<< Back | Home | Site Map
The 1899 proposal put forward by Mr. W. Bowring on behalf of residents of Wentworth and district urging the extension of the railway from Mildura to Wentworth gained increased political interest during 1901, but failed to gain a financial commitment from the Victorian and New South Wales governments. The New South Wales Under Commissioner of Works wrote and advised the Wentworth Railway League that the Secretary for Public Works "has already decided to consent to the railway going into Wentworth, but he has to wait to ascertain if there are any legal objections in the way".
On 2-12-1901, Mr. H. Deane and Mr. F. Rennick, representing respectively the New South Wales and Victorian Railway Construction Branches, arrived at Wentworth to examine the proposed crossing of the Murray River. They attended a meeting held in the Council Chambers. Mr. Rennick detailed the reasons for the choice of the Victorian line to Yelta, mainly to serve Mildura, but also to attract the Darling River trade and connect with the Hay line to the South Australian border. There would be no need for the proposed town of Yelta if the line served Wentworth and he would like to know where Wentworth would like to have their station. The following day an inspection was made to ascertain if the line could be suitably altered to cross the Murray and Darling Rivers on one long bridge to enter the town.
A meeting held in Melbourne in January 1902 between the Victorian Minister of Railways (Mr. Trenwith) and New South Wales Minister for Public Works (Mr. O'Sullivan) discussed the extension and although both were favourable to the proposal, nothing definite was decided. Further consideration would follow the engineers' report.
In May 1902, Mr. Deane and Mr. Rennick submitted their joint report. It was proposed that a deviation from the Mildura to Yelta surveyed line be made at a point 14 miles, 28 chains from Mildura, a distance of 2 miles, 28 chains, including a branch line to a wharf. The selected route would follow approximately the direction of the main street in Wentworth about 20 chains west of the Post Office and crossing both the Darling and Murray Rivers about 25 chains east of their junction. It was proposed to block the Darling on the crossing of the railway and excavate a new channel for its entrance to the Murray, about 20 chains east of the line. (This proposal clearly illustrates the powerful position of railway engineers in this age. To suggest such a proposal today would bring community outrage).
The bridge over the flats and the Murray would be designed to allow for discharge of floods from both rivers. The bridge would be constructed of timber, wide enough for road and rail traffic and be about two thousand feet long with the main stream being crossed by eight spans of 75 feet each and a clear headway of 30 feet above the highest flood level. Boats would be able to pass under without restriction. The report claimed a saving of 16,000 pounds in favour of using timber instead of steel and concrete for the main spans as well as for the viaduct over the flats. Land would be required to be resumed for the station grounds in Wentworth being not more than 1,500 pounds, but this figure was not included in the estimate. The platform and buildings at Wentworth would be simple and inexpensive and a loop line would be constructed to the wharf on the Darling which would be enlarged and extended.
The estimated cost of the proposal, to be shared equally by the two States, was 51,000 pounds of which the bridge over the Murray and approach embankments would be 26,000 pounds. A saving of 7,000 pounds would be made by doing away with the station, wharf and wharf line at Yelta. The report urged that the foundations for the main bridge should be constructed during the next summer with the required timber being obtained as speedily as possible.
It was proposed that New South Wales would bear two-thirds of the actual cost of construction of the Yelta to Wentworth extension, and Victoria one third. Each state would be responsible for the interest on its portion of funds expended. The cost of working the terminal facilities, including the wharf and branch line, would be borne entirely by Victoria. The cost of maintaining and working the section of line commencing at the point 14 miles from Mildura to the south end of Wentworth station would be divided equally between the two states and the revenue from this 2 miles 25 chains section would be equally divided, based on special rates for passengers and goods which were to be agreed upon between the Railway Commissioners of New South Wales and Victoria before construction commenced.
A change of government in Victoria brought the prominent Thomas Bent to the railway portfolio on 10-6-1902. The Mayor of Wentworth (Alderman W. Bowring) was quick to arrange an interview with the Minister, his sense of urgency no doubt stimulated by the advancing railway construction towards Mildura. Mr. Bent stated that he advocated extension to Wentworth years ago and his opinion had not changed.
The people of Wentworth learned there were suggestions being made in Mildura for the railway to terminate there. A public meeting called on 4-9-1902 by the Mayor, resulted in resolutions urging the New South Wales government to take immediate steps to determine with the Victorian government the construction of a railway bridge over the Murray at Wentworth, and to point out that the uncertainty of the terminus was paralysing enterprise in the town.
Map showing the various proposed or survey routes to the original Yelta site and Wentworth including the proposed site for a station. Map: Chris. Wurr
The Victorian cabinet agreed to the proposal on 19-1-1903 however the government had yet to ratify the agreement. In the meantime, the New South Wales Minister, Mr. O'Sullivan, when visiting Ballarat, declared that extending the Mildura line to Wentworth would offer "enormous possibilities". He had succeeded in having the New South Wales parliament authorise the line from Condoblin to Menindee and it was almost certain it would be extended to Broken Hill where silver mining over the last ten years had yielded over 20 million pounds. He claimed it would not be many years before Broken Hill would be connected by rail to Wentworth.
The annual value of "up and down" exports passing through the Wentworth Custom House was 609,599 pounds and minerals exported from Broken Hill in 1900 was 2,281,299 pounds.
Despite the Minister's far sighted vision, there was nothing forthcoming from the New South Wales government and another public meeting held in Wentworth on 15-7-1903 decided to press the government in the strongest possible manner to take action. Another public meeting was held on 5-10-1903, this time their concerns dwelling on the fear that if construction was to cease at Mildura it would take no small amount of persuasion and influence to get it going again.
A telegram was sent to Mr. R. Scobie M.L.A. and his response indicated that he had sighted the signed agreement between the two States and all that was required was money to undertake the work. However, the Wentworth "Standard" reported later in the month that the New South Wales Premier (Sir. John See) had decided to refer the Wentworth extension to the Public Works Committee. The newspaper commented that it was at a loss to understand this latest development when the cost would be less than 20,000 pounds and Cabinet had approval to spend that amount without reference to the Committee. It lamented that "this means no end of delay and it may take years for this Committee to come to a decision".
It was December 1904, following a change of government in New South Wales, before the Wentworth extension again attracted political attention. Following a question in the Legislative Assembly, the Premier (Mr. Caruthers) advised that he could find no trace on the part of the late government of an agreement with the Victorian government to extend the railway and he would refer the matter to the Railway Commissioners for report. Cabinet records also showed that the matter had not been dealt with.
Mr. Bent, now Victorian Premier, also appeared to lose interest in Wentworth when questioned about extending the Mildura line to Yelta as originally intended in the Act. The lack of responsiveness by the New South Wales government in regard to another Victorian extension from Strathmerton, with a bridge over the Murray River to Tocumwal, caused Mr. Bent to "look with suspicion on interstate lines". Mr. Bent is reported to have stated that he will "not continue it (the line to Yelta) one inch".
It is worth recording at this point of a similar situation with respect to the proposed extension of the railway from Strathmerton, Victoria, to Tocumwal, New South Wales. Whilst negotiations were taking place with the New South Wales government for the Wentworth extension, the construction of this line was authorised under two Acts, Nos. 1958 and 2078, and was completed in two sections - the first section of ten miles to a temporary station on the Victorian bank of the Murray River, and opened for traffic on 28-2-1905. Following protracted negotiations and the frustration's brought about by changing governments, an agreement and confirmatory legislation by both states provided for construction by the State of Victoria in 1907, of a permanent line from Strathmerton across the Murray River to the terminus of Tocumwal. (The bridge featured a lifting span adapted for rail traffic and was the first lift bridge brought into use on the Victorian Railways). The line was opened for traffic on 9-7-1908 and significantly, the cost was borne in equal shares by the two states.
