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At the conclusion of the First World War, the Victorian Government, through its agency the State Rivers and Water Supply Commission, established the irrigation settlement of Red Cliffs on the River Murray near the red cliffs that gave the area its name, about 10 miles south of the successful and famous Chaffey Brothers' irrigation settlement of Mildura. By 1920, 300 blocks had been allocated and returned soldiers were in the process of establishing irrigated properties and becoming fruit growers.
Many of these block holders were living in Mildura and Merbein (seven miles from Mildura and then the terminus of the railway from Melbourne) and travelled to Red Cliffs daily over extremely poor roads, often impassable after wet weather.
In February 1921 a meeting was held was held in Red Cliffs to form the Red Cliffs Development Association and resolved to approach the Victorian Railways Commissioners with a view to arranging a railway service daily between Mildura and Red Cliffs - from Mildura in the morning and returning at night.
At that time, Red Cliffs was served by a Mixed train leaving Mildura for Melbourne daily at 7.30 a.m., and a passenger train from Melbourne, stopping at Red Cliffs if required, at approximately 8.10 a.m. and arriving in Mildura at 8.40 a.m..
The Editor of Mildura's daily newspaper "Sunraysia Daily" rallied to the Red Cliffs diggers' cause and suggested in an editorial that Mildura was now a little metropolis with two or three very important railway suburbs that needed daily railway communication in both directions.
It was suggested that a train should start from Merbein early in the morning and run to Red Cliffs, return to Merbein during the morning, run to Red Cliffs again in the afternoon, and return after work hours.
Meanwhile the Red Cliffs Development Association had approached the Commissioners to run a daily train from Mildura, but had been advised that the department required a guarantee of thirty-one pounds weekly. The Association was not interested in paying this guarantee and decided to request a passenger car be attached to the goods train leaving Mildura each day at 5.45 p.m.. This suggestion was also supported by the Mildura Trader's Association, and when the Commissioner, Mr. C. Miscamble visited Mildura the following week, he agreed to the proposal.
Thus, by April 1921, the Mildura "suburban" service consisted of the new arrangement to Red Cliffs and the running of trains from Mildura to Merbein at 5.30 a.m. on Mondays, Wednesdays and Saturdays, the return trip departing Merbein at 6.30 a.m; 9.15 a.m. from Mildura on Wednesdays and Saturdays, leaving from Merbein at 10.30 a.m; and on Mondays and Fridays departing Mildura at 2.15 p.m. and leaving Merbein at 4.00 p.m.. In addition, special trains for football supporters were run when required to and from Merbein on Saturday afternoons.
In September 1921, during the annual inspection of the district railway facilities by the Commissioners, a deputation of Mildura Borough and Shire councillors asked the Chief Commissioner Mr. (later Sir) Harold Clapp, if a motor train service worked by one man and stopping at every mile along the line could be used between Merbein and Red Cliffs.
The Commissioner answered by pointing out the exorbitant cost of such a train and that the only proposal he would entertain was one for the guarantee of trains.
Following the Commissioners visit, the local press maintained a steady urge through its columns for the provision of a motor train and were rewarded in November 1921 when it was learned that the Railways Standing Committee Report to the Victorian Parliament on the Proposed Millewa Railway (from Red Cliffs to Werrimull, and later extended to Meringur and Morkalla) had made mention that "if Red Cliffs makes the expected progress a local motor train service will be run two or three times daily between Red Cliffs, Mildura and Merbein".
The reward was even greater by the end of November when it was also learned that the Railways Standing Committee had visited New South Wales and inspected the successful motor train service operated on the Lismore - Casino - Grafton line and expressed the opinion that a similar train service would be suitable for the requirements of mallee railways and lines to be constructed in sparsely populated districts in Victoria.
In December 1921, Messrs. W.H. Wilson. W.J. Bowring and J.W. Washington, prominent Mildura retail businessmen, arranged with the Stationmaster (Mr. J. Gibson) for guaranteed special trains between Merbein, Mildura and Red Cliffs to encourage shoppers to come to Mildura. The guarantee was arranged with the businessmen individually and was not promoted by the Trader's Association. The special trains were scheduled to operate on Saturday 17 and 24 December 1921 to the following timetable:
Leave Merbein 1.30 p.m. Arrive Mildura 1.55 p.m.
Leave Red Cliffs 2.30 p.m. Arrive Mildura 3.00 p.m.
Leave Mildura 9.30 p.m. Arrive Merbein 10.05 p.m.
Leave Mildura 10.30 p.m. Arrive Red Cliffs 10.55 p.m.
Although not shown on the published timetable, the one locomotive and carriage(s) would have provided the whole service commencing from Mildura and running between the guaranteed timetable as a special "not taking passengers".
There were no contemporary reports to indicate the success of the service but is can be reasonably assumed that the businessmen had no trouble in recovering their guarantee. The railway department would have gained confidence from the patronage following their announcement earlier in the month that a motor train was in the course of construction and that it would be in Mildura in four months time. This motor train, destined to be classified Motor No.1, along with matching trailer numbered MT 1, was constructed during the first four months of 1922 at the Newport Railway Workshops.
Motor No. 1 standing at Newport Workshops. Note the open windows and awnings and slatted timber seating, observed through the open doorway. Photo: Victorian Railways H-2068
Trailer MT 1 constructed at Newport Workshops for hauling behind the AEC rail motors. MT No.1 was sent to Mildura to start the Mildura Suburban Service in 1922. Photo: John Buckland Collection
The following description of the rail motor car was published in "The Locomotive" of 15-2-1923:-
"Tenders were invited for a motor chassis designed for a 5-ton lorry road service, less the steering gear, tyres, front wheels and stub axles, the successful tenderers being the Associated Equipment Company.
The chassis obtained has an engine developing 45 b.h.p. at 1000 r.p.m. (four cylinder petrol combustion "Tylor English" type), its other special advantages being exceptionally large frame members and the fact that the gauge of the rear wheels rendered it unnecessary to alter the back axle in order to adapt the vehicle for use on the 5' 3" gauge railway track. The length of the frame from the front of the driver's seat to the rear, was 14'9".
The body was designed on the "Pay as you Enter" system, seating 43 passengers and 22'7" long.
The chassis frame members were cut about the centre, an extension of 4' spliced in and a further addition of 2'10" made at the rear end. It was therefore necessary to add 4' to the length of the cardan shaft or to move the universal joint back that distance and insert a 4' length of shaft between it and the gearbox. The latter alternative was chosen and proved, so far, entirely satisfactory. At the same time the brake rods were lengthened to suit the extended wheelbase.
The front wheel arrangement was given considerable thought, and a four-wheel bogie was not adopted for two reasons. It was desired to keep down the tare weight of the vehicle to a minimum, and had a bogie been used it would have been necessary to move back the rear wheels as far as possible, causing an undesirable increase in the length of the transmission.
A straight front axle with 30" diameter wheels and waste lubricated axle boxes was therefore adopted, the wheelbase being 18' 2 3/8". The standard chassis purchased had a worm drive giving a speed of 17 miles per hour with an engine speed of 1,200 r.p.m., the gear ratio of worm and wheel being 8.25:1.
In order to provide for working at speeds of 30 - 35 miles per hour without excessive engine speed, the gear ratio was altered to 4½:1 by introducing a new worm and wheel. Standard railway wheels were utilised on both front and rear wheels, being shrunk and studded on.
No special alteration was made to the brakes which are all on the rear axle, but the following items were added:- cowcatcher, horn and exhaust whistle, speedometer, electric lighting generator and battery, and a spring on the throttle control to shut off the petrol in the event of the driver for any reason letting go.
The carboy is 22'7" long and 9' wide overall and 6'7" high inside. Two 4" x 4' oregon stringers were carried directly on the chassis frame channels, and into these are checked transverse bearers at 1'8 7/8" centres. The body is of lightest construction and is suitable for use in hot climates. The sides are open above the level of the seating and instead of windows, canvas roll curtains are provided in case of bad weather. Seats are of maple battens carried on angle-iron frames. There are four electric lights in the body of the car, one in the driver's compartment, and electric headlights.
As the car may be required to pick up and set down passengers at level crossings, on each side hinged steps are provided, operated by a lever in the driver's compartment. This mechanism is interlocked so that the clutch can be thrown in only when the steps are clear of the structure gauge. In order to prevent passengers from attempting to alight before the steps are in position, the doors are placed under the control of the driver.
The car, when worked by itself, is operated by one man only, who is responsible for the sale and collection of tickets from passengers entering and leaving the car at level crossings or unattended stations. For this purpose a ticket box is placed in the partition behind the driver's seat, and also a booking window for the sale of tickets when necessary.
No provision is made in the car for the carriage of heavy bags or goods. For this purpose and the accommodation of extra passengers, a trailer has been built. This consists of a body 16'2½" long overall of similar construction to the motor body and is divided into two compartments, one which seats 12 passengers while the other is simply a parcels brake van.
