provided at each of the stations for Stationmasters and Caretakers. A rest hut was to have been established at the terminus for train crews. In later years the siding at 10 miles came to be known as Sunset Siding, a name most likely to have been adopted by employees of the Brunswick Plaster Mills.
On 17-10-1928, at the direction of the Chairman of Commissioners, the District Superintendent, District Rolling Stock Superintendent and District Engineer, all based at Maryborough, along with Construction Engineer and Outdoor Superintendent, inspected the junction at Nowingi and the route of the new line being constructed. In a memorandum dated 8-11-1928, it was considered that the following works should be carried out at Nowingi:
* Provision of a 200 foot long passenger platform, office and shelter shed
* Lamp Room (ex Bullarto)
* Ladies and gents toilets
* Van goods shed
* Up and down home signals on the main line and a home signal on the junction line
* Relocation of the telephone from the caretaker's residence to the station office
* Intermediate electric staff instruments for the main line dividing the Hattah - Carwarp section with an installation similar to Hearne's Oak
*A departmental residence for the Maintenance Ganger
*Four room barracks for Repairers
*Tool and Motor Sheds
It was also proposed that the present yard would need to be remodelled on completion of the new branch line as the construction layout would not be suitable for economical handling of traffic at the junction. It was also planned to have one Ganger and four Repairers with one married Repairer stationed at the terminus of the branch line and his wife to act as Voluntary Caretaker. No staff would be appointed at intermediate stations.
Actual works provided included the passenger platform, shelter shed and relocation of the telephone. Signals and alterations to the yard layout were not considered once the decision to cease construction was made.
At the 35 miles terminus it was proposed that a Type 3 station building with a combined 12 x 10 foot Van Goods Shed and 12 x 10 foot Shelter Shed, and an 18 x 12 foot Office with 8 foot end verandah. A triangle for reversing locomotives was proposed by using a down end extension of the main line with two legs off the main line. The two legs of the triangle would be shifted to the next terminus if the line was extended further (it was surveyed to 56 miles with a further extension surveyed through to the South Australian station of Taldra. A 20 foot ash pit and 30 x 6 foot coal stage would be located on the down end extension of the yard. Gents and ladies toilets, a departmental residence for the Repairer and his Voluntary Caretaker wife, and Tool Shed completed the requirements for buildings. For safeworking, a home signal at the up end was proposed.
With the line completed for traffic and three sidings in place to serve the settlers, the next step was to try and encourage them to settle. Surveys were carried out and in September, the Minister for Lands invited applications from persons desirous of obtaining blocks in the area extending west for 6 miles along the line and within 6 miles of Nowingi railway station. Twenty blocks were made available in areas varying from 1,280 to 2,911 acres. About 60 applications were received, but the Mildura Land Board considered many of these would be unable to carry on without government assistance, or through lack of experience, and only a portion was allocated. The Closer Settlement Board later declined to open further land for settlement, and before any more existing blocks were allotted, applicants had to agree not to ask for government assistance for development or for sustenance.
With the cessation of construction traffic, the line soon fell the victim of sand drifts. In December 1929, government officers in the area reported the line covered by a foot of sand in some parts. The Construction Branch made annual inspections of the line in the 1930's and had to attend to embankments where sand had been eroded, by covering them with clay. The work was completed in May 1931.
In August 1930 when the Meringur line was being extended, the remaining construction materials valued at 6,500 pounds, together with the sleepers stored on the river bank at Mildura, were removed from Nowingi to the new work site. In a report to the Minister of Railways from the Railway Construction Branch in October 1940, the expenditure incurred on the construction of the line was 83,803 pounds representing 83,462 pounds charged to Loan Funds and 341 pounds to the Developmental Railway Account.
In October 1940, due to a growing shortage of permanent way materials because of the War, it was proposed to dismantle either the whole line, which would have released approximately 2,300 tons of rail, or the portion not required for gypsum haulage beyond the 18 mile station, with 650 tons of rail. The Chief Engineer for Railway Construction and two other officers inspcetde the line on 16-10-1940 using two K type motor trolleys. The Ganger at Nowingi was instructed to travel over the line before the party arrived to carry out such clearing etc. to make the track suitable for travel. The rails were reported as being in serviceable condition and suitable for light traffic. The rails were identified as 60 pound N steel manufactured in 1901-02 and with a general length of 31 feet 6 inches.
