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Woomelang

Origin of name: Aboriginal - poor, very miserable.

Station opened: 18-9-1899 as CRONOMBY; 15-1-1903 renamed WOOMELANG

Distance from Melbourne (via Castlemaine): 241 miles 16 chains 85 links; 388.191 km

Distance from Melbourne (via Ballan): 395.095 km

Height above Sea Level: 260 feet

Woomelang was originally named Cronomby when the railway was opened from Birchip on 18-9-1899. The name Woomelang was adopted on 15-1-1903 with the opening of the extension from Woomelang to Hattah.

In 1901 when construction of the extension to Mildura commenced, Woomelang consisted of a 200 foot low level platform on the up side of the main line, No.2 road for passing of trains and a loop siding with a 50 foot goods platform. The original station was a 20 x 12 foot portable hut, commonly used on pioneering lines until more commodious accommodation was warranted. Two portable houses with closets and urinals were placed on the up side of the line.

At the up end a siding was provided with an ash pit and 50 foot turntable for servicing steam locomotives. Water was obtained from a 15 foot 6 inches deep ground tank located in the station grounds, connected to 9 four-hundred gallon tanks mounted on a timber stand next to the main line. Rolling stock records indicate that a wooden bodied van, H445, was used from about 1900 for sleeping accommodation for train crews resting at Woomelang.

The Mildura extension was opened as a continuation of the main line in sections to Hattah, Nowingi, Yatpool and Mildura during 1903. The distance from Woomelang to Mildura is 110

miles and this was originally one section for safeworking purposes until 1909 when Ouyen was opened as a safeworking staff station. Telegraphic communication was established between Mildura and Woomelang in 1904 with instruments located at Woomelang, Irymple and Mildura. A Stationmaster, two porters, a shunter and a guard were located at Woomelang at this time.

On 20-7-1904 the Railway Commissioners asked for information regarding the extra cost to provide the coal stage at Minapre (Lascelles) instead of Woomelang and to transfer the turntable at Woomelang to Minapre. Further, until a decision was reached, neither a water tank at Minapre or the coal stage at Woomelang should be provided. It appears that nothing more came of this proposal.

The Commissioners approved the raising of the low level platform on 3-4-1909.

Two residences for a driver and a fireman were built in 1911.

In 1912, expenditure was approved for a new station building, an additional two tracks, moving the goods shed, erection of stock yards, installation of signals, the establishment of a septic drainage system, and the provision of a five-stall engine shed and ash pits, coal stage, water supply, and replacement of the turntable with a longer 53 foot one. Instructions from the Chief Mechanical Engineer's office on 28-10-1912 were for the surplus 50 foot turntable to be sent to Murrayville after modification to 53 foot length. This work was carried out during 1913/14 with the station building completed in 1915.

Woomelang station after 1925 when the down end of the platform (nearest camera) was extended. Photo: Bob Whitehead Collection

Woomelang goods shed. 30-4-1993. Photo: Bruce McLean

In 1914 the electric staff system of safeworking was introduced between Woomelang and Lascelles, replacing the staff and ticket system. Refreshment rooms were established, possibly in 1923 when the serving of meals in the dining car attached to Mildura trains ceased.

Work commenced in May 1921 to relay the main line between Woomelang and Mildura with 80 pounds to the yard rails replacing the original 60 pounds rails. The heavier rails were serviceable stock released from the north-eastern line which was being relayed with 90 pound rails.

An additional 100 feet was added to the passenger platform and a new 70 foot turntable was installed to replace the existing 53 foot turntable in November 1925 with work completed on 15-12-1925. The heavier rail would allow A2 locomotives to travel as far as Woomelang and the turntable would avoid splitting up to 12 locomotives per week to use the smaller turntable for reversing locomotives.

The remains of the 53 foot turntable were still discernable on 9-1-1981. The concrete turntable abutments can be seen in the centre of this view, the far one surrounded by mallee scrub. Photo: Bruce McLean

Although lacking in quality, this photograph portrays Woomelang locomotive depot and coal stage in 1927. Photo: Photographer Unknown - Chris. Wurr Collection

This wonderful view of Woomelang locomotive shed and turntable appears to be in the late 1920's. Note the proximity of the turntable and shed to the main line and the level crossing. Photo: Victorian Railways Box 13-9

A foot warmer heating plant was relocated from Donald in 1929 on account of an early morning passenger train starting from Woomelang.