A public meeting convened by the Mayor at the request of the Wentworth Railway League, was held on 12-9-1905 to protest against a proposed stock route along the east side of the Darling River to a point on the Murray River, opposite Mildura. It was considered the stock route would prejudice the prospects of the Mildura railway being extended to Wentworth. The Shire of Mildura, in an effort to diffuse any suggestion of favouring Mildura remaining the terminus, agreed to a motion of support for the extension of the line, recognising the valuable evidence Wentworth had given in Mildura's fight to gain the railway.
The Wentworth Railway League, following another public meeting, approached the Minister for Public Works to ascertain what action, if any, had been taken to ratify the agreement for the proposed extension. On 24-3-1906, the Minister (Mr. C. A. Lee), arrived by train in Mildura having accepted an invitation by the Wentworth Shire Council to visit the area. Mr. Lee was accompanied by Mr. Scobie M.L.A. and two engineers.
In response to a deputation, Mr. Lee indicated that, whilst not opposed to the extension, he was not in favour of the financial arrangements. He considered trade must go to Melbourne and Adelaide from the district and it was rather hard that New South Wales should be called upon to pay two thirds of the outlay and lose the trade as well. He undertook to discuss the matter with the Victorian Premier and thought that the difficulties would be considerably lessened if Victoria paid half the total cost.
However the situation in the Darling and Murray River areas was changing. Much of the Darling trade, one of the original objectives of the Mildura line, was being diverted to the rail head at Bourke and there was the future prospect of the Menindee line being extended to Broken Hill. In Victoria, Mr. Bent pointed out to a Wentworth delegation that met with him on 12-5-1906 that both Victoria and New South Wales agreed the line should not be constructed pending the proposed scheme of installing weirs and locks in the Murray River.
At another deputation to the Victorian Premier on 16-6-1906, Mr. Bent declared he would not budge on the extension "until the New South Wales Premier has carried out an ancient alleged agreement".
Wentworth Shire Council held yet another public meeting in April 1909 to consider the best means of approaching both State governments, as extension of the Mildura line had been approved as far as White Cliffs. A motion was moved "That this meeting of residents of Wentworth and district respectfully appeals to the Hon. The Premier of Victoria to confer with the Premier of New South Wales with a view of extending the Mildura railway to Wentworth, and failing a satisfactory arrangement, the Premier be earnestly requested to complete the line to Yelta, as authorised by the Victorian government."
Mr. W. Bowring and Mr. J. Leary offered to present the resolutions to the Premier in Melbourne. Their deputation ended up seeing the acting Premier (Mr. Graham) on 7-4-1909 who gave an undertaking to put the matter before the Premier on his return and to ask him to open up communications with the New South Wales government. He would also ask the Minister of Railways (Mr. Billson) to raise the matter with his counterpart during his visit to Sydney, and telegraphed him accordingly. Mr. Bowring, on his return from the deputation, advised that it was evident that if anything is to be done it will have to be under a new arrangement between the two governments.
On 1-9-1909, Mr. John Gray, in the Victorian Legislative Assembly, asked the Minister of Railways the estimated cost of construction of the extension from White Cliffs to Yelta and will the government proceed with construction. Mr. Billson replied that the estimated cost was 46,000 pounds and the extension would be contingent upon an understanding being arrived at with New South Wales to build a bridge over the Murray. (The line to Yelta was wholly within Victoria, was already authorised and did not require a bridge over the Murray River).
A change of government in New South Wales in 1910 led the new Premier (Mr. Wade) when addressing the Wentworth question, to flatly decline any proposal for an extension. The line, he declared, would benefit Victoria alone, and if Victoria wanted it, it could pay the whole cost.
And there the much sought Wentworth extension lapsed being raised again with the question of extending the line from White Cliffs to Yelta. This will be covered in the sections on the Yelta extension and the 1922 Border Railways Agreement.
When George Chaffey examined the Murray River banks and selected the site of Mildura in 1886, he was also attracted by the land adjoining the "red cliffs" above and the "white cliffs" below Mildura. The land behind the white cliffs was part of Kulnine Station pastoral lease. In 1908 under Victoria's Closer Settlement Scheme, the lease was taken over by the government and the land opened for dairying under conditional purchase. The land was surveyed for subdivision and plans for the supply of water for irrigation were prepared by the Victorian Water Commission. It was known as the White Cliffs Irrigation Settlement.
The Minister for Water Supply (Mr. Swinburn) advised in August 1908 that the government had agreed to proceed with construction of the line from Mildura to White Cliffs, a distance of 6.92 miles, to serve the new settlement. The government's Loan Allocation Bill included an amount of 24,350 pounds for railway construction works for the Woomelang to Mildura and Yelta (White Cliffs section). The land required to take the line from Mildura station to rejoin the original survey had been purchased by the Mildura and Yelta Railway Trust. There was also a deviation from the original survey to Yelta to take the railway into the northern end of the settlement, the deviation rejoining the original survey at a point before Paschendale Avenue.
Working estimate of costs for the Mildura to White Cliffs (Merbein) railway, dated 6-10-1908. Source: Public Records Office VPRS 418/P, Unit 10, File Bundle 20.
The "Mildura Cultivator" of 31-10-1908 carried an advertisement inviting tenders for the supply and delivery of 5,000 sleepers and a report on 18-11-1908 that a large supply of wheelbarrows and planking had arrived at Mildura station, signalled readiness for the start of construction. Construction commenced on 1-12-1908 by the Railway Construction Branch of the Board and Land and Works with men using picks, shovels and barrows to prepare earthworks. An embankment six feet high between Twelfth and Thirteenth Streets in Mildura was the first task to be tackled. Progress however, was slow. Only two teams were engaged on formation work by February 1909, the barrow men having left to pick grapes which they considered to be much easier and much better paid. During March rails and sleepers began arriving by train in Mildura and by April five barrow men were reported at work between Eighth and Ninth Streets.
By September earthworks were well advanced to White Cliffs and a small gang of men began laying rails from Mildura. The new track extended from Walnut Avenue, immediately curving to the west via a curve of 20 chains radius. By the end of March rail laying was completed only as far as Twelfth Street with construction trains carrying sleepers and rails along the newly laid track. An overhead bridge to carry Ridge Road was constructed over a cutting that took the line from low swampy ground up through an escarpment to the higher elevated settlement. With the overhead bridge to the goods yard at Mildura, these two structures are the only bridges over the line north of Ballarat. Shortly before the Ridge Road bridge, a bridge over the Lake Hawthorn inlet from the Murray River was constructed with 9 opes of 15 feet.
The Railway Commissioners, as part of their annual tour of inspection, arrived at Mildura by special train on Monday 4-10-1909 at 4.40 p.m.. By arrangement with the Railway Construction Branch, their train ran out to the end of construction on the White Cliffs extension and returned by 5.20 p.m.. Their return would have required the train to be propelled in reverse as there were no intermediate sidings to run the locomotive around its train.
Rail laying was well advanced by the end of November but ballasting could not commence as expected due to a coal strike in New South Wales. Mr. J.R. Hyde, engineer in charge of construction, explained that the men were sent to the Victorian coalfield at Powlett, near Wonthaggi, to assist with rail construction to enable local supply of coal.
In January 1910, cattle pits were built on either side of each railway crossing and the telephone pole line constructed. There was still no ballasting activity and yet it was over a year since construction first started.
It should be noted here that the name White Cliffs was changed to Merbein. Merbein was adopted by the Post Office to avoid confusion with the New South Wales White Cliffs opal fields, north of Wilcannia. According to some references, the native name "Merebin" was originally given to the area, but through a mistake in spelling in the original documents of tenure, the name was registered as Merbein. Rail laying was finally completed to Merbein by March when the first locomotive assisting with construction reached the terminus on Monday 14-3-1910.