A report from the Commissioners to the Minister of Railways in May 1941 recommended that the line be dismantled beyond the 18 mile station and that steps be taken for an Act to authorise the work and to have the remaining portion vested in the Commissioners. (The Board of Land and Works cannot hand over a railway to be vested in the Victorian Railway Commissioners until it has been completed in full as authorised in the construction authorisation Act).
The report stated that earnings from the line were generally in excess of working expenses, and after allowing 40 percent of the revenue on other lines, the profits for the years ending 28th February were:
Year |
Pounds |
1934 |
1,858 |
1935 |
2,020 |
1936 |
2,612 |
1937 |
3,145 |
1938 |
2,939 |
1939 |
4,264 |
1940 |
3,861 |
As the rails could be used in relaying due to commence early in the new financial year, the Commissioners asked if the Minister would approve of the dismantling prior to the Legislative authority. On 1-7-1941, a Bill to authorise the dismantling of portion of the line and to vest the remaining section in the Victorian Railway Commissioners was introduced in the Legislative Assembly.
On 1-7-1941, the House was informed of the Commissioners' report and a brief history of the line since construction stopped in September 1929. The Bill passed all stages and on 28-7-1941 the Nowingi to Millewa South Railway (Partial Dismantling) Act 1941 No, 2801 received Royal Ascent.
The Board of Land and Works issued a certificate to state that at the date of the coming in to operation of the Nowingi and Millewa South (Partial Dismantling) Act 1914 it had constructed so much of the line of railway authorised by Act. No. 3651 as is specified in the First Schedule and at such date such part of the said constructed portion as specified in the Second Schedule was unused. The Act (1941) allowed for portuion of the line to be dismantled and for all of the line built to be transferred to the Victorian Railway Commissioners.
The two abandoned locomotives at the end of the line at 15 miles 65 chains from Nowingi. The track was removed from the front of the locomotives to 24 miles 33 chains. 18-11-1973. Photo: Bruce McLean
In March 1942 instructions were issued to dismantle the line between 15m 65ch and the terminus at 24m 33ch local mileage. Originally it was intended to remove all sidings and equipment from the three stations, but the loop was retained at the 11mile station for the gypsum working. Principal items recovered were rails, scotch blocks, shelter sheds and lockers, goods platforms, low level platform facings, wicket gates, cattle pits, telephones, telephone poles, fencing, loop sidings 18chains in length at 18 mile and 24 mile stations, whistle posts and crossing boards at six level crossings. Six mile posts and five half-mile posts were sent to Nowingi. At the 18 mile station, there was also a motor shed, tool shed and barracks for five men. The culverts at 22m 55ch and 23m 30ch remained. This work was completed by 29-10-1942. (The fence at the 24 mile station reserve was not removed and its remnants could be located in 2001).
Plan of the Millewa South line showing the point selected at 15 miles 65 chains for dismantling to the terminus. Source: Railway Construction Branch, provided by Austral Archaeology Pty. Ltd.
One of the two wooden culverts inserted into the formation. The culverts were constructed from redundant sleepers and were still in place in 2001. Photo: Bruce McLean
On 12-5-1942, the Governor-in-Council approved that the line be transferred from the Board of Land and Works to the Victorian Railways Commissioners, and from that date, the line was officially regarded as "being open for traffic" but leased to the Brunswick Plaster Mills.
Diagrams for the Nowingi towards Millewa South Line. Source: Australian Railway Historical Society Bulletin from information provided by the author.
The following account was written by Bruce McLean and Des. Jowett in 1973. The authors found the dismantled section beyond the Brunswick Plaster Mills gypsum works at the end of the line to be remarkably intact and completely unaffected by disturbance from trail bikes and four wheel drive vehicles that have since badly damaged the formation and caused erosion to embankments. The trip through the 18 to 24 mile section was a "moving experience" as one felt the rails and fittings had been removed only recently rather than 32 years earlier, so well were the formation and sleeper indentations preserved.
