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1930 - 1949 Passenger Services

Woomelang to Mildura

Milestones 1930 - 1949

1930

The Woomelang to Ouyen train on Monday was only attracting light patronage, thus it was suggested in January 1930 that this train be extended to Mildura and then form a Tuesday morning train to Melbourne.

Louvre vans were permitted to be attached to passenger trains leaving Mildura in March 1930, to enable fresh grapes to be forwarded quickly to the Melbourne market.

As a direct consequence of the world-wide depression, Commissioner Clapp announced in Mildura on 28-3-1930 during his annual inspection, that the passenger traffic on the Mildura line only justified four trains each way per week. The seven trains a week to Melbourne and six from Melbourne would be reduced from 8-9-1930 and train services would run via Ballarat instead of Castlemaine.

Trains from Melbourne would depart on Monday, Wednesday, Friday and Saturday at 5.06 p.m. and reach Mildura at 7.00 a.m. next day. Dinner would be available at Ballarat station at 7.45 p.m. with a stop of 25 minutes.

Trains would leave Mildura at 8.30 p.m. on Monday, Wednesday, Thursday and Friday, arriving in Melbourne at 9.55 a.m.. Sleeping car passengers would have to change at Ballarat to avoid having a second engine between Ballarat and Melbourne.

The rail motor service between Ouyen and Mildura on Saturdays would be cancelled.

The Wednesday night mixed train from Mildura would also be cancelled.

Mr. Clapp also advised that services between Donald and Woomelang would be reduced.

Passengers between Ouyen and Carwarp who relied on the Saturday rail motor service between Ouyen and Mildura, were considerably inconvenienced by cancellation of the service. To compensate, the Commissioners agreed to alter the Saturday afternoon goods train that left Mildura at 2.30 p.m. to depart at 4.30 p.m., arriving at Ouyen at 9.30 p.m.. This would enable passengers to come to Mildura on the morning train and return the same day. Accommodation would be provided in the guards van but when the demand required it, a passenger car would be attached. A motor trolley service was provided by Melbourne newspaper owners and the Postal Department on Monday and Wednesday to convey newspapers and first class mail between Woomelang and Mildura. Three trolleys were employed for the task- one from Donald to Woomelang, another from Woomelang to Ouyen, and a third from Ouyen to Mildura. This service was sometimes replaced by the use of special wheat trains.

Twelve members of parliament representing electorates affected by the cancellation of the 5.30 p.m. Mildura express on Thursday, met with Chief Commissioner Clapp to request reinstatement of the Thursday train in lieu of Friday's train. The request was denied and the parliamentarians then approached the Minister of Railways (Mr. J. Cain).

Departmental officers made enquiries at various towns along the line to seek views on the existing service but by early December it was announced that there would no further alteration made.

1931

The continuing depression and consequential fall in passenger traffic on the Mildura line saw an examination into a further reduction by one train each way per week. Commissioner Clapp advised in June that no alteration would be made.

1932

From 7-11-1932, the mixed train from Woomelang to Melbourne on Monday would commence instead from Ouyen.

1933

The motor trolley from Ouyen on Wednesday and Friday would return to Ouyen at 3.35 p.m. instead of 7.45 a.m. from 6-2-1933..

Commencing on 9-9-1933, the Saturday train from Melbourne was altered to depart at 6.55 p.m. and arrive in Mildura at 8.45 a.m.. This change was made to allow country visitors to attend sporting functions.

Complaints were made to Chief Commissioner Clapp at Mildura on 28-8-1933 about sleeping car passengers being disturbed by frequent stopping movements at stations. Mr. Clapp advised that indicator boards would be erected at wayside stations where platforms were short, to enable crews to stop trains at a point where the unloading of vans would be facilitated.

During November 1933 representations were made to the Railway department to have trains too and from Mildura terminate at Merbein. The department's view was that Mildura was the natural terminus for the line and that outlying districts could be served by supplementary services without having to incur the cost of running trains through and having to return to Mildura for depot purposes.

1934

In May it was foreshadowed by Mr. A.G. Allnutt M.L.A. that the department was making plans to speed up trains by running express from Red Cliffs to Ouyen; from Ouyen to Woomelang; and from Woomelang to Donald, enabling trains to leave later from Mildura and arrive earlier in Melbourne. Passengers from wayside stations would be required to travel on a mixed train to the next station where the express would stop. Problems foreshadowed with the concept included the fact that Mildura would be catered for at the expense of smaller stations and the carriage of mails and parcels.

A review of all train services in Victoria was undertaken in June resulting in alterations to the Mildura service from 1-10-1934. Trains would leave Spencer Street on Monday, Wednesday, and Friday at 6 p.m. instead of 5.06 p.m., arriving in Mildura at 7.20 a.m. the next day - an acceleration of 39 minutes. On Saturday night, departure from Spencer Street would be 7.10 p.m. instead of 6.55 p.m. with arrival in Mildura on Sunday at 8.30 a.m. - an improvement of 30 minutes.

From Mildura, trains would depart on Monday, Wednesday, Thursday and Friday at 8.45 p.m. instead of 8.30 p.m. with a faster timetable and arrive in Melbourne at the same time as previously, 9.55 a.m..