When the trailer is employed it is in charge of a guard, who is then responsible for the sale and collection of tickets. The guard is competent to relieve the driver in case of an emergency. By means of a jumper coupling, the trailer is electrically lighted and bell circuits are installed for exchange of signals between driver and guard.
The weights of the motor car and trailer empty are 6 tons 4 cwt and 4 tons 5 cwt respectively. When fully loaded the car with the trailer develops 10 m.p.h. up a 1 in 50 grade and 30 m.p.h. on the level. The car is not reversible except at very low speeds and it has been necessary to provide special turntables at the terminals of each section."
AEC Rail Motor No. 1 and Trailer MT 1 at Newport Workshops before being sent to Mildura to operate local services between Redcliffs - Mildura and Merbein in 1922. The original trailer MT No.1 was replaced by an improved trailer and the number transferred. The original trailer was considered to be too light in construction. Photo: Victorian Railways
Each passenger was allowed to carry 28 pounds of luggage free of charge, and for luggage over 28 pounds and up to 56 pounds, a full adult fare had to be paid. Luggage over 56b pounds was not permitted to be carried. A full adult fare also had to be paid for dogs, perambulators (prams) and bicycles, provided there was room for them.
Destination boards showing "Mildura", "Merbein" and "Redcliffs" (as per the railway department spelling of the name) were provided and displayed by means of brackets fitted above the driver's window.
Before being placed in service, Motor No.1 and trailer MT 1 were subjected to extensive trials. On 21-4-1922, a trial run was made to Upper Ferntree Gully. It departed Newport at 9.32 a.m., Flinders Street 10.12 a.m. and arrived at Upper Ferntree Gully at 11.30 a.m.. The return journey departed at 12.04 p.m. and arrival in Melbourne was 1.25 p.m.. The rail motor gave evidence that certain alterations were necessary to improve it. On 1-6-1922, Motor No.1 was ready for further tests and the Minister of Railways (Mr. S. Barnes) was a passenger on a test run to Lancefield and back. The Minister reported that "the trial was very satisfactory; the train had taken sharp curves perfectly and negotiated grades as stiff as 1 in 50, whereas the steepest it would have to travel over when in use at Mildura would be 1 in 110".
Front view of AEC Rail Motor No. 1 at Newport Workshops before being despatched to Mildura to take up the new suburban service between Redcliffs - Mildura - Merbein in 1922. Photo: Victorian Railways
In the meantime, preparations were well in hand for its arrival in Mildura. Lightweight turntables were provided at Red Cliffs and Merbein for turning the train each trip and special tickets were printed. For safeworking purposes, Red Cliffs was opened as a Staff station from 25-4-1922.
On Tuesday 20-6-1922, Motor No.1 and trailer left Newport Railway Workshops for the 351 mile rail journey to Mildura. Overnight stops were made at Maryborough and Woomelang. A large crowd greeted the motor and trailer at Ouyen and the car arrived in Mildura at 4.45 p.m. on Friday 23-6-1922, having run well from start to finish. The driver was Mr. W. Osborne (the Melbourne-based rail motor foreman who proposed the use of an A.E.C. chassis for use as a rail motor) and the guard, Mr. Bryner, both of whom were transferred to Mildura as permanent crew for the motor train service. Accompanying them were the District Superintendent, District Rolling Stock Superintendent and the head officer of the Rolling Stock Branch. Mr. C.J. Abberton, District Traffic Superintendent, was in charge of the inaugural running of the service.
The Mayor of Mildura (Cr. E.T. Henderson), in welcoming the Victorian Railways officers, forecast that the motor train service would be "so successful and popular as to warrant a duplication of the service". The Mayor also said that he hoped the train would become so profitable that it would lead the Commissioners to establish similar services to other parts of the State.
Trial trips were conducted to Red Cliffs and Merbein on 23-6-1922 and on a the next day a further trail was made with a passenger complement of railway officials, the Mayor of Mildura, Mildura Shire President, Councillors, representatives of the Mildura Trader's Association and their wives and children. A reporter from "Sunraysia Daily" was also invited and his report of the journey was as follows:
"The guard in the trailer at the rear pressed a button and a bell rang in the driver's cabin. Throwing out the clutch, the driver engaged low gear, and as he released the clutch, the motor moved off without a jerk.
The signal was against the train, an electric motor horn was used to draw the attention of the Mildura station staff to the fact. The signal swung down and the driver changed into second and in a few seconds to top gear. At each road crossing a whistle connected to the exhaust was blown.
At Irymple, a stop was made and a number of boys on the platform were taken for a ride to Red Cliffs. Under way again, the car travelled at a rate of 15 to 20 m.p.h.. At McCracken's crossing (first location of three level crossing sites near Belar Avenue) it slowed to 10 m.p.h., and the danger of that crossing pointed out. The railwaymen seemed to favour a site a mile closer to Red Cliffs as a stopping place for the motor.
At Red Cliffs, the passengers alighted and the car was run onto the light turntable and reversed for the homeward trip.
AEC Rail Motor No. 1 on the special light-weight turntable at Redcliffs after its initial run on 28-6-1922. Photo: Victorian Railways
The return journey was made in good time and the car left for Merbein a few minutes later with the same passengers.
The 14th Street stop, which will serve the High School students, and the River Road Stopping place were among the points of interest along the way. As the car passed between Lakes Hawthorn and Ranfurley a summer stopping place for bathers and picnickers was discussed but was not decided on.
At Merbein, the car was again turned and it left for Mildura a few minutes later".
And all was then in readiness for the commencement of the Mildura suburban train service on Monday 26-6-1922.
When the suburban service was instigated, it was intended that stopping places should be made at level crossings along the Merbein and Red Cliffs lines to allow commuters to take full advantage of the service to be provided.
An officer from the department came to Mildura earlier in February to confer with local authorities in an endeavour to provide the best timetable to suit the needs of the district and decide upon stopping places between the established stations.
AEC Rail Motor No.1 and Trailer MT1 standing at Mildura station. The photograph was possibly taken on the day of the inaugural run judging by the number of officials present. June 1922. Photo: Old Post Card, John Thompson Collection
The initial timetable was considered experimental and two stopping places were decided upon. These were both on the Merbein line and were at 14th Street (primarily for the convenience of students attending Mildura High School) and at River Road, Merbein. These stops would have the distinction of being the first and second officially established rail motor stopping places on the Victorian Railways, but it is understood that the numerical naming of stopping places was introduced after the closure of the service.
The existing steam hauled service between Mildura and Merbein was retained
The inaugural timetable was as follows:
Mildura to Merbein
Monday 5.50 a.m. 7.20 a.m. 1.45 p.m.(S) 4.07 p.m.
Tuesday 7.20 a.m. 1.45 p.m.(S) 4.07 p.m.
Wednesday 5.50 a.m. 7.20 a.m. 9.00 a.m. 1.45 p.m.(S) 4.07 p.m.
Thursday 7.20 a.m. 1.45 p.m.(S) 4.07 p.m.
Friday 7.20 a.m. 1.45 p.m.(S) 4.07 p.m.
Saturday 5.50 a.m. 7.20 a.m. 9.05 a.m.(S) 1.00 p.m.(S) 6.30 p.m.(S)
Merbein to Mildura
Monday 6.35 a.m. 8.05 a.m. 3.30 p.m.(S) 4.50 p.m.
Tuesday 8.05 a.m. 3.30 p.m.(S) 4.50 p.m.
Wednesday 6.35 a.m. 8.05 a.m. 9.45 a.m. 3.30 p.m.(S) 4.50 p.m.
Thursday 8.05 a.m. 3.30 p.m.(S) 4.50 p.m.
Friday 8.05 a.m. 3.30 p.m.(S) 4.50 p.m.
Saturday 6.35 a.m. 8.05 a.m. 10.05 a.m.(S) 1.30 p.m.(S) 7.05 p.m.(S)
Mildura to Red Cliffs
Monday 7.30 a.m.(S)to Melb. 8.35 a.m. 1.00 p.m. 5.23 p.m.
Tuesday 7.30 a.m.(S)to Melb. 1.00 p.m. 5.23 p.m.
Wednesday 7.30 a.m.(S)to Melb. 1.00 p.m. 5.23 p.m. 6.00 p.m.
Thursday 7.30 a.m.(S)to Melb. 1.00 p.m. 5.23 p.m.
Friday 7.30 a.m.(S)to Melb. 1.00 p.m. 5.23 p.m.
Saturday 7.30 a.m.(S)to Melb. 1.20 p.m. 2.05 p.m.(S) 5.23 p.m. 10.30 p.m.(S)
Red Cliffs to Mildura
Monday 9.10 a.m. 1.45 p.m. 6.06 p.m.
Tuesday 8.15 a.m.(S) from Melb. 1.45 p.m. 6.06 p.m.
Wednesday 8.15 a.m.(S) from Melb. 1.45 p.m. 6.06 p.m.
Thursday 8.15 a.m.(S) from Melb. 1.45 p.m. 6.06 p.m.
Friday 8.15 a.m.(S) from Melb. 1.45 p.m. 6.06 p.m.