When the construction of the Millewa South line commenced on 8-6-1928, Nowingi at 322 miles from Melbourne, was a simple loop siding with staff locked points. The Millewa South railway diverged from the Melbourne - Mildura line at a point just north of the loop and the main line points were secured with a miniature staff lock with scotch block protection clear of a fouling point on the new line. On 12-7-1928 a direct connection was provided between the loop siding and the Millewa South line. The main line points leading to the loop road and also the main line points leading to the Millewa South line were each secured by a staff lock rodded to catch points. The former catch at the down end of the loop road and the scotch block on the Millewa South line were removed.
The Millewa South railway branches off at the down end of Nowingi station and runs parallel to the main line before curving to the left through the mallee scrub in the background. July 1973. Photo: Bruce McLean
By 1930 an additional loop line had been provided in connection with the railing of gypsum from Mr. Munro's works at the 13 mile post. It left the connecting line between the loop and the branch line and ran parallel to the branch before rejoining it a short distance around the sweeping curve leading towards Millewa South. This loop was provided for standing empty wagons and the Millewa South line used for standing loaded vehicles. The points connecting to the siding were protected by a scotch block. In 1934, the down end points of the loop siding connecting to the main line were removed and the spiked points released for normal operation. Nowingi thus does not possess facing points for up trains.
A level crossing is situated at the down end of the station and crosses the main line, the Millewa South line and the siding used by the Brunswick Plaster Mills for gypsum traffic. Adjacent to the crossing can be seen a broken axle and wheels off the Brunswick Plaster Mills third locomotive, converted from a standard Victorian Railways steel IB wagon.
The broken axle referred to in the text off the steel IB wagon "locomotive". September 1974. Photo: Bruce McLean
The Millewa South railway diverges from Nowingi via a long curve on a slight uphill gradient to head in a due westerly direction. Alongside this line the Brunswick Plaster Mills keep large stockpiles of gypsum. Another level crossing is here and the track which crosses the railway at this point follows closely for the entire length of the line. A little further on the first mile post is reached and the first of several cattle pits.
The down end of Nowingi station yard showing the curved railway formation turning due west. The grey patch on the curve is the gypsum stockpile site. 2-5-1998. Photo: Bruce McLean
The rails then pass under the Horsham to Red Cliffs main transmission power lines constructed in 1972/73. At this point the line passes through lightly timbered mallee and between the 2 and 3 mile posts can be seen the first of the numerous round galvanised iron stock water tanks provided by farmers grazing under leasehold arrangements. On the right of the line here can be seen the first of several salt lakes that are a feature of mallee lands.
Stock watering facilities were provided at various points along the railway and were replenished with Murray River water brought from Mildura. Tall belar trees indicated better quality land. July 1973. Photo: Bruce McLean
One of the numerous salt lakes adjacent to the Nowingi - Millewa South railway. These crescent shaped lakes are a feature of Mallee lands. July 1973. Photo: Bruce McLean
The ballast siding was located at 3m 40ch and branched off to the right facing down trains. It was dismantled in 1938 following a general shortage of 60lb. rails. Just beyond this point, the steepest gradient is located - 1 in 81 facing down trains for just on one third of a mile. Near the 5 mile post, a stock water tank is passed and shortly before the 6 mile mark is reached, the track that has closely followed the railway on the north side, crosses to the south side.
Remains of the ballast siding and loading ramp at 3 miles 40 chains. The new railway passed through the trees in the background. July 1973. Photo: Bruce McLean
At 8m 40ch the railway traverses a low embankment and passes through old gypsum workings where, in 1931, the Brunswick Mills excavated and washed gypsum, sending one or two wagons per week to Nowingi.
Concrete 329 mile post about 7 miles from Nowingi. This post has been privately preserved. Photo: Bruce McLean
The accompanying track reverts to the north side of the railway at the 7 mile post where it remains for the next 7 miles. Another stock water tank is located a little further on and close to the 8 mile point can be seen another broken axle off the Brunswick Plaster Mills "IB locomotive".
