pagetop.gif - 8kb
<< Back | Home | Site Map

1903 - 1929 Passenger Services

Woomelang - Mildura

Milestones 1903 - 1929

1903

The first scheduled trains beyond Woomelang were to the temporary terminus of Hattah and then the extensions to Nowingi, Yatpool and Mildura. All trains ran via Castlemaine and Maryborough and a change of trains was required at both stations. Existing Mixed trains from and to Maryborough were extended to provide services as each stage was opened.

Trains commenced running to Hattah on 15-1-1903 with three trains per week on Monday, Wednesday and Friday leaving Melbourne at 6.40 a.m. and reaching Hattah at 1.00 a.m. next day. Trains departed Hattah at 2.50 a.m. on Tuesdays, Thursdays and Saturdays and reached Melbourne at 10.35 p.m. the same evening.

The only stations between Woomelang and Hattah were Minapre (Lascelles), Gama and Ouyen.

Trains arriving at Hattah were required to have their locomotive turned on the triangle before proceeding to the extensions of Nowingi, Yatpool and Mildura running tender-first. Trains in the up direction would then run funnel-first. This situation prevailed until the turntable at Mildura was available for use on 8-8-1904

The next extension to open was the section from Hattah to Nowingi on 25-5-1903. Trains were scheduled to arrive at Nowingi on Tuesday, Thursday and Saturday at 1.55 a.m. and depart for Melbourne the same days at 8 a.m.. The alteration of the up timetable did not please travellers who were forced with leaving Mildura (with the Post Office mail) at 4.00 p.m.. After enduring a 7 hours trip by coach over the 29 miles gap, they had to wait through the night-until the train departed at 8 a.m. It was claimed that 5 hours was a reasonable time by coach when a pair of horses could cover the distance in 4 hours.

The extension to Yatpool was open on 30-9-1903. The timetable provided for trains to arrive at Yatpool at 3.35 a.m. on Tuesday and Thursday with the return trip departing later the same day at the more reasonable time of 6.00 p.m. with passengers arriving in Melbourne the following day at 4.25 p.m..

The final extension to Mildura was opened on 27-10-1903. The timetable provided for trains to leave Melbourne at 6.45 a.m. on Monday and Wednesday and reach Mildura at 4.10 a.m. on Tuesday and Thursday. Trains for Melbourne departed Mildura at 5.25 p.m. on Tuesday and Thursday and arrived in Melbourne at 4.45 p.m. Wednesday and Friday.

The first passenger train to Mildura arriving on 27-10-1903. Photo: Bruce McLean Collection, scan by John Thompson

FIRST TRAIN TO MILDURA

The driver of the first train to Mildura was Mr. W. "Bill" Ford. In an interview on the Radio 3MA program "Fifty and Over" on 30-4-1952, 85 year old Mr. Ford described the combined passenger and goods train he drove to Mildura in the early hours of a Saturday morning to open the rail service to Mildura.

"The train was due to arrive at 5 a.m. but for it to be two hours late or early was nothing," he said.

"The train crew camped at Mildura in huts at the present Mildura railway station site. In 1903 there was no railway station, just a slightly raised level and one or two buildings". (Reported in "Sunraysia Daily" 23-4-1952)

T263 shunts the yard as interested residents take in the atmosphere of the arrival of the first train to Mildura on 27-10-1903. Photo: Bruce McLean Collection

Shunting the first train to Mildura on 27-10-1903. Photo: Bruce McLean Collection

The caption to this old print is titled "Melbourne visitors on the return journey at Hattah" and was accompanied by a picture of the first train arrival at Mildura. Photo: Bruce McLean Collection

The first carriages used on Mildura line trains were the A and B Class "Mallee" type open-ended cars built in 1879-80, and two 12 wheeled clerestory roofed corridor cars built in 1893 originally classed as 12AA (later reclassified as BL12 and altered to second class accommodation in 1921) and believed to have carried the name "Pioneer", and 13BB (later reclassified as 13BL in 1921) which also carried the name "Pioneer".

70A, a first class open ended clerestory carriage built in 1879-80. Photo: Victorian Railways

Plan of 13BB "Pioneer" - a second class clerestory roofed corridor car with nine compartments used on the Mildura line. Plan: Victorian Railways

1904

From 3-5-1904, the Mildura arrival (Tuesday and Thursday) was altered to 5.19 a.m. with the departure for Melbourne brought forward to 4.40 p.m.. There was no change to the Melbourne arrival or departure times. Timetables were based on the 1.05 p.m. train from Maryborough running to Donald and Birchip on Monday, Wednesday, Friday and Saturday and extended to Woomelang and Mildura on Monday and Wednesday only. The reverse applied for up trips.

Train times and days were altered from 19-12-1904. Trains from Melbourne arrived in Mildura at 5.49 a.m. on Wednesday and Saturday. Trains for Melbourne were altered to depart Mildura at 5.10 p.m. on Wednesday and Monday.

1905

From 1-9-1905, the train for Mildura departed Maryborough at 1.05 p.m. Tuesday and Friday, arriving Mildura at 5.55 a.m.. The train from Mildura departed at 5.35 p.m. instead of 5.10 p.m. on Monday and Wednesday, arriving Maryborough at 10.00 a.m..

1906

In February it was announced that a third train would be scheduled to Mildura during March as a trial. It would arrive on Thursday at 1.30 p.m. and depart at 11.30 p.m. the same evening.