By 1926, Woomelang was at its peak as an important service point for traffic on the Mildura line. The following table describes the facilities provided at this time:

Locomotive Shed Turntable Coal Stage Water Columns Passenger Platform Goods Platform and shed Crane Sheep and cattle yards Weighbridge Departmental residences Gangers Tool Sheds Track motor sheds Steam Pumping Plant Wind Pumping Plant

5 Stalls 70 foot length High level Two 503 feet - Up side Down side 6 tons capacity Down side 15 tons (private) 14 2 2 For water supply For sewerage and drainage

6 ton electric crane at Woomelang. 9-1-1981. Photo: Bruce McLean

Woomelang was closed as a stabling point for locomotives on 21-9-1931 when the engines were rostered to be stabled at Ouyen and Donald. The Chargeman was transferred to Ouyen on 24-9-1931 and the remaining enginemen - 2 Drivers, 2 Acting Drivers, 1 Fireman and 3 Cleaners, were moved to the station building for purposes of signing on/off etc. Not long after this change, it was found necessary to have one engine overnight Thursday.

On 27-3-1933 it was decided to dismantle the shed and a portion used to cover the two outside roads at Mildura locomotive depot, however this proposal was rejected due to lack of funds. The Woomelang engine shed office, however, was moved to Ouyen for establishment of a Victorian Railways Institute. Eventually most of the roof was sent to replace the salt-affected roof on the Warrnambool locomotive shed and the remainder to patch up the Ballarat East locomotive shed. This work was completed by 29-1-1935.

Woomelang coal stage and water tanks sometime after closure of the depot and removal of the loco shed in 1935. Note that the coal stage has been reduced in size from the 1927 view. Photo: Victorian Railways

Work commenced in October 1933 to reduce the gradient on the section on the south or up side of Woomelang using 100 unemployed men from the area. Six thousand pounds had been

allocated by the government in unemployment relief funds for regrading this section of line. Work was completed in early 1934 and this eliminated the use of a second locomotive to assist trains over the section. The down home signal was moved 258 yards further out on 30-5-1934.

A concrete 150,000 bushel elevator was constructed by the Grain Elevators Board circa 1939 on No.5 goods shed road.

Woomelang station circa 1930's. Photo: From an old Post Card, John Thompson Collection

A caretaker was appointed in 1934 to look after rest huts. Construction of an additional two bays to the Mildura locomotive shed was undertaken in September 1936. The materials for this extension came from Woomelang where the locomotive facilities had been reduced. In 1937 Mildura was raised from the status of sub-depot to Maryborough to that of an independent locomotive depot with jurisdiction over the locomotive staff and equipment at Ouyen and Woomelang. The turntable radial roads were removed by 16-9-1941.

The remains of the Woomelang loco shed and turntable on 9-1-1981. The timber formed part of the turntable pit coping and housed a catch for the turntable locking bar. Photo: Bruce McLean

On 13-4-1938 a report by the Engineer of Water Supply described the water supply at Woomelang. Water was supplied by the State Rivers & Water Supply Commission through a four inch meter at one shilling per 1,000 gallons. The departmental excavated dam and steam pumping plant at the western end of the station yard was retained for standby but was seldom used. There were three 20,000 gallon storage tanks, one in the centre of the yard and two behind the coal stage. One was feeding by 5 inch galvanised iron pipes, two 6,000 gallon combined tanks and spouts on the coal stage road. One 20,000 gallon at a low level behind the coal stage was used for the now abolished water treatment plant. The report indicated that this tank was out of use and being held at Woomelang pending requirements elsewhere.

Electric lighting was installed to the station and yard in 1944. Complete renewal of the livestock yards and the provision of transfer ramps was completed by 14-6-1946.

Re-railing ramps located on the station platform at Woomelang. 9-1-1981. Photo: Bruce McLean

The Departure Road from the turntable was abolished by 2-2-1960.

The Morse Telegraph system was abolished at Woomelang by 1-4-1969.

The high level Coal Stage track was removed by 27-5-1969.

In connection with the relaying of the Birchip to Woomelang section with 90 pound rails, two sidings were constructed at the Up end of the station yard to accommodate workmen's sleepers. A rail motor was based at Woomelang to transport gangs to the work site.

The Up end of Woomelang station reserve showing the former locomotive engine shed, turntable and access tracks, between the mainline and highway. The dead-end extension serving the stockyards and the temporary tracks for the track relaying gang can be seen to the right of the stockyards. 1970. Photo: Victorian Railways

On 14-5-1970 the Up Home Signal protecting the points to the former steam locomotive sidings was removed. The locomotive sidings were abolished with removal of the Coal Stage and Turntable tracks and the dead end extension adjacent to No.1 track at the Up end completed by 1-12-1970. The 70 foot turntable was also removed at this time.

The grain storage capacity was extended by the Grain Elevators Board with two steel silos erected behind the concrete silos (date not known, but prior to 1970).