Saturday 8.15 a.m.(S) from Melb. 2.00 p.m. 5.40 p.m.(S) 6.00 p.m. 11.10 p.m.(S)
Sunday 8.15 a.m.(S) from Melb.
(S) - Steam hauled service. Steam trains do not stop at rail motor stopping places.
There was no rail motor service provided on Sundays.
Note: The 8.35 a.m. Monday service to Red Cliffs and return at 9.10 a.m. was introduced on 2-7-1922 one week after the service began.
The Commissioners requested the travelling public to recognise that the rail motor service was in the nature of an experiment and that alterations in the timetable would be made from time to time should experience determine them necessary, particularly to Red Cliffs where the extent of the traffic had not been adequately gauged.
Motor No.1 and trailer No.1 at Mildura taken from an old copy of "Sunraysia Daily" newspaper of 28-6-1922 on the first day of running. Although the reproduction is poor, it is a rare record of the train in its initial days of service. Source: Bruce McLean Collection
Provision was not made initially for return fares, but children could obtain monthly tickets at reduced prices. Only second (economy) class accommodation was provided. Arrangements could also be made for picnic parties.
Fares were as follows:
Mildura to: 14th Street 6d., River Road 1/-, Merbein 1/-
Irymple to: Mildura 1/-, 14th Street 1/-, River Road1/6, Merbein 1/6
Red Cliffs to: Irymple 1/-, Mildura 1/6, 14th Street 1/6, River Road 2/-, Merbein 2/-
The fares were a specific structure for rail motor travel only; fares for the steam service were lower and based on the ordinary mileage rates for second class single fares. Steam fares were not negotiable for rail motor travel.
Another poor quality reproduction from an old copy of "Sunraysia Daily" newspaper of 28-6-1922. This is another view of Motor No. 1 at Mildura station platform being inspected by young and older eyes alike. Photo: Bruce McLean
This poor reproduction is included for the historical record as it shows the first use of the turntable at Redcliffs being used to reverse Motor No.1 on the first day of running, 26-6-1922. Source: Bruce McLean Collection
The commencement of the service was not without incident. During the final trip of the fourth day of running, (6.06 p.m. from Red Cliffs) the alloy-steel driving shaft of the motor broke as it was nearing Mildura. The engineer in charge of the Mildura Power Supply (Mr. Perry) was called in to repair it by welding but this was not satisfactory and a replacement shaft was sent for from Newport Workshops.
In the meantime, steam-hauled trains maintained the normal timetable with Mr. W. Osborne, the rail motor driver, in his former role as a steam locomotive driver. The new drive shaft was fitted during the weekend and on the following Monday the motor resumed running.
The service was an immediate success and after the first month of operation a review of the schedule took place when railway officer conferred with civic authorities. As a result alterations to the timetable were made in August, including the extension of the service to Yatpool, four miles south of Red Cliffs, on Saturdays commencing on 29-7-1922. The Yatpool extension was operated by steam trains only, no provision being made for turning of the rail motor. It was also announced that the present trailer was experimental only and that a new trailer, under construction, would be available by December 1922.
Request for stopping places were flowing in. Residents in the vicinity of the Koorlong Avenue and 15th Street level crossing near Irymple wanted a stop there and thirty persons signed a petition to the Shire of Mildura for a stop at the 11th Street and Benetook Avenue level crossing between Mildura and Irymple.
Passenger traffic had shown a remarkable increase and on one Saturday of running it was reported that a total of 1258 passengers were carried on 22 trips (on both motor and steam services) for an average passenger load of 57. In fact, the passenger loadings so impressed "Sunraysia Daily" that they suggested in the not too distant future, Mildura would be in a position to claim an electric train service using power supplied by the new Red Cliffs power station and duplication of the Mildura to Merbein line! (This suggestion was obviously prompted by the fact that Melbourne was at that time in the throes of electrifying the suburban rail network).
The Mildura station entrance on 29-5-1977. This single ticket booking window was a busy place during the peak of the suburban train service. Photo: Bruce McLean
Commissioner Clapp also acknowledged the success of the service by announcing to a civic deputation in Mildura that it had been decided to construct six more motor trains to an improved design.
A revised timetable was introduced on 14-8-1922:
Mildura to Merbein
Monday 6.00 a.m. 7.20 a.m. 1.45 p.m.(S) 4.12 p.m.
Tuesday 7.20 a.m. 1.45 p.m.(S) 4.12 p.m.
Wednesday 6.00 a.m. 7.20 a.m. 9.00 a.m. 1.45 p.m.(S) 4.12 p.m.
Thursday 7.20 a.m. 11.50 a.m. 1.45 p.m.(S) 4.12 p.m.
Friday 6.00 a.m. 7.20 a.m. 1.45 p.m.(S) 4.12 p.m.
Saturday 7.20 a.m. 9.05 a.m.(S) 11.35 a.m. 12.35 p.m.(S) 2.40 p.m.(S) 5.30 p.m. 7.30 p.m.(S)
Merbein to Mildura
Monday 6.35 a.m. 8.05 a.m. 3.30 p.m.(S) 4.50 p.m.
Tuesday 8.05 a.m. 3.30 p.m.(S) 4.50 p.m.
Wednesday 6.35 a.m. 8.05 a.m. 9.35 a.m. 3.30 p.m.(S) 4.50 p.m.
Thursday 8.05 a.m. 12.25 p.m. 3.30 p.m.(S) 4.50 p.m.
Friday 6.35 a.m. 8.05 a.m. 3.30 p.m.(S) 4.50 p.m.
Saturday 8.05 a.m. 10.05 a.m.(S) 12.08 p.m. 1.05 p.m.(S) 3.15 p.m.(S) 6.08 p.m. 8.00 p.m.(S)
Mildura to Red Cliffs
Monday 7.30 a.m.(S)to Melb. 8.32 a.m. 1.00 p.m. 5.23 p.m.
Tuesday 7.30 a.m.(S)to Melb. 1.00 p.m. 5.23 p.m.
Wednesday 7.30 a.m.(S)to Melb. 1.00 p.m. 5.23 p.m. 6.00 p.m.
Thursday 7.30 a.m.(S)to Melb. 1.00 p.m. 5.23 p.m.
Friday 7.30 a.m.(S)to Melb. 1.00 p.m. 5.23 p.m.
Saturday 7.30 a.m.(S)to Melb. 11.15 a.m.(S) 1.30 p.m.(S) to Yatpool 1.43 p.m. 6.00 p.m.(S) to Yatpool 6.30 p.m. 10.45 p.m.(S)
Red Cliffs to Mildura
Monday 9.10 a.m. 1.40 p.m. 6.03 p.m.
Tuesday 8.20 a.m.(S) from Melb. 1.40 p.m. 6.03 p.m.
Wednesday 8.20 a.m.(S) from Melb. 2.00 p.m. 6.03 p.m.
Thursday 8.20 a.m.(S) from Melb. 1.40 p.m. 6.03 p.m.
Friday 8.20 a.m.(S) from Melb. 1.40 p.m. 6.03 p.m.
Saturday 8.20 a.m. (S) from Melb. 12.08(S) 2.15 p.m.(S) from Yatpool 7.15 p.m. 11.25 p.m.(S) from Yatpool
Sunday 8.20 a.m.(S) from Melb.
(S) - Steam hauled service. Steam trains do not stop at rail motor stopping places.
There was no rail motor service provided on Sundays.
Three more stopping places were introduced with this timetable, at Cowra Avenue, between Mildura and Irymple, McCracken's Crossing and an unnamed stopping place at 344½ miles between Irymple and Red Cliffs.
An AEC Rail Motor stands at the Redcliffs platform after arriving from Mildura. Photo: Wilf Henty, courtesy John Kiely
From 30-10-1922, the 11.50 a.m. Mildura to Merbein and the 12.25 p.m. Merbein to Mildura motor services on Thursday were cancelled and from 8-11-1922, passengers were not permitted to travel on the 5.45 p.m. goods from Mildura to Ouyen. There was no passenger car attached to this train, accommodation being provided in the guard's van.
Adjustments were made to the Saturday timetable from 30-10-1922 and the full schedule was then:
Mildura to Merbein
7.20 a.m. 9.05 a.m.(S) 12.30 p.m.(S) 1.35 p.m. 5.30 p.m. 7.30 p.m.(S)
Merbein to Mildura
8.05 a.m. 10.05 a.m.(S) 1.05 p.m.(S) 2.10 p.m. 6.10 p.m. 8.05 p.m.(S)
Mildura to Red Cliffs
7.30 a.m.(S)to Melb. 12.01p.m. 1.35 p.m.(S) to Yatpool 4.00 p.m. 6.00 p.m.(S) to Yatpool 6.30 p.m. 10.45 p.m.(S)
When the summer timetable commenced on 11-12-1922, the schedule was again altered and the full timetable then read as follows:
Mildura to Merbein
Monday 5.50 a.m. 7.10 a.m. 1.45 p.m.(S) 4.12 p.m.