Every week a construction progress report was sent by the Officer-in-Charge. This report for the week ending 26 December 1908 shows the extent of work carried out between Mildura and White Cliffs (Merbein). Clearing the right of way and embankment works had been undertaken from the commencement of the extension at the Chaffey Avenue level crossing, Mildura and the next five miles. Source: Public Records Office VPRS 425/PO Unit 323 File 09/92
The Railway Construction Branch granted approval for a special passenger train to run from Mildura to Merbein just two days later. Although the line was not yet ballasted, this first passenger train, consisting of an R Class locomotive, two passenger carriages and a guards van, carried 106 passengers, most of whom had arrived by train at Mildura that morning. The train departed Mildura at 9.30 a.m. and returned at 2.30 p.m. The 40 minutes running time both ways was reported to be smooth and the train travelled at a sedate 12 miles an hour.
At Merbein, a passenger platform and goods platform with shed were erected. The railway goods shed played host to the first church service in Merbein when Rev. W. Richards conducted a service on Sunday 10-4-1910.
Ballasting finally commenced at the end of April with several trips daily from the limestone ballast pits at Yatpool, the task continuing throughout May.
The Mildura to White Cliffs (Merbein) line was opened for traffic on Monday 4-7-1910 without ceremony after taking 19 months to construct 6.92 miles. The cost of construction was 16,844 pounds for an average cost of 2434 pounds per mile. The Merbein extension was treated by the Victorian Railways as a branch line from Mildura. Merbein station was to be unattended for the time being and mixed trains were scheduled to leave Mildura on Mondays and Wednesdays at 2 p.m., leaving from Merbein at 3 p.m.; and Wednesdays, Fridays and Sundays at 8.30 a.m., leaving Merbein to return at 9.30 a.m.. There did not appear to be any attempt to have Merbein trains connect with passenger services to and from Melbourne, the timetable primarily serving the requirements of goods and local passenger traffic.
The Mildura and Yelta Railway Construction Trust at its meeting on 14-12-1910 requested the Commissioners to provide a siding near Old Mildura, 3 miles from Mildura. Plan and section drawings show that a railway grounds reserve was surveyed at this point. The Public Works Department advised on 12-4-1911 that the traffic obtainable did not warrant the cost of construction, however there is evidence that trains stopped at this location to load fruit in 1917.
Although New South Wales had agreed to Victoria extending over the Murray River to Tocumwal, the overall question of extending Victorian railway lines north of the Murray River commenced to develop in earnest in 1911.
The Victorian Minister of Railways (Mr. Billson) journeyed to Sydney in April 1911 to meet with the New South Wales Acting Treasurer, Mr. Carmichael, to discuss railway extensions. Mr. Carmichael, according to the "Age", whilst acknowledging that there should be some contribution from his state, was not prepared to commit even half the cost given the disproportion of benefit. However it was agreed an engineering report and costs for a bridge across the Murray River at Wentworth should be prepared. In June 1911, engineers and surveyors from the Railway Construction Branch were taking levels and soundings, having made camp on the south bank of the Murray River at Yelta.
A large crowd attended a public meeting called by the Wentworth Shire Council on 3-4-1912. The Wentworth Railway Extension League was formed and it was decided to immediately send a delegation to Melbourne and Sydney to press their case for a railway. However events moved rather rapidly. Mr. R. Scobie M.L.A., representing Wentworth's interests, advised that the New South Wales Premier was now willing to provide half the money for the proposed extension (the latest estimate for which was 100,000 pounds) so that Wentworth might have similar facilities to those proposed for other Murray towns. Mr. John Gray, M.L.A., representing Mildura's interests, immediately responded by meeting with the Victorian Premier (Mr. Murray) and Treasurer (Mr. Watt). He was given an assurance that correspondence would be forwarded to the New South Wales government asking for a guarantee to pay half the cost of the bridge and terminal station at Wentworth. Mr. Gray suggested that the proposed deputations be held over.
This positive information moved the "Mildura Cultivator" to comment that this is "the best news which Wentworth has received for many years".
It was reported in May 1912 that extensions of the Victorian rail system over the Murray River were to be provided for in a Bill to be brought before the Victorian parliament next session. The Minister of Railways indicated this action would follow as a result of the adoption of proposals from a conference between the two states held in Melbourne. A similar bill would be introduced by the New South Wales parliament. Lines proposed for extension were Merbein to Yelta and Wentworth, and Chillingollah to Bumbang (later to be known as Robinvale) and Euston.
In July 1912 the Victorian cabinet received a draft of a Bill prepared in Sydney together with a request that Victoria should introduce legislation during the present session, simultaneously with New South Wales. Cabinet decided to agree with this request as soon as the draft was agreed upon. The "Age" in August 1912, however, reported that the border railway arrangement had not advanced as far as was generally understood. The financial and legal details were still in the negotiation stage, but no definite progress could be made owing to Mr. Kernot, the Victorian Chief Engineer for Railway Construction, being ill.
Confident of success, the Wentworth Railway League held a meeting in October 1912 to place on record "their heartiest thanks and appreciation" to the railway ministers of New South Wales and Victoria and to advise the Premiers of both states through their respective local members.
A conference was held in Sydney on 14-10-1912 between Victorian and New South Wales Ministers to determine details for the railway extensions. Consideration was given to Victoria paying the full cost of construction, or paying interest on the capital cost, the money to be provided by New South Wales. At first Victoria asked that the cost of building bridges over the Murray River should be shared equally by the two states but New South Wales argued that if the lines were to be part of the Victorian railway system, as proposed, Victoria should pay for the bridges as railway works. Eventually it was agreed that Victoria would pay two thirds and New South Wales, one third, as the bridges would carry both vehicular and railway traffic. Considerable discussion also took place to determine the direction the lines would take, deciding to leave the route of the lines and their respective termini subjects for further consultation.
The Premiers of both states met again on 25-8-1913 to address differences in the agreement. It was decided Victoria would construct each line to the south bank of the Murray at its cost and pay two thirds of the cost of the two railway bridges and connections as far as the New South Wales border towns, including acquisition of the land required. The Wentworth extension would run for about 40 miles to the north-east along a route equidistant from the Darling River whilst the Euston line would run almost due northward. Both lines would be built by New South Wales to the Victorian five feet three inches gauge and be operated by Victoria, taking whatever profit or loss there may be, but to pay to New South Wales interest at current rates, on its capital expenditure. The Bills would also include references to the intention of the New South Wales government to open for settlement the lands served by the lines. (Other lines considered at the meeting were from Echuca to Moulamein and from Nimmitabel through Bombala and Delegate into Gippsland).
It was reported in the "Age" on 15-10-1913 that there was growing opposition in Sydney to the border railway proposals, proponents claiming Victoria was getting the best deal with respect to trade being diverted from Sydney to Melbourne. Of course, where Wentworth was concerned, the Darling River trade was already flowing naturally to Adelaide and Melbourne. However fate was to deal its hand later that month when the New South Wales parliament was prorogued with the calling of an election, without passing the Border Railways Bill. The Bill had passed easily through the Legislative Assembly but came to grief in the Legislative Council.
The government was duly returned but there was no indication that the Border Railway Bill would be reintroduced. (It was arranged that Victoria would introduce a similar Bill following passing of the Bill in New South Wales). The Mayor of Wentworth, reflecting concern at the situation, called a public meeting on 11-3-1914. It was decided to send a delegate to Melbourne to place the district's claims for a railway before the Premiers of New South Wales and Victoria during the forthcoming Premiers Conference.
A meeting was held on 17-4-1914 to reconsider the border railway extensions, eventually arriving at an understanding that the broad lines of policy in the former agreement between the two states would be maintained, but that prior to legislation being introduced, a Joint Royal Commission consisting of the Victorian Parliamentary Standing Committee on Railways and the New South Wales Public Works Committee should be appointed. It was thought that both parliaments would be better satisfied if the whole question of interstate connection with the Riverina was reported on by a similar commission that inquired into the interstate railway connections between Victoria and South Australia.
The Royal Commission was finally appointed by October 1915 with thirteen members, six of whom represented Victoria. The Commission was given four months to consider six proposed lines including Yelta to Wentworth and thence north for a distance of 40 miles. The Commission commenced its inquiry in November 1915.