1907

The novelty of having a regular passenger train connection between Melbourne and Mildura had long worn off by August 1907. In an article published in "The Age" under "Tourists Resorts" was republished in the local "Mildura Cultivator" newspaper and is reproduced here:

"The most dreary journey in the state is that to Mildura. This town is one of the many places described in `Picturesque Victoria and How to Get There', an interesting pamphlet issued by the Railway Department; but he would be an intrepid traveller who would undertake the trip.

But who could contemplate a train ride of 24 hours without a shudder! The distance is 350 miles and a start has to be made at 6.45 a.m.. Trains have to be changed twice and there are weary waits aggregating about 3 hours, besides many other detentions which do not appear in the timetable."

A conference was held in Maryborough on 16-9-1907 to consider how the railway service between Maryborough and Mildura could be improved. The meeting was attended by representatives from municipalities served along the line and C.J. DeGaris, President of the Shire of Mildura. It was decided to urge the Railway Commissioners to improve the service, both for passengers and goods, between Castlemaine and Mildura by (1) reducing and shortening the stoppages; (2) minimising the shunting; (3) use of screw couplings; (4) increasing the number of trains per week; (5) having at least some trains fast - to average 20 miles an hour; (6) improving the sleeping accommodation; (7) separating the goods and passenger traffic by use of (rail) motors or by other feasible means.

The December 1907 timetable provided for trains leaving Melbourne at 6.45 a.m. (Woomelang 11.30 p.m.) on Tuesday, Thursday and Saturday and arriving in Mildura at 5.50 p.m. on the following morning. Trains for Melbourne departed Mildura on Monday, Wednesday and Friday at 6.15 p.m. arriving the following day at Woomelang 1.a.m. and Melbourne 3.55 p.m..

The train was still a "mixed" between Castlemaine, Maryborough and Mildura in each direction.

1908

The first composite dining and sleeping car to run on the Victorian Railways was assigned to the Mildura line with its first scheduled run being on 15/16-8-1908. It was originally a Mann boudoir carriage and was transferred from V&SAR joint stock to the Mildura line. The original number of 03 was altered to the name "Mildura". One 2-berth compartment was converted to a buffet and it was coupled to 59ABC that had been converted to have a walk-through connection.

Dining car "Mildura" on left and 59ABC. Photo: Victorian Railways

Close up view of the "Mildura" carriage. Photo: Victorian Railways, scan by John Thompson

Minor alterations were made to the timetable from 2-11-1908. The train from Melbourne was altered to leave earlier from Woomelang (11.10 p.m.), and Speed (12.30 a.m.) arriving in Mildura at the same time of 5.50 a.m.. Trains departing from Mildura at 6.15 p.m. would leave earlier from Speed (10.35 p.m.) and Woomelang (12.50 a.m.).

1909

Dissatisfaction with the Mildura line timetable led to the calling of a conference by Mildura Shire Council with other municipalities. The meeting was held at Donald on 13-5-1909 and in an article on the subject in the "Mildura Cultivator" newspaper the train journey was described as taking 23 hours and 5 minutes to come 351¼ miles at an average speed of about 15¼ miles per hour. The first half of the journey from Melbourne to Donald (182¼ miles) occupies 10½ hours, there is a stay of ¾ hour at Donald and the other 168¾ miles of the journey takes 10 minutes short of 12 hours at an average speed of about 14 miles an hour.

The conference was well represented and agreed to send a deputation to the Commissioners on 17-5-1909 requesting a fast train once each way per week. The Commissioners refused the request.

1910

The Premier of Victoria (Mr. Murray) met a deputation in Maryborough and was urged to encourage the Railway Commissioners to investigate the use of a motor train between Castlemaine and Mildura. Apparently the Commissioners held the contention that the considerable population in the south western parts of England, where motor trains had been introduced, provided different circumstances that could not be justified in Victoria. The Premier was of the view that "we should get a motor train and experiment".

(Two petrol rail-motors were purchased from the McKeen Company, of Omaha, U.S.A. in 1911. The vehicles went into regular service on 13-5-1912- one working on the Ballarat - Maryborough line, and the other between Hamilton and Warrnambool. After about three years, the McKeen cars were withdrawn from traffic. In 1919, the engines were removed and the cars converted for ordinary passenger use.)

McKeen Car No.2 referred to in the text. These futuristically styled petrol rail motor cars built in America and introduced to Victoria in 1912 were unsuccessful and became locomotive-hauled carriages. Photo: Victorian Railways

Timetable alterations were made from 1-12-1910 providing for a significant reduction in journey times. In addition to the 1.05 p.m. train from Maryborough, scheduled to run to Woomelang daily and through to Mildura on Tuesday, Thursday and Saturday, arriving at 5.50 a.m., a "fast" train departed Melbourne at 4.50 p.m. and after changing at Castlemaine, departed at 8.10 p.m. on Wednesday only through to Mildura, arriving at 8.40 a.m. Thursday. This train was the first train regularly scheduled on the line to convey passengers only and was not a "mixed" train with goods vehicles attached. The up "fast" train left Mildura at 6.30 a.m. on Friday and arrived in Melbourne at 10.55 p.m. that night.

1911

In July 1911, the Woomelang Progress League, with support from the Mildura Grower's Association and the Ouyen and Turriff Progress Associations, sought to get the Railway Commissioners to provide three limited express trains each way three days a week.