Tuesday 7.10 a.m. 8.20 a.m. 1.45 p.m.(S) 4.12 p.m.
Wednesday 5.50 a.m. 7.10 a.m. 8.20 a.m. 1.45 p.m.(S) 4.12 p.m.
Thursday 7.10 a.m. 8.20 a.m. 11.50 a.m. 1.45 p.m.(S) 4.12 p.m.
Friday 5.50 a.m. 7.10 a.m. 8.20 a.m. 1.45 p.m.(S) 4.12 p.m.
Saturday 7.10 a.m. 8.25 a.m.(S) 11.35 a.m. 12.35 p.m.(S) 2.40 p.m.(S) 5.30 p.m. 7.30 p.m.(S)
Merbein to Mildura
Monday 6.30 a.m. 7.45 a.m. 3.30 p.m.(S) 4.50 p.m.
Tuesday 7.45 a.m. 8.50 a.m. 3.30 p.m.(S) 4.50 p.m.
Wednesday 6.30 a.m. 7.45 a.m. 8.50 a.m. 3.30 p.m.(S) 4.50 p.m.
Thursday 7.45 a.m. 8.50 a.m. 12.25 p.m. 3.30 p.m.(S) 4.50 p.m.
Friday 6.30 a.m. 7.45 a.m. 8.50 a.m. 3.30 p.m.(S) 4.50 p.m.
Saturday 7.45 a.m. 9.10 a.m.(S) 12.08 p.m. 1.05 p.m.(S) 3.15 p.m.(S)
6.08 p.m. 8.00 p.m.(S)
Mildura to Red Cliffs
Monday 7.35 a.m.(S)to Melb. 8.15 a.m. 1.00 p.m. 5.23 p.m.
Tuesday 7.35 a.m.(S)to Melb. 1.00 p.m. 5.23 p.m.
Wednesday 7.35 a.m.(S)to Melb. 1.00 p.m. 5.23 p.m.
Thursday 7.35 a.m.(S)to Melb. 1.00 p.m. 5.23 p.m.
Friday 7.35 a.m.(S)to Melb. 1.00 p.m. 5.23 p.m.
Saturday 7.35 a.m.(S)to Melb. 11.25 a.m. 1.34 p.m.(S) to Yatpool 1.43 p.m. 6.00 p.m.(S) to Yatpool 6.30 p.m. 10.45 p.m.(S)
Red Cliffs to Mildura
Monday 9.05 a.m. 1.40 p.m. 6.03 p.m.
Tuesday 7.28 a.m.(S) from Melb. 1.40 p.m. 6.03 p.m.
Wednesday 7.28 a.m.(S) from Melb. 2.00 p.m. 6.03 p.m.
Thursday 7.28 a.m.(S) from Melb. 1.40 p.m. 6.03 p.m.
Friday 7.28 a.m.(S) from Melb. 1.40 p.m. 6.03 p.m.
Saturday 7.28 a.m. (S) from Melb. 12.01p.m. 2.15 p.m.(S) from Yatpool 7.15 p.m. 11.25 p.m.(S) from Yatpool
Sunday 7.28 a.m.(S) from Melb.
(S) - Steam hauled service. Steam trains do not stop at rail motor stopping places.
There was no rail motor service provided on Sundays.
By the end of 1922, another review of the Mildura suburban service showed that the majority of passengers travelled to and from Red Cliffs and that the average number of passengers carried on each trip was 25, a total increase of 100 passengers a day since the service began.
In February 1923 another stopping place added at the intersection of the railway with Eighth Street and San Mateo Avenue, between Mildura and the Cowra Avenue stopping place on the Red Cliffs run, bringing the total number of lineside stops to five.
The Red Cliffs Progress Association approached Commissioner Miscamble during his visit to Red Cliffs in March 1923, to make alterations to the fare structure. It was announced the following month that the separate motor fare system would be reduced down to the same rate as steam hauled trains, but the old rate would still apply at stopping places. Separate tickets for each mode of service were retained in order to keep an exact record of the revenues derived.
Mr. William Osborne, the pioneer driver on the motor train service, was temporarily seconded to Newport Railway Workshops during December 1922 to supervise the assembly of the chassis of an improved version of Motor No.1. In January 1923 he was transferred to the Workshops where he was involved in the assembly of the new cars, testing the improved engine and instructing crews in their operation. Mr. Osborne was well qualified to instruct in their operation, for he had driven Motor No.1 for an average of 2,600 miles per month in the six months the service had been running.
The new cars were a much improved version and featured windows along the sides (instead of being open to the weather with canvas blinds), upholstered seats, "verandah style" semi-elliptical roof over the drivers cabin, passenger entry through doors located on both sides of the driver and a small platform incorporating wheelguards over the front wheels. Bodywork was painted in standard Victorian Railways passenger carriage maroon, as was Motor No.1, with the addition of grey trim on the window frames.
On 11-5-1923, Motor No.1 made its final run on the service it created and returned to Newport Workshops for overhaul. During its time, No.1 had maintained a record of reliability, apart from the occasional delay caused by minor incidents.
One such occasion (23-9-1922) as the result of a cow trespassing on the line near the Cowra Avenue stopping place, No.1 was derailed when running the 7.15 p.m. Red Cliffs to Mildura service. Nobody was hurt and the motor was only slightly damaged - the cowcatcher (appropriately named!) being splintered and the crank handle bent. The leading wheels and all four wheels of the trailer were derailed as a result of the impact of hitting the cow, and a relief engine was sent from Mildura to assist in rerailing.
The replacement motor was No.2 and it took over running the Mildura suburban service on 18-5-1923.
AEC Motor No.4 at Newport Workshops before entering service. This was built to the standard design adopted with Motor No. 2 and reflected experience gained from the prototype No. 1's service on the Mildura Suburban Service. Photo: Victorian Railways
The interior of a "second series" AEC with padded seating replacing wooden slatted seats and glass windows replacing the open sided arrangement with awnings. Photo: Victorian Railways RS-175
The stopping place between Mildura and Red Cliffs at 344½ miles was in an area of the Red Cliffs Soldier Settlement that had progressed rapidly. Following a request by travellers in July 1923, the Commissioners agreed to let steam hauled trains running on the local service to stop at this point, providing passengers travelled in what was known locally as the "Mallee Car". (There were a total of six "Mallee Cars" in the AB carriage classification, numbers 8, 11, 13, 17, 24, 34. They featured four second class and three first class apartments with entry to and from the carriages by a central doorway located at each end and a platform with American style low steps for boarding at low level platforms).
Another timetable change was made from 27-8-1923, following the alteration of the Melbourne to Mildura and Mildura to Melbourne train times when refreshment rooms were opened at Birchip and Ouyen. Trains then ran to the following timetable:
Mildura to Merbein
Monday 5.50 a.m. 7.10 a.m. 1.45 p.m.(S) 4.17 p.m.
Tuesday 6.15 a.m. 8.00 a.m. 1.45 p.m.(S) 4.17 p.m.
Wednesday 6.15 a.m. 8.00 a.m. 1.45 p.m.(S) 4.17 p.m.
Thursday 6.15 a.m. 8.00 a.m. 1.45 p.m.(S) 4.17 p.m.
Friday 6.15 a.m. 8.00 a.m. 1.45 p.m.(S) 4.17 p.m.
Saturday 6.15 a.m. 8.15 a.m.(S) 12.30 p.m.(S) 1.35 p.m. 5.35 p.m. 7.30 p.m.(S)
Merbein to Mildura
Monday 6.30 a.m. 7.40 a.m. 3.30 p.m.(S) 4.55 p.m.
Tuesday 6.50 a.m. 8.35 a.m. 3.30 p.m.(S) 4.55 p.m.
Wednesday 6.50 a.m. 8.35 a.m. 3.30 p.m.(S) 4.55 p.m.
Thursday 6.50 a.m. 8.35 a.m. 3.30 p.m.(S) 4.55 p.m.
Friday 6.50 a.m. 8.35 a.m. 3.30 p.m.(S) 4.55 p.m.
Saturday 6.50 a.m. 9.10 a.m.(S) 1.05 p.m.(S) 2.10 p.m 6.10 p.m. 8.05 p.m.(S)
Mildura to Red Cliffs
Monday 7.25 a.m.(S)to Melb. 8.10 a.m. 1.00 p.m. 5.25 p.m.
Tuesday 7.25 a.m.(S)to Melb. 1.00 p.m. 5.25 p.m.
Wednesday 7.25 a.m.(S)to Melb. 1.30 p.m. 5.25 p.m.
Thursday 7.25 a.m.(S)to Melb. 1.00 p.m. 5.25 p.m.
Friday 7.25 a.m.(S)to Melb. 1.00 p.m. 5.25 p.m.
Saturday 7.25 a.m.(S)to Melb. 10.30 a.m. 1.00 p.m.(S) to Yatpool 4.00 p.m. 6.15 p.m.(S) to Yatpool 11.00 p.m.(S)
Red Cliffs to Mildura
Monday 8.55 a.m. 1.50 p.m. 6.10 p.m.