The daylight train that departed Ouyen at 7.50 a.m. Monday, Woomelang 10.35 a.m. Monday, Wednesday and Friday, and Donald daily at 1.55 p.m., connecting via Castlemaine with the 6.50 p.m. passenger from Bendigo, reaching Melbourne at 10.30 p.m., would be altered to depart Ouyen at 7.25 a.m. Monday, Woomelang at 10.15 a.m. Monday, Wednesday and Friday and Donald at 1.40 p.m. daily. This schedule improved the travel times from Ouyen by 20 minutes, Woomelang, 15 minutes and 20 minutes from Donald for through passengers to Melbourne.

The first day train to run from Mildura to Melbourne since 1930 was scheduled on 16-10-1934. It departed Mildura at 8.15 a.m. and would run via Castlemaine and arrive in Melbourne at 9.50 p.m.. The Commissioners decided to run four day trains in connection with the Centenary Celebrations, the other trains being scheduled on 24-10-1934, 7-11-1934 and 14-11-1934.

1935

Police were assigned to special duties on trains between Woomelang and Mildura during the picking season in Sunraysia. The objective was to check on itinerant pickers jumping trains to and from Mildura.

A new timetable came into operation on 13-5-1935 with 50 minutes cut off the travelling time between Melbourne and Mildura and an additional train provided on Thursdays.

Trains would leave Melbourne on Monday, Wednesday, Thursday and Friday at 6.50 p.m. and arrive in Mildura the following morning at 7.15 a.m.. On Saturdays the train would leave at 7.10 p.m. and arrive at Mildura at 7.40 a.m..

Forty minutes would be taken off the Mildura to Melbourne trip with trains departing on Sunday, Monday, Tuesday, Thursday, and Friday at 8.30 p.m. arriving in Melbourne at 9.00 a.m...

A trial run of an air conditioned sleeping car attached to a special train ran from Melbourne to Mildura during hot and dusty conditions during the second week of December 1935.

1936

A special train was run from Melbourne to Mildura on Monday 27-1-1936 on the Australia Day public holiday. In an advertisement for the special service, 55 minutes would be saved on the through journey. It was scheduled to depart Melbourne at 8.15 p.m. and arrive in Mildura at 7.45 a.m. the following day. The special conveyed sleeping berth passengers for Maryborough, St. Arnaud, Donald, Birchip, Woomelang, Lascelles, Ouyen, Hattah, Carwarp, Redcliffs, Irymple and Mildura. It would connect with trains on the Pinnaroo and Morkalla lines.

In March 1935, Chief Commissioner Clapp agreed to consider a request for a special train to be provided about a week before the start of the grape harvest for the benefit of fruit pickers.

Advice was received during the last week of January 1936 that the ordinary express train leaving Melbourne at 6.50 p.m. will be divided at Maryborough when necessary to form two divisions from 31-1-1936. The first division would be speeded up to arrive at Redcliffs at 6.10 a.m. and Mildura 6.45 a.m.. The second division would arrive at Redcliffs about 7.00 a.m. and Mildura at 7.25 a.m..

Also in connection with the grape harvest from 18-2-1936, a truck would be attached to the passenger train from Mildura each night at Redcliffs for the dispatch of fruit for Melbourne and stations further away. The truck would be detached at Ouyen and transferred to a goods train leaving from there. This service ceased after 4-4-1936.

Air-conditioned first class carriage 36AE, which had been in use on the Albury Express, was assigned to the Mildura train from 9-3-1936. This was another advanced step by the Victorian Railways to earn the praise of the Sunraysia travelling public. During the past year the sleeping car was staffed by a dedicated conductor, whose duties included supplying hot water bottles, cleaning shoes, and fetching breakfast from the Ballarat Refreshment Rooms for passengers, thus saving them the trouble of arising. In addition, the reduced travel time, completion of relaying the line with heavier rail to Mildura for the introduction of "powerful" A2 Class locomotives, and further travel time reductions as a result, were warmly welcomed.

36AE was the first main line air-conditioned carriage in Australia and was pioneered by the Victorian Railways as a prelude to the introduction of the fully-air conditioned, all steel, "Spirit of Progress" carriages which went into running on 23-11-1937.

Mildura's "Sunraysia Daily" newspaper gave considerable publicity to the arrival of 36AE describing it as "the only one in the British Empire" and the 23 passengers aboard as "perfectly satisfied".

In describing the history-making car's journey, the newspaper made reference to the morning sun's heat beginning to make itself felt between Ouyen and Mildura (March is usually a very hot month) and the fine penetrating dust that enters every inch of carriages when the train enters the mallee. For those passengers in the air-conditioned carriage, they "continued on their serene way, untroubled by dust, smoke or heart, and above all, the rhythmic noise of the rushing wheels was reduced to a minimum because of the double insulation of walls and windows".

36AE was scheduled to run between Melbourne and Mildura attached to the 6.50 p.m. train on Monday and Wednesday and the 8.30 p.m. train from Mildura to Melbourne on Tuesday and Thursday.

36 AE - the first main line air-conditioned carriage in Australia was built in 1912 and air-conditioned in 1935. It was assigned to the Mildura line on 9-3-1936. Photo: Victorian Railways

On 24-3-1936, the Chairman of the Victorian Railways Commissioners, Mr. H.W. Clapp, met with the Mildura and District Tourist Association. Mr. Clapp advised that a sedan rail car capable of carrying seven passengers would shortly be placed on the run from Woomelang to Mildura to run the mails when the train did not run from Melbourne. At the time, mails were carried from Woomelang to Mildura by a "Casey Jones" motor trolley arriving in Mildura on Wednesday morning.