An editorial in the "Mildura Cultivator" newspaper on 9-9-1911 described the journey from Mildura to Melbourne as follows: "The average rate of speed from here to Donald is about 15 miles an hour and it takes another 4 hours to get from Donald to Maryborough. It is quite refreshing, when at the Melbourne end (Castlemaine), the train covers its 78 miles within 3 hours. How we would rejoice if the same speed were carried right through!"

The Commissioners visited on 12-9-1911 and were met by a deputation of Shire councillors and Mr. J. Gray, MLA, who requested three fast trains per week. The Commissioners agreed to consider the claim for the summer timetable and an additional fast train was added to the current services arriving in Mildura on Tuesday at 8.40 a.m. from 1-12-1911. A fast service also departed Mildura at 6.30 a.m. on Wednesday for Melbourne.

1912

The winter timetable offered further improvements to travel times.

A second division of the 4.50 p.m. express to Bendigo would run on Monday and Wednesday at 5.10 p.m., connecting with the Mildura train. The first division would take passengers north of Castlemaine, and the second would take passengers for Mildura, Maldon and Maryborough. On Wednesday and Friday the Mildura train would connect at Castlemaine with a second division of the up train from Bendigo, departing at 6.50 p.m., 20 minutes later than the first division.

On 11-10-1911, the General Superintendent of Transportation recommended that the depot for the Mildura dining car service be removed from St, Arnaud to Maryborough. This was approved on 8-2-1912 and the move was completed on 10-9-1912.

The summer timetable from 9-12-1912 introduced two fast passenger trains in each direction with significant changes to travel times.

The mixed train would be replaced with a fast passenger train on Monday and Wednesday, with an additional service on Friday. Trains would leave Castlemaine at 8.13 p.m. with passengers connecting from the 5.16 p.m. train from Melbourne and arrive in Mildura the following day at 7.20 a.m. The mixed train from Mildura on Wednesday and Friday would be replaced by a fast passenger train with an additional service on Monday, leaving at 8 a.m. arriving in Melbourne at 10.55 p.m. the same day. Intermediate station times on both up and down journeys were all altered.

1913

The "Mildura Cultivator" newspaper reported in January that Mildura people waiting for the morning train were "mildly curious" that the train had never arrived at the scheduled time of 7.20 a.m. since the new timetable commenced. As it was most likely to arrive at 8.45 a.m., it was suggested that if it was rescheduled to that time, people would not have to wait!

Mildura Shire Council suggested to the Railway Commissioners that through running of the passenger trains be introduced to avoid changes at Castlemaine and Maryborough. They also requested second-class sleeping accommodation. In response, pillows would be available for a small charge, but there would be no second-class sleeping cars. It was claimed by the Commissioners that many of the ten berths available were not occupied.

Train services were set back by the decision to cancel the 5.16 p.m. express from Spencer Street that formed the connection for Mildura line trains from 1-5-1913. The 4.50 p.m. was the alternate service offered. The 8 a.m. departure from Mildura was unaffected, but the schedule was altered for intermediate stations with times six minutes earlier.

Commencing on 30-8-1913 a passenger car would be attached to the 3.15 a.m. goods train from Woomelang and the goods train departing Mildura at 5.30 p.m.

Commencing with the timetable from 1-12-1913, the passenger service from Maryborough would leave at 9.43 p.m. (in lieu of 9.30 p.m.) for Mildura on Monday, Wednesday and Friday (and daily for Donald). Intermediate station times were altered accordingly.

1914

The timetable effective from 1-5-1914 changed the arrival time in Melbourne of the passenger train from Mildura on Monday, Wednesday and Friday to 10 p.m..

From 20-8-1914 Mildura railway station staff were instructed to strictly enforce the barrier system, allowing only persons who have purchased platform tickets entry to the platform. The cost of a platform ticket was 3 pence or half a crown (two shillings and sixpence) for a non-transferable ticket for a year.

In view of unsatisfactory results with the hire of cushions to passengers travelling by night to Mildura, the practice was to be discontinued from August 1914. Representations from Mildura Shire Council resulted in a continuation on a trial basis - this time with notices exhibited in carriages to make passengers aware that the cushions were available for hire.

The summer timetable from 1-12-1914 provided for trains to leave Melbourne for Mildura at 6.40 a.m. each day Monday to Friday, arriving at 7 a.m. the next morning - at an average speed of 14½ miles an hour! Trains would depart Mildura at 6 p.m. Monday to Friday, arriving in Melbourne at 3.55 p.m. the following day.

1915

It was announced that a weekend fast passenger train would commence running from 23-1-1915. It was a continuation of the 9.55 p.m. Maryborough - Donald Saturday service, arriving in Mildura at 8.30 a.m. Sunday. The up service would depart Mildura on Monday at 8.00 a.m., Ouyen 10.30 a.m., Woomelang 12.03 p.m. and Maryborough 5.42 p.m., connecting with the train to Castlemaine and Melbourne, arriving at 10.55 p.m. It was be short-lived as the Railway Commissioners announced that services were to be cut back throughout the State from 1-9-1915 in order to achieve economies of 1,020,000 train miles per annum due to First World War restrictions. The weekend fast train to and from Mildura was cancelled with a storm of protest emanating from the northern irrigation settlement. There were no cuts to suburban train services in Melbourne thus providing the local press with the argument that "it was another city attempt to try to balance the ledger at the cost of the country".