Tuesday 7.17 a.m.(S) from Melb. 1.50 p.m. 6.10 p.m.
Wednesday 7.17 a.m.(S) from Melb. 2.15 p.m. 6.10 p.m.
Thursday 7.17 a.m.(S) from Melb. 1.50 p.m. 6.10 p.m.
Friday 7.17 a.m.(S) from Melb. 1.50 p.m. 6.10 p.m.
Saturday 7.28 a.m. (S) from Melb. 12.20p.m. 2.10 p.m.(S) from Yatpool 4.45 p.m. 8.15 p.m.(S) from Yatpool 11.40 p.m.(S)
Sunday 7.28 a.m.(S) from Melb.
(S) - Steam hauled service.
There was no rail motor service provided on Sundays.
Alterations in the Saturday afternoon service between Merbein, Mildura and Red Cliffs would be made to suit football patrons.
Two minor incidents in November 1923 caused disruption to the service and inconvenience to travellers. On 2-11-1923, the 6.15 a.m. Mildura to Merbein motor over-ran the turntable at Merbein derailing the two front wheels. Steam-hauled trains were called upon to maintain the service until the motor was rerailed and ready to resume running by 9.45 a.m. Eleven days later a repetition of the same accident occurred at the same time and place, but normal running resumed this time by 9 a.m.
Specially designed turntables were installed at Merbein and Redcliffs for reversing the AEC rail motors. The Merbein turntable was located at the down end of the yard. Note the sign and the Mildura Co-operative Fruit Co. buildings on Main Avenue, in the background. Source: A.R.H.S. (Vic. Div.) Archives, scanned by John Thompson
In the latter part of 1923, a name was sought for the stopping place at 344½ miles and several names were put forward including Belar, Muntz' Crossing, Northstop, Wait-a-While (which later graced a station on the New South Wales Narrandera to Tocumwal line), North Cliffs, Sunnycliffs and No Cliffs. No Cliffs was suggested as being the most appropriate as the district already claimed a Red Cliffs and White Cliffs (Merbein's original name) and the site in question just happened to be relatively flat.
After several names were eliminated because of various objections including those of the Postal and Lands departments, a ballot decided upon the name "Sunnycliffs" which was eventually made official from 1-9-1924.
Early in that year, advertising boards were fitted to the exterior of Motor No.2 and its trailer, and display space made available in the interior for the use of local business houses. This treatment did nothing to enhance the appearance of the train but the Victorian Railways no doubt welcomed the revenue derived.
Minor timetable adjustments were made in March 1924 to suit the large volume of traffic offering on Saturdays. The 1.35 p.m. Mildura to Merbein motor was replaced by steam hauled train and the 6.15 p.m. Mildura to Red Cliffs was cancelled and replaced by a train leaving at 6.35 p.m.. This train then ran back to Merbein arriving at 8.10 p.m. returning to Mildura at 8.20 p.m..
Continued growth of goods traffic on the Merbein line had led to the "turn-around" time of the 1.45 p.m. Monday to Friday Mixed train often being well over the departure time of 3.30 p.m. for the return trip. It was altered to leave Mildura at 12.45 p.m. from 22-4-1924, with the Merbein departure remaining at 3.30 p.m..
Motor No.2 completed twelve months of running on 12-5-1924, having travelled 28,100 miles on trips between Mildura, Merbein and Red Cliffs.
Commencing on 26-9-1924, a Friday night service leaving Mildura at 10.30 p.m. and returning from Red Cliffs at 11.20 p.m. was introduced. It was altered from 3-10-1924 to leave Mildura at 9.15 p.m. and Red Cliffs at 10.00 p.m.. An extra train was also scheduled to Merbein and return from 3-10-1924 departing Mildura at 6.55 p.m. and Merbein at 7.30 p.m..
Two additional stopping places were provided on the Red Cliffs line by the end of 1924 at Koorlong Avenue between Mildura and Irymple (15th Street level crossing) and Ginquam Avenue, between Irymple and Red Cliffs. The stop at Ginquam Avenue was on a 1 in 75 grade facing up trains.
The year 1925 saw the start of competition for the motor train service in the form of road motor buses running from Mildura to Red Cliffs and Merbein. It was pointed out at a Mildura Shire Council meeting that rail patronage had dropped to such an extent that the trailer was rarely seen attached to the motor. The council agreed that the buses were doing a good service, but in its opinion, if the railways did not set out to serve passengers better by making more frequent stops between established stations, the service would be forced to cease. Council deplored this event, pointing out that the residents would then be entirely at the mercy of private enterprise, and set out to arrange a discussion for improvements with the Commissioners.
Merbein residents were also critical, claiming that the department issued tickets in Melbourne to Merbein by the Saturday evening train and on arrival in Mildura on Sunday morning, passengers found there was no connecting train to Merbein. (The proprietor of the "Yellow Bus" which ran to Merbein, provided a Sunday morning connection with the train from Melbourne). Dissatisfaction at the department's refusal to issue daily return tickets was also expressed.
Meanwhile, the Commissioners set about making improvements. Lamps were erected at the River Road, Cowra Avenue, Koorlong Avenue, Ginquam Avenue and Sunnycliffs stopping places, a shelter shed was erected at the River Road stop and a new stopping place was established at the 343½ mile post between Red Cliffs and Sunnycliffs. This stop was opened in March 1925 and in May provided with a lamp. In March 1925, the Australian Railways Union (A.R.U.) successfully made representations to have gangers boards placed on cattle pits at the River Road, Cowra Avenue, Koorlong Avenue and Ginquam Avenue level crossings for the convenience and safety of passengers.
On 12-5-1925, Motor No.2 completed two years of running having travelled 55,000 miles on trips between Mildura, Merbein and Red Cliffs. Driver Mr. H. Chapman had completed two and a half years driving the motor train.
On the same day, a conference between railway officers and representatives of Mildura Town and Shire Councils met to discuss improvements to railway services, particularly the motor train. Requests were made for additional stopping places, a turntable at Yelta, a motor train service to Yelta, Werrimull and Carwarp, and a double-ended rail motor to provide extensions to the service without having to provide a turntable. Mr. Cook, the Superintendent of the Passenger Train Service, in reply, agreed to investigate the provision of more stopping places and also pointed out that experiments were presently being made with a double-ended rail motor.
So far as the Werrimull and Yelta extensions were concerned, "the department had not yet taken over these lines and was not in a position to indicate definitely what they proposed to do to the working of these services". (The railway to Werrimull was opened for traffic on 11-4-1924 and the line to Yelta on 27-6-1925. Both lines were not officially handed over to the Commissioners by the Railway Construction Board until January 1928). As a direct result of the above-mentioned meeting, the department brought a number of improvements into being on 27-6-1925, coinciding with the opening of the line to Yelta for general traffic.
Return tickets at double the single fares were to be issued from Irymple to Mildura, Merbein to Mildura, and from the 343½ mile stopping place to Mildura, at weekends only. Red Cliffs travellers, by virtue of their mileage from Mildura already enjoyed this facility. These return tickets were issued from the 4.45 p.m. Merbein to Mildura and 6.10 p.m. Irymple to Mildura on Fridays, all trains on Saturdays, and available for return until the following Monday.
Additional stopping places were established at The Ridge between 14th Street and River Road on the Merbein line, and Morpung Avenue between Irymple station and Ginquam Avenue on the Red Cliffs line, bringing the total number of stopping places over the 16 miles route between Merbein and Red Cliffs to eleven.
Timetable improvements were also made including a trial for two months of an additional motor trip on Tuesday to Saturday inclusive between Mildura and Red Cliffs leaving Mildura at 9 a.m. and returning from Red Cliffs at 9.45 a.m.. On Saturdays, the motor train would run an extra trip to Merbein leaving Mildura at 10.15 a.m. and Merbein at 10.50 a.m..
The new timetable with steam train extensions to Yelta from Merbein, was as follows:
Mildura to Merbein
Monday 5.50 a.m. 7.10 a.m. 12.45 p.m.(S) 4.17 p.m.
Tuesday 6.15 a.m. 8.00 a.m. 10.45 p.m.(S) to Yelta 4.17 p.m.
Wednesday 6.15 a.m. 8.00 a.m. 12.45 p.m.(S) 4.17 p.m.
Thursday 6.15 a.m. 8.00 a.m. 10.45 p.m.(S) to Yelta 4.17 p.m.
Friday 6.15 a.m. 8.00 a.m. 12.45 p.m.(S) 4.17 p.m.
Saturday 6.15 a.m. 8.15 a.m.(S) to Yelta 10.15 a.m. 1.00 p.m. 2.15 p.m.(S)
6.55 p.m.(S) 9.15 p.m.(S)
Merbein to Mildura
Monday 6.30 a.m. 7.40 a.m. 3.30 p.m.(S) 4.55 p.m.
Tuesday 6.50 a.m. 8.35 a.m. 3.30 p.m.(S) from Yelta 4.55 p.m.
Wednesday 6.50 a.m. 8.35 a.m. 3.30 p.m.(S) 4.55 p.m.