Mr. M. Kernot, Chief Engineer of the Railway Construction Board, visited Wentworth in early November 1915 to prepare technical evidence and arrange for an inspection by the Royal Commission at Wentworth and the area to be served by the proposed extension. Mr. Kernot was one of the first called to give evidence when the commission commenced on 22-11-1915.
He described the country north of Wentworth as consisting of bluebush and saltbush flatland with occasional stretches of mallee. He believed settlement with irrigation would be possible along the Darling River. Prospects of wheat growing were not good unless the practice of dry farming improved. Mr. Kernot estimated a line from Yelta to a point 40 miles north of Wentworth would cost 275,000 pounds to construct. He did not think the line would be a payable proposition, preferring the Euston proposal, as this line went through good mallee red soil land with better wheat growing prospects.
A railway construction engineer with the New South Wales Railways also inspected the Darling River area in early December as well as proposed sites for a railway bridge at Wentworth, Yelta and Curlwaa (Abbotsford). (This was always a favoured crossing point in earlier proposals).
The Border Railways Commission arrived in Mildura by train on Sunday 23-3-1916, staying that night at the Coffee Palace. After touring the Mildura settlement, evidence was taken at the Shire Hall in the afternoon for one and a half hours before they travelled by motor car through Merbein to Wentworth, where they spent the night. The following day they travelled by car through the Darling River country and on Wednesday 29-3-1916, inspected Curlwaa and took evidence in Wentworth, before leaving for Euston and Manangatang.
A principal witness, Mr. Ben Chaffey, the largest pastoralist in the district, when giving evidence at Wentworth, declared that the extension of the line beyond Wentworth would be entirely dependent on the possibility of further production, and further production was dependent on water supply. It was his opinion that horticultural development was impossible on a big scale owing to lack of water. Wool, the principal product, would still go to Adelaide because the wool firms in Adelaide financed the pastoral properties in the district. In a normal year about 30,000 bales left the district of which only 3000 bales went to Melbourne. It was also pointed out that practically all of the land west of the Darling River was locked up in leases until 1943 and only special legislation could bring about small pastoral settlement.
An interesting visitor to Wentworth at this time was the Premier of South Australia (Mr. C. Vaughan) who, accompanied by some New South Wales Ministers, passed through on a journey from Sydney to Adelaide. He recognised that South Australia was a natural outlet for traffic from the Darling River country and advised that a proposal to extend the Morgan line through Cobdogla to Wentworth and thence to Hay was under consideration by a joint railway committee of South Australia and New South Wales.
The report on the Royal Commission on Border Railways was tabled in the state parliament in mid-August 1916. Two out of six proposals were recommended for construction - Echuca to Moama and Moulamein; and from Kerang, northward to the Murray River and thence along the Wakool River to a point about mid-way between Swan Hill and Moulamein (Stony Crossing).
Out of 13 members of the Commission, 12 voted against the extension of the Mildura line to Wentworth and northwards for 40 miles. The Commission was of the opinion that even if the railway was extended to Wentworth, at a cost of 100,000 pounds, the traffic to and from Wentworth and the Lower Darling district would still be done mainly with Adelaide, especially when the river between Wentworth and Morgan is locked and rendered navigable all year round.
It was another three years before any further moves took place to push for a border crossing. In September 1919, the New South Wales Minister for Works and Railways met with a deputation from the Curlwaa Irrigation Settlement. (Curlwaa is an area located upstream of Wentworth on the Murray River. The nearby Abbotsford punt was a crossing point for travel between Mildura and Wentworth). The deputation sought the reopening of interest for a Wentworth extension, deviating from the original Yelta terminus to cross the Murray River at Abbotsford and continue on to Wentworth through the Curlwaa settlement. There was also agitation for the existing line now terminating at Merbein to be extended to West Merbein to provide for the expanding Merbein settlement.
Mr. R.T. Ball, Member for Murray in the New South Wales parliament, took an interest in linking the Riverina with the Victorian railway system. In early 1921 he arranged with the Victorian Minister of Railways (Mr. Barnes) and the Minister for Works and Railways in New South Wales (Mr. Estall) for reconsideration of the railway extensions examined by the Joint Commission in 1916, including from Yelta to Wentworth and 40 miles northwards.
The Ministers inspected the Riverina districts in May 1921 and the New South Wales Minister in response to a question in the Legislative Assembly, advised that he had reached agreement with the Victorian Minister to allow Victorian rail lines to continue into New South Wales and it now remained to see what the Victorian government proposed to do.
Mr. Barnes, whilst in Mildura with a party of Ministers from New South Wales to investigate the possibilities of opening up lands for irrigation, bridges and railway extensions, declared that the attitude of the Victorian government was to consider the existing recommendations made in 1916 and to consider the extensions of such lines that had the unanimous support of the Victorian representatives on the Royal Commission. The government was prepared to continue the existing line from Merbein to some point on the river on the Victorian side and to consider favourably the building of a bridge in conjunction with the New South Wales government. With a railway terminus at the river, he considered the district for 15 miles north of Wentworth would be well served by railway facilities and it would be a matter for later consideration as to whether a railway should be carried across a bridge.
The "Age", reporting on the Ministerial visit to Mildura and Wentworth districts (identified as "Sunraysia" since 1920), noted that the idea of several bridges across the Murray River with railways extended from Victoria, was developing amongst politicians. The Nine Mile (Coomealla) and Gol Gol areas across the river from the Mildura Irrigation Settlement and Euston/Benanee areas were regarded as the most promising of the New South Wales lands inspected. In July 1922, statements made in the New South Wales parliament indicated that the government had decided to proceed with the development of irrigation settlements at Coomealla, Gol Gol and Benanee.
Engineers from New South Wales and Victoria were appointed to inspect sites for "several" bridges along the Murray. Mr. P. Allen and Mr. G. Kermode, engineers with the Public Works Departments of New South Wales and Victoria, accompanied by Mr. A.S. Kenyon, engineer with the Victorian State Rivers and Water Supply Commission, arrived in Mildura on 16-8-1922, inspecting sites at Curlwaa (Abbotsford), Mildura and Euston, before continuing towards Balranald and Kerang.
The Border Railways Agreement was reached between the two state governments on 14-9-1922. The agreement called upon the Victorian government to provide between 1,250,000 and 1,500,000 pounds for the construction of four railway lines into New South Wales and bridges across the Murray River. The lines agreed to were:-
(1) from a point about 7 miles north of Echuca on the Deniliquin - Moama line, to Balranald, a distance of approximately 120 miles;
(2) from Gonn Crossing to Stony Crossing on the Wakool River, a distance of about 44 miles, and connecting with a new Victorian line of about 17 miles from Kerang;
(3) from Euston, in a north-easterly direction for about 30 miles (originally to Mundonah but subsequently deviated to Lette) linking up with a new line of 21 miles from Annuello; and
(4) from Gol Gol to a point 20 miles north, a short line of about 3 miles from Mildura providing the necessary connection with the Victorian system.
The Victorian Premier (Mr. Lawson) indicated that there would also be a bridge capable of carrying a railway between Mildura and Wentworth. All lines would be constructed at the cost of the Victorian government, land for the railways being given to Victoria free by New South Wales.
The agreement was ratified by both states with simultaneous Bills. Mr. Barnes, when speaking to the second reading of the Bill in the Victorian Legislative Assembly on 1-11-1922, confirmed that of the four bridges proposed, one would be near Wentworth and the other at Mildura. The more westerly bridge would enable the trade from Wentworth and the Curlwaa Irrigation Settlement to be conveniently brought across the river to the Merbein railway. The Border Railways (1922) Act. No. 3194 was passed by both Houses and proclaimed on 1-1-1923.