Another view of the Up end of the station yard showing the grain sheds and silos, water reserve, departmental residences and part of the station platform. The two temporary tracks for the relaying gang appear to the left of the grain shed. 1970. Photo: Victorian Railways

The Down end of the station yard showing the platform and station building, goods shed, departmental residences and Sunraysia Highway level crossing. 1970. Photo: Victorian Railways

The dead end extension at the down end of No.2 road was reduced to 500 feet in length.

The Down end showing the extension of No.2 track and the white baulk (opposite the last house) marking where the track was reduced in length by 500 feet. The former track extended to the edge of the photo. 1970. Photo: Victorian Railways

On 17-2-1972, the Up end main line points were relocated 90 yards in the Up direction.

Woomelang yard looking in the Up direction. 9-1-1981. Photo: Bruce McLean

Woomelang station and yard in the late afternoon sun. 16-8-1982. Photo: Bruce McLean

Flashing light signals were installed at the Sunraysia Highway level crossings of the railway at the up and down ends of the yard on 21-6-1983.

Woomelang station. 9-1-1981. Photo: Bruce McLean

Woomelang Station Officer G. Neville photographed outside the station building. This photograph appeared in the April 1983 issue of VicRail News. From a railway family, Mr. Neville's brother was Station officer at Speed and his father a ganger at Speed . Source: Bruce McLean Collection

In 1984 the tracks at the up end of the yard were altered with the result that the dead end extension off No.3 road was raised to provide gravitation for empty wagons being filled at the silos in No.4 road. The dead end siding formerly served the stock races. This work was completed by the start of the 1984 harvest in December.

T354/T321 depart from Woomelang with an up loaded grain train. Note the recent track work in the foreground where a compound set of points has been replaced with single turnouts and the track in the immediate foreground elevated to create a gradient for grain wagons to roll towards the silos. 11-12-1984. Photo: Bruce McLean

The disused stock races presented an opportunity for the track engineers to elevate the dead end extension of No.3 road to provide a gravitation track for the silos. Here the elevated track can be measured against the stock race platform facing. 11-12-1984. Photo: Bruce McLean

Water tank at the Up end of Woomelang station yard. 11-12-1984. Photo: Bruce McLean

Tenders were advertised on 10-5-1986 for the removal of one timber framed dwelling including outbuildings.

In connection with the proposed change from the Electric Staff and Ticket safeworking system to Train Order safeworking, all crossing loops on the Mildura line were configured to allow directional working. This presented a problem at Woomelang for passenger trains stopping at the station, so a new down platform was constructed in July 1989 to overcome this operational difficulty. The new platform was capable of holding two carriage lengths and was a simple construction, being built from recycled rail with a concrete platform decking, mesh wire fence and platform lights. A ramp at the down end of the platform with a protective fence along a footpath enabled passengers to gain access across a siding.

The new down platform at Woomelang was built at the down end of the yard with access from the goods yard. 2-8-1989. Photo: Bruce McLean

The recently completed down platform at Woomelang. 2-8-1989. Photo: Bruce McLean

Looking in the up direction from the Down end of the two platforms at Woomelang. 2-8-1989. Photo: Bruce McLean

The Down end of Woomelang. The handrails at the left are to protect passengers going to the new down passenger platform from the main running lines. 2-8-1989. Photo: Bruce McLean

Westinghouse derail and wheel crowder fitted to the down end of the goods siding at Woomelang to prevent rolling stock straying onto the main running lines. 2-8-1989. Photo: Bruce McLean

Tenders were called in April 1990 for the sale and removal of a 20 x 12 feet portable hut and a 8 x 6 feet timber and corrugated iron shed.

In January 1991, the Woomelang platform was shortened at both the up and down ends, leaving staggered platforms. 28-1-1991.Photo: Bruce McLean

Woomelang station building. 30-4-1993. Photo: Bruce McLean

Another view of the Woomelang station building. 30-4-1993. Photo: Bruce McLean

The Woomelang station entrance. 30-4-1993. Photo: Bruce McLean

Travel instructions detailed on a sign at the Woomelang station booking office window. 30-4-1993. Photo: Bruce McLean

Ornate wash basin and stand in the Woomelang station building toilet.30-4-1993.Photo: Bruce McLean

An inspection of Woomelang station almost ten years after the withdrawal of "The Vinelander" rail passenger service, revealed a forlorn site. The station windows were all boarded up and there was a general neglect for the building and surrounds.

Woomelang station building with windows and doors boarded up. 26-1-2003. Photo: Bruce McLean

Woomelang goods shed following storm damage. 26-1-2003. Photo: Bruce McLean