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In 1903 Mallee lease blocks reverted to the Crown enabling further settlement to take place. The Victorian Department of Lands threw 48,000 acres of mallee land open for settlement in 1904. The land surrounded the Ouyen railway station which at that time comprised a siding, ground level passenger platform and hut.
For some time the Kow Plains country between Ouyen and the South Australian border and its suitability for settlement had been recognised. "The Mildura Cultivator" in an editorial on 21-9-1907, pointed out that there was not a single township or settlement between the 141st and 142nd Meridian lines where they run from the Melbourne - Adelaide railway line to the Murray River. A great deal of the land was "magnificent farming country" and although water supply would initially be a problem, a railway should be built to open up the country.
The Victorian government, in November 1907, referred the general question of railway communication in the north- western portion of the mallee country, in particular with Netherby, Yanan-a-Yanac and Kow Plains, to the Parliamentary Standing Committee on Railways. During July 1908, the Committee inspected the country around Pinnaroo (South Australia), Kow Plains, Underbool, Walpeup, Ouyen and portion of Pine Plains. Strongly backed attempts were made to have a line run from Nhill northwards and extensions from Rainbow and Hopetoun.
After hearing witnesses and viewing the country, the committee was of the opinion that the question of railway communication with Netherby and Yanac-a-Yanac should be separated from the question of railway communication with Kow Plains, as it would be unwise to build a railway from either point through many miles of sandy country. A line could be constructed to Kow Plains in a shorter distance through much better land from Ouyen by way of Walpeup and Underbool. The Committee approved a trial survey from Ouyen in the direction of Kow Plains.
There was no doubt that the mallee country from Ouyen westwards through Walpeup to Underbool, a distance of about 35 miles, was of superior quality and well suited to wheat growing. The Committee suggested the survey of the proposed railway should not be carried beyond Kow Plains as the country further to the west was somewhat inferior to that on the east side. There was however, an area of very fair mallee country approaching the South Australian border which was served by the railway from Adelaide to Pinnaroo.
With an absence of settlement in the area under investigation, the opportunity arose for the railway surveyors to determine the route of the railway without claims from vested interests. Two starting points were considered - from a point half a mile south of Ouyen with a distance of 29.5 miles to Underbool, or from a point 7 miles south of Ouyen running in a straight line to Underbool for 31 miles. The former route, served an additional 15,000 acres of third class land, passed better quality water supply catchments and connected with Ouyen, which was expected to become the commercial centre of the Mallee.
Mr. G.E.C. Campbell, surveyor in charge of the permanent survey reported in July 1908 that good water had been discovered at Ouyen.
The Railway Standing Committee presented their report to the Legislative Assembly on 5-8-1908, adopting the surveyors' recommendation to commence a railway from Ouyen to Kow Plains, a distance of 56 miles. The line would serve 768,000 acres of crown lands of which 750,000 acres would be available for settlement. The Committee was of the opinion that it would be a serious mistake to consider the railway until provision was made for a water supply for stock and domestic purposes, either by tapping an underground flow or by making large public tanks. The Committee recommended that the line be constructed at a cost of 45,000 pounds.
In the Legislative Assembly on 14-10-1908, the Premier moved that the question of constructing a railway from Ouyen to Kow Plains should be referred to the Railway Standing Committee. This was a specific reference in accordance with the law as the Committee had already reported on the general question of construction in the mallee. There was an interesting sequence of events that followed:
* On 23-10-1908, the Chief Engineer for Railway Construction sought funds for the
proposed start of the line.
* On 13-11-1908, the Under Treasurer advised that expenditure would be met from the Treasurer's Advance, pending legislation.
* On 10-12-1908, the Premier and Minister for Railways (Thomas Bent) directed that the construction of the line be proceeded with at once. A requisition was made for money that would be required to cover expenditure up to the end of March 1909.
* The Bent Ministry resigned on 7-1-1909.
* Construction of the line commenced on 11-1-1909.
* On 9-2-1909, the Minister of Railways (A.A. Billson) moved in the Legislative Assembly that the construction of a 5 feet 3 inches railway from Ouyen to Kow Plains be referred to the Parliamentary Standing Committee on Railways.
* The Committee's report was tabled on 23-2-1909. The total estimated cost of the line was 155,070 pounds.
* The Minister for Railways introduced the Ouyen to Kow Plains Railway Construction Bill on 24-2-1909. During the debate:
McGrath: "You have already started the line".
Billson: "That is becoming a stale joke. We found the line was under construction."
* On 25-2-1909 the Bill passed the remaining stages in the Legislative Assembly and was sent to the Legislative Council.
* On 25-2-1909 the Bill passed all stages.