A survey party with Mr. H. Buchanan in charge, surveyed the proposed new railway route between West Merbein and Abbotsford, and the further extension proposed through Coomealla and Gol Gol in June and July 1923. The survey required a deviation from the original route to Yelta, taking the line away from opposite Wentworth to a point near Abbotsford.
The Victorian Premier (Mr. Lawson), in a Policy Speech in September 1923, announced that definite sites had been selected for the bridges to be constructed under the Border Railways Agreement. The bridges would be at Abbotsford, 30 chains upstream from the Curlwaa pumping station and near the Mildura punt. The other specified sites were at Euston and Gonn Crossing. The bridges at Abbotsford and Mildura would be constructed by New South Wales at a cost of 78,000 pounds and 98,000 pounds respectively and the bridges at Euston and Gonn Crossing built by Victoria. As the Abbotsford and Mildura bridges would initially be used for road traffic only, the cost would be shared equally by Victoria and New South Wales. The bridges at Euston and Gonn Crossing would be used by railway and road traffic and Victoria would bear two-thirds of the cost.
Mr. Harold Winthrop Clapp was appointed Chief Commissioner of the Victorian Railways on 17-10-1920 and was to play a prominent role in the development of railway services in the Mallee, particularly Sunraysia, as will be observed in other sections of this history.
During the Commissioners annual inspection tour of the Mildura line in September 1921, Mr. Clapp, when at Merbein on 5-9-1921, met a deputation from the Merbein Ratepayers' Association. Cr. A.J. Chislett, on behalf of the Association, suggested that Merbein be made the terminus of the line "owing to the congestion of traffic at Mildura which often caused delays". Mr. Clapp assured the deputation that Merbein would become the terminus. He had the plans already in his office and when the money required (17,000 pounds) was available, work would be proceeded with. (A departmental file examined during research indicated that Red Cliffs and Mildura were also considered for terminal facilities).
Mr. Clapp visited Merbein again on 21-8-1922 repeating his assurance to Cr. Chislett that "they were still working on the project". And on 3-9-1923, in response once again to Cr. Chislett, Mr. Clapp said that work would commence to make Merbein the terminus "at an early date". The Merbein Ratepayers' Association were subsequently advised that money for additional facilities, including a locomotive depot, had been included in the 1923-24 draft Loan Bill.
Preliminary survey work began in July 1923 with the plotting of all buildings within 10 chains of the proposed line west of the present terminus. A start on construction commenced on 21-1-1924 with workers tents pitched in the railway reserve about a quarter of a mile on the Mildura side of the station. A new siding for Aurora Packing Co. was laid and foundations prepared for a 70 foot locomotive turntable which arrived at Merbein by the 1.45 p.m. train on 28-2-1924. The turntable was to be installed at the "up" end of the station yard. Workmen with the Signal and Telegraph Branch repositioned the "up" home signal to a new position 200 yards towards Mildura and installed an additional signal near the station.
Meanwhile, residents of West Merbein petitioned the Minister of Railways (Mr. Old) asking that the proposed site for West Merbein station be abandoned in favour of a site in the immediate vicinity of the Merbein West School, closer to the present centre of population.
When West Merbein station ground was originally surveyed it was to be located at a point about three-quarters of a mile from Paschendale Avenue at the 142nd. Meridian. With the decision made to deviate the railway towards the proposed Abbotsford bridge site, the new survey provided for the line to curve to the north about a quarter of a mile past the Merbein West State School, and the station located at the end of the curve. However, in response to the local request, a deviation was made with the curve commencing at a point near the school and the West Merbein station site located at the end of the new curve, considerably closer to the school.
Plan showing the original West Merbein station ground and railway alignment and the constructed deviation with the station ground closer to the West Merbein School. The land was occupied by W. Crozier who held a grazing licence. At the top of the plan the site for a station reserve on the original survey to Yelta can be noted. Source: Public Records Office
By February 1924, workmen with scoops began preparing earthworks for the Abbotsford extension. Work did not proceed however, as the workmen were required to complete the new Red Cliffs to Werrimull line being built at the same time. Messrs. Radclyffe and Halhead, proprietors of the Merbein Packing Co. claimed they were seriously inconvenienced, as they required a siding to be built to their premises off the Abbotsford extension on the west side of Main Avenue. Work resumed in March with rails laid far enough for the siding to be laid, but progress was extremely slow. The siding was eventually ready for use by May 1924.
Construction work continued to proceed at a slow pace with earthworks completed to the site of West Merbein station by the end of July. The construction camp was moved to a site mid-way between West Merbein and the terminus at Abbotsford at this time, however only a few men were engaged, the majority of the gang being employed on building the extension of the Red Cliffs - Werrimull line to Meringur. By the end of December 1924, rail had been laid as far as the proposed West Merbein station.
The Wentworth Shire Council at its meeting on 3-2-1925 criticised the siting of Abbotsford station about three-quarters of a mile from the proposed bridge, claiming the terminus should be at the river bank. They approached the Commissioners who responded by referring the request to the Chief Engineer for Railway Construction, however there was to be no change. By April 1925 rail laying had reached Abbotsford and sidings were being laid.
A visitor to the extension on 10-4-1925 was the newly appointed Minister of Railways (Mr. Eggleston). He was making an inspection of border railways and land settlement proposals in New South Wales to justify railway extensions. After inspecting the Abbotsford line, and the site of the new bridge, the Minister journeyed to Lock 9 and the Lake Victoria storage basin. The following day he looked at the Coomealla settlement before going on to Euston to check out the new bridge across the Murray River which was nearing completion.
On 17-4-1925 a locomotive ran "light engine" (without any carriages) from Merbein to Abbotsford to check the line for the running of ballast trains. A limestone ballast reserve established near the 363 mile peg, provided a handy source for ballasting of the line.
On 17-6-1925, the new line was inspected by Victorian Railways officials prior to being handed over officially by the Railway Construction Board. The party consisted of Mr. M.A. Remfrey, District Superintendent; Mr. J. Fitzpatrick, Outdoor Superintendent; Mr. E. Hinds, District Rolling Stock Superintendent; and Mr. A. Goudy, engineer. It was advised that the name of the station at Abbotsford would be called Yelta. The 5.87 miles extension from Merbein was officially opened for traffic on 27-6-1925 having taken 17 months to construct.
Details of the construction:
1. The line was fenced throughout.
2. Cattle pits were provided at level crossings.
3. Mile, half mile, Whistle Here and Railway Crossing posts were erected.
4. The steepest gradient is 1 in 75. The ruling gradient is 1 in 100. (When the load of a train leaving Merbein West on the down journey exceeds 500 tons, the train must start from a position well back in the Merbein West station yard to enable the necessary momentum being obtained to take the load over the grade at mileage 362).
5. The maximum speed of trains is 25 miles per hour.
6. The classes of engines allowed to run on the line are "K", "N" "Dd" and engines of lighter axle loads.
7. A water supply for engines is not provided on the line.
8. No turntable is provided at Yelta.
Three trains were scheduled per week each way, on Tuesdays, Thursdays and Saturdays. The first official train to run over the new line left Mildura at 8.15 a.m. on Saturday 27-6- 1925. It carried a small party, including Mr. J.T. Roscholler, train running officer; Mr. W.S. Henty, officer in charge of construction; Cr. A.J. Jenkins, Mayor of Mildura; Mr. N.F. Wellington, Town Clerk of Mildura; Mr. J. Ewart, clerk of works; and Major Radclyffe and Captain Halhead of the Merbein Packing Co., who boarded the train at Merbein. The only station on the extension was named Merbein West.
When the train arrived at Yelta, workmen were still completing the passenger platform. The only house within site of Yelta station was a concrete block cottage being built about 100 yards away, for a railway employee. Mr. Roscholler formally declared the line open. There were two fare-paying passengers on the trip out to Yelta and three on the return trip. Mr. G. Baird of Curlwaa purchased the first two tickets for the line.