Public meetings, a deputation to the Commissioners, and a hostile "Mildura "Cultivator" newspaper failed to make and impression on the Commissioners who, when making their annual inspection of the Mildura line, simply stated that they were under government instructions to retrench on all lines. The protests then switched to an attack on the government and something must have prickled political sensitivity as it was announced by the local member J. Gray, MLA, that the fast train would be reinstated from 2-10-1915 - an absence of one month. There was no such luck with the Merbein line services.

1916

The Railway Commissioners responded to a threat to coal supplies (coal miners strike) by planning to suspend 17,250 miles of train running, however it was found impracticable to cancel trains to and from Mildura due to the amount of goods traffic offering.

1917

"The Great McEwan", an entertainer of the time, travelled to Mildura in January travelling in a privately hired carriage, his only companions being his chef, secretary and valet.

A coal strike was responsible for the suspension of services on the Mildura line beyond Woomelang, of the following passenger trains from 31-8-1917 for about three weeks:

6 p.m. Donald to Mildura on Friday.

6 p.m. Donald to Woomelang on Saturday.

12.30 a.m. Woomelang to Donald on Monday.

6 p.m. Mildura to Donald on Monday.

Train running times on the Ouyen - Pinnaroo and Mildura - Merbein line were altered to provide connections with other trains on Monday.

Complaints about the late arrival of passenger trains every morning and standard of service, gained in intensity in November. On 14-11-1917, the influential "Mildura Cultivator" newspaper turned on the districts parliamentary representative, Mr. J. Gray, claiming he "has not been able in 13 years to improve our train service much - let some other man try". Mr. P.G. Stewart of Carwarp was subsequently elected and immediately put under pressure.

The newspaper described the Mildura line as one of the best paying lines in the state and notoriously one of the slowest and most inadequately catered for by the department. The train service was described as a 15 hour trip for passengers to and from Mildura for the 351 miles by the "express" and for the rest of the week, a slow trip of 26 hours or more. Motorists, it was claimed, were finding more satisfaction in motoring to and from Melbourne. The newspaper called for a tri-weekly through passenger service and predicted it would pay.

A deputation of businessmen from Mildura, Ouyen, Birchip and Melbourne met the Minister of Railways (Mr. A. Wynne) in Melbourne on 11-12-1917 and were subsequently referred to the Railway Commissioners the following day. Despite their opposition, the Commissioners agreed to an additional fast train, leaving it to the deputation to decide which would be the better - a day or night train. It was decided it should depart Melbourne on Tuesday night arriving in Mildura early on Wednesday morning. The return to Melbourne would depart Mildura on Thursday morning.

1918

The additional passenger service commenced on 8-1-1918, connecting with the 4.50 p.m. from Melbourne at Maryborough at 9.35 p.m. and running through to Mildura (instead of terminating at Donald) to arrive at 8.30 a.m. Wednesday. The up journey would depart Mildura on Wednesday at 8 a.m. (same as for Monday) and arrive in Melbourne at 10.55 p.m..

At Irymple it would cross the down passenger train (from Melbourne at 5.16 p.m. Tuesday) which was timed to depart at 8.12 a.m. and reach Mildura a few minutes later.

The 1.05 p.m. train from Maryborough for Mildura would terminate at Donald and the 6 p.m. up train from Mildura on Tuesday would be cancelled between Mildura and Donald. There were now two fast trains per week serving stations between Woomelang and Mildura, but there was still widespread dissatisfaction.

A D3 locomotive leads the up Mildura passenger train out of Ouyen Circa 1918. Photo: Puffing Billy Preservation Society Archives

An unofficial visit to Mildura travelling by the "slow" train by the Minister of Railways (Mr. S. Barnes) resulted in a meeting with a deputation of prominent Mildura and Merbein businessmen on 12-7-1918, who were keen to hear the Minister acknowledge the disadvantages of his travel arrangements. The businessmen called for the return of three fast trains per week and the elimination of changing trains at Maryborough and Castlemaine. The correspondence to Mr. P. Stewart MLA from the Commissioners, responding to these points and a number of others raised at the deputation, was tabled at a meeting of the Shire of Mildura on 4-9-1918 and provides an interesting insight into rail travel between Melbourne and Mildura in the year 1918 (at the end of the First World War). It is recorded here in its full text:

Dear Sir,- With reference to the interview which representative businessmen of Mildura and Merbein had with the Hon. Minister of Railways at the Council Chambers, Mildura on 12th July, I am directed by the Hon. The Minister to inform you the Railway Commissioner's report, as follows, in regard to each of the matters referred you by the deputation, viz:-

(1) That the Mildura train service be increased.

The Commissioners are forced in the interests of economy to maintain the train mileage's at the lowest possible point, and it is considered that the two passenger and four mixed trains per week which are provided on this line are reasonably sufficient for the actual requirements of the traffic, it is regretted that an extension of the service at present time cannot be made. The former service was more convenient for the travelling public, and in this and other cases they would be glad to restore the facilities if conditions permitted, but as matters stand, it cannot be done.

(2) That inconvenience is occasioned by the examination of parcels at Castlemaine.

The action taken by staff at Castlemaine was in accordance with departmental instructions.

