<< Back | Home | Site Map

Nowingi Towards Millewa South Operation and Closure

Gypsum Traffic and Private Operation

Gypsum is fairly widespread in the Mallee, occurring in association with salt lakes resting on recent deposits covering tertiary strata of the Northern Plains. In many cases it is not commercially workable. Taken from its peaceful setting, the gypsum of the Raak Plain is transformed to serve man in the end product of plaster. Gypsum is a material of low value, so the cost of exploiting must be low. Open cut methods are used to recover the raw material which is obtained by removing the thin covering of overburden. The matrix is then washed and screened and the crystals ready for loading into rail wagons.

In January 1930, an application from H.L. Munro was received by the Railway Construction Branch. It was proposed to haul gypsum from the 13 mile point to Nowingi siding by his own Fordson tractor, amounting to about 96 tons per week using three 16-ton capacity "I" wagons twice weekly. The Inspecting Engineer reported that as damage to track would be nominal and maintenance small, a charge of 25 pounds per annum would cover use of the track, and a further 25 pounds per annum cover four annual inspections of the track work by the Department. Rates for the hire of wagons and shunting charges were also included.

The Chief Engineer for Railway Construction reported that locomotive haulage would be too expensive, and whilst the Railway Construction Branch rail tractor would be suitable, it was required on other railway construction works. It was agreed Mr. Munro could use his own tractor, that the agreement could be terminated by either side at one month's notice, and that 80 pounds be lodged as a guarantee against damage to the track. The Department would maintain the track, but minor maintenance, such as removal of sand from the rails, was to be done by Munro.

The following year a second agreement was arranged between the Brunswick Plaster Mills and the Railway Construction Branch for the use of the line to the 13 mile point. An "IB" wagon was fitted with a Fordson petrol engine to work the line. A charge of 50 pounds per annum in respect of 1000 tons of gypsum, plus one pound per additional tons was agreed to, and the Railway Construction Branch reimbursed the Department 2 shillings for each 4 wheel and 4 shillings for each bogie wagon used on the line. The Brunswick Plaster Mills must haul traffic offering by persons to and from any point along the 13 miles section involved. No provision was made for the carriage of passengers.

In June 1935, the interests of the line and loading plant of H.L. Munro and the Burnley Plaster Mills (in liquidation) were transferred to the Hercules Plaster Company, Burnley. A 1943 plan of Nowingi West gypsum deposits notes these workings as Australian Plaster Industries.

Mr. A.E. Hotchkiss, a Director of Brunswick Plaster Mills, was reported to be supervising alterations at a gypsum lease and when the installation of new plant was completed, expected to deliver over 600 tons of gypsum a week to Melbourne. On 7-6-1941 an agreement was executed between the Victorian Railways and Brunswick Plaster Mills for the haulage of gypsum on the Millewa South line to Nowingi for forwarding to Oakleigh on account of the Hercules Plaster Co.

A 1940's era view of the gypsum loader over the railway and shed for mechanical washing equipment at the Raak Plains mine. Note the truck on the embankment where gypsum from the mining area is dumped onto a conveyor belt for washing before being elevated to the loader. Photo: Laurie Birthisel, Bruce McLean Collection

Internal correspondence for arrangements to rail gypsum from the 13 mile point to Burnley on account of the Hercules Plaster Company. Source: Bruce McLean Collection

In a report by the District Engineer, Ballarat, on 14-3-1942, it was stated that he interviewed Mr. L. Birthisel, Foreman of Brunswick Plaster Mills, and was told that a diesel tractor is used to push/pull trucks on the line. Three trucks loaded at Brunswick Plaster Mills and one truck

from Hercules Co. were hauled on the line twice per week. An agreement was also reached with Brunswick Plaster Mills for their "locomotive" to assist with dismantling of the line, up to six trucks at a time. This indicates that the IB truck with the Fordson engine would have made numerous trips to the 24 mile station on these duties.

Plan of the southern end of the Raak Plain showing the remaining section of the Millewa South railway, the site of the Brunswick Plaster Mills workings and other workings including the Australian Plaster Industries mine at the top right. 1943. Source: Austral Archaeology Pty. Ltd.