* Royal Assent was given on 2-3-1909. Act No. 2179 authorised construction of the line and made provision for the formation of a Railway Deficiency Trust to collect a Railway Deficiency Rate from the district materially benefitting by the construction of the line. The rate would be sufficient to pay to the Victorian Railways Commissioners any deficiency on working and interest charges. The duties of the Trust would not commence until the opening of the line.
* On 25-3-1909 the Chief Engineer for Railway Construction sought his funding and authorisation through the normal channels. Approval was given on 5-4-1909.
The Ouyen to Kow Plains railway was the first railway line in Victoria constructed ahead of settlement, setting a precedent for future developmental railways.
Although the Act authorising construction was not passed until February 1909, construction of the first section from Ouyen to Underbool (31.25 miles) commenced on 11-1-1909. By October it was reported that 24 miles of rails were laid and would be ready for carriage of wheat by the end of the year.
The construction of the Kow Plains railway saw the establishment of Ouyen as an important mallee township. The Maryborough "Standard" newspaper reported that Ouyen had progressed in six months from "a railway shed surrounded by a few pine trees - an oasis in a desert of mallee. Now there is a Coffee Palace of twelve rooms, a blacksmith's shop, a baker's shop and a very nice hall". The ever-optimistic editor of "The Mildura Cultivator" predicted that the Kow Plains line would be extended to connect with the Pinnaroo line - Mildura then being within 60 miles of "interstate express trains carrying mails and interstate passengers".
The Minister for Lands visited the mallee settlement area between the Victorian border and Kow Plains in April 1910. The settlers made representation to the Minister for the Kow Plains line to be extended a further 12 miles to give them connection with Melbourne, even though Adelaide via Pinnaroo was their most accessible centre. The Minister was impressed with their argument and submitted a proposal to cabinet, who decided to refer extension of the Kow Plains line to the Railway Standing Committee.
By the end of June 1910, rails had been laid for nearly 20 miles and formation work was in progress beyond Walpeup. A huge stack of sleepers were stored in Ouyen railway yard as construction progress was slow. Mr.J.Hyde, the Engineer in charge of construction, reported that he had only six teams at work whereas he required fifty. He anticipated the line would be open in about two years. By August however, 200 men were employed.
Mr. Hyde received a request by letter dated 21-6-1910 from a Miss Cotter who requested the use of a trolley two or three times a week (and finding a horse) to take stores and horse feed to the railhead. She was prepared to supply the workmen on the line with stores delivered at camps and horse feed delivered to the rail head where she would establish a depot. Mr. Hyde noted to his superior that this would be a good arrangement as it was difficult getting supplies out to the camps and railhead. Unfortunately it is not known if this enterprising venture proceeded.
There was keen demand for the new mallee lands along the Kow Plains line. The first land settled was close to the border and favourable seasonal conditions had resulted in profitable wheat growing. These settlers requested the Minister for Public Works to provide 300 pounds to make roads for them to get wheat to Pinnaroo station, but the Minister could not see his way to make roads to a South Australian railway station, particularly as the alignment of the border was in dispute between the States.
The Chief Engineer for Railway Construction, Mr. Kernot, reported in November 1910 that rails had been laid for 30 miles from Ouyen. There were 250 men engaged in laying 3 miles of rails a week and it was expected that wheat would be carried from as far out as the wheat fields extend. Sidings were provided by November 1910 at Tiega and Galah and in December at Walpeup, Nyang and Underbool in time for the wheat harvest. Construction trains began to carry settlers' inwards and outwards goods. A portable telephone for use at the head of construction had been sent on 20-10-1910.
Construction slowed by December with about 36 miles laid. There was now a shortage of men and horses. Some men had complained of the heat and left for a cooler climate whilst others were returning to their farms for harvesting work.
Mr. Kernot gave evidence to the Standing Committee in early December 1910 advising that an extension of the Kow Plains line would tap a flourishing settlement which extended for a distance of 16 miles eastward from the South Australian border, opposite the township of Pinnaroo. There was an area of first class mallee land and as the sea coast is only 60 miles distant, the rainfall was more generous. There was a plentiful supply of underground water for stock purposes which could be found by boring at depths of from 250 feet to 400 feet. The water was not artesian but it rises well up the bores and is brought to the surface by windmills.
The Standing Committee's report was promptly presented to parliament in December 1910 and it recommended the construction of an extension of the Ouyen to Kow Plains railway to Murrayville, a length of 11.5 miles. The Committee felt there was every reason to believe that a further 123 allotments comprising 83,000 acres would be over-applied for. The land between Ouyen and Kow Plains had been eagerly sought after as fast as it was subdivided into allotments of from 600 to 800 acres. There had been 3,161 applicants for 314 allotments. The country between Kow Plains and Murrayville was being surveyed and would be available for settlement during 1911.