Buick Sedan converted to run on rails. This type of vehicle was proposed to run between Woomelang and Mildura for conveyance of mail and was also capable of carrying passengers. Photo: Victorian Railways

Mr. Clapp also made reference to the possibility of the passenger train to Mildura being named "Sunshine Express" and being painted a suitable color.

"Sunraysia Daily" ran an article on 3-4-1936 critical of the mail delivery arrangements to Mildura when a passenger train was not scheduled to arrive in Mildura on Wednesday morning. The article was communicated to the Commissioners that morning and had an immediate effect as it was announced on the same day that an additional train would be scheduled to depart Melbourne on Tuesday (arriving Wednesday morning) and another scheduled to depart Mildura on Sunday at 9 p.m. The additional trains would be effective from 20-4-1936 and would run to a faster schedule. Trains would depart Melbourne at 7.20 p.m. instead of 6.50 p.m., arriving the following day in Mildura at 7.15 a.m. (no change).

The 7.40 p.m. train from Melbourne on Saturday would depart at 7.20 p.m. and arrive in Mildura on Sunday morning at 7.15 a.m. instead of 7.40 a.m.

On the up journey from Mildura, the departure time would be altered from 8.30 p.m. to 8.45 p.m. (9 p.m. Sunday) and would arrive in Melbourne at 8.50 a.m. daily, except on Mondays when it would arrive at 8.55 a.m.

The weekly passenger service now consisted of six trains in each direction - from Melbourne Tuesday to Sunday inclusive; and from Mildura, Sunday to Friday inclusive.

In addition to these changes, from 27-4-1936, the 6.25 a.m. passenger car attached to the goods train from Ouyen to Woomelang would be cancelled.

In September 1936, lampshades were provided in all through cars on Mildura line trains. The sleeping car conductor was responsible for fitting the shades in the air-conditioned cars and the train conductor in all other sitting cars. The conductors were required to first ascertain from passengers in each compartment if they desired the light to be shaded.

Special additional passenger trains were scheduled from Mildura to Melbourne for the Royal Melbourne Show on 16, 17 and 18-9-1936 (Wednesday, Thursday and Friday). These trains were first divisions of the normal service and were scheduled to depart at 8.15 p.m. and include a sleeping car. The second division would depart at the usual time of 8.45 p.m..

1937

The Mildura Tourist Officer announced on 11-3-1937 that he had been informed by the Victorian Railways that sleeping berths would be available under special circumstances for second class passengers on the Melbourne - Mildura train. An excess fare of 6 shillings and 11 pence and an extra 12 shillings and six pence for each berth when either travelling forward or on the return journey.

Commencing on 14-4-1937, two air-conditioned carriages, one first class, the other second class, were to be assigned to the Mildura line. They would be attached to trains for Melbourne from Mildura at 9 p.m. on Sunday, and 8.45 p.m. on Tuesday and Thursday.

They would also be on trains from Melbourne to Mildura departing Melbourne on Saturday, Monday and Wednesday. The air-conditioned carriages were an immediate success with demand for seats taxing their capacity on every run.

In April 1937 when it was announced by the Tourist Officer (Mr. W. Sherriff), that Victoria's first fully air-conditioned train would commence running at the end of May, however it was Saturday 10-7-1937 when the first completely equipped air-conditioned train to run in the Southern Hemisphere arrived in Mildura. It comprised the first of three sleeping cars to be constructed with air-conditioning, and first and second class carriages. It would initially run from Melbourne to Mildura on Sunday, Tuesday and Thursday.

This important advancement during the term of office by Commissioner Harold W. Clapp signified the interest and strong support given by him to the Sunraysia district. Passengers along the Mildura line now had a modern, six days a week, "through" passenger service to Melbourne and return and the travel time reduced to 12 hours in each direction. Passengers enjoyed speed and air-conditioned comfort that was not available on any other Victorian line at the time.

The innovative train caused "Sunraysia Daily" to draw a comparison with travel from earlier times in an interview with retired railwayman, Mr. W. Ford, driver of one of the first trains to Mildura in 1903.

Mr. Ford described the early trains as "a `rag-time' express compared with those that run to a regular schedule today, but it did its job and was considered to be an excellent service on those days. Drawn by an R type locomotive weighing 45 tons, compared with the giant 100 ton engines of today, the historic train consisted of 45 vehicles. The carriages included a sleeper, dining car, first and second class car, goods van and a number of trucks.

The train left Donald at 5.40 p.m. and arrived in Mildura at 9.30 a.m. next day. Along the line there were small settlements dotted through the mallee country, but the station at Hattah was the only stop where passengers could get out and stretch their legs. Most of the crockery in the dining car was broken on the journey. This, Mr. Ford explained, was due to the chain couplings with which the carriages were connected, severely jolting the train as every stop was made.

The train was the first to be equipped with an electric light. This innovation was fitted to the locomotive because the country along the line was unfenced. With the powerful ray of light, Mr. Ford could detect sheep and cattle on the line in time to apply the brakes and avert the possibility of destroying them."