Residents of West Merbein were asked by the Victorian Railways to suggest a name for the new station which was built in the vicinity of the West Merbein state school as requested. "Wargan" had been suggested to the department but was rejected due to its similarity with Morgan (S.A.) however a public meeting held on 14-8-1925 at the school, urged that the name Merbein West be retained. The Postal Department advised the West Merbein Post Mistress on 16-11-1925 that the Victorian Railways had decided to retain the name Merbein West.
The end of the line was 364 miles 25 chains 70 links from Melbourne, the furthest point from Melbourne on the Victorian railway system. The surveyed line extended about another three quarters of a mile, being a straight extension leading into a continuous 20 chains radius curve to align with the proposed bridge over the Murray River.
Item |
Mildura to Merbein |
Merbein to Yelta (Abbotsford) |
Date of start of construction |
1-12-1908 |
18-2-1924 |
Date of opening for public traffic |
4-7-1910 |
27-6-1925 |
Time of construction |
19 months |
16.33 months |
Rate of construction |
2.78 months per mile | |
Length of line |
6.92 miles |
5 miles 70 chain 29 links |
The total cost of the Merbein to Yelta section was £33,326 at a rate per mile of £5,668.
Two wicket gates with long timber cribs were erected at 0 miles 49 chains 50 links from Merbein but were dismantled.
A bridge over a channel at 0 miles 55 chains 60 links from Merbein was constructed with concrete piers and a rail deck and had an opening of 12 feet.
Limestone ballast was obtained from a pit at 10 miles 70 chains on the Millewa North line and at 3 miles 75 chains from Merbein. Sand was obtained from a pit at 1 mile 20 chains. A 23 chains siding was laid in at this point and was dismantled at the completion of work. Another siding of 23 chains was also laid in at 3 miles 75 chains and was dismantled at the completion of work.
Sleepers for the line were obtained from St. Arnaud, Campbell's Island (Kerang) and Axedale.
A temporary materials siding was constructed and later removed. It is thought that this was probably at Merbein.
Signals and Safeworking equipment included a home signal and plunger lock at Merbein, two staff locks at West Merbein and a home signal and plunger lock at Yelta.
Period |
Men Employed |
Period |
Men Employed |
Period |
Men Employed |
31-6-09 |
50 |
17-7-09 |
64 |
24-7-09 |
54 |
7-8-09 |
50 |
14-8-09 |
55 |
21-8-09 |
44 |
28-8-09 |
58 |
4-9-09 |
50 |
11-9-09 |
55 |
18-9-09 |
56 |
25-9-09 |
72 |
2-10-09 |
68 |
23-10-09 |
39 |
13-11-09 |
35 |
20-11-09 |
38 |
27-11-09 |
20 |
4-12-09 |
27 |
11-12-09 |
25 |
18-12-09 |
30 |
25-12-09 |
17 |
10-1-10 |
16 |
15-1-10 |
17 |
22-1-10 |
18 |
29-1-10 |
19 |
5-2-1910 |
20 |
12-2-10 |
22 |
19-2-10 |
17 |
26-2-10 |
14 |
5-3-10 |
9 |
12-3-10 |
11 |
19-3-10 |
10 |
26-3-10 |
9 |
2-4-10 |
10 |
9-4-10 |
9 |
16-4-10 |
10 |
23-4-10 |
12 |
30-4-10 |
76 |
2-5-10 |
92 |
14-5-10 |
95 |
21-5-10 |
90 |
28-5-10 |
90 |
4-6-10 |
100 |
11-6-10 |
75 |
18-6-10 |
12 |
25-6-10 |
11 |
2-7-10 |
9 |
Source: Public Records Office VPRS425/PO Unit 361 File 5727
Source: Public Records Office VPRS425/PO Unit 363 File 6541
Source: Public Records Office VPRS425/PO Unit 363 File 6730
Advice issued by the Chief Engineer for Railway Construction indicating that the Mildura to White Cliffs (Merbein) railway was ready for opening to general rail traffic. Source: Public Records Office VPRS425/PO Unit 363 File 6365
Circular issued for opening of Mildura to Merbein railway on 4-7-1910. Source: Public Records Office VPRS425/PO Unit 364 File 7166
There was no work towards development of Merbein as the main terminal station following completion of the Yelta extension. When the Commissioners visited the district in August 1925, no specific reference was made and the project appeared to be dormant.
At a meeting of Mildura Town Council on 31-8-1925, Mr. W.J. Bowring made reference to the necessity of Mildura remaining the terminal station, claiming a transfer to Merbein would not make for economical working. Mr. Bowring even suggested that unused land near Mr. W.B. Chaffey's residence (at the down end of Mildura station yard) could provide the room required.
The Commissioners established a departmental committee to investigate terminal facilities on the Mildura line. Officers on the committee were in Mildura on 9-9-1925. The Mildura Town Council was subsequently informed that the Commissioners had found that "additional yard accommodation as may be required at Mildura in the near future can be satisfactorily provided without interfering with the existing passenger platform".
A Bill to appropriate loan money for railway works went before parliament on 18-12-1925 making provision for improved station and yard facilities at Mildura. No further development took place until it was announced in September 1926 that instructions had been issued for the removal of materials, including the turntable, that had been lying at Merbein. Mildura would continue to be, from a traffic operation point of view, the terminus of the Mildura line.
"Sunraysia Daily" newspaper in an editorial on 30-3-1926 raised again the question of extending the Yelta railway to Wentworth and northwards into the New South Wales Darling River country. The frustration of a rail head 7 miles from Wentworth after more than a quarter of a century of proposals, and the new steel bridge under construction at Abbotsford for a proposed railway extension, brought a new surge of agitations.
Mildura Chamber of Commerce decided to support construction at its meeting on 12-4-1926, advocating extension to Wentworth and Menindee. Wentworth Municipal Council at its meeting on 4-5-1926, called a public meeting on 4-5-1926 and revived the Wentworth District Railway League, whilst Mildura Town Council supported a motion at its meeting on 6-5-1926 to ask the Minister of Railways to urge the construction of the proposed railway extension from the bridge site at Mildura into New South Wales.
The Minister promptly responded, advising that there would not be any move by Victoria until the New South Wales government made land available for settlement along the route of the proposed line.
Mr. E.W. Horsington M.L.A. for the New South Wales Sturt electorate, asked the Minister for Works and Railways in June 1926 to enquire from the Minister for Lands regarding the proposal for an extension from Yelta to Wentworth. The Minister indicated that he will be "prepared to give the matter fullest consideration".
The Mildura Chamber of Commerce also discussed forming a Mildura - Gol Gol Railway League to get rails across the Mildura bridge, but Mr. E.T. Henderson reminded the Chamber that most of the leases in New South Wales where a railway would pass, did not expire until 1943.
Mr. Horsington M.L.A., asked the Minister for Works and Railways in the New South Wales Legislative Assembly in October 1926, if any representations had been made to the Victorian government for the 7 miles extension to Wentworth. He received a reply in November 1926 advising it was a matter for the Victorian government. Mr. Horsington, whilst in Wentworth on 17-5-1927, advised the Wentworth District Railway League that the New South Wales government felt diffident in asking Victoria to construct a railway in its own territory and the League should take the matter up with Victoria.
Mr. M.A. Davidson M.L.A. for the New South Wales Murray electorate, approached the Victorian Minister for Railways in December 1927 to be advised in February 1928 that "in view of the financial stringency, it is not the intention of the government to give consideration to the question of any railway extensions at present".
A public meeting called by Mildura Chamber of Commerce on 24- 7-1928 formed a Railway League to secure some action from the Victorian government with the aim of having the proposed line through Gol Gol referred to the Railways Standing Committee. The question of course, was whether an extension would commence from Yelta or Mildura, and the League felt if the whole of the districts were united, both lines might be built.