One of the issues the Committee addressed was the "Border Dispute" involving a strip of land 1.75 miles in width east of the Victorian - South Australian border and extending its full length. (The dispute involved ownership of the land following variations in surveys dating back to 1839. The border was originally declared to be the 141 degrees east meridian). No steps had been taken to settle this strip due to the border line dispute. Roads had only been cleared of mallee and were sandy and difficult to traverse.
When the Committee recommended the construction of the railway to Kow Plains from Ouyen in 1909, it stated that the reason for terminating the line at Kow Plains was that any wheat grown more than 12 to 13 miles to the west would in all probability be carted across the border to Pinnaroo. Pinnaroo was 161.75 miles from Adelaide whilst Kow Plains was 345 miles from Melbourne.
The Committee, in its latest investigation, examined the cost of wheat cartage, the long distance railway rate for carriage of wheat in Victoria and the price advantage usually obtained for wheat on the Melbourne market, determining that the price differential was 4/11 in favour of Adelaide. This sum was more than counterbalanced by the cost of cartage to Murrayville (7 miles) instead of Pinnaroo (10 miles).
The Kow Plains to Murrayville line was authorised by Act No. 2290. The extension would be 11 miles 48 chains in length with a ruling gradient of 1 in 75. The cost of the line would be 32,075 pounds or 2,765 pounds per mile exclusive of land and rolling stock. There were no creeks or rivers to be crossed and fencing would be provided at the terminus only. Authorisation was approved before completion of the Ouyen to Kow Plains section, thus the two sections were able to be treated as a continuing construction project.
By the end of 1910, 30 miles had been completed to Underbool and the Construction Branch was prepared to cater for wheat traffic. The stations in this section were each given native names, being Tiega, Galah, and Nyang (later to become Torrita). Underbool and Walpeup were already established names.
"The Mildura Cultivator" of 18-1-1911 carried an advertisement seeking horses and tip-drays for railway construction work. The rate of pay was 13 shillings per day with applicants applying to the works office at Ouyen.
The Boinka station site originally surveyed at 42 miles, 72 chains from Ouyen was altered to 43 miles, 6 chains, necessitating a grade alteration for the station. A cutting beyond Boinka presented some excavation difficulties, requiring a 2 foot narrow gauge railway to be used. Twenty pound rails in 154 lengths were obtained from the Public Works Department dredging section and German made wagons were used to remove spoil from the cutting. This task was undertaken during February 1911. By April, construction trains were being run daily to the railhead at 43 miles. Ballast for the line was obtained from a reserve 12 miles, 7 chains from Ouyen, where a siding was built. Stations were provided at 37 miles, 40 chains (Manpy - later renamed Linga), 43 miles, 6 chains (Boinka) and 50 miles, 20 chains (Tutye). Progress with construction was consistently steady with rails extending for 51 miles and earthworks completed for 63 miles by early July 1911.
Despite the availability of underground water along the line, the water was unsuitable for use in steam locomotive boilers. Murray River water railed from Lake Hattah was used by locomotives with Hattah being made a temporary "staff station" for this purpose.
Advertising for horses and drays for construction of the Kow Plains to Murrayville section appeared in "The Mildura Cultivator" in October 1911.
Construction camp at Walpeup in 1911. Photo: Bruce McLean Collection
A construction engineer's report dated 9-9-1911 provides an indication of the standard of construction. The sharpest curve is 40 chains radius, rails are 60lb serviceable (used), sleepers are 8ft x 9in x 4.5in red gum, ironbark or box, ballast is sand 8.5in. deep covered lightly with fine limestone and culverts of red gum are built where required. A large area of land parallel to the railway near Tutye was reserved for limestone ballast.
On 28-8-1911, the Chief Engineer for Railway Construction advised that passengers could now be conveyed in a passenger car attached to construction trains between Ouyen and Boinka. The following notice informed passengers of the ytemporary arrangements:
Instructions for passengers travelling on construction trains between Ouyen and Boinka. Source: Public Records Office VPRS425/P Unit 415 File 12225
Ouyen to Murrayville railway construction staff at Ouyen on 22-11-1911. Photo: John Thompson Collection
Rail laying to Murrayville was completed by January 1912 and it was expected that the Railway Construction Branch (who controlled the traffic on the line until it was formally handed over to the Railway Commissioners) would carry 80,000 bags of wheat from the current harvest. The Construction Branch was also hauling small consignments of goods and fodder for stock affected by dry conditions from January 1912, and passengers from 26-3-1912. There was only one station provided between Kow Plains and Murrayville at 62 miles from Ouyen, named Danyo.
On 8-1-1912 it was advised that the construction of the line was sufficiently advanced to enable the Construction Branch to haul goods in truck loads with a minimum consignment of 2 tons from Ouyen to all stations to Murrayville.