Story by Harold W. Clapp, Chairman of Commissioners, published in "Sunraysia Daily" Special Jubilee Issue on 9-8-1937, describing the relationship between the Victorian Railways and the Sunraysia community and economy since 1903. Source: Bruce McLean Collection

By November 1937, no additional air-conditioned carriages had been introduced to the Mildura line, the development of "The Spirit of Progress" all-steel air-conditioned, streamlined train consuming the output from Newport Workshops. The "Spirit of Progress" was placed in service on 23-11-1937 between Melbourne and Albury.

1938

On Wednesday morning of 2-2-1938, the second air-conditioned train on the Mildura service arrived at Mildura. It comprised first and second class carriages and a sleeping car, fulfilling the promise made by Commissioner Clapp to have air-conditioned trains on the Mildura line.

Mr. Clapp's 1938 inspection tour co-incided with the introduction of the improved service. On Sunday 6-2-1938, the Chief Commissioner announced that two buffet cars were under construction at Newport Workshops and would be added to the service at the end of the year. In addition, there were plans to accelerate the service on both up and down trains.

Commencing on Monday 14-2-1938, the Monday to Saturday Melbourne to Mildura train via Ballarat would be altered to depart Melbourne at 7.40 p.m. instead of 7.20 p.m. and arrive in Mildura at 7.10 a.m. the following day - an acceleration of 25 minutes.

On the return journey, the departure times from Mildura (8.45 p.m. Monday to Friday and 9 p.m. Sunday) would remain unaltered, but the scheduled would be faster with arrival in Melbourne at 8.20 a.m. Tuesday to Saturday instead of 8.50 a.m. and 8.55 a.m. on Monday, an acceleration of 30 minutes.

A special holiday train was scheduled from Melbourne to Mildura for Easter travellers on Friday 17-4-1938. It would depart for Melbourne at 7.30 p.m. the following Monday night. It would be equipped with hot and cold showers.

Circular A.252/38 issued from the Office of the General Superintendent on 11-2-1938 advising of the authorised carriages for Down and Up Mildura trains including a BCE car-van for use on the Ouyen - Pinnaroo line. Source: Bruce McLean Collection

A2 954 hauls an air-conditioned Mildura passenger train at Spencer Street. The carriages are AE (first class), Sleeping Car, BE (Second Class), and CE van, as described in the 1938 Mildura Cars Circular. Photo: Victorian Railways

1939

In September 1939, the Prime Minister, Mr. Robert Menzies, announced that Australia had declared war on Germany.

1940

A coal strike caused the cancellation of a number of country steam and petrol-electric trains from 17-3-1940. On the Mildura line, trains were reduced from six to four per week in each direction from 1-4-1940, departing Melbourne on Monday, Wednesday, Friday and Saturday. From Mildura trains would run on Sunday, Tuesday, Wednesday and Friday. The Mildura Stationmaster advised that seat bookings would be suspended for the duration of the strike and there would be no additional sleeping cars attached to holiday trains at Easter.

From 29-4-1940 the Melbourne/Mildura express was reduced to Monday, Wednesday and Friday nights to Mildura and Tuesday, Wednesday and Friday from Mildura. The departure time from Melbourne was altered from 7.40 p.m. to 7 p.m..

The coal strike was settled by mid-May and from 22-5-1940, an additional train each way per week was scheduled. Trains would now leave Melbourne at the former time of 7.40 p.m. on Monday, Wednesday, Friday and Saturday, arriving in Mildura the following day at 7 a.m..

From Mildura, trains would depart at 8.45 p.m. on Tuesday, Wednesday and Friday and 9 p.m. on Sunday.

Services returned to normal 17-6-1940 with trains departing Melbourne every night with the exception of Sunday and departing Mildura every night with the exception of Saturday.

1941

"Sunraysia Daily" carried an editorial in its 15-8-1941 issue complained that there were not enough sleeping cars available for the Mildura line service. The advent of petrol restrictions had affected the growth in private car transport and it was the newspaper's view that Victorians would be less inclined to depart from rail travel in favour of the motor car if the service were able to meet traffic demands. The editorial also claimed that if the railways didn't cater for traffic people would use the service only as long as they were compelled.

Mildura City Council wrote to the Commissioners seeking additional second class sleeping accommodation and was advised that the proposal had been considered on a number of occasions and had not been adopted because the prospective revenue was not sufficient to meet the costs that would be involved.

1942

The Commissioners announced that Mildura line services would be curtailed from 19-1-1942 to conserve coal supplies. The 7.40 p.m. train from Melbourne to Mildura would run only on Monday, Wednesday, Friday, and Saturday. The 8.45 p.m. train from Mildura to Melbourne would run on Tuesday, Wednesday, Friday and (9 p.m.) Sunday. The reason was the requirement to save fuel owing to the seriousness of the war situation.

Mildura Chamber of Commerce wrote to Mildura Shire Council requesting an exemption for Mildura owing to its isolation and the pending fruit harvest, however the Shire, at a meeting on 29-1-1942, accepted the decision of the Commissioners.

Normal services resumed on Monday 30-3-1942.

The Commissioners announced that from Monday 6-7-1942, the Mildura to Melbourne express would depart Mildura at 8.25 p.m. each night, Sundays included, arriving in Melbourne at 8.30 a.m. the following day. The Melbourne to Mildura express would remain unchanged, departing Spencer Street at 7.40 p.m..