A deputation from the Wentworth district met the Victorian Minister of Railways (Mr. Tunnecliffe) on 11-9-1928 who indicated that any extension would be referred to the Railway Standing Committee with the co-operation of the New South Wales government. The Mayor of Wentworth (Alderman L. McLeod), following visits to Sydney and Melbourne, reported to the Wentworth Progress League in September 1928, that after speaking with the responsible Ministers "they could expect every support" for an extension from Yelta to Wentworth.
The Mildura Railway League at its meeting on 6-11-1928, requested the local member (Mr. Allnutt M.L.A.), to have the question of the Mildura - Gol Gol railway referred to the Railway Standing Committee for report. The Wentworth Progress Association on 3-12-1928, also asked Mr. Allnutt to make similar representations. Mr. Allnutt subsequently arranged for the new Minister of Railways (Mr. F. Groves) to visit the district to look at border railway extensions and the Nowingi - Millewa South line then under construction.
Mr. Groves arrived in Mildura on 20-7-1929 with Mr. G. Goudie M.L.C.; Mr. C.H. Perrin, Chief Engineer of the Railway Construction Branch; Mr. A.G. Allnutt M.L.A.; and Mr. M.A. Davidson M.L.A. of the New South Wales parliament. After inspecting the Yelta terminus Mr. Groves was moved to comment that it was useless. It served very little purpose so far as the Wentworth district is concerned and he would go to Sydney to confer with the New South Wales government. The following day he inspected the Nowingi - Millewa South line and called a halt to its continued construction through undeveloped mallee land, being merciless in his condemnation. On the other hand, following his inspection of the Curlwaa, Coomealla and proposed Gol Gol irrigation areas on 22-7-1929, he found a vastly different proposition to consider. He would far prefer a good settlement scheme across the river to a railway with a doubtful settlement scheme in Victoria.
"Sunraysia Daily" on 31-7-1929, described the dead end line at Yelta as "an almost useless branch of the Victorian Railways system". If an extension to Wentworth is to be converted to a sound proposition of real value to the Victorian system, the answer must be provided by the advocates of the extension. Mr. Groves made it clear he was not going to build non-paying lines but would go ahead with any reasonable proposal to serve districts that would give a guarantee against loss.
In fact, the Minister wrote to the Mildura Railway League in October 1929 asking whether residents of the area would be prepared to compensate the government for any loss if the railway was extended to Wentworth. The League referred the letter to the Mayor of Wentworth who raised it with the Wentworth Progress Association.
The Association however, found there were problems with the imposition of a betterment rate as the land between Wentworth and Mildura is leasehold and it would be impossible to use it as security. It was decided to inform the Minister that it was inappropriate to extend the railway.
Since the attempts to make a border railway agreement in 1911, the prospects of Victorian rail extension to Wentworth was never an attractive proposition for politicians. The construction of bridges at Abbotsford and Mildura under the Border Railways Act (1922) gave hope but very little earnest commitment.
As history has demonstrated, the bridges at Abbotsford and Mildura remained as road bridges throughout their history. The Mildura bridge, opened on 22-10-1927, was replaced in 1985 by a concrete bridge more suitable for the high volume of local and interstate traffic on the Sturt Highway. The Curlwaa, Coomealla and Gol Gol irrigation areas have flourished but Wentworth has never reached the potential its visionaries predicted, existing mainly as a service centre for the Darling River country and the local populace.
Construction of the Mildura to Gol Gol railway was indefinitely postponed from 1932. Construction of the nearby border railway from Euston to Lette was suspended in the same year.
Proposals for a railway from Melbourne to Darwin have been put forward since 1932. The South Australian Government had been lobbying hard for the Federal Government to share in the cost of an Adelaide Darwin link to honour a promise made by the Commonwealth at the time of Australia's federation in 1901. In 1997 the Commonwealth promised to put forward $100 million to match the same amount committed by the South Australian and Northern Territory Governments. Private investment would provide the balance of required funds. The object of the railway was to increase trade with Asia with the project filling the gap in the existing railway infrastructure.
Private investors however, were keen to achieve the same objective, and during 1997, two rival schemes were announced. The Australian Transport and Energy Corridor (ATEC) proposed a $10 billion high speed rail link and natural gas pipeline from Melbourne through the Murray-Darling Basin and the agricultural hinterland of New South Wales west of the Great Divide to Brisbane, Queensland's tropical north and thence through Mt. Isa to Darwin. The Asian Express link was a similar proposal with the route through south-east Queensland being more direct.
The concept did not escape the Wentworth Shire Council. Shire councillors, at their April 1997 meeting, agreed to send a submission to the Federal Government asking for the Shire to be included in any rail developments. The proposals all planned a railway from Melbourne via the Goulburn Valley, leaving the Wentworth vision for linking into "a grand trunk railway" still a vision.
Following an announcement in early 2001 that the Victorian and New South Wales governments were encouraging a possible merger of local governments in Wodonga and Albury, the opportunity was not lost on the Mayors on Mildura and Wentworth in starting discussions for a similar "border merger". One of the issues identified by the Mayor of Wentworth in a report in the "Mildura Sunday Star" newspaper on 10-6-2001, was the need for a replacement bridge at Curlwaa with an upgraded rail link crossing it, to tap into the mineral sands located in the Pooncarie region of the Shire.
No further developments have taken place.
The Minister for Transport (Mr. Rafferty) announced on 15-9-1976 that the nine kilometers of track between Merbein and Yelta would be closed as part of the government's drive to free the railways of the need to maintain uneconomic and poorly used services. No closure date had been set. The decision to close the line was made following the recommendation of a Task Force set up by the Minister to find ways to improve transport in country areas. The Task Force consisted of Ministry of Transport, VicRail and Transport Regulation Board senior management.
The announcement was immediately condemned by Mr. K. Wright, M.L.C., the Merbein Development Association, Stock Agents Association of Mildura, and Wentworth branch of the Graziers' Association. A leading stock agent, Mr. B. Bawden, representing Dalgety's Australia, pointed out that the saleyards at Yelta are the point of entry for all sheep from station properties in the far south-west of New South Wales with a holding capacity of 30,000 sheep. He also made the point that usage of the rail was down but there had been a prolonged drought. Mildura Shire Council, refusing to accept closure of the section, arranged to meet with representatives of the Victorian Railways Board in December 1976.
Two long rakes of four-wheel L Class sheep wagons are standing at Yelta on 15-6-1975. These trucks will be used to transport sheep following the next Yelta sheep sale. The sheep yards are located a short distance away behind the station building. Photo: Bruce McLean
Investigations into the establishment of a regional freight centre in the Mildura area began in November. The Minister for Transport (Mr. Rafferty) indicated that the Merbein to Yelta section would close after the setting up of a freight centre and rail contract road feeder services to serve the area. This was confirmed when it was announced in June 1978 that Mildura would be the site for one of 15 regional freight centres to be established throughout the state.
It was suggested in July 1977 by Mr. W. Boulton, Chairman of the Millewa area silos committee, that a 100,000 bushel silo at Yelta would satisfy the expansion of wheat growing in the south west of New South Wales, north of Wentworth. The silo would also serve the Merbein South-Wargan wheat growing areas and justify the retention of the Merbein to Yelta railway which was dependent on stock traffic. On 13-6-1978, the Chairman of the Grain Elevators Board (Mr. K. Gross) met at the station with farmers, municipal leaders from Mildura City, Mildura Shire and Wentworth Shire councils and Mr. K. Wright M.L.C. to discuss the proposal for this grain to be transported on the Victorian railway system. It was suggested by the Board that wheat could be loaded straight into rail trucks at Yelta in the same way as it had been done successfully at Cowwarr, near Sale, for three years.
A strong case for a storage facility was put by Cr. R. Gebhert, a Wentworth Shire councillor and wheat grower, who estimated that 13,000 acres of grain had been planted in the Shire that year, producing about 6,000 tonnes of grain. In July 1978, the Grain Elevators Board (G.E.B) notified Wentworth Shire Council that it was quite feasible to establish grain receival facilities for the benefit of farmers in New South Wales. Mildura Shire Council also communicated with Wentworth Shire to see if they would be prepared to share the cost of installing a weighbridge at Yelta. Wentworth Shire Council agreed to support the concept of a Yelta grain facility but did not commit itself to financial support.