A unique feature of Mallee railways, particularly on the Kulwin line, was the provision of galvanised iron fences to keep sand drifts from blowing onto tracks, and at approximately 8.5 miles the remains of such a barricade can be seen on the Millewa South railway. In its present state it serves no useful purpose and sand from nearby drifts circulates quite freely along the railway at this point. To clear the line, a front-end loader is employed.
Apart from an occasional salt pan, the next line side feature is the first station established on the line at 10m 61ch. The station was provided with a loop 18 chains long, scotch blocks, shelter shed and locker, goods platform and ramp, low level passenger platform, three station gates, wicket gates and crib, two cattle pits (the up end one is still in place), telephone and fencing. Today, only the remains of the low level platform and goods platform can be seen; however, the loop is still in place and used by the Brunswick Plaster Mills for running their locomotive around the train, as there are no run-around facilities at the plant 4.5 miles further on.
The fourth stock water tank is passed shortly before a shearing shed located at the 12 mile post. At 13 miles from Nowingi are the remains of the first gypsum workings along the line. Either side of the railway are high embankments which formed the base for the overhead loading of washed gypsum, and on the left of the line the ruins of the machinery used in this process. Both the Hercules Plaster Company (Mr. Munro's successors) and Brunswick Plaster Mills despatched gypsum from deposits in this region.
The ruins of the gypsum works associated with Hercules Plaster Company and the Brunswick Plaster Mills as they were in April 1973. Photo: Bruce McLean
The site of Hercules and first Brunswick gypsum works. The railway formation runs through the centre of the view towards the west on the left. 2-5-1998. Photo: Bruce McLean
A level crossing at 13m 60ch sees the line cross the Meridian Road, a road running from Yelta (north, on the Murray River), directly along the 142nd Meridian of Longitude, and further down into the Mallee - its exact destination undefined. The 14 mile post reveals the ruins of an old Brunswick Plaster Mills washing plant used until 1936, when the present plant was brought into operation, and also sees the track once again cross from right to left. A third broken axle and wheel set off the second IB locomotive can be found alongside the line here.
The Y Loco passes the site of the original Brunswick Plaster Mills mine area near the 14 mile post from Nowingi circa 1968. Photo: Bruce McLean Collection
A train load of gypsum passes one of the numerous broken axles left behind from the early chain to axle driven locomotives near the original gypsum mining leases at the 14 mile mark from Nowingi. 5-9-1976. Photo: Bruce McLean
Typical gypsum/copi country near the 14 mile post where the line passes earlier gypsum operations. As desolate as this country may appear, it was the gypsum that provided the source of revenue to keep the first 16 miles of line in use for rail traffic. April 1973. Photo: Bruce McLean
A short distance further on, the line crosses a track leading to a weatherboard house owned by the Brunswick Plaster Mills, situated on the boundary fence of their lease which skirts the large Raak Plain, 3 to 5 miles in width and several miles in length, holding the extensive gypsum deposits that keep the railway open for business. The general elevation of the plain above sea level is 110 feet. It marks the site of a former lake which later developed into a series of small shallow lakes, most of which are dry. The surface of the area is swampy in character and its chief herbage is bead bush. A low embankment carries the line across the plain to the Brunswick Plaster Mills gypsum works.
The Raak Plain showing the railway formation intersecting the view from right to left and the remaining portion of the gypsum loader standing in rugged isolation as a reminder of the former activity that took place at this site. 2-5-1998. Photo: Bruce McLean
The start of the Raak Plain where it is intersected by the Millewa South railway. Note the original survey peg in the foreground, next to the track. The Brunswick Plaster Mills overhead gypsum loader can be noticed in the centre of the view standing out on the horizon. The railway can just be seen on the low embankment cutting across the picture from the right. 5-9-1976. Photo: Bruce McLean
Looking in an easterly direction, the track is out of use and overgrown. The rusting letterbox is a reminder that the Brunswick Plaster Mills had a weatherboard house to the left for the use of the works manager. The fence marks the edge of the company's Raak Plain lease. Photo: Russell Savage
The works are situated in the middle of the Raak and consist of a loading bridge built over the rails and extensive washing facilities using water drawn from 150 feet deep bores with an endless supply of water. The water unfortunately has a concentration of salt three times higher than that of sea water. Buildings to provide accommodation and recreation facilities are nearby as well as a workshop. A small hut beside the line houses the railway maintenance equipment including a motorised track trolley. An overhead bulk fuel tank is provided for the locomotive.