Mildura City Council wrote to the Commissioners complaining about the use of APL and BPL class carriages used on the Mildura line trains. These carriages were lightweight and uncomfortable, however the Commissioners replied to the council's 13-8-1942 meeting and advised that the larger, heavier carriages (AE, BE, AW, BW classes) were required for defence purposes. The APL and BPL type, although not suitable for longer runs, had a greater seating capacity and could save the use of two locomotives. (APL and BPL country excursion carriages were lit by Pintsch gas and were only able to be re-gassed at Ouyen where there was a Pintsch gas plant. There was no Pintsch gas facility at Mildura).

Booking priorities were next to attract the attention of the Mildura Shire Council who were upset that bookings could be made seven days ahead but the cost of booking a sleeper ticket had to be paid at the time of booking. The Shire claimed that many residents living many miles from Mildura could previously book by telephone and now it was too difficult for them to procure a sleeper. It was decided to alert Mr. Harold Clapp, now Director General of Transport, of the alteration to the system.

1943

To relieve the strain during the war on the Melbourne - Ballarat - Mildura passenger train service, the Commissioners made the following changes, effective from 1-2-1943:

The 7.40 p.m. train from Melbourne would terminate at Donald. The Mildura express would depart from Melbourne at 8.10 p.m. and run via Castlemaine, taking passengers for Litchfield and station beyond to Mildura. Passengers from station served by the 7.40 p.m. Donald train were required to transfer at Maryborough to the 8.10 p.m. Mildura train.

Further alterations were made from 28-3-1943 with the termination of daylight saving and the reversion to normal standard time under which at 2 a.m. on that date, clocks were put back one hour. Daylight saving was introduced for the period between the first Sunday in October until the last Sunday in March.

"Sunraysia Daily" ran an editorial on 3-6-1943 suggesting that passenger trains should run in daylight rather than at night as the restricted services due to wartime conditions. The editorial indicated that if a berth was not booked, passengers were forced to be crammed into a crowded second class compartment or had to stand.

Passengers on the 8.25 p.m. Mildura to Melbourne train were advised that the refreshment room facilities at Maryborough were no longer available from 12-7-1943.

Mildura Shire Councillors requested the Commissioners to restore a day train service between Mildura and Melbourne following their meeting on 5-8-1943. The intent of their resolution was to obtain additional passenger accommodation if the train did not have to have a sleeping car. The resolution was in response to a reply from Sir Harold Clapp (refer 1942) who was now the Director General of Land Transport. He indicated that conditions brought about by the war required sleeping accommodation to be limited. When sleeping berths had been taken by businessmen, RAAF personnel and others on essential work, 10 berths remained for persons booking at Mildura and other stations en route. Sir Harold also indicated to the Shire that under the difficulties that the railway system was operating under, peacetime conditions could not be expected.

The Shire's decision did not meet with approval from the community as "Sunraysia Daily" reported that a cross section of Mildura opinion was decidedly against the proposal. Women travelling with children and businessmen who would lose two days with additional travel time raised objections.

In response to a letter from a Merbein resident on the question of instituting a daylight service, Commissioner Canny said the coal position was causing grave anxiety and unless there was an early improvement, the Commissioners would seriously consider the alteration. In the meantime, Mildura City Council at its meeting on 12-8-1943 expressed strong opposition to any change to the present passenger train service.

On 24-8-1943, Mildura Chamber of Commerce received a letter from Commissioner Canny stating that that there would be no changes to the train service between Mildura and Melbourne.

The same response was forwarded to Mildura Shire Council for consideration at their meeting on 2-9-1943. The Shire councillors this time resolved to request the Commissioners to replace the sleeping car with an air conditioned sitting carriage to provide an additional 60 first or 82 second class seats. However, the critical shortage of coal led to an announcement that the Mildura line trains would be cut back to four days instead of six and the sleeping car would be withdrawn.

These reductions commenced on Wednesday 8-9-1943 with the sleeping car withdrawn from 13-9-1943. It should be noted that the Commissioners also reduced all main and branch line passenger services by approximately 50% with some daily branch line trains cancelled. Reserved seats were also withdrawn with the exception of interstate services.

From 8-9-1943, passenger trains would depart Mildura at 8.15 p.m. instead of 8.25 p.m. on Monday, Wednesday, Friday and Sunday nights. Trains from Melbourne would depart at 7.40 p.m. on Monday, Wednesday, Friday and Saturday nights, commencing 9-9-1943.

"Sunraysia Daily" newspaper in Mildura observed that there would be problems with passengers rushing to board trains in the absence of reserved seating. About 120 reserved seats were made on each train departing Mildura. As predicted, there was a "mad" rush for seats on the first unreserved train, leading to compartments reserved for police and prisoners being commandeered by the public.

The District Superintendent (Mr. L. Norwood) came to Mildura on Friday 17-9-1943 to witness the problems being encountered. Additional carriages were being provided to offset the problem initially, but by 22-9-1943 it was announced that reserved seat bookings would be reintroduced. Reserved seats would only be available for people travelling beyond Maryborough on the journey to Mildura and only available to passengers boarding at stations between Mildura and Ouyen on the trip to Melbourne.

Mildura City Council at its meeting on 23-9-1943, decided to write to the Federal transport authorities and Minister for the Army, suggesting that there be a reduction in civilian traffic using Mildura line trains. This would enable men and women in uniform to obtain a seat on their return from battle stations. It was suggested during the debate on the motion that "we were becoming used to the rationing of food and clothing, why not ration travelling?"