[The ability to successfully grow wheat within a radius of 100 miles of the mouth of the Darling River has been known since the early days of settlement. The average rainfall of 12 inches was considered reasonably dependable and farmers were successfully growing crops along the banks of the Darling along the first 100 miles upstream of Wentworth where they access to river transportation. Modern road transport in the 1970's spurred a number of farmers to open up large tracts of country for grain growing, creating a demand for silo storage at the Yelta railhead.]
A co-operative company was formed by Wentworth area graziers to arrange finance to build a $20,000 weighbridge but it was conditional upon full municipal support and a guarantee that the Yelta line had a future. The G.E.B. sought an assurance from the Victorian Railways Board that the line would be kept open for two wheat seasons so that direct loading of wheat into rail trucks and an accurate assessment of production could be made.
The new Minister for Transport (Mr.R. Maclellan), agreed to meet a deputation from the district giving rise to optimism that the Merbein to Yelta line may be the only line closure to escape the infamous Bland Report that signalled the demise of many railway lines in country Victoria. A meeting was organised by Mr. K. Wright M.L.C. to prepare a submission for the meeting on 20-9-1978. After receiving the deputation the Minister could not give a guarantee that the line would remain open for at least three years as requested, but it would be open for the next harvest and a decision on its future made by VicRail in March 1979.
Work commenced in November 1978 to install a weighbridge, grain augers and erect three galvanise 12 gauge iron silos alongside the loop siding at the down end beyond the goods shed.
The new weighbridge and temporary silos at Yelta. 26-11-1978. Photo: Bruce McLean
The Yelta silo site was visited on 10-1-1979 by the Minister for Transport (Mr. Maclellan) and the general manager of the G.E.B. (Mr. I. Stoney). Loading of New South Wales grain was in full swing and the Minister reaffirmed farmers that no decision on a permanent storage would be made until after the next harvest. About 600 wagons of wheat were loaded by the end of January 1979 with more than 12,800 tonnes of grain received at the temporary silos. And to further enhance loadings on the line, 150 wagons of gravel for use by the Department of Main Roads in New South Wales and the Wentworth Shire was railed from Carisbrook to Yelta during February 1979.
Loading grain into rail wagons at Yelta from the temporary silos using portable augers. 26-11-1978. Photo: Bruce McLean
Mildura Shire Council, in a turn-around led by the Shire President (Cr. R. Stirrat), decided to promote building silos at Merbein where there was ample room in the rail yards and it would suit wheat farmers in the South Merbein/Wargan area. Cr. Stirrat also claimed that facilities at Merbein would be in the interests of the ratepayers of the Shire of Mildura, ahead of "those people out of the Shire" and it would be "far more pleasant" for drivers of wheat trucks to wait in Merbein where there were shops compared with the isolated Yelta station.
The Shire's new position was vigorously opposed by farmers in the South Merbein/Wargan area and the Victorian Farmer's Union. Cr. R. Gebhert, a Wentworth Shire councillor, claimed that wheat growers in the Wentworth area had been "stabbed in the back" and was amazed that the Shire would want wheat discharge facilities in the heart of Merbein where heavy trucks would have to pass through the main shopping area or pass by a primary school. In a quick response to the farming community discontent, the next Shire meeting agreed to support construction of wheat storage facilities at Yelta as their "second choice" if the Grain Elevators Board did not approve of Merbein. Meanwhile, tonnage carried on the line was boosted by the Wentworth Shire Council and NSW Department of Main Roads bringing in about 150 rail trucks loaded with road-making aggregate from Carisbrook during March 1979.
Record wheat harvests over the past two years created a storage problem for the G.E.B. The concept of bunkers for bulk storage was introduced at convenient points near rail sidings and a bunker was constructed for the 1979 harvest, parallel to the railway at the end of the line.
In May 1979 the Shire of Mildura received advice that the G.E.B. had applied to the Victorian Railways Board to erect silos at Yelta as part of a plan to built ten new storages in the State. The railway department also confirmed that it had reconsidered closing the Merbein to Yelta section as conditions regarding line usage had changed. In August 1980 the G.E.B. announced the acceptance of a tender for the construction of two 13,600 tonne silos and an elevator. Construction commenced in September 1980 and the $1.2 million facility was officially opened by the Chairman of the Grain Elevators Board (Mr. K.Gross) on 12-10- 1981. Mr.Gross, in his address, said he doubted if there was another wheat receival unit anywhere in the world that would be better than the one at Yelta. The opening was attended by district parliamentarians, members and officers of the G.E.B. and the Australian Wheat Board, and a large group of farmers and wives including Cr. Ron Gebert, a pioneer wheat grower in the extreme south-west corner of New South Wales who gave a history of the efforts to have the silo established.
The new silos at Yelta were ready for the 1980 harvest with loading activity at both the new silos and one of the temporary silos put into place in 1978. This scene was taken on 13-12-1980 the day after the official opening. Photo: Bruce McLean
Canac Consultants Ltd. from Montreal, Canada, were appointed in 1984 by the State Transport Authority, Grain Elevators Board, Australian Wheat Board and the Ministry of Transport, to study and advise on the most cost effective method of moving the State's grain harvest from farms to ships and domestic users.
One option recommended in the report was to close the Mildura to Yelta line in favour of transporting grain direct from farms or the Yelta silo to a grain receival point to be established at either Red Cliffs or Carwarp. Having survived a recent attempt at closure of the Yelta line, there did not appear to be the same concern as that felt by Millewa farmers who were faced with closure of the whole of the line from Red Cliffs to Meringur. The threat of grain being transferred interstate resulted in favourable rates being negotiated for border areas, including Yelta.
V/Line announced that no livestock would be carried on the system after 1-10-86. Stock agents attacked the decision which followed the earlier demise of sheep transport, virtually handing the traffic to road transport. Yelta's unique stock loading ramps on the up end of the passenger platform were no longer required for the loading of cattle and sheep - a business that at its peak required special trains for large movements and required rolling stock to be specially fitted for attachment to fast goods trains from Mildura to Melbourne.
In 3-1-1984, the Mildura Stationmaster, Mr. R. Fatchen, said he was in the final stages of preparing a submission aimed at improving the standard of the Mildura to Yelta rail line. Grain movements were restricted by the poor standard of the track which limits trains to a top speed of 25 kph and takes about 3 hours to do the round trip. Under his proposal, the line would be upgraded to 80 kph at an estimated cost of $150,000 per kilometre of track and the return trip would take about 45 minutes. Mr. Fatchen's submission was based on the forecast that vastly increased tonnages of grain would continue to pour in from New South Wales producers.
The future of Yelta was given some certainty when the Minister for Transport (Mr.Roper) announced on 18-11-1986 that the Mildura to Yelta line would be upgraded to carry 80 tonne grain wagons. About 90,000 tonnes of grain was being carried on the line and this was expected to increase by 30,000 tonnes. $3.4 million was allocated to relay the line with heavier rails and increase the number of sleepers from 200 to 250 per kilometre.
Reconstruction commenced in June 1988 with 80 pound serviceable rails from the dismantled Traralgon to Maffra line. The line was closed to traffic during the relaying, however trains were able to resume from 6-10-1988 1500 tonnes of grain to be sent to Dunolly. A further 1250 tonnes were moved the following day. Trains were restricted to 25 kph between Merbein and Yelta as upgrading was in progress.
In September 2000 it was announced by Vicgrain that crops in the Yelta district would be monitored following excellent seasonal conditions with the view of building additional bunker storages near the receival facility (silos and railhead).
Further information on the development of Yelta can be found in the Yelta Station History section.
| << Back | Home | Site Map | Copyright © 2003 Bruce McLean, All Rights Reserved |