A sludge pond for saline water after gypsum has been washed at the rear of the Raak Plain gypsum loader. The Millewa South railway can be seen crossing the Raak Plain in this view looking easterly towards Nowingi. Photo: Laurie Birthisel, Bruce McLean Collection

A new agreement was signed with the Brunswick Plaster Mills and Victorian Railways in August 1946. A report dated 11-8-1949 made reference to Australian Plaster Industries querying charges and noted that Brunswick Plaster Mills were now using a McCormick-Deering powered unit mounted in a 16 ton IB truck which can haul 5 x 16 ton trucks. The report also mentioned Mr. Phil Haley as manager of Brunswick Plaster Mills - a role he was associated it with for many years into the late 1960's.

Commissioners and officials from the Victorian Railways inspect the new steel IB "locomotive" developed by the Brunswick Plaster Mills for hauling gypsum along the Millewa South line. Photo: Puffing Billy Preservation Society Archives

Another view of the Brunswick Plaster Mills locomotive being inspected at Nowingi during a visit by the Commissioners and senior officials of the Victorian Railways. Photo: Puffing Billy Preservation Society Archives

Brunswick Plaster Mills Pty. Ltd. letterhead from correspondence dated 1944. Source: Austral Archaeology Pty. Ltd.

Gypsum stockpile at the rear of the railway loader. Raak Plain circa 1940's. Photo: Laurie Birthisel, Bruce McLean Collection

Gypsum stockpiles either side of the track at the back of the gypsum loader. The photo is taken from the second IB locomotive with the remains of the roof structure in the foreground. Photo: Bruce McLean

A close up view of the gypsum loader over the Millewa South railway line built by the Brunswick Plaster Mills at their Raak Plains gypsum mine site, 16 miles from Nowingi. The ancient tip truck for bringing gypsum from the mining area was typical of the low investment policy the company practiced during the life of the mine. Photo: Laurie Birthisel, Bruce McLean Collection

The Brunswick Plaster Mills operation at Moreland, a Melbourne suburb. The silo with a storage capacity of 2,500 tons, was completed in 1952. Plaster from the raw material transported from the Raak Plain at Nowingi, is sold to manufacturers who turn it into fibrous plaster sheets for walls and ceilings. In 1953, the gypsum railed to the mill provided enough plaster sheeting for more than 100 new homes weekly. Photo: Victorian Railways - Bruce McLean Collection

Brunswick Plaster Mills Pty. Ltd. went into liquidation and was wound up on 22-12-1965 and the assets taken over by a shareholder in Colonial Sugar Refinery. A letterhead for Brunswick Plaster Mills Pty. Ltd. used for correspondence in 1944, shows they were managing agents for Colonial Sugar Refining Co. Ltd. demonstrating a long relationship between the two organisations. A new licence agreement was executed to Pacminex Pty. Ltd. from 1-4-1969 but this was transferred to a CSR subsidiary Patson and Co. Ltd. on 10-6-1969. On 31-10-1973, the operation was transferred to CSR Limited.

The following table provides an indication of the gypsum traffic coming off the line in the immediate years following cessation of construction:

In a report dated 5-9-1945, it was stated that under an agreement with the Board of Land and Works, two companies were using the line for gypsum traffic. The arrangement in force was for Brunswick Plaster Mills to supply transport and charge Hercules Plaster Co. ¾ pence per ton, however Hercules had closed about two years previously.

The Stationmaster at Ouyen was responsible for supervising Nowingi and for waybilling all traffic from Nowingi. Gypsum traffic during the war years was reported as:

In the last years of operation, gypsum traffic was railed from Nowingi to Waurn Ponds (near Geelong) and Traralgon cement works.

In addition to the gypsum traffic, water was carried to various points along the line where farmers arrange to fill tanks for stock purposes. Two thousand gallons water tank wagons were utilised, although for several years sets of old locomotive tenders coupled in pairs were used, but because of their size, presented a visibility problem for the driver when the locomotive was pushing the train.

The condition of the track was drawn to the attention of Mr. N. Barclay, MLA, Member for Mildura, who wrote to the department on 28-12-1951. He was concerned about the state of repair of the line after three trucks had derailed on 27-12-1951 and the concern of settlers along the line who cart water for some 3000 sheep - possibly increasing by another 2,500 sheep and 50 cattle. Settlers along the line at this time included T.J. O'Neill, H.G. Orr, N. Nulty, M.H. Henschke, T.J. Nulty, F. Nulty and H.A. McArthur.

The Chief Civil Engineer responded to the local member advising that derailments were rare, the incident on 27-12-1951 was due to a heat buckle and that maintenance is done by the Nowingi 4 man gang. In a separate reply to the Minister on 28-2-1952, the Chief Civil Engineer estimated that in the three years from April 1951, 10,000 sleepers would need replacement.