1944

A response from Mr. D.J. Howse, Director of Rail Transport, was received at council's meeting on 27-1-1944. Mr. Howse claimed that the conditions were caused by the shortage of coal and that the heavily patronised Mildura line trains were no worse than on lines in other districts. The City of Mildura, he wrote, was advocating a priority system for passengers on Mildura to Melbourne line trains, but up to date, it was not deemed expedient to introduce such a system on purely intra-state lines. The Director of Rail Transport concluded by stating that whilst the serious coal shortage continued, discomfort must be expected when travelling by rail.

On 10-2-1944, an officer from the Railway department left from Melbourne to inquire into an allegation by the Mayor of St. Arnaud that money was being paid to secure seats on the Mildura train. The inquiry revealed that the integrity of the train conductors was not questioned in any way. The claim arose solely in connection with licensed luggage porters at Spencer Street station placing luggage on Melbourne to Mildura train seats, thereby holding seats for their clients before the barrier was opened to permit passengers to enter carriages.

There was further discontent when the Mildura Chamber of Commerce wrote a letter of protest to the Premier (Mr. Dunstan) on 24-3-1944 demanding restoration of a full train service with sleeping facilities on the Mildura line. The letter was in response to the Commissioners placing an additional sleeping car on the Adelaide Express and neglecting the Mildura train that was the only night service in the state.

The Minister of Transport replied to the Chamber on behalf of the Premier stating that situation arose solely from the shortage of coal and the South Australian government was providing Victoria with coal for the purpose of adding a sleeping car to the Adelaide Express.

The Chamber also complained about the use of "Tait" country excursion cars (APL and BPL class carriages). The Minister responded by claiming that the Commissioners were unfortunately obliged to use these carriages on all lines under the present conditions. Military requirements were a priority for carriage use.

1945

The easing of travel priority restrictions for interstate travel, the discontinuance of the practice of endorsing rail tickets with the date and train of travel and a very considerable increase in the number of country trains from 9-4-1945, were announced by the Railway Commissioners on 5-4-1945. Among increased passenger services, were trains on the Mildura line with restoration of Tuesday and Thursday trains from Melbourne to Mildura and Mildura to Melbourne. The service would then be as follows:

7.40 p.m. Melbourne - Mildura on Monday, Tuesday, Wednesday, Thursday, Friday and Saturday.

8.15 p.m. Mildura - Melbourne on Sunday, Monday, Tuesday, Wednesday, Thursday and Friday.

All applications for reserved seats in air-conditioned carriages would most likely be met and a daily mail and newspaper service with Melbourne would resume.

There was no official date for resumption of sleeping cars, however it was announced that a trial would commence with a sleeping car attached to the Mildura express from Melbourne on Tuesday and Thursday from 31-5-1945 and from Mildura to Melbourne on Monday and Thursday commencing 4-6-1945. Sleeping berth bookings would be restricted to passengers travelling to and from Ouyen and beyond.

From 2-12-1945, the departure of the Melbourne express from Mildura was altered from 8.15 p.m. to 8 p.m.. Arrival time in Melbourne was 8.43 a.m. the following day.

The Melbourne to Mildura passenger train collided with a goods train at Lascelles at 4.47 a.m. on 21-11-1945. There were no serious injuries to passengers or crew.

Passengers and mails were transferred to a relief train from Mildura which departed at 2.18 p.m. and arrived back in Mildura at 4.20 p.m.. (Refer Accidents Section).

Instead of the customary air conditioned carriages, the Melbourne train left Mildura with only three carriages - two swing door type and an old style corridor car. Passengers changed at Woomelang to air conditioned carriages before completing their journey.

From Wednesday 5-12-1945, drastic reductions were made to all goods and passenger services due to a coal strike. The Melbourne to Mildura passenger train was cut back to four nights - Monday, Wednesday, Friday and Saturday. The Mildura to Melbourne service was also cut back to four nights - Sunday, Monday, Wednesday and Friday. The sleeping car on Monday and Thursday was withdrawn.

From Friday 21-12-1945, the Saturday passenger train from Melbourne to Mildura, arriving on Sunday morning, and the Sunday passenger train from Mildura to Melbourne were cancelled.

Mildura Hire Cars requested the Victorian Railways to take bookings on a commission basis for tourist trips around Mildura. This was agreed to.

1946

The Sunday night Mildura to Melbourne rail service resumed on 13-1-1946. Services would now be on Sunday, Monday, Wednesday and Friday nights leaving Mildura at 8 p.m..

With the growing recovery of communities after World War 11, "Sunraysia Daily" began to reflect an urgent desire for Mildura's train service to be upgraded. In an article published on 16-1-1946, the newspaper called for an entirely new air conditioned train, complete with first and second class sleepers and buffet car, for the Mildura line. Thousands of travellers were using the train service each week and the workshops were now free from war duties to build new carriages. The article claimed that a new air-conditioned train would reduce the 12 hour journey endurance test element. It claimed that rarely would a traveller get to Woomelang in a non air-conditioned car without having a film of dust over clothes, luggage, seat and anything else, be it first or second class. In calling for a buffet car, the article stated that it would eliminate the four stops for refreshments made on the journey from Melbourne and three from Mildura. The wild stampede at these refreshment stops was not indicative that a passenger really requires four meals during the night, but that only a percentage succeeds at being served at each stop.