Passengers are not permitted to take into the carriages with them, free of charge, parcels over 7 pounds in weight, but as it would appear that this allowance of 7 pounds is rather low, it has been decided to give passengers the privilege of carrying parcels, containing goods for personal use and not for sale, up to 28 pounds in weight, subject to the total weight of the luggage and parcels accompanying the passenger not exceeding the usual luggage allowance of 112 pounds for First class and 84 pounds for Second class passengers.

(3) That through cars be provided for Mildura line passengers, via Castlemaine.

This matter has previously been under notice, but apart from the difficulties of being in the way of avoiding the necessity for passengers to change trains at Maryborough and Castlemaine from the point of view of the Department, the comfort which they would be subjected if this were done is much greater than the inconvenience which travellers suffer at the present time in having to change trains.

Experience has shown that on arrival at Maryborough, the Mildura cars which have been occupied by passengers throughout the night are covered by dust and the atmosphere in the cars is so close and unpleasant that the passengers are glad to change into clean and well-aired carriages at this station. Arrangements could be made to avoid the change at Castlemaine by retaining certain cars for Maryborough line passengers on "down" Bendigo trains and transferring these cars and the van at Castlemaine to the Maryborough platform to form the connecting train to Maryborough and by a similar arrangement in the reverse direction in respect of the "up" journey, but this could not avoid the necessity for passengers to leave the train at Castlemaine as they would have to do so whilst it was being shunted, and no doubt would desire to do so for the purpose of securing refreshments.

Apart from this, however, extra cars would be required for the Bendigo and Maryborough services, and as the trains are already made up to practically full loads, considerable expense would be involved in providing additional locomotive power, and in these circumstances it is considered that the existing practice is the best that can be adopted, especially in view of the necessity for economy.

(4) That passengers be notified which car is to be taken off the train at Woomelang.

The car which is usually detached from the train at Woomelang is suitably placarded at Maryborough, and the staff are instructed that at Donald through passengers in this car are to be warned that they will be required to transfer to other parts of the train at Woomelang.

(5) That a fast daylight service be run.

It is considered that the present time of departure from Melbourne meets the convenience of the majority of regular travellers. The schedule of the "fast" train departing at 4.50 p.m. enables passengers to leave Melbourne after transacting the day's business, and, in view of this fact, and as the suggestion would mean the cancellation of the "up" mixed train from Mildura by which fruit is now despatched, and the running of a goods train in substitution for which there would be no justification, it is not considered that the change is warranted.

(6) That the "down" mixed train is frequently late, and that goods are delivered and lost

in transit.

The Commissioners are aware that the "down" mixed train is frequently late in arriving at Mildura, but this is due to the necessity for economy in train mileage, rendering it necessary for the train to take bigger loads and carry out more roadside work than it would under more favourable circumstances, have to perform. The running of this train has, in consequence of steps taken to effect an improvement, recently been somewhat better, and van men accompanying the train in order to expedite it's despatch from stations, but, as it has to perform such a large amount of roadside work and take such a big load, it is impracticable to arrange for the train to keep strictly to its schedule. So far as the delay to and loss of goods in transit are concerned, the Commissioners will be glad to have enquiries made of particulars if any specific instances are furnished.

(7) That inconvenience was caused by the Dining Car being sent to Newport for repairs.

The car referred to, viz. The "Avon" combined dining and sleeping car, had to be sent to Newport Workshops for repairs, and as there was no car available to take its place during the time it was out of service, dining car accommodation was not available for one return trip per week, viz. The 5.16 p.m. "down" on Mondays and 8.00 a.m. up on Wednesdays. It is regretted that passengers were deprived of the dining car on these trips, but it was impracticable to transfer one of the three interstate dining cars to this line as two are required daily and it is necessary in order to avoid suspension of the dining car service on interstate express trains, to have one available for use in the event of either of the regular cars becoming defective and having to be replaced. Approval has recently been given for the construction of additional sleeping cars for the Adelaide service, and when these are available one of the displaced cars will be converted to a combined dining and sleeping car and used as a standby for the Mildura line in order to obviate a recurrence of the cause of complaint.

The "Mildura Cultivator" newspaper described the Commissioners as "an unreasoning, unreasonable, illogical, unbusinesslike coterie of inefficients who, like some of the rolling stock on the Victorian Railways, should have been "scrapped" long ago."

Commissioners Norman and Jones arrived in Mildura on their annual visit on 1-10-1918 and were steadfast in their stance, only conceding that they would gladly put on another fast train "as soon as times permitted".

The Mildura Express near St. Arnaud with a D Class locomotive and a mixture of goods and passenger rolling stock including the sleeping car "Mildura" (sixth from the locomotive). No date confirmed. Photo: Unknown, Bruce McLean Collection

1919

Passenger traffic on the Mildura line was growing at a rapid rate with passengers exceeding the capacity of trains at times. Late January and early February signalled an increase of large proportions as people made their way to Mildura for the grape harvest. Newspaper reports revealed that passengers were huddled in corridors on some journeys.

In March 1919, Mr. W. Bowring, a Mildura businessman, forwarded Chief Commissioner Norman with the following figures from the Commissioner's Annual Report to demonstrate the increase in growth on the line. The figures show the outward passengers from the stations Lascelles to Mildura and Merbein:

The case for a third fast train still foundered. The Commissioners claimed that the loadings in January/February were abnormal due to people leaving Melbourne on account of an influenza outbreak and fruit pickers travelling to Mildura.