The Road Foreman, Ouyen and Ganger Carson, inspected the line on 17-8-1953 and reported that they had noticed a deterioration since the last inspection of the line on 25-8-1952. Since 29-4-1953, 12 rails had been broken on account of corrosion and crystallisation, breaks being plated due to a shortage of N or AS rail. It was considered that 800 sleepers would be necessary over the next 12 months.

On 25-8-1955, Brunswick Plaster Mills wrote to the Victorian Railways complaining about the high cost of maintenance being charged. Their letter stated that the Road Foreman at Ouyen had instructed the gang to spend one day per fortnight on the line but they were unable to see where any work had been done. They also stated that they have despatched 21,000 tons in the six months to 30 June and spent £3,395 on maintenance. A Y class steam locomotive had been recently purchased for conversion to diesel locomotion at a cost of about £9,000.

This article in the Victorian Railways News Letter in January 1962 co-incided with the author's arrival in Mildura as an eighteen year-old embarking on a post-education working life. The article responsible for developing a lifelong interest in the history of Mallee railways and a special interest in the history of the Millewa South railway and the Sunset Country. Source: Bruce McLean Collection

Following an inspection on 26-2-1964 by the Ouyen Road Foreman, and Ganger Pearce, they reported that some sections of the track were very rough. One broken rail was noted at the 333 miles 60 chains. Several rails were noted to be broken with short pieces in the track, some only six feet long. They also described the curves as uneven with a poor line and top.

CSR Limited had leased the line for a token rental ($500 per annum in 1974) and was required to keep the track in running order. A Maintenance of Line Schedule dated 2-8-1968 showed the Victorian Railways responsible for maintenance of the yard at Nowingi and including the points leading to the Millewa South line. They were to supply at cost rails and fastenings to the company, but not sleepers. The company was to maintain the track in such condition as to ensure safe passage of the Commissioners rolling stock, and to keep the line clear of sand.

In correspondence dated 28-12-1977, CSR indicated that their Gyprock Factory in Melbourne would be requiring increased traffic over the line in 1978. An inspection by the Ouyen Road Foreman reported that the first six miles were satisfactory but the remaining nine and a half miles required immediate attention. Two thousand sleepers were requested and the work would be undertaken by the Victorian Railways at the cost of CSR. On 13-2-1978, CSR indicated that they would arrange to do the work themselves.

Method of Train Operation

The original procedure was for the locomotive to push the wagons all the way from Nowingi to the gypsum loader, however, this method was changed so that the locomotive pulled empty wagons from Nowingi to the 11 Mile loop, ran around the train, and then pushed for the remaining 5 miles to the plant. The loaded wagons were then pulled out to the 11 Mile loop and the reverse procedure followed.

A block train of GY wagons was introduced in 1982 by VicRail to move gypsum from Nowingi to Fyansford, near Geelong. The train consisted of 15 GY wagons and operated three days a week. It was normally hauled by two T Class locomotives from Nowingi to Ballarat and then a single unit to Geelong. Times of operation varied slightly, but usually there was a very early start from Geelong with an early evening arrival at Nowingi, where empty wagons were exchanged for loaded wagons. The return journey was scheduled later the same evening.

Threat to Rail Transport of Gypsum

In about April/May 1983, instructions were issued for the whole length of the road track running parallel to the railway to be graded to a suitable standard and width to enable the use of road trucks to transport gypsum from the Raak Plain loader to a stockpile at Nowingi from where it would be transferred into rail trucks by a front-end loader. The cost of maintaining the railway and the inability of the company to justify upgrading the track to haul longer and fewer trains made the road transport option an attractive alternative.

By June 1983 trucks were contracted to start moving washed gypsum in parallel to the continuation of rail haulage, however this option did not meet the companies expectations and rail haulage was continued.

A road truck and trailer passes M232 as they both head towards the Raak Plain loader. Note the recently graded track through a salt pan. 29-6-1983. Photo: Bruce McLean

In 1984, the company sent the Nowingi manager, Mr. A. Goodwin, to oversee the operations at Bourke in north-western New South Wales. Mr. Goodwin told the author that the Nowingi gypsum product had excellent quality but the margin on the final product was so slim that it was becoming unviable to maintain numerous sites and Nowingi was an expensive site to maintain. Some of the costs could be attributed to the changing requirements of the government in relation to restoration of the mined area and the costs associated with compliance. The other high costs were attributed to transport and the cost of maintaining the railway which required a significant investment if it was to continue to be used.