In response to the newspaper story, Commissioner M.J. Canny, indicated that when rail travel facilities improve, the Mildura line would be one of the first to get them.

The normal passenger train service between Melbourne and Mildura was restored from 28-1-1946. Trains would leave Melbourne at 7.40 p.m. daily, Sundays excepted, connecting with the Pinnaroo line service at Ouyen on Monday, Wednesday and Friday.

Trains would leave Mildura at 8 p.m. Monday to Friday inclusive and Sunday connecting with the Pinnaroo line connection at Ouyen on Sunday, Wednesday and Friday. There was no sleeping car accommodation on the resumed service.

From 10-2-1946, a louvre van was attached to the Sunday night passenger train from Mildura to convey fresh grapes to the Melbourne market. This service concluded on 7-4-1946.

The lack of sleeping car accommodation on the Mildura line trains following restoration of the full six days a week service, was developing into a major issue for travellers. It was reported in February 1946 that increasing numbers of people were using the available air transport operating into Mildura airport. The Commissioners advised that they would not restore sleeping cars whilst the fruit harvest was on as sitting cars would provide for more travellers than sleeping cars.

Sleeping cars were eventually restored on Mildura passenger trains for the first since they were cancelled during the war, on 7-3-1946 from Melbourne each Tuesday and Thursday and 11-3-1946 from Mildura on Monday and Thursday services.

Following continued complaints about the use of APL (first class excursion) carriages on the Mildura line, the Minister for Transport (Mr. Stoneham) responded to the local M.L.A. (Mr. L. Garlick) with the following:

"......careful consideration has been given to the question of substitution of the APL Tait car (which provides seating accommodation for 80 first class passengers and is equipped with lavatory conveniences) on Mondays, Wednesday and Fridays by a corridor car of the ABW type (which would accommodate 19 first class and 25 second class passengers - total 44) but it is found that such an arrangement would not adequately provide for the volume of traffic offering on Mondays and Fridays and that on those days the adoption of the proposal would involve undue crowding of passengers or alternatively the haulage of an additional car necessitating the use of an assistant engine. The APL car is normally detached at Donald, but during the period June 17th 1946 to July 10th inclusive, the traffic on Mondays and Fridays necessitated the haulage of this car through to Mildura on five occasions. On Wednesdays however, the withdrawal of the APL car is practicable under winter season traffic conditions, and arrangements have been made, commencing forthwith, for the use on that day of the ABW corridor car instead".

A strike by shunters over working 8 hour shifts was responsible for the cancellation of Tuesday and Thursday passenger trains on the Mildura service from 3-10-1946. Trains would now run from Melbourne on Monday, Wednesday, Friday and Saturday. Trains from Mildura would run on Sunday, Monday, Wednesday and Friday. The consist of the trains would be two air-conditioned carriages, a sleeper and first and second class carriages. The dispute was resolved and normal services were resumed from 25-11-1946.

Industrial troubles were to continue with the Australian Railways Union threatening to ban the running of Sunday trains in December 1946.

1947

Complaints about the use of Tait carriages continued. In February, the Mildura District Betterment League called for a fully air-conditioned express on the long Melbourne to Mildura run, compared with the Bendigo line short run and its buffet and air-conditioned carriages.

Commencing from Monday 28-4-1947, country train services were cut back by 10% due to the increasing number of steam locomotives becoming unserviceable through lack of maintenance. Train speeds were also reduced to conserve fuel. Trains would run from Melbourne to Mildura on Monday, Wednesday and Friday and from Mildura to Melbourne on Sunday, Wednesday and Friday. Sleeping cars were removed from 30-4-1947.

The restrictions were eased from 17-5-1947 when the Saturday night train from Melbourne was restored and the Monday night service from Mildura to Melbourne resumed. Trains would then leave Melbourne on Monday, Wednesday, Friday and Saturday. Trains would depart from Mildura on Sunday, Monday, Wednesday and Friday. Sleeping cars were restored from 12-5-1947.

From Monday 9-6-1947, the passenger train from Melbourne would arrive in Mildura 1 hour and 25 minutes earlier due to the lifting of speed restrictions imposed in April. A similar increase in travel time for trains from Mildura to Melbourne was also lifted.

Mildura Shire councillors, at their meeting on 6-11-1947, decided to pursue the provision of a buffet car on the Mildura line trains. They claimed that meals along the line were deplorable and the public was required to rush the Ballarat and Birchip refreshment rooms "like a lot of savages". They also noted that the Mildura train used to be known as the "Mildura Express", but was now referred to as the Mildura train. The Commissioners advised during their visit to Mildura on 14-12-1947 that a buffet car would be considered when normal services were resumed.

1948

Commencing on 22-2-1948, a louvre van for fruit traffic would be attached to the Sunday night passenger train leaving Mildura for Melbourne. Fresh fruit would be picked up at Redcliffs during the time the train was in the platform. The truck would be detached at Ouyen and then attached to the fast goods leaving Ouyen at 10 p.m. each Monday and arrive in Melbourne in time for the Tuesday market.

Following an emergency meeting of the State Cabinet, the Commissioners were instructed to cut country passenger and goods trains by 10 and 7½% respectively. As a result, the Saturday train from Melbourne to Mildura was cancelled from 10-7-1948.