The Ouyen to Kow Plains and Murrayville line was officially opened on Tuesday 25-6-1912 with stations at Tiega (6½ miles from Ouyen), Galah (9), Walpeup (18½), Nyang (24), Underbool (31), Manpy (37½), Boinka (43), Tutye (50), Kow Plains (56), Danyo (62) and Murrayville (68). It took three and a half years to construct the line. The ruling grade was 1 in 60 and the sharpest curve 30 chains radius. The line was fenced throughout and cattle pits provided. Water for stations along the line was brought by train from Hattah. The Shire of Walpeup celebrated the opening with a banquet held in Murrayville.
The opening timetable called for a "Mixed" train (goods train with passenger carriage attached) to leave Ouyen for Murrayville on Tuesdays and Thursdays at 8 a.m. (connecting with the 4.40 p.m. train from Melbourne on Mondays and Wednesdays) and departing from Murrayville at 4 p.m. on Wednesdays and Fridays, connecting at Ouyen with the 6.30 p.m. train from Mildura to Melbourne. None of the stations were manned when the line opened with trains worked under Guard-in-charge conditions.
A turntable and water supply was provided at Murrayville (originally intended at Kow Plains) for turning locomotives, but this was not provided until after the line was opened. Three stations along the line had their names changed. Nyang was renamed Torrita in 1921, Manpy was renamed Linga and Kow Plains renamed Cowangie, both in December 1921.
One station was not built despite attempts by the Paignie Progress Association in 1912 to urge the provision of a siding at Paignie between Galah and Walpeup.
Ouyen to Pinnaroo railway line showing relationship to Mildura and Patchewollock lines. Source: Victorian Railways
In 1911, two 10,000 gallon galvanised iron water tanks on timber stands and a water column were located on the up side of the line between Cowangie and Murrayville, about two miles from Cowangie, at 58 miles 18 chains 90 links from Ouyen or 347 miles 9 chains 93 links from Melbourne. The height above sea level was 170 feet.
A four inch pipe line connected the tanks with an 8000 cubic yards ground tank that was fed by drains designed to collect rainfall from within a fenced catchment area. The excavated ground tank measured 280 feet x 180 feet x 20 feet deep. A small shed housed a Simplex oil engine and pump, dismantled at Jeparit and re-erected by the Way and Works Branch. The pump was reported on 7-12-1912 to be installed and working.
A 1911 departmental plan indicates that the reserve and tanks were about 20 chains to the north of the railway at mileage 347 with a small reserve to the south of the line. The banks of the tanks are still discernible.
Looking northwards from the site of the water tanks along side the railway line to the dams which were in the paddock in the background. 4-5-1998. Photo: Bruce McLean
Water in the mallee is not abundant and with steam locomotives so reliant on a continuing supply of water, the Victorian Railways' engineers became extremely adapt at harnessing opportunities to provide trackside water. The Cowangie Water Tanks were unique in this regard until they were made redundant in 1929 when a water tank stand fed by the town supply was provided at Murrayville station for the use of locomotives.
The town water supply was made possible by the installation of government owned bores every two miles from the South Australian border to the eastern side of Tutye, near Boinka. The area was fortunate in having good underground water compared with the greater portion of the mallee that had to rely on rainfall for its supply of water.
A report by the Engineer of Water Supply on 1-3-1935 indicated that water supply equipment was now out of use and the oil engine and pump was to be returned to Spotswood Reclamation Depot and scrapped due to their worn condition. The report also stated that the water supply was not reliable and the remaining equipment was available for removal for use elsewhere.
