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The first locomotive to Mildura was most likely a member of the W class, used by the Railway Construction Branch for transport of construction materials to the advancing railhead.
T263 was the first locomotive to run a scheduled train to Mildura when it arrived on 27-10-1903 for the commencement of regular timetabled services.
A Victorian Railways T Class locomotive built by the Phoenix Foundry, Ballarat, in 1884. Photo: Victorian Railways
The the 1905 depot allocations list, two Old R Class 0-6-0 steam locomotives were allocated for the section Donald to Mildura.
In April 1905 it was reported that trains between Mildura and Woomelang carried 12,000 gallons of water each trip - half used by the locomotive between Mildura and Woomelang and the other half between Woomelang and Donald.
The first trip of a locomotive fitted with an electric light ran on 24-10-1905 (according to a report in "The Mildura Cultivator" newspaper on 28-10-1905).
Line |
Class of Engines Allowed to Run |
Woomelang to Mildura |
New R, D and lighter classes. V and Dd excepted. |
From 1908 Victorian Railways General Appendix. Source: Bruce McLean Collection
An Old R Class shunting at Merbein in 1910 shortly after the opening of the line from Mildura. This class of locomotive was constructed from 1878 - 1888. They were classified in 1886 as R Class and from 1889 they were known as Old R Class to distinguish them from a later type known as New R Class. The last of the Old R Class was scrapped in 1944. Photo: Miss M. Bullock, Bob Whitehead Collection
Locomotives in the mallee suffered from poor water quality. Whilst the water from the Murray River at Mildura and Hattah was good for use in locomotive boilers, the water supply at Woomelang, and to a lesser extent at Ouyen, caused priming. The Woomelang water supply came through a channel that extended for ten miles through copi (gypsum) country to a reservoir lined with limestone to strengthen its banks. The lime content caused the water to become effervescent in the boilers and caused severe priming. At Ouyen, the water supply up to the 1920's was a cocktail of Murray River water imported from Mildura and Hattah with some water sourced from the State Rivers and Water Supply Commission channel system. This latter source had a presence of lime. In 1921 it was reported that tests were being carried out using a chemical mixture to prevent this problem.
In January 1924 "one of the largest and most powerful railway engines in the State" was at Ouyen depot for wheat haulage. This would indicate that the locomotive was most likely a member of the K Class as it was not yet possible for the A2 class to travel beyond Woomelang as relaying of the line with 80 pounds rail had not advanced as far as Ouyen.
On 7-7-1925, a K class locomotive was scheduled for the first time on a goods train to arrive at Mildura however it is understood that the first of the class visited some time earlier on a special or official train, the details of which have not been able to be ascertained. The class were first introduced in 1922.
The most frequently rostered locomotive on the Mildura line north of Woomelang in the 1920's was the DD Class of locomotive. In an era before Commissioner Clapp's black locomotives, this portrait taken at an unknown mallee location, most likely featured the locomotive in Canadian red with fine line detail added. Photo: Wilf Henty, courtesy John Kiely
DD770 at Mildura with (later) driver Mr. W. Purcell, would have been taken before July 1924 when the DD classification was altered to D2. Photo: Bruce McLean Collection
Whilst not strictly a locomotive, it is interesting to record the issue of "Dodge" cars as inspection vehicles for District Superintendents. Mr. H. Russell, District Superintendent, Maryborough, travelled to Mildura on 13-1-1926 and later to Werrimull for an inspection of the new line there. The Dodge inspection car carried its own turntable device.
Dodge mail motor at Geelong locomotive depot, February 1957. These cars were also used as inspection vehicles by Victorian Railways officials. Photo: Peter Ralph, courtesy Train Hobby Publications
A2 locomotives were worked regularly to Woomelang on the passenger services, with a DD engine attached. At Woomelang, the A2 was removed and the DD locomotive was expected to maintain the timetable to Mildura. These locomotive arrangements were in place until 28-2-1927 when the first A2 Class locomotive arrived at Ouyen indicating that the long process of relaying the line had finally reached this point. On 15-2-1927, the passenger train to Mildura consisted of two DD engines (a rare occurrence), nine carriages including three sleeping cars, two van trucks and a guards van. Over 200 passengers were on board.
A D2 locomotive (believed to be D2 773 - converted to D3 652 in June 1935) photographed at Mildura by the late John Buckland, circa 1934. Photo: Bruce McLean Collection
Tests were carried out between Mildura and Ouyen using a N Class locomotive and increased loads. On 15-6-1934, a goods train from Mildura had its load built up to one thousand tons by the time it departed Redcliffs - 280 tons above the load maximum between Redcliffs and Ouyen. Following this test, a trial was conducted on a down service, a goods train with an increased load of 100 tons arriving in Mildura on 4-7-1934. Further tests were carried out between Ouyen and Redcliffs on 16-1-1935 with a load of 1,000 tons.
VF 27 pictured at Irymple in October 1974, was originally introduced in 1925 as V Class. The first two wagons were imported from the American Car and Wagon Company, U.S.A. and assembled at Newport Workshops in 1925. These wagons became a common sight on Mildura line goods trains for fruit produce traffic when more modern wagons displaced them in the 1960's from main line use within Victoria and to South Australia. Photo: Bruce McLean
Relaying of the section between Nowingi and Mildura continued spasmodically between 1930 and 1935 due to the depression. The final section between Yatpool and Mildura was completed by January 1936, allowing the first A2 Class locomotive (A2 871) to arrive in Mildura on 29-2-1936. A2 871 was at the head of the overnight passenger train from Melbourne, although most likely it was changed over with another locomotive at Ouyen.
A2 locomotives replaced D3 locomotives on passenger services.
A2 873 at Ouyen on the head of a down passenger service to Mildura some time after 1936 when A2 locomotives were approved to operate to Mildura after the line had been relaid with heavier rail. Photo: Ian Barkla Collection
In an article on the Mildura locomotive depot published on 11-11-1937 in "Sunraysia Daily" reference was made to the usual compliment of locomotives based at the depot. The depot hosted two N Class, two D1 class, and four A2 class.
The severe shortage of coal during and immediately after the Second World War caused many reduced train services. In September 1945 it was reported that wood was being used on goods locomotives between Donald and Mildura.
A photograph of DD617 leading the first double-headed passenger train into Mildura was published on 3-8-1948. The photo was taken in 1909.
A 102 horsepower Walker diesel rail car commenced running between Ouyen and Pinnaroo on 24-8-1948, replacing the mixed goods service using a BCE car-van for passengers. These new rail cars were capable of seating 18 first class and 22 second class passengers and carrying 2 ton in the van space. The power units were supplied by the Walker Rail-Car Co., Wigan, England and the bodies were built by Martin & King Pty. Ltd. Victoria. They were assembled at Newport Workshops.
An A2 locomotive fitted with oil burning equipment arrived in Mildura on 16-3-1949. It was used to run the passenger service from Mildura that night. A trail had been run during the previous week with an oil burning locomotive and the decision was made to introduce this type of locomotive on Mildura passenger trains. This would result in a change to engine rostering with only two locomotives required on the journey from Melbourne - one from Melbourne to Maryborough, and the other from Maryborough to Mildura, a distance of 244 miles. Pumps and oil installations were being installed at the Mildura locomotive depot to enable