Mining started to come to a standstill in early 1984 and by September plant and equipment was put up for sale. The railway line was becoming covered in sand in some areas due to lack of use and maintenance.

Advertisement in "Sunraysia Daily" on 28-9-1984 listing equipment at the Raak Plains mining, washing, workshop and accommodation site for sale. Source: Bruce McLean Collection

Drag line excavator used for mining gypsum on the Brunswick Plaster Mills' Raak Plain mine. Photo: Russell Savage

With the decision made to close down the Nowingi operation and dispose of the assets, arrangements were made with the Ballarat Division of Steamrail Victoria to take diesel locomotive Y413. There were plans to restore the Y Class locomotive preserved in Ballarat by the Historical Society (on a plinth at the Ballarat Civic Centre) to working order and the wheel sets off Y413 were the attraction.

Y413 was given a fresh coat of blue paint and placed back onto the mainline track in July 1985. The side rods and number plates were removed and M232 was attached ready for the day when it would begin its return journey from its Mallee Sunset Country experience. (Refer to the Brunswick Plaster Mills - CSR Locomotives section for full details of locomotives used to transfer gypsum from the Raak Plain loader to Nowingi station sidings).

Y413 painted up, side rods removed and transferred from its isolated track onto the "main line", in preparation for transfer to Ballarat. Raak Plain works, Nowingi, 9-7-1985. Photo: Bruce McLean

M232 stands attached to Y413 in preparation for transfer to Nowingi for Y413 to be hauled by a V/Line freight train to Ballarat. 9-7-1985. Photo: Bruce McLean

Y413 was transferred from the Raak Plains loader to Nowingi in March 1986. The transfer was undertaken by M232. Y413 was left on the Victorian Railways siding for attachment to a goods train for transfer to Ballarat.

Y413 was moved from the Raak Plain loader to the Victorian Railways siding at Nowingi in March 1986. The afternoon sun catches Y413 as X40 on the up "Sunraysia Fresh" express goods train passes. 26-3-1986. Photo: Bruce McLean

The transfer of Y413 from Nowingi to Ballarat was not without incident. After many months standing at Nowingi, Y413 was finally picked up for transfer to Ouyen. On 17-7-1986 Y413 was attached to another goods train for transfer to Steamrail Ballarat, however the auto coupler collapsed whilst in transit near Nunga, just south of Ouyen. The loco was returned to Ouyen and stored on the stockyards siding awaiting a decision on repairs and transfer. It was later moved to the former rail motor siding at the down end of the platform. 26-4-1987. Photo: Bruce McLean

In closing down the Nowingi gypsum operation, CSR Limited commenced to remove the large stockpile near Nowingi station reserve. In April 1987, locomotive M232 was brought to the Nowingi end of the line and was used as a shunting locomotive for loading of washed gypsum into V/Line and Australian National bogie open wagons. The wagons were shunted to the stockpile area for loading then propelled to the V/Line siding for pick up.

M232 standing at the Nowingi end of the line for shunting. Large bogie open wagons were used to take away the extensive stockpile of washed gypsum as part of the closing down of CSR's Nowingi gypsum mining operations. 23-4-1987. Photo: Bruce McLean

Australian National bogie open wagons standing on the Millewa South branch line at Nowingi. 23-4-1987. Photo: Bruce McLean

The loading point for transferring washed gypsum stockpiled at Nowingi. Note M232 standing on the branch line in the background. 23-4-1987. Photo: Bruce McLean

With the stockpile depleted, M232 was stabled on the CSR siding at Nowingi, having been sold to Steamrail Victoria. Wagons loaded with the last of the washed gypsum can be seen on the background. Note that the number plates off M232 are missing, having been stolen during a railway enthusiast visit to Mildura in June 1987. 7-11-1987. Photo: Bruce McLean

The sand drift at the 8½ mile point had commended its steady encroachment once trains stopped running. 7-11-1987. Photo: Bruce McLean

An inspection of the track along the Millewa South line following the closure of mining and rail traffic, revealed a rapid reclaiming of the environment by nature. In this view of Sunset Siding at 11 miles, looking in the up direction, weeds and sand have quickly established a hold over the track. 23-4-1987. Photo: Bruce McLean