A telegram from the Chairman of Commissioners was sent to the Shire of Mildura on 14-10-1919 to advise that they are willing to provide three fast trains weekly - Monday, Wednesday and Friday (as Friday enables connection for the Pinnaroo line with the fast down train). The Thursday passenger train to Melbourne from Mildura is to be cancelled. The Commissioners were in Mildura the following week on 21-10-1919 and defended the decision not to eliminate the changes at Castlemaine and Maryborough.

1920

The 1920's was a grand era for travellers on the Mildura line. It was announced in March 1920 that the fast train would no longer require passengers to change at Castlemaine in either direction, although experience subsequently showed that travelling times did not improve.

From 14-4-1920, the up fast trains on Monday, Wednesday and Friday were altered to depart at 7.30 a.m. (in lieu 8 a.m.) and run 30 minutes earlier from all stations Mildura to Maryborough.

In connection with the winter timetable effective from 17-5-1920, the Commissioners announced that a daily (Monday to Saturday) fast through passenger service would be provided between Melbourne and Mildura, eliminating a change of trains at Maryborough.

Trains would depart Melbourne at 5.16 p.m., reaching Mildura at 8.40 a.m. the following day.

Trains from Mildura would depart at 7.30 a.m. and arrive in Melbourne at 10.35 p.m. the same day. The 6.40 a.m. daily train from Melbourne would terminate at Woomelang as a consequence. On Wednesday only a mixed train would depart Mildura at 6 p.m. for Woomelang, where it became a daily service to Maryborough and Melbourne, arriving at 3.55 p.m..

Mr. Harold W. Clapp was appointed Chief Commissioner on 17-9-1920 and made his first trip to Mildura on 16-10-1920. At Mildura a deputation led by the Mayor (Mr. W.B. Chaffey) requested that the day trains be rescheduled to an overnight service. An empty sleeping car from the night train was being returned to Maryborough on the day train.

Residents of St. Arnaud, Donald and Ouyen protested over the move to change the day train. Their attitude was summed up by an Ouyen scribe who claimed "Mildura people evidently wanted to be put to sleep when they entered the train and then awakened when they got to their journey's end".

1921

A prolonged shipping dispute that resulted in restrictions on the use of coal by locomotives and lasted for the months of January and February caused the cancellation of the fast train services and replacement with daytime Mixed trains. Trains would depart from Melbourne at 6.40 a.m. and arrive in Mildura at 7.00 a.m. the following day. From Mildura, departure would be 5.30 a.m. and arrival in Melbourne at 10.35 p.m. The Wednesday 6 p.m. train for Melbourne from Mildura was suspended.

The train services were unbearable in the summer conditions. Chief Commissioner Clapp asked the government for a reprieve for the Mildura line owing to exceptional circumstances, but the request was refused after referral to the Chairman of the Coal Board.

In the meantime, a temporary dining car was provided to replace "Avon" which was undergoing reconstruction at Newport Workshops. To ease the oppressive travelling conditions, additional six water bags had been placed on the train, two in each carriage adjacent to the corridor window. "Avon" returned to service on 7-2-1921.

In February 1921, the VR Commissioners made the following comments in regard to sleeping accommodation on the Mildura line in response to a letter from the Mildura Co-Op Fruit Company:

Sleeping cars regularly rostered on the Mildura line in February 1921:

Ex. Maryborough (Monday, Wednesday, Friday):

Avon - 10 berths

Latrobe (If required) - 20 berths

Ex. Maryborough (Tuesday, Thursday and Saturday)

Kiewa - 10 berths

AB car (If required) - 12 berths

The VR Commissioner preferred not to use the AB car if possible given that two out of four compartments had no lavatory accommodation and the car was not vestibuled.

An AW class compartment passenger car was used when required to provide sleeping accommodation on Mildura services. There is evidence that this arrangement was in use from at least February 1921 until February 1928.

The following table summarises the sleeping accommodation used on the 1.05 pm down service.

Day

Date

Carriage

Sleeping Berths Booked

Monday

31 January1921

Kiewa

10

Tuesday

1 February 1921

AB

7

Wednesday

2 February 1921

AW

8

Thursday

3 February 1921

Kiewa

7

Friday

4 February 1921

AB

5

Saturday

5 February 1921

AW

10

Monday

7 February 1921

Avon

9

Tuesday

8 February 1921

AB ¾

1

Wednesday

9 February 1921

AW

2

Thursday

10 February 1921

Avon

7

Friday

11 February 1921

AB

-

Saturday

12 February 1921

AW

7

Monday

14 February 1921

Avon + AW

9 + 3

Tuesday

15 February 1921

AB

10

Wednesday

16 February 1921

AW

8

Source: Public Records Office File 421 / P000 / 451; Victorian Railways Secretaries File: 1921 / 3148 dated 11 February 1921, courtesy of Chris. Banger

23AW First class compartment car of the type used for sleeping accommodation: Photo: Bruce McLean

A meeting of block holders at the new settlement of Red Cliffs resolved to approach the Commissioners for a train service between Merbein, Mildura and Red Cliffs in the morning and returning at night. Such a service would allow married men living in Mildura that are holders of blocks to go to work in the morning and return home to their families at night. The outcome of this meeting was the establishment of a remarkable "suburban" train service between Merbein, Mildura and Red Cliffs the history of which is covered in another chapter.

Normal train traffic resumed on 1-3-1921 following settlement of the shipping dispute.