Article published in the Victorian Railways "News Letter" magazine August 1948 issue explaining the critical shortage of coal and the drastic measures taken by the department to keep trains moving. Source: Bruce McLean Collection

Passenger services were restored from Monday 20-9-1948. The train from Melbourne would arrive in Mildura at 7.45 a.m. on Tuesday, Thursday, Friday and Saturday and at 7.35 a.m. on Sunday. Arrival times were half an hour earlier than previously. Trains from Mildura to Melbourne would leave on Sunday, Monday, Thursday and Friday at 7.50 p.m.

During the Christmas/New Year holiday period a full daily train service was scheduled to Mildura with the Tuesday service discontinued after 4-1-1949. The full timetable for the holiday period was as follows:

Leave Maryborough for Woomelang:

12.45 p.m. (Connect with 7.50 a.m. ex Melbourne)

Dec. 17, Jan. 6

1.00 p.m. (Connect 9 a.m. ex Melbourne)

Dec. 18, 20, 21, 22, 23, 24, 25, 27, 28, 29, 30, 31 Jan. 1, 3, 4, 5, 7, 8, 10.

Leave Woomelang for Melbourne:

  

8.25 a.m.

Dec. 18, Jan. 8

9.40 a.m.

Dec 25, Jan 1

10.00 a.m.

Dec. 17, 20, 21, 22, 23, 28, 29, 30, 31, Jan. 4, 5, 6, 7

11.00 a.m.

Dec. 24, 27, Jan. 3, 10

Leave Melbourne for Mildura:

  

7.55 p.m.

Daily

8.05 p.m.

Dec. 24

Leave Mildura for Melbourne:

  

7.50 p.m.

Daily Sat. excepted.

8.05 p.m.

Jan. 9

The Minister of Transport (Mr. W. Kent Hughes) informed Mr. N. Barclay M.L.A. in December 1948 that a train hostess was to be appointed for passenger services between Melbourne and Mildura.

1949

The train from Melbourne arrived in Mildura more than 2½ hours late on 1-2-1949. It was scheduled to arrive at 7.45 a.m. but arrived at 10.25 a.m.. The delay was caused by the number of passengers on the service resulting in seven carriages being used instead of the usual four or five. The train was too long for many station platforms, requiring double stops and compounding the length of the journey each time.

During the Commissioners inspection tour of the north-west in April 1949, the touring party included Mr. J. Elliott, General Manager of the Southern Railway and Chairman of the Rail Research Service, England. Mr. Elliott was invited by the government to investigate and report on the Railways and generally to review the transport arrangements in Victoria. Mr. Elliott recommended that carriages similar to those provided on the "Spirit of Progress" should be built for the Mildura line and other State main lines including Geelong, Bendigo, Ballarat and Gippsland lines.

From 7-6-1949 the Tuesday night services from Melbourne to Mildura and Mildura to Melbourne were restored. A restricted schedule had been in force since 10-7-1948 and now the normal service for the line would be run with trains leaving Melbourne for Mildura every night except Sunday, and leaving Mildura for Melbourne every night except Saturday.

The full service did not last long. The coal position due to a national strike by miners was worse than ever and State Cabinet ordered that drastic measures be taken to cut back on coal consumption. The Tuesday night trains in each direction were discontinued indefinitely from 5-7-1949 and the Saturday night service from Melbourne and Sunday night service from Mildura were discontinued from the following weekend. Trains would now travel to and from Mildura on Monday, Wednesday, Thursday and Friday nights.

The Thursday night service in each direction was cancelled from 14-7-1949. The Sunday night service was restored from 17-7-1949, but the Monday night service was cancelled. Trains would then be scheduled from Melbourne to Mildura on Monday, Wednesday and Friday and from Mildura to Melbourne on Sunday, Wednesday and Friday. However this was further reduced from 18-7-1949 when the service was cut to only two trains a week in each direction - Tuesday and Friday from Melbourne and Monday and Thursday from Mildura.

It was reported in "Sunraysia Daily" that the number of passengers travelling on each train was not greatly altered from the numbers during normal times when there were six trains in each direction every week.

The oil burning locomotives recently introduced to the Mildura line were diverted to operate on other lines.

The National Coal Strike

A seven week national coal strike ended by 14-8-1949 when miners rejected the pleas of union communist leaders and returned to work. The miners returned to work after the bitter industrial dispute without winning their original log of claims for a 35 hour week or long-service leave arrangements.

The stoppage brought Australia's industrial life to a virtual halt. Without sufficient coal, Australian industry, transport and home heating was restricted and in many cases crippled. The walkout by 23,000 miners led to the standing down of hundreds of thousands of workers in industries across Australia.

The strike action was inspired by the communist leadership within many trade unions, particularly the Miner's Federation, whose avowed purpose was not only to win better conditions for workers but to precipitate a more general crisis to cause political instability.

Country passenger steam services were restored to about 50% of pre-coal strike schedules from Monday 22-8-1949. Two additional trains in each direction were resumed with services on Monday, Tuesday, Wednesday and Friday from Melbourne departing at 7.55 p.m., and arriving the following day in Mildura at 7.45 a.m.. Trains would depart Mildura at 7.50 p.m. on Monday, Tuesday, Wednesday and Friday. The following week the Saturday night service from Melbourne and Sunday night service from Mildura were restored and the complete service was achieved by 8-9-1949 with the return of Thursday night services.

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