"Cleis" and the IB have been pulled forward and stand under the gypsum loader prior to their future being decided. 7-11-1987. Photo: Bruce McLean

Closer view of the IB and "Cleis" under the gypsum loader. These two vehicles were the only rolling stock on the line with M232 standing at Nowingi and Y413 at Ouyen, both waiting transfer to Melbourne and Ballarat respectively. 7-11-1987. Photo: Bruce McLean

This easterly view from the end of the remaining portion of the Millewa South railway depicts the plant in the early stages of dismantling. Both "Cleis" and the "IB" have been moved from the end of the line to stand under the loader. 7-11-1987. Photo: Bruce McLean

Closure and Removal of the Line

The points leading to the Millewa South line from the main line were spiked normal for the main line on 16-11-1987 and the Nowingi Towards Millewa South Line was officially closed on 14-9-1988.

The points leading to the Millewa south line were spiked closed and set for the main line on 16-11-1987. This view is looking in the down direction. 6-1-1988. Photo: Bruce McLean

Dismantling of the Nowingi to Millewa South line and siding was undertaken by V/Line in July 1988. Dismantling of the Millewa South line was undertaken separately by a private contractor. 13-7-1988. Photo: Bruce McLean

The Millewa South line (on left) and siding were dismantled by V/Line up to this point. 5-8-1988. Photo: Bruce McLean

Tenders were invited for the dismantling, salvage, purchase and removal of specified rail released from the Nowingi to Millewa South closed railway line on 11-3-1989, however Mr. R. Rankin of Mildura had already commenced to recover rail by October 1988.

Following the cessation of gypsum traffic the line was left to the mercy of nature until it was dismantled. 12-10-1988. Photo: Russell Savage

In some sections where mallee scrub had not been cleared alongside the track there was little sand drift onto the rails. Sections like this were the best along the whole line. 12-10-1988. Photo: Russell Savage

During the period between cessation of traffic and dismantling, Mother Nature had moved quickly to restore vegetation. This scene was taken near the site of the proposed station at 6 miles. 12-10-1988. Photo: Russell Savage

Scene at 6 miles looking west. At this point the track following the railway crossed from the north to the south side. The rail head can just be seen through the sand and grass covering. 12-10-1988. Photo: Russell Savage

The rail dismantling contractor has reached the point showing in the distance. Note the vegetation that has taken hold since the line ceased to be used. 12-10-1988. Photo: Russell Savage

The rail dismantling contractor had reached this point. With an absence of sand and vegetation due to the mallee growing each side of the track, releasing the rails from dog spikes would have been easier. 12-10-1988. Photo: Russell Savage

In contrast with the previous view, the rails in this section would have been largely covered in sand. 12-10-1988. Photo: Russell Savage

This shallow cutting is near the 7 mile point. In the background the track has traversed a salt pan where the Brunswick Plaster Mills first mined gypsum in 1931. 12-10-1988.Photo: Russell Savage

The sand dune at 8½ miles from Nowingi has been allowed to drift unabated since rail traffic ceased. This view is looking towards the east. It appears that the contractor by-passed this section. 12-10-1988. Photo: Russell Savage

Looking in a westerly direction from the sand dune at 8½ miles. The remains of a sand chute used in an attempt to control sand drifting onto the track can be seen. 12-10-1988. Photo: Russell Savage

The twisted remains of the up end points at "Sunset Siding" 10 miles 61 chains from Nowingi. 12-10-1988. Photo: Russell Savage

Looking to the east back towards "Sunset Siding". 12-10-1988. Photo: Russell Savage

The rails at the Raak Plain gypsum loader were rusted and corroded by salt. 12-10-1988. Photo: Russell Savage

This close up view shows a corroded fish plate near the Raak Plain gypsum loader. The extremely high salt content in the ground and water rotted the rails and fittings, however despite essential only maintenance, the railway managed to survive for nearly sixty years. 12-10-1988. Photo: Russell Savage

The rails through the gypsum loader and to the end of the line at 16½ miles in the Raak Plain, have been dismantled. The original line towards Millewa South (24 miles) was dismantled in 1942, thus the section remaining in use for gypsum traffic had a productive working life of over 46 years. 12-10-1988. Photo: Russell Savage

The remains of the Raak Plain gypsum loader at the time of removal of the rails that passed beneath it. The end of the line can be determined by the lengths of rusted rail at the edge of the gypsum deposit. 12-10-1988. Photo: Russell Savage