T346 with a special train passes the site of the Victorian Railways water tanks located on the down side of Cowangie. 19-11-1977. Photo: Bruce McLean
The site of the water tanks on 4-5-1998. The concrete blocks in the foreground remain from the tank stand footings. Photo: Bruce McLean
Source: Public Records Office VPRS425/PO Unit 454 File 12/9385
The Final Returns on the Ouyen to Kow Plains and Kow Plains to Murrayville lines produced the following results:
Item |
Ouyen - Kow Plains |
Kow Plains - Murrayville |
Date of start of construction |
11-1-1909 |
20-2-1911 |
Date of opening for goods traffic |
January 1911 |
January 1912 |
Date of opening for passenger traffic |
27-10-1911 |
26-3-1912 |
Date of opening for public traffic |
25-6-1912 |
25-6-1912 |
Date at which work executed by Board of Land and Works ceased |
29-9-1914 |
2-12-1913 |
Time of construction |
68½ months |
- |
Rate of construction |
1.21 months per mile |
- |
Length of line |
56 miles 31 chains 42 links |
11 miles 43 chains 20 links |
Costs |
Pounds Shillings Pence |
Pounds Shillings Pence |
Land transfers |
£14-13-4 |
£3-10-5 |
Clearing and grubbing |
£995-3-0 |
£308-4-7 |
Fencing |
£4,076-10-0 |
£758-13-11 |
Cattle pits |
- (52 No.) |
£171-0-0 (12 No.) |
Station gates |
- (19 No.) |
£39-10-3 (5 No.) |
Wicket gates |
- (9 No.) |
£11-17-3 (2 No.) |
Mile and half mile posts |
£69-5-11 (113 No.) |
£12-4-8 (23 No.) |
Whistle posts |
£19-5-11 |
£6-13-2 (10 No.) |
Caution boards |
£82-14-11 (26 No.) |
£14-14-0 (6 No.) |
Cattle pits, gates, notice boards |
£1,141-8-4 |
- |
Culverts timber |
£560-18-1 (45 No.) |
£96-1-4 (15 No.) |
Culverts - concrete |
£44-9-2 (2 No.) |
- |
Earthworks |
£21,915-4-4 |
- |
Metalling and gravelling limestone |
£272-18-0 |
£115-18-1 |
Ballasting - sand and limestone |
£13,580-5-2 |
£2,903-0-1 |
Sleepers 8'x9"x4½" grey box |
£25,056-2-4 (123,616 No.) |
£4,273-19-6 (25,497 No.) |
Crossing timber |
(1,154 No.) |
£69-14-6 (357 No.) |
Permanent way material |
£27,689-8-5 |
£6,101-12-2 (12.11 miles) |
Points and crossings |
£781-7-1 |
£233-12-11 |
Freight on per way material |
£3,301-16-8 |
£832-4-3 |
Laying per way |
£4,810-3-0 |
£1,291-11-2 |
Terminal station buildings and platform |
£254-4-8 |
£611-19-7 |
Roadside station |
£2,256-17-9 (8 No.) |
£224-7-8 (1 No.) |
Departmental residences |
£7,223-14-5 (18 No.) |
£1,164-6-5 (2 No.) |
Turntable and engine shed |
- |
£806-6-7 |
Water supply |
£4,048-15-5 |
£2,463-18-3 |
Livestock yards |
- |
£158-15-0 |
Telegraph including cost of Morse instrument |
£1,298-0-7 |
£245-16-3 11.5 miles 186 poles |
Engineering and supervision |
£7,585-5-8 |
£2,095-5-7 |
Miscellaneous |
- |
£58-6-0 |
Signals and safety appliances |
£662-14-6 |
£200-14-0 |
Temporary material sidings |
Ouyen 45 chains length Underbool 6 chains length |
- |
Ballast |
Sand pit at 12 miles 8 chains Sand pit at 42 miles Limestone pit at 49 miles |
Pit at 62 miles |
Progress report for Week ended 27-6-1913 for Ouyen to Kow Plains section. Source: Public Records Office VPRS 425, Unit 502, File 9905
Progress report for Week ended 27-6-1913 for Ouyen to Murrayville section. Source: Public Records Office VPRS 425, Unit 502, File 9906
Period |
Men Employed |
Period |
Men Employed |
Period |
Men Employed |
31-6-09 |
136 |
17-7-09 |
98 |
24-7-09 |
120 |
7-8-09 |
153 |
14-8-09 |
160 |
21-8-09 |
168 |
28-8-09 |
209 |
4-9-09 |
189 |
11-9-09 |
187 |
18-9-09 |
176 |
25-9-09 |
175 |
2-10-09 |
150 |
23-10-09 |
181 |
13-11-09 |
196 |
20-11-09 |
180 |
27-11-09 |
162 |
4-12-09 |
14 |
11-12-09 |
20 |
18-12-09 |
14 |
25-12-09 |
- |
10-1-10 |
2 |
15-1-10 |
2 |
22-1-10 |
1 |
29-1-10 |
1 |
5-2-1910 |
1 |
12-2-10 |
1 |
19-2-10 |
1 |
26-2-10 |
- |
5-3-10 |
- |