Thursday 6.50 a.m. 8.35 a.m. 3.30 p.m.(S) from Yelta 4.55 p.m.
Friday 6.50 a.m. 8.35 a.m. 3.30 p.m.(S) 4.55 p.m.
Saturday 6.50 a.m. 10.50 a.m.(S) 11.50 a.m.(S) from Yelta 1.35p.m.
6.15 p.m.(S) 7.30 p.m.(S) 9.50 p.m.(S)
Mildura to Red Cliffs
Monday 7.25 a.m.(S)to Melb. 8.10 a.m. 12.45 p.m. 5.25 p.m.
Tuesday 7.25 a.m.(S)to Melb. 9.00 a.m. 12.45 p.m. 5.25 p.m.
Wednesday 7.25 a.m.(S)to Melb. 9.00 a.m. 12.45 p.m. 5.25 p.m.
Thursday 7.25 a.m.(S)to Melb. 9.00 a.m. 12.45 p.m. 5.25 p.m.
Friday 7.25 a.m.(S)to Melb. 9.00a.m. 12.45 p.m. 5.25 p.m.
Saturday 7.25 a.m.(S)to Melb. 9.00 a.m. 11.25 a.m. 1.05 p.m.(S) 2.10 p.m. 4.00 p.m. 7.30 p.m.(S) 11.50 p.m.(S)
Red Cliffs to Mildura
Monday 8.55 a.m. 1.50 p.m. 6.10 p.m.
Tuesday 7.14 a.m.(S) from Melb. 9.45 a.m. 1.30 p.m. 6.10 p.m.
Wednesday 7.14 a.m.(S) from Melb. 9.45 a.m. 1.30 p.m. 6.10 p.m.
Thursday 7.14 a.m.(S) from Melb. 9.45 a.m. 1.30 p.m. 6.10 p.m.
Friday 7.14 a.m.(S) from Melb. 9.45 a.m. 1.30 p.m. 6.10 p.m.
Saturday 7.14 a.m. (S) from Melb. 9.45 a.m. 12.15p.m. 1.45 p.m.(S) 2.55 p.m. 4.45 p.m. 7.30 p.m.(S) 11.50 p.m.(S)
Sunday 7.14 a.m.(S) from Melb.
(S) - Steam hauled service.
There was no rail motor service provided on Sundays.
Alterations in the Saturday afternoon service between Merbein, Mildura and Red Cliffs would be made to suit football patrons.
On 24-8-1925, Motor No.2 and its trailer, after a busy life of 64,000 miles plying between Merbein and Red Cliffs was replaced by Motor No.18 and its matching trailer.
Modifications to the Saturday timetable were made following the end of the football season from 24-10-1925, resulting in the 2.10 p.m. Mildura to Red Cliffs and the 6.15 p.m. Red Cliffs to Mildura being cancelled and the alteration in departure of the 7.30 p.m. Red Cliffs - Mildura train to 7.10 p.m.. The Saturday Mildura to Merbein service was altered from 14-11-1925 to depart at 11.10 p.m. instead of 9.45 p.m. and from 8-12-1925 the Monday to Friday Mildura to Red Cliffs service at 8.25 p.m. was changed to 5.22 p.m..
The timetable remained unaltered until 14-6-1926, when, with the new winter timetable, the Mixed train to Yelta at 9.40 a.m. and return from Yelta at 10.45 a.m. on Saturdays was cancelled. An extra daily motor trip was provided to Merbein, leaving Mildura at 6.50 a.m. and returning at 7.25 a.m. to connect with the Melbourne passenger train which had been altered to depart at 8 a.m. instead of 7.25 a.m.. Thus the complete timetable for the service from 14-6-1926 was:
Mildura to Merbein
Monday 6.50 a.m. 12.45 p.m.(S) 4.20 p.m.
Tuesday 6.50 a.m. 8.00 a.m. 10.45 p.m.(S) to Yelta 4.20 p.m.
Wednesday 6.50 a.m. 12.45 p.m.(S) 4.20 p.m.
Thursday 6.50 a.m. 8.00 a.m. 10.45 p.m.(S) to Yelta 4.20 p.m.
Friday 6.50 a.m. 8.00 a.m. 12.45 p.m.(S) 4.20 p.m.
Saturday 6.50 a.m. 8.15 a.m.(S) to Yelta . 1.00 p.m. 2.15 p.m.(S)
5.30 p.m.(S) 6.55 p.m. (S) 11.00 p.m.(S)
Merbein to Mildura
Monday 7.25 a.m. 3.30 p.m.(S) 4.55 p.m.
Tuesday 7.25 a.m. 8.35 a.m. 3.30 p.m.(S) from Yelta 4.55 p.m.
Wednesday 7.25 a.m. 8.35 a.m. 3.30 p.m.(S) 4.55 p.m.
Thursday 7.25 a.m. 8.35 a.m. 3.30 p.m.(S) from Yelta 4.55 p.m.
Friday 7.25 a.m. 8.35 a.m. 3.30 p.m.(S) 4.55 p.m.
Saturday 7.25 a.m. 9.40 a.m.(S) 11.50 a.m.(S) from Yelta 1.35p.m.
2.50 p.m. (S) 6.15 p.m.(S) 7.30 p.m.(S) 11.30 p.m.(S)
Mildura to Red Cliffs
Monday 8.00 a.m.(S)to Melb. 12.45 p.m. 5.22 p.m.
Tuesday 8.00 a.m.(S)to Melb. 9.00 a.m. 12.45 p.m. 5.22 p.m.
Wednesday 8.00 a.m.(S)to Melb. 9.00 a.m. 12.45 p.m. 5.22 p.m.
Thursday 8.00 a.m.(S)to Melb. 9.00 a.m. 12.45 p.m. 5.22 p.m.
Friday 8.00 a.m.(S)to Melb. 9.00a.m. 12.45 p.m. 5.22 p.m.
Saturday 8.00 a.m.(S)to Melb. 9.00 a.m. 11.25 a.m. 1.05 p.m.(S) 2.10 p.m. 4.00 p.m. 6.50 p.m.(S) 11.05 p.m.(S)
Red Cliffs to Mildura
Monday 8.55 a.m. 1.30 p.m. 6.10 p.m.
Tuesday 6.53 a.m.(S) from Melb. 9.45 a.m. 1.30 p.m. 6.15 p.m.
Wednesday 6.53 a.m.(S) from Melb. 9.45 a.m. 1.30 p.m. 6.15 p.m.
Thursday 6.53 a.m.(S) from Melb. 9.45 a.m. 1.30 p.m. 6.15 p.m.
Friday 6.53 a.m.(S) from Melb. 9.45 a.m. 1.30 p.m. 6.15 p.m.
Saturday 6.53 a.m. (S) from Melb. 9.45 a.m. 12.15p.m. 1.45 p.m.(S) 2.55 p.m. 4.45 p.m. 7.30 p.m.(S) 11.45 p.m.(S)
Sunday 6.53 a.m.(S) from Melb.
(S) - Steam hauled service.
There was no rail motor service provided on Sundays.
Alterations in the Saturday afternoon service between Merbein, Mildura and Red Cliffs would be made to suit football patrons.
The end of 1926 saw the completion of two years of competition from the road motor buses. The influence this competition was having on the rail motor service was abundantly clear when, for example, the Christmas Eve returns at Mildura were compared with the previous year:
From Mildura to: |
Tickets Issued 1925 |
Tickets Issued 1926 |
Merbein |
609 |
457 |
Redcliffs |
575 |
291 |
Irymple |
370 |
66 |
9RM was typical of the second type of motor and was in service when captured on 17-1-1954 heading from Fawkner to Somerton on the northern outskirts of Melbourne. Photo: N.F. Reed, courtesy Train Hobby Publications
Improved roads throughout the district and the ability to serve settlers in the newly established localities of Cardross, Birdwoodton and Merbein South contributed to the popularity of the bus services. Also, the bus proprietors exploited the fact that they would stop at the settler's doorstep whereas rail travellers were obliged to alight at fixed stops, often at a considerable distance from their home or destination.
An Excelsior Bus Co. bus stands on the corner of Eighth Street and Deakin Avenue, Mildura ready to depart for Redcliffs in 1926. Photo: Arthur Giddings
Towards the end of February 1927, the Commissioners announced that they were going to provide an experimental rail motor service from between Ouyen and Mildura using the rail motor off the Ouyen to Murrayville service which commenced on 23-7-1923.
From Saturday 12-3-1927, this train left Ouyen at 1 p.m. and arrived in Mildura at 4 p.m.. The return left Mildura at 7.45 p.m. arriving in Ouyen at 10.55 p.m.. The idea behind the experiment was to allow residents in the Ouyen district to come to Mildura and return home the same night. This train became known as the Ouyen "Shoppers Train" and ran every second Saturday. It proved to be a worthwhile experiment and from 15-10-1927 it ran on a weekly basis.