The Secretary of the Shire of Donald convened a conference at Donald on 10-3-1921. Twenty-one delegates represented Shires, Boroughs and Trader's Associations along the Mildura line, the purpose being to ascertain the views of each district regarding the passenger service timetable, particularly day or night services. Mr. H. Cook, a timetables officer from the department, was also present. The meeting could not reach common agreement on day or night trains, but was unanimous in seeking the acceleration of all train services.

Meanwhile, passengers from Mildura going to Red Cliffs to work on their new blocks, were required to travel in the guard's van of the daily goods trains, often in crowded conditions. Ladies complained of having to travel in a van filled with men and there were cases of pilfering of goods from the van.

When Commissioner C. Miscamble visited Mildura on 21-4-1921, he advised that a passenger carriage was to be added to the 5.45 p.m. goods train departing Mildura each day for passengers to Red Cliffs. It was reported that as many as 80 people were using the carriage when it was provided on Wednesdays and Saturdays to Ouyen

A trial arrangement from 30-5-1921 saw the 7.30 a.m. train from Mildura altered to reach Melbourne at 10.10 p.m., 25 minutes earlier, via Castlemaine.

1922

A deputation from Mildura Shire Council met with the Commissioners at Mildura on 5-9-1921 but it was not until January that a response was tabled rejecting a request for running sleeping cars through from Melbourne to Mildura as it would involve "double heading" locomotives between Melbourne and Maryborough.

From 5-6-1922, the 5.16 p.m. down Mildura passenger timetable was improved to provide for an additional 8 minutes time at Ouyen for transferring luggage and van goods for the Murrayville branch line. The departure time from Ouyen of 6.02 a.m. was not altered.

On 26-6-1922 a new AEC Rail Motor built at Newport Workshops commenced running frequent services between Mildura, Redcliffs and Merbein. (Refer "Mildura Suburban Service").

By July 1922, passenger trains were scheduled from Ballarat at 8.18 p.m. daily to Maryborough to provide a connection with the down Mildura trains.

The Commissioners announced that from 7-8-1922, passengers on the 7.30 a.m. train from Melbourne will not be required to change at Maryborough as certain carriages would be run through to Mildura.

Commissioner's Clapp and Miscamble were in Mildura on 21-8-1922 and advised that Mildura was the first line to have electrically lit carriages. He also refused another request for a night train to leave Mildura early in the week in lieu of the morning train explaining that Mildura was only one locality on the line and that there was contention with other localities over this suggestion.

In response to a request for Sunday running of the rail motor service to Merbein and Red Cliffs, the Chief Commissioner said that Sunday business was one of their biggest problems. It was the custom of the Victorians people to observe the Sabbath and they didn't want to cause a revolution, but believed in evolution. He believed that the time was coming when there would have to be more public transport on Sundays.

The summer timetable introduced on 11-12-1922 included some major changes:

The 5.16 p.m. express was altered to depart Melbourne at 5.30 p.m., Castlemaine 8.38 p.m., Maryborough 10.18 p.m., and then run to a faster schedule to reach Mildura at 8.00 a.m. - 40 minutes earlier.

The 7.30 a.m. train from Mildura to Melbourne would depart at 7.35 a.m. instead of 7.30 a.m., depart Maryborough at 5.23 p.m., Castlemaine 6.56 p.m. (instead of 7.15 p.m.) and arrive Melbourne at 9.55 p.m. - 5 minutes earlier. There were also alterations made to the Mildura suburban service timetable (detailed in a separate section).

1923

DD607 standing at Mildura on the Up "Mildura Express" on 28-1-1923. Photo: E.M. Stephens, from late E.A. Downes Collection, Puffing Billy Preservation Society Archives

When Commissioner Miscamble visited stations north of Maryborough in March he was again confronted by requests from Mildura civic representatives to have the overnight train replaced by a day service and the trains in both directions be run during the day and night on alternate days. The Commissioner, as in previous instances, could not reconcile Mildura's requests and satisfy passengers along the line. A conference was held at Ouyen on 27-4-1923 with delegates from Birchip, Walpeup and Mildura Shire Councils and Mildura Town Council and two officers representing the Commissioners, but the only consensus was retention of the existing timetable.

There were significant changes to the timetable from 27-8-1923 in association with the opening of refreshment facilities at Birchip and Ouyen. Refreshments would no longer be available on the train but time would be allowed in the revised timetable for breakfast at Ouyen and luncheon at Birchip on the up journey.

The down train from Spencer Street was altered to depart at 5.30 p.m. (in lieu 5.15 p.m.) and arrive at Woomelang 3.18 a.m., Ouyen 5.28 a.m., Yatpool 7.03 a.m., Red Cliffs 7.17 a.m., Irymple 7.36 a.m. and Mildura 7.50 a.m. (in lieu 8.00 a.m.).

The up journey would depart Mildura at 7.25 a.m., Irymple 7.34 a.m. (cross the train from Melbourne), Redcliffs 7.50 a.m. Ouyen 9.55 a.m.

A mixed train would depart Mildura at 6.06 p.m. on Wednesday arriving in Melbourne the following day at 3.57 p.m.

Chief Commissioner Clapp and his entourage met a deputation at Mildura on 3-9-1923 and was asked by the President of the Shire of Mildura (Cr. J. Henshilwood) to provide additional time for the refreshment stop at Birchip and improvements to the dining room. The President also requested an additional passenger train once a week running to Mildura in daylight. Commissioner Clapp advised that traffic on the Mildura line was being watched and two new sleeping cars were to be placed into service. Complaints were made by travellers against the abolition of the dining car on the up journey, claiming that an indifferent breakfast was available at Ouyen, only light refreshments were available at Birchip and they had to wait until Maryborough to obtain a hot meal.