12-3-10 |
- |
19-3-10 |
- |
26-3-10 |
- |
2-4-10 |
- |
9-4-10 |
- |
16-4-10 |
- |
23-4-10 |
- |
30-4-10 |
- |
2-5-10 |
- |
14-5-10 |
- |
21-5-10 |
- |
28-5-10 |
- |
4-6-10 |
- |
11-6-10 |
- |
18-6-10 |
52 |
25-6-10 |
54 |
2-7-10 |
63 |
9-7-10 |
63 |
16-7-10 |
86 |
23-7-10 |
150 |
30-7-10 |
140 |
13-8-10 |
175 |
20-8-10 |
193 |
27-8-10 |
193 |
3-9-10 |
220 |
10-9-10 |
219 |
17-9-10 |
250 |
24-9-10 |
242 |
1-10-10 |
253 |
8-10-10 |
232 |
15-10-10 |
236 |
12-11-10 |
183 |
19-11-10 |
185 |
26-11-10 |
140 |
3-12-10 |
145 |
10-12-10 |
136 |
17-12-10 |
126 |
24-12-10 |
75 |
31-12-10 |
50 |
7-1-11 |
64 |
14-1-11 |
116 |
21-1-11 |
114 |
28-1-11 |
108 |
4-2-11 |
137 |
11-2-11 |
140 |
18-2-11 |
156 |
25-2-11 |
173 |
4-3-11 |
169 |
11-3-11 |
193 |
18-3-11 |
237 |
25-3-11 |
224 |
1-4-11 |
228 |
8-4-11 |
230 |
15-4-11 |
211 |
22-4-11 |
194 |
Period |
Men Employed |
Period |
Men Employed |
Period |
Men Employed |
6-5-11 |
189, 49 |
13-5-11 |
153, 91 |
20-5-11 |
136, 114 |
27-5-11 |
118, 117 |
10-6-11 |
105, 102 |
17-6-11 |
103, 96 |
24-6-11 |
111, 95 |
1-7-11 |
110, 98 |
8-7-11 |
115, 113 |
22-7-11 |
146, 80 |
29-7-11 |
119, 78 |
5-8-11 |
128, 79 |
12-8-11 |
120, 65 |
19-8-11 |
123, 53 |
26-8-11 |
114, 71 |
2-9-11 |
114, 43 |
9-9-11 |
116, 50 |
16-9-11 |
104, 48 |
23-9-11 |
113, 47 |
30-9-11 |
107, 50 |
7-10-11 |
90, 52 |
14-10-11 |
102, 49 |
28-10-11 |
103, 41 |
4-11-11 |
101, 38 |
11-11-11 |
86, 65 |
18-11-11 |
91, 54 |
25-11-11 |
91, 39 |
2-12-11 |
67, 44 |
9-12-11 |
81, 48 |
16-12-11 |
62, 65 |
23-12-11 |
35, 42 |
30-12-11 |
28, 24 |
6-1-12 |
79, 37 |
13-1-12 |
55, 27 |
20-1-12 |
85, 51 |
27-1-12 |
11, 58 |
3-2-12 |
130, 67 |
10-2-12 |
106, 65 |
17-2-12 |
110, 65 |
24-2-12 |
101, 71 |
2-3-12 |
111, 96 |
9-3-12 |
128, 78 |
16-3-12 |
162, 111 |
23-3-12 |
185, 110 |
30-3-12 |
152, 176 |
6-4-12 |
151, 151 |
13-4-12 |
138, 141 |
20-4-12 |
138, 147 |
27-4-12 |
120, 154 |
4-5-12 |
118, 128 |
11-5-12 |
104, 165 |
18-5-12 |
95, 150 |
25-5-12 |
87, 152 |
1-6-12 |
75, 149 |
8-6-12 |
78, 112 |
15-6-12 |
78, 120 |
22-6-12 |
70, 115 |
29-6-12 |
26, 72 |
13-7-12 |
45, 28 |
20-7-12 |
38, 33 |
27-7-12 |
43, 27 |
3-8-12 |
47, 20 |
10-8-12 |
22, 22 |
17-8-12 |
21, 10 |
17-8-12 |
14, 4 |
7-9-12 |
17, 4 |
14-9-12 |
19, 4 |
21-9-12 |
16, 4 |
28-9-12 |
11, - |
5-10-12 |
14, - |
12-10-12 |
10, - |
19-10-12 |
11, - |
26-10-12 |
11, - |
2-11-12 |
11, - |
9-11-12 |
11, - |
16-11-12 |
16, 2 |
23-11-12 |
23, - |
30-11-12 |
23, - |
30-11-12 |
23, - |
7-12-12 |
21, - |
14-12-12 |
26, - |
21-12-12 |
-, - |
18-1-13 |
21, 5 |
25-1-13 |
5, 5 |
1-2-13 |
34, 5 |
8-2-13 |
37, 9 |
15-2-13 |
39, 9 |
22-2-13 |
39, 9 |
1-3-13 |
39, 10 |
8-3-13 |
35, 10 |
15-3-10 |
30, 14 |
The question of connecting Victorian railway lines with the common broad gauge lines of South Australia where they had reached nearby points, was dealt with by the establishment in May 1910 of a Joint Royal Commission into Border Railways. The Victorian Parliamentary Standing Committee, working with a similar South Australian body, had included in their references, a railway from Pinnaroo to connect with the proposed Ouyen to Kow Plains line.
Inspections were made of the country between Kow Plains and Pinnaroo by the Victorian representatives in March 1911 and the South Australian representatives in June 1911. Arrangements were made for the special carriage "Victoria" fitted with sleeping accommodation to be taken to the head of track work on the Kow Plains line on 13-6-1911 to pick up the South Australian members of the Border Railways Commission (14 in party) to travel to Ouyen and Melbourne the following day attached to the 9.45 p.m. passenger train that evening, due in Melbourne at 3.55 p.m. the next day.