Ouyen station with an AEC Rail Motor from Murrayville at the platform. 1925. An Up goods is standing in No.3 road. Photo: John Thompson Collection
Meanwhile, what were the Commissioners doing to meet the bus competition in Mildura?
Their first move was to provide the long requested Sunday morning connecting service to Merbein from 6-3-1927, enabling passengers for Merbein on the Saturday evening train from Melbourne to complete their journey. This train left Mildura at 7.30 a.m. and Merbein at 8.30 a.m.. Their second and major effort to meet the competition was to provide a second rail motor, reduce fares, introduce workmen's fares, day return tickets and provide a bigger, more frequent timetable to Red Cliffs and Merbein. Trains from Red Cliffs were also given permission to depart from opposite the State Rivers & Water Commission office (later the site of the second Red Cliffs station).
The reduction in fares was considerable. For example, the fare from Mildura to Red Cliffs was reduced from one shilling and sixpence to one shilling, a day return ticket was issued for the same journey for one shilling and nine pence and a weekly workman's ticket, five shillings. Similarly to Merbein, the fare was reduced from one shilling to ten pence, day return issued for one shilling and six pence and weekly workman's ticket for four shillings. Return tickets issued on Saturdays were available for return until the following Monday. The rail motor was also made available for private hire for two pounds ten shillings.
Approval was also granted for the rail motor to back up along the Yelta line as far as Jenner Street to enable students at Merbein Central State School to board the train for their trip into Mildura for swimming lessons.
The following figures indicate the dates and number of students and teachers who travelled on the special trains:
Date |
Passengers |
Date |
Passengers |
19-11-1926 |
55 |
28-1-1927 |
57 |
3-12-1926 |
101 |
4-2-1927 |
66 |
10-12-1926 |
67 |
11-2-1927 |
70 |
18-2-1927 |
67 | ||
26-2-1927 |
65 | ||
9-3-1927 |
80 | ||
11-3-1927 |
66 |
The Commissioners stated that the patronage had declined strikingly during the past few months and that the service was no longer a paying proposition; however, they considered they were entitled to a fair share of the traffic and would make every endeavour to obtain it.
One Mildura councillor went so far as to suggest to the Commissioners that better springing in the rail motor seats was the solution to improve patronage!
The additional rail motor arrived in Mildura on 18-3-1927. The new Mildura service using both motors was introduced on 21-3-1927 as follows:
Mildura to Merbein
Monday 6.50 a.m. 8.00 a.m. 12.45 p.m.(S) 4.20 p.m.
Tuesday 6.50 a.m. 8.00 a.m. 10.45 p.m.(S) to Yelta 12.30 p.m. 4.20 p.m.
Wednesday 6.50 a.m. 8.00 a.m. 12.45 p.m.(S) 4.20 p.m. 6.57 p.m.
11.05 p.m.
Thursday 6.50 a.m. 8.00 a.m. 10.45 p.m.(S) to Yelta 12.30 p.m. 4.20 p.m.
Friday 6.50 a.m. 8.00 a.m. 12.45 p.m.(S) 4.20 p.m.
Saturday 6.50 a.m. 8.15 a.m. 1.00 p.m. 2.15 p.m.(S) 5.30 p.m.(S)
6.57 p.m. (S) 11.15 p.m.(S)
Sunday 7.35 a.m.
Merbein to Mildura
Monday 7.25 a.m. 8.33 a.m. 3.30 p.m.(S) 4.53 p.m.
Tuesday 7.25 a.m. 8.33 a.m. 1.05 p.m. 3.30 p.m.(S) from Yelta 4.53 p.m.
Wednesday 7.25 a.m. 8.33 a.m. 3.30 p.m.(S) 4.53 p.m. 7.32p.m.
11.40 p.m.
Thursday 7.25 a.m. 8.33 a.m. 1.05 p.m. 3.30 p.m.(S) from Yelta 4.53 p.m.
Friday 7.25 a.m. 8.33 a.m. 3.30 p.m.(S) 4.53 p.m.
Saturday 7.25 a.m. 9.40 a.m. 1.35 p.m. 2.50 p.m.(S) 6.00 p.m.(S) 7.32 p.m.(S) 11.40 p.m.(S)
Sunday 8.10 a.m.
Mildura to Red Cliffs
Monday to 6.45 a.m. 8.00 a.m.(S)to Melb. 9.00 a.m. 10.25 a.m. 11.42 a.m. Friday 1.05 p.m. 4.00 p.m. 5.19 p.m. 6.50 p.m. 11.05 p.m.
Saturday 6.45 a.m. 8.00 a.m.(S)to Melb. 9.00 a.m. 10.25 a.m. 11.39 p.m. 1.05 p.m. 2.10 p.m. 4.00 p.m. 5.20 p.m. 6.35 p.m. 8.25 p.m. 9.50 p.m. 11.05 p.m.
Red Cliffs to Mildura
Monday 7.28 a.m. 9.45 a.m. 11.05 a.m. 12.20 p.m. 1.50 p.m. 5.20 p.m. 6.09 p.m. 7.30 p.m. 11.50 p.m.
Tuesday to 6.53 a.m.(S) from Melb. 7.28 a.m. 9.45 a.m. 11.05 a.m. Friday 12.20 p.m. 1.50 p.m. 5.20 p.m. 6.09 p.m. 7.30 p.m.
11.50 p.m.
Saturday 6.53 a.m. (S) from Melb. 7.28 a.m. 9.45 a.m. 11.05 a.m. 12.45p.m. 1.45 p.m. 2.55 p.m. 4.40 p.m. 6.00 p.m. 7.15 p.m. 9.10 p.m. 10.35 p.m. 11.50 p.m.
Sunday 6.53 a.m.(S) from Melb.
(S) - Steam hauled service.
It is worthwhile noting that this new timetable provided for 32 return trips per week between Mildura and Merbein and a total of 58 return trips between Mildura and Red Cliffs - an extraordinary total of 90 return rail trips over a 16 miles length of line. An interesting feature of the new service was achieved on Saturday when it was possible for three AEC rail motors to be present in the Mildura railway precinct on four occasions between 4 .00 p.m. and 7.45 p.m. - the hours during which the Ouyen rail motor remained in Mildura.
After the first few weeks of the enlarged service had passed, it was clear that the slight increase in passenger traffic was not sufficient to warrant the extra services. There had been a fair response to the weekend trains, but the department was anxious to see greatly improved patronage during weekdays.
Timetable amendments introduced on the Merbein line from 9-5-1927 provided for extra trains on Monday and Wednesday, leaving Mildura at 6.20 p.m. and 9.50 p.m., departing Merbein at 6.55 p.m. and 10.25 p.m.. The 6.57 p.m. and 11.05 p.m. from Mildura and 7.32 p.m. and 11.40 p.m. from Merbein were discontinued.
On and after 25-6-1927, reductions in fares for passengers travelling two miles or under were made, making it possible for an adult to purchase a single fare for three pence.
From 2-10-1927 the 7.35 a.m. Mildura - Merbein and 8.10 a.m. Merbein - Mildura trips on Sundays were cancelled due to lack of patronage and for the same reason the 6.20 p.m. and 9.50 p.m. services to Merbein and 6.55 p.m. and 10.25 p.m. from Merbein on Mondays and Wednesdays were withdrawn from 31-10-1927.
Commencing on Saturday 29-10-1927 and each Saturday thereafter, the 1 p.m. Down and 7.45 p.m. Up Rail Motor trains between Ouyen and Mildura were permitted to stop when required for passenger purposes only at a Stopping Place situated south of Redcliffs at 341 miles 62 chains, at the Murray Avenue level crossing.
By the end of 1927, that is, nine months from the time the dual motor service started, the Commissioners expressed concern at the failure of the increased service and fare reductions. The Mildura suburban service was no longer a profitable proposition and the Mildura Stationmaster was instructed to advise the Commissioners what motor trains he considered should be cancelled and what savings in staff and overtime could be effected. As a result, from 27-2-1928, one motor train was withdrawn and two men moved from Mildura. A timetable similar to that operating prior to the introduction of the expanded service was then introduced.
Mildura to Merbein
Monday 6.50 a.m. 8.00 a.m. 12.45 p.m.(S) 4.20 p.m.
Tuesday 6.50 a.m. 8.00 a.m. 10.45 p.m.(S) to Yelta 4.20 p.m.
Wednesday 6.50 a.m. 8.00 a.m. 12.45 p.m.(S) 4.20 p.m.
Thursday 6.50 a.m. 8.00 a.m. 10.45 p.m.(S) to Yelta 4.20 p.m.
Friday 6.50 a.m. 8.00 a.m. 12.45 p.m.(S) 4.20 p.m.
Saturday 6.50 a.m. 8.15 a.m.. 2.15 p.m.(S) 5.30 p.m.(S)
Merbein to Mildura
Monday 7.25 a.m. 8.33 a.m. 3.30 p.m.(S) 4.53 p.m.
Tuesday 7.25 a.m. 8.33 a.m. 3.30 p.m.(S) from Yelta 4.53 p.m.
Wednesday 7.25 a.m. 8.33 a.m. 3.30 p.m.(S) 4.53p.m.