The gypsum loader at the Raak Plain mine operated by the Brunswick Plaster Mills. September 1974. Photo: Bruce McLean
After passing under the loading bridge, the railway passes through large stockpiles of gypsum and then ends a short distance on at 337m 71ch, 9 chains short of 16 miles from Nowingi. On the last lengths of track stand the Brunswick Plaster Mills "power parade" - the second locomotive "Cleis" and the third locomotive converted from a standard Victorian Railways IB wagon. These forlorn locomotives maintain a lonely vigil at the end of the remaining section of the Millewa South railway on the barren, salt encrusted Raak Plain, with only the noise of the nearby gypsum works and the howling wind or searing heat for company.
The end of the line at 337 miles, 71 chains from Melbourne on 5-9-1976. It will be observed from other photographs in this history taken before this date, that the IB and "Cleis" locomotives have been moved back from the last section of track. Photo: Bruce McLean
The formation of the Millewa South line can be seen in this view from the top of the abandoned "IB" and "Cleis" locomotives standing on the end of the remaining line. In later years saline water was pumped to this area to stop vandalism by people entering the gypsum loading area on motor bikes and four-wheel drive vehicles from the mallee scrub in the background.18-11-1973. Photo: Bruce McLean
The formation of the dismantled section of the line is very easily defined no doubt due to the lack of human activity in the area. In fact, an observer could easily gain the impression that the line was lifted in recent times and not as long ago as 1942. A track from the rear of the Brunswick Plaster Mills lease follows the side of the line to the edge of the Raak, then along the formation itself. Quite an exhilarating run by car can be had through the gently undulating mallee country for the next 2.5 miles until the remnants of a cattle pit indicate the site of the station provided at 18m 32ch. Similar facilities to those at the 10m 61ch station were provided here, but in addition there was a motor shed, tool shed and barracks for five men. The barracks were occupied for some time until June 1932, by employees of the Brunswick Plaster Mills.
The 18 mile station reserve. The track passing through the centre of the view is on the main line formation. The low level platform remains are to the far left of the scene and the cleared entrance roadway can be seen leading into the mallee scrub. The barracks were located at the far right of the view between the railway formation and the mallee scrub. The remains of a level crossing can be seen across the railway formation just above the barracks site. 2-5-1998. Photo: Bruce McLean
Remains of the up end cattle pit at the 18 mile station reserve. The station and loop siding were in the clearing in the background. July 1973. Photo: Bruce McLean
Today, the scene at 18m 32ch is one of complete desolation. The low level platform and goods platform, and the concrete floors of the motor and tool sheds are quite easily discernible.
Concrete floor remains of the tool shed to be used by track maintenance staff when the line was open for traffic. 18 Mile station reserve April 1973. Photo: Bruce McLean
Concrete floor of the gang shed for housing track patrol trolleys. The concrete has been broken where the rails connecting to the main track have been removed. 18 Mile station reserve April 1973. Photo: Bruce McLean
Remains of the 18 mile station. The low level platform can be defined by the row of platform supports and the main line can be determined by the remaining sleepers and the cleared formation in the far distance. July 1973. Photo: Bruce McLean
Remains of the ramped goods platform and loop siding. The end of the low level passenger platform can be seen to the left. The track is on the main line formation. July 1973. Photo: Bruce McLean
Stumps and the concrete base of the fireplace indicate the position of the barracks. The barracks, situated at 18 miles 32 chains from Nowingi, were 58 feet long and 18 feet 3 inches wide. On the north side of the line, a dam was excavated but it is doubtful if it ever filled from natural sources. Most likely it was replenished with Murray River water transported by railway tankers from Mildura. The cattle pit at the down end is still in place.
At this stage the railway begins to enter into the real wilderness of the Sunset Country through land described as being good mallee, deep in rich top soil and undulating. The line crosses several depressions on a series of embankments still in good condition and only occasionally affected slightly by erosion. Between the 20 and 21 mile points, a gate is located over the formation in a boundary fence that appears to have been constructed in recent years. For the next two miles the line carves a swathe through the dense mallee scrub, the only features being the numerous embankments and two wooden culverts at 22m 65ch and 23m 30ch.