The Commission reported to their respective parliaments in September 1911, recommending the construction of railways between Murrayville and Pinnaroo (16 miles) giving a connection between the Mildura line and Adelaide, and extending the proposed Heywood to Dartmoor line to Mount Gambier (18 miles).
On 23-2-1912, the Premier of South Australia (Mr. Peake) met with the Victorian Premier (Mr. Murray) and Treasurer in Melbourne to consider the recommendations of the Commission. Both Premiers were in favour of the recommendations and they agreed to introduce legislation in both parliaments.
It was agreed that the same Act would authorise construction of both connecting lines and that the cost of construction would be borne equally by the two States. Other conditions of the agreement were: That 40 per cent of the revenue derived from the conveyance over other lines in either State of traffic originating or terminating on the connecting railways shall be paid into a "pool" and after losses (if any) on working the connecting railways, and the Ouyen to Murrayville railway have been paid therefrom, the balance is to be divided equally between the States - firstly, up to a maximum of 5,000 pounds per annum unconditionally, and then the balance (if any) in the "pool", subject to the proviso that the credit to either State may be revised under certain conditions;
That the railways within the boundary of each State be maintained by that State;
That the train services on the Murrayville to Pinnaroo and Malanganee to Mount Gambier lines shall be run by Victoria and the cost thereof borne by Victoria and South Australia on the basis of the mileage run in each State;
That in order to avoid construction of stations on the border, Pinnaroo and Mount Gambier shall be regarded as border stations for railway purposes, and the Railway Commissioners of the two States shall agree upon the rates to be charged for the carriage of all traffic between Victorian stations and Pinnaroo and Mount Gambier respectively;
That any additional works considered necessary to deal with the traffic be carried out at the joint expense of the two States.
The agreement was ratified in Victoria by the Victorian and South Australian Border Railways Act (No. 2424 of 1912). One of the consequences of the Act was that the "local" rates charged on the Ouyen - Murrayville line were to cease, and from 17-2-1913 ordinary rates were charged.
Construction of the Murrayville to Pinnaroo railway was undertaken by the South Australian Railways, commencing from Pinnaroo. Earthworks were reported to be almost completed by November 1914 and rail laying was to commence. The line passed through undulating mallee land with sand ridges and limestone outcrops and presented no engineering difficulties. Two stations were provided, being Carina and Panitya.
There was a change of direction for the final route between Murrayville and Pinnaroo. The following items of correspondence from the Victorian Public Records Office explain in full the circumstances of the final route:
Correspondence from the Senior Surveyor to the Chief Engineer of the Railway Construction Branch advocating a change in the route between Murrayville and Pinnaroo. 7-5-1914. Source: Public Records Office VPRS 425, Unit 570 File 15350
Correspondence from Chief Engineer for Railway Construction to Minister for Railways 11-5-1914. Source: Public Records Office VPRS425 Unit 570 File 7814
Further correspondence relating to the route from Murrayville to Pinnaroo between the Chief Engineer for Railway Construction and Minister of Railways. 18-6-1914. Source: Public Records Office VPRS 425, Unit 570, File 2506
Correspondence from Commissioner Moncrieff of the South Australian Railways to the Secretary of the Victorian Board of Land and Works. 4-9-1914. Source: Public Records Office VPRS 425 Unit 570 File 15350
The Victorian Railways requested the South Australian Railways to provide a three road engine shed at Pinnaroo. The South Australian Railways tried to get the Victorian Railways to pay 100 pounds a year for use of their engine shed however the Act did not lay down such a charge and the Victorian Railways refused to pay.
When the line opened there were two Drivers at Pinnaroo - one being an Acting Driver, one Driver only at Murrayville (no Fireman) and a Cleaner at Ouyen. The arrangements for crewing trains were as follows:
Pinnaroo Driver "A" lit up the engine and fired to Murrayville and was relieved by the Murrayville Driver, then went to "rest". Pinnaroo Driver "B" signed on and did the Driver's preparation and drove to Murrayville. He then fired for the Murrayville Driver to Ouyen and was relieved by the Cleaner upon arrival at Ouyen and went to "rest". The Ouyen Cleaner fired for the Murrayville Driver in the yard until the engine was put away over the pit. The Cleaner coaled the locomotive and tended the fire etc. To get the train back to Pinnaroo, the Murrayville Driver and the Ouyen Cleaner prepared the engine and made up the train. Pinnaroo Driver "B" relieved the Ouyen Cleaner prior to departure, then fired for the Murrayville Driver to Murrayville. The Pinnaroo Driver "A" ex "rest" relieved the Murrayville Driver and fired for Pinnaroo Driver "B" who now drove home to Pinnaroo.