Thursday 7.25 a.m. 8.33 a.m. 3.30 p.m.(S) from Yelta 4.53 p.m.
Friday 7.25 a.m. 8.33 a.m. 3.30 p.m.(S) 4.53 p.m.
Saturday 7.25 a.m. 9.40 a.m. 2.50 p.m. (S) 6.00 p.m.(S)
Mildura to Red Cliffs
Monday 8.00 a.m.(S)to Melb. 9.00 a.m. 12.45 p.m. 5.20 p.m.
Tuesday 8.00 a.m.(S)to Melb. 9.00 a.m. 1.05 p.m. 5.20 p.m.
Wednesday 8.00 a.m.(S)to Melb. 9.00 a.m. 1.05 p.m. 5.20 p.m.
Thursday 8.00 a.m.(S)to Melb. 9.00 a.m. 1.05 p.m. 5.20 p.m.
Friday 8.00 a.m.(S)to Melb. 9.00a.m. 1.05 p.m. 5.20 p.m.
Saturday 8.00 a.m.(S)to Melb. 9.00 a.m. 11.42 a.m. 1.05 p.m.(S) 4.00 p.m. 6.35 p.m.(S) 11.05 p.m.(S)
Red Cliffs to Mildura
Monday 9.45 a.m. 1.20 p.m. 6.09 p.m.
Tuesday 6.53 a.m.(S) from Melb. 9.45 a.m. 1.50 p.m. 6.09 p.m.
Wednesday 6.53 a.m.(S) from Melb. 9.45 a.m. 1.50 p.m. 6.09 p.m.
Thursday 6.53 a.m.(S) from Melb. 9.45 a.m. 1.50 p.m. 6.09 p.m.
Friday 6.53 a.m.(S) from Melb. 9.45 a.m. 1.50 p.m. 6.09 p.m.
Saturday 6.53 a.m. (S) from Melb. 9.45 a.m. 12.22p.m. 1.45 p.m.(S) 4.40 p.m. 7.15 p.m.(S) 11.50 p.m.(S)
Sunday 6.53 a.m.(S) from Melb.
(S) - Steam hauled service.
There was no rail motor service provided on Sundays.
No further alterations were made to this timetable apart from the cancellation of the 8.00 a.m. Tuesday train to Melbourne from 22-10-1928 and the introduction of an overnight train to the metropolis leaving Mildura on Monday nights at 8.20 p.m.
Meagre patronage of the service continued to cause the Commissioners concern and finally on 7-11-1928 it was announced that the rail motor service would cease running after the week ending Saturday 10-11-1928. Mixed trains would provide daily services to Merbein and Red Cliffs would be served by the existing Melbourne and Meringur line trains. The Ouyen "Shoppers" rail motor continued to operate every Saturday to Mildura and return but was withdrawn after 30-9-1930. (Approval was given to pick up or set down passengers between Red Cliffs and Mildura at the former suburban rail motor stopping places).
An AEC Rail Motor and trailer at Ouyen. The Ouyen - Murrayville motor continued to provide a Saturday return service to Mildura until 1930. Photo: John Thompson Collection
At 8.30 a.m. on 12-11-1928, the rail motor, in charge of Driver H. Chapman, departed from Mildura to be overhauled at Jolimont Workshops, Melbourne, and returned to service later at Maryborough.
The small turntable provided at Redcliffs for the service was removed to Tongala, the work being completed on 7-2-1930.
Merbein residents were unhappy with their daily Mixed train service, claiming that they were practically isolated so far as railway connection was concerned, and in December 1928, arrangements were made for a 12 h.p. "Casey Jones" motor trolley, equipped with hood, to be used to transport perishable goods and parcels from Mildura to Merbein. This trolley service continued to operate until 4-7-1967, although in later years it ran only on the days when there was no goods service.
Thus completes the story of a unique rail motor service that paved the way for improved passenger services on many small branch lines throughout rural Victoria and gave residents and settlers in Mildura and district, without any doubt, the best local train service outside of the metropolitan suburban services.
A Revival?
Sixty two years after the closure of the Mildura suburban service and the departure of the last rail motor, a public meeting was called on 10-7-90 in Mildura to investigate the possibility of establishing a suburban train service linking Mildura with Red Cliffs and possibly Ouyen. The convenor, Mr. R. Tucker, claimed there was tourist potential with a train service from Mildura to Red Cliffs where a stop for shopping could be made, before travelling to Hattah and then returning to Mildura. A committee was formed at the meeting to foster the concept but nothing more was heard of the proposal.
The following story by Jack McLean - no relation to the author, but a correspondent and friend for many years - was first published in the Australian Railway Historical Society (Victorian Division) "Newsrail" magazine in March 1995.
During the week ending 3-4-1925, a Block and Signal Inspector (Mr. E. Anderson) spent some time in Mildura and rode trains to Red Cliffs where he observed many railway activities, among which was the care or otherwise with which rail motor drivers handled Staff Tickets.
The inspector noticed a rail motor driver placing a Staff Ticket in his pocket and when the time came to hand it up, he had trouble finding it. The inspector formed the opinion that a small steel clip be supplied to rail motors to hold the ticket securely.
(In this day and age, either he or the driver would have gone to the nearest newsagent and purchased a clip, to be later reimbursed from petty cash. Alternatively one or the other would have gone to the nearest stationary cupboard and pinched one. Bearing in mind the date of the occurrence and the then strict adherence to procedure in all matters administrative, the inspector "went through the proper channels" and the saga of the clip, from idea to fruition, is set out below. It is interesting to note that very senior officers from within the Victorian Railways had an involvement. It wasn't left to the junior grades to accomplish the task.)
As a result of the observation, the Inspector passed on his suggestion that rail motors should be provided with a clip for the safekeeping of Staff Tickets. Details of the ensuing correspondence is set out hereunder:
To: DS (District Superintendent) Maryborough. For your kind consideration.
From: E. Anderson B&S (Block and Signal) Inspector.
4.4.25
Whilst travelling with rail motor between Redcliffs and Mildura last week, train travelled on Staff Ticket. I noticed that Driver put ticket in his pocket and when he came to hand it up he had some trouble in finding it. Would suggest that a small steel clip be supplied to Rail Motor for the purpose of holding ticket securely.
To: Chief Time Tables Officer.
From: Office of the District Superintendent, Maryborough.
9-4-25
Attached from Mr. Anderson Block and Signal Inspector, suggestion a small steel clip be provided on Rail Motors for the purpose of securely holding Train Ticket. I recommend that clips be provided without delay. A lost ticket would cause a serious delay.
To: Supt. Goods Train Service.
From: Chief Time Tables Officer.
19-5-25
I should be glad to be favoured with your remarks. The Motorman appears to be in the same position as an engine driver.
To: The Chief Mechanical Engineer.
From: General Superintendent.
21-5-25
Forwarded for your consideration.
To: Rail Motor Running Officer.
From: Assistant Chief Mechanical Engineer.
21-5-25
What kind of clip would you recommend please?
To: Assistant Chief Mechanical Engineer.
From: Rail Motor Running Officer.
26-5-25
The ordinary standard Way-bill clip off trucks would meet these requirements.
Pencil note:
To: RMRO:
Where to be placed please?
To: Assistant Chief Mechanical Engineer.
From: Rail Motor Running Officer.
This clip could be placed over speedometer in front of cab.
To: Workshops Manager Newport.
From: Assistant Chief Mechanical Engineer.
9-7-25
Would you please arrange to supply a clip suitable for use on Rail Motor No.2 for holding the Train Staff Ticket. This should be forwarded to Rail Motor Driver Chapman at Mildura and this office advised so that instruction may be issued regarding fitting of same.
To: Assistant Chief Mechanical Engineer.
From: Workshops Manager.
14-7-25
Forwarded per passenger train yesterday.
To: Depot Foreman Maryborough.
From: Assistant Chief Mechanical Engineer.
16-7-25
For your information, the Rail Motor Driver should be instructed to put this clip in a suitable position, say over the speedometer in the front of the cab.
To: Rail Motor Driver Chapman Mildura.
From: R. Dawson Depot Foreman.
19-7-25
For attention. Please advise when done.
To: Loco Foreman.
From: H.W. Chapman Rail Motor Driver Mildura.
21-7-25
Clip has been received and fitted in a suitable place.
To: Assistant Chief Mechanical Engineer.
From: Loco Maryborough (Depot Foreman).
24-7-25
Forwarded.
To: General Superintendent of Transportation.
From: Chief Mechanical Engineer.
27-7-25
Forwarded for your information.
A clip has been provided on Rail Motor Car No.2 to hold the Staff Ticket.
Victorian Railways internal correspondence for "the Clip" - Courtesy "Newsrail"
There is an irony in the story. By the time the clip was "fitted in a suitable place" by Rail Motor Driver Chapman on 21-7-1925, the Staff and Ticket between Redcliffs and Mildura had only about six weeks to go before it was replaced by Miniature Electric Staff on 2-9-1925.
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