Numerous embankments were built to negotiate depressions between sand hills and are still in reasonable condition despite the rails being lifted in 1941. This view was taken in July 1973. Photo: Bruce McLean
At 23m 72ch a level crossing is evident, the limestone roadway being constructed only within the railway boundary on either side of the formation, and ending amidst the thick mallee. Road facilities such as this were provided at all designated level crossings and at the established stations, entrance roads were provided on both the goods and passenger sides. This work was done under the terms of the Construction Act.
A cattle pit near the site of the 24 mile post indicates the station built at 24m 19ch. This station was situated in lighter mallee country and the area abounds in that hardy Australian native grass, spinifex, more commonly known as "porcupine grass". The loop siding was on the south of the line and the station layout and facilities were identical to those at 10m 61ch. The astonishing feature about this station is its remarkable desolation. The remains of the low level platform and goods platform are quite clear as at the other stations.
The 24 mile station site looking in an easterly direction with the vehicle tracks on the "main line", the low level platform remains on the far left, and the goods siding and ramped goods platform remains to the right. A telephone pole still stands near one of the road entrances to the goods siding. July 1973. Photo: Bruce McLean
The 24 mile station in the remote mallee scrub of the Sunset Country. This view is looking from the north with Nowingi to the left. The two entrance roads to the goods siding can be clearly seen cut into the scrub and going nowhere. Similarly, the station entrance road on the opposite side goes into the thick scrub and ends. This view describes the developmental aspects of the Nowingi towards Millewa South line perfectly. 2-5-1998. Photo: Bruce McLean
Beyond the loop another cattle pit is passed and at 24m 33ch (346m 52ch from Melbourne) the distinguishing mark of the very last sleeper laid in the limestone ballast can still be seen.
Looking westward with the point where railway construction ceased in the middle of the scene where the ballast (shown between the car wheel marks) stops and clear sand is evident. The cleared alignment through the mallee in advance of railway construction can also be noted. July 1973. Photo: Bruce McLean
Although railway construction was completed to this point, clearing and construction of earthworks continued for a little more than a mile. One can almost see where the last shovel full of red mallee soil was turned to mark the final stage of construction.
This is where the earthworks for the Millewa South line were stopped in 1929. In this scene, taken in 1973 before the advent of four wheel drive vehicles and bush motorcycles opened up this area to more intensive human intervention, it was almost possible to see where the last shovel full of earth was taken. Photo: Bruce McLean
Details of the costs of construction in the Final Return prepared by the Railway Construction Branch of the Board of Land and Works are provided below:
Item |
Nowingi - Millewa South |
Date of start of construction |
June 1928 |
Date at which work executed by Board of Land and Works ceased |
November 1929 |
Length of line |
24 miles 38 chains 25 links |
Costs |
Pounds |
Clearing and grubbing |
£1,279 |
Fencing |
£255 |
Cattle pits (10 No), gates (6 No.), wicket gates (2 No.) |
£449 |
Earthworks - cuttings, drains, widening out for stations, road approaches |
£10,634 |
Culverts timber |
£26 |
Metalling and gravelling in stations and road crossings |
£1,172 |
Ballasting - sand and limestone |
£6,464 |
Sleepers 8'6"x9"x4½" red gum |
£16,662 (54,036 No.) |
Permanent way material 60 pound and 66 pound rails |
£20,388 |
Points and crossings |
£406 |
Freight on per way material |
£315 |
Laying per way |
£3,769 |
Roadside stations, platforms |
£397 (3 No.) |
Barracks for single men |
£520 (1 No.) |
Addition to junction station interlocking |
£864 |
Water supply, temporary |
£353 |
Telegraph |
£1,981 (24.225 miles) |
Engineering and supervision |
£5,779 |
Tools and plant |
£3,118 |
Signals and safety appliances |
£18 |
Mile and half mile posts |
(21 No. - mile, 23 No. half mile) |
Ballast |
At 3 miles |
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