On 29-4-1915, the South Australian Railways Passenger Manager asked the Victorian Railways Superintendent of Passenger Services if a special train could be run between Pinnaroo and Murrayville on 10-5-1915 to raise money for the Belgium Relief Fund. The matter was referred to the Chief Engineer of the Victorian Railway Construction Branch who replied that the line was not yet under Victorian control, but there was no objection to the train running. It was then referred to the Chief Engineer of the South Australian Railways who had no objection provided there was no charge on construction funds. (It has not been possible to determine if this train was run).
On 10-5-1915, the Chief Engineer of the South Australian Railways (Mr. Moncrieff), advised that the line from Murrayville to Pinnaroo, built by his department, was now complete and ready to carry traffic, although there were a number of small items remaining to be done. It was arranged for an inspection by "rail motor" over the line by Victorian Railways officials on 10-6-1915. The inspection party included Mr. G. Rees, Superintendent of Construction, Mr. Ashworth, Assistant Engineer with the Way & Works Branch, the District Rolling Stock Superintendent, Bendigo and the District Superintendent from Maryborough.
Ballasting of the railway was completed on 14-5-1915 and the Stationmaster at Pinnaroo was arranging for goods trains on Tuesday and Thursday to run until the line was officially opened.
The railway from Murrayville to Pinnaroo was officially opened for traffic from 29-7-1915, making a connecting link with the railway from Tailem Bend to Pinnaroo, which was opened on 14-9-1906. The existing "Mixed" train service from Ouyen to Murrayville was extended on three days a week to Pinnaroo. There were no turning facilities at Pinnaroo and locomotives were instructed to run "tender-first" from Murrayville to Pinnaroo.
The following are details of the completed line:
1. Distance from centre of platform at Pinnaroo to centre of platform at Murrayville is 16 miles, 31 chains 0 links.
2. Construction mileage is 16 miles 6 chains 60 links.
3. Highest point, rail level, is 351.25 feet above Low Water Mark Hobson's Bay.
4. Lowest point, rail level, is 192.30 feet above Low Water Mark Hobson's Bay.
5. Steepest grade is 1 in 80 against Up and Down loading.
6. Sharpest curve 40 chains radius.
7. Rails in main line and sidings 60 pounds A, new pattern silicon steel, each 30 foot long.
8. Sleepers are jarrah 8 foot 6 inches x 9 inches x 4½ inches spaced 2 foot 8 inches, 12 sleepers to 30 foot rail.
9. Ballast limestone 4 inches under and boxed up to top of sleepers.
10. Water supply, nil.
11. Turntable at Pinnaroo is unsuitable. Ash pit is provided at Pinnaroo.
12. Telephone is provided.
13. Mile, half mile and whistle posts, stop, look, listen boards and curve boards are provided for.
14. There are no bridges.
15. Culverts, none built.
16. Fencing complete. Cattle pits provided at all level crossings, metal gates at occupation crossings.
17. Residences for employees, none provided.
18. The line is fit for a maximum speed of 25 miles per hour.
19. Stations at Panitya and Carina.
A new agreement between the two States for working the border railways, effective from 1-7-1930, was adopted under the authority, in Victoria, of Act No. 3922. Each State would retain, without adjustment of accounts, the revenues earned upon its own sections of the border lines. The Victorian Railways would continue to operate the lines and be paid an amount by South Australia to cover the working expenses of the South Australian section.
The Ouyen Highway level crossing near the Victoria and South Australia border. South Australia starts at the white speed board to the right and the light-colored sleepers in this view looking towards Victoria. 12-7-1980. Photo: Bruce McLean
Broad gauge meets broad gauge track at the Victoria and South Australia border. The white post marks the border with the Victorian Railways track to the left and the South Australian track to the right. 12-7-1980. Photo: Bruce McLean
Victorian Railways T346 and South Australian Railways 835 stand side by side in the Pinnaroo station yard on 19-11-1977. The two trains met at Pinnaroo with railway enthusiasts travelling from each direction and swapping trains to continue their journeys. Photo: Bruce McLean
From 27-6-1996, the Pinnaroo line was closed to traffic beyond 601.511 kms. (Victoria/South Australia border) and baulks placed across the line at the border which is about 2.5 kms. on the Down side of Panitya. A board with the wording "Line closed at Border Baulks Provided" was located 100m. before the baulks. The reason for the closure was the conversion to standard gauge of the Tailem Bend to Pinnaroo line, denying through train access for the first time since 1915. The first standard gauge train from Tailem Bend arrived at Pinnaroo on 27-11-1998.
Sign at the 600 km post indicating baulks at the border and the end of the line for Victorian trains, 4-5-1998. Photo: Bruce McLean
The baulks at the border. The Mallee Highway level crossing is in the background. 4-5-1998. Photo: Bruce McLean
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