The two new sleeping cars be placed into service were "Buchan" (issued to traffic on 31-8-1923) and "Wando" (issued to traffic on 14-9-1923). "Buchan" was renumbered to Sleeper No.4 on 20-7-1938 and "Wando" was renumbered to No.5 in 1939. It resumed its name in 1984 when used on the "Train of Knowledge".

Sleeping Car No. 5 "Wando" in service on "The Vinelander" arriving at Mildura in 1975. Photo: Bruce McLean

1925

Merbein residents were critical of the department issuing tickets in Melbourne to Merbein by the Saturday evening train and finding on arrival in Mildura on Sunday morning that there was no connecting train to Merbein. At a conference on district train services held in Mildura on 12-5-1925, Mr. Cook, the Chief Timetables Officer, indicated that very few passengers booked tickets through to Merbein but instructions would be issued to book passengers as far as Mildura as "the department did not like to mislead passengers".

When the Commissioners visited Mildura on 24-8-1925 a request for an additional fast train was rejected.

1926

Melbourne to Mildura passenger train times were improved from 14-6-1926, most likely as a consequence of relaying the line with 75 pound rails as far as Ouyen.

The 5.30 p.m. from Melbourne was altered to run at earlier times from Donald to Mildura, where the arrival was brought forward by 25 minutes to 7.25 a.m..

The 7.25 a.m. train from Mildura to Melbourne was altered to depart at 8.00 a.m., running to earlier times until it recovered the old timetable at Newstead. These changes eliminated the previous requirement to cross trains at Irymple.

The Mixed train leaving Woomelang at 1.40 a.m. for Donald on days other than Monday was altered to depart at 1.20 a.m.. On Thursday this time varied to 1.30 a.m.. The 1.10 a.m. from Woomelang on Monday was not altered.

Chief Commissioner Clapp met with Railway Users Leagues in Melbourne on 22-9-1926. Cr. J. Brown on behalf of the Mildura Shire Council, asked for a daily daylight service between Melbourne and Mildura. Mr. Clapp responded by pointing out that the Mildura line was the backbone of the north-west services, and if its timetable were altered it would involve the alteration of all services connected to it. He also mentioned that two new sleeping cars were on the line and two more were under construction. He had made a study of the service and it had been improved out of all recognition.

1927

On 15-2-1927, the passenger train to Mildura consisted of two DD engines (a rare occurrence), nine carriages including three sleeping cars, two van trucks and a guards van. Over 200 passengers were on board.

Commissioner Molomby met with municipal representatives in Mildura on 10-3-1927 in response to concerns about late running of the passenger train. The problem was attributed to an AB Class carriage being put on the train at Maryborough and the train being too long for the platforms at a number of stations. The AB car was substituted when the Mildura sleeping cars were taken off for use on other services.

Mildura Town Council tendered a civic reception on 27-8-1927 to Chief Commissioner Clapp and Commissioners Shannon and Molomby during their annual visit to inspect north-west railway facilities. Mildura's request for a day train was repeated to the railway executive, however Commissioner Clapp indicated that they were "looking at ideas" and would advise the council in due course.

1928

Chief Commissioner Clapp informed a deputation at Mildura on 1-9-1928 that the Mildura line passenger service would be altered from October with a three months trail of one night train from Mildura each week at the expense of the Tuesday daylight train from Mildura.

An additional train would also be provided to Ouyen by extending the Monday train from Woomelang. The return working took place on Tuesday when the train departed Ouyen in the morning.

Chairman Clapp also informed a Mildura deputation that relaying of the line with heavier rails had advanced as far as Nowingi and when completed to Mildura, would allow 50 miles an hour running speeds for trains.

Sleeping car roster from 17-2-1928. Note the use of an AW compartment car as a sleeping car. Source: Bruce McLean Collection

New sleeping cars named "Werribee" and "Indi" were issued to traffic on 14-4-1928 and the Melbourne to Mildura line in June 1928. Each compartment contained two berths and was self contained with such conveniences as mirrors, basins and wardrobes. They replaced "LaTrobe", "Wando" and "Kiewa" sleeping cars. "LaTrobe" and "Kiewa" were both scrapped in 1929.

"Wando" continued to available for passenger traffic until it was preserved by the Australian Railway Exploration Association in 1989. In 1992 was based at the Seymour Rail Heritage Centre.

"Werribee" and "Indi" were airconditioned in 1938 and renumbered Sleeping Car No. 1 and No. 2 respectively. Another sleeping car "Ovens" was issued to service 24-8-1923, air conditioned in 1938 and renumbered Sleeping Car No. 3.

1929

A newspaper report in May 1929 indicated that the Monday night Mildura to Melbourne train had developed new traffic and was judged to be a success. There were moves afoot to seek a Wednesday night train, replacing the mixed goods.

The summer timetable effective from 21-10-1929 had only one change effecting Mildura passenger services. The Monday night train from Mildura was altered to arrive in Melbourne at 10.05 a.m. instead of 10.15 a.m. Tuesday.

<< Back | Home | Site Map Copyright © 2003 Bruce McLean, All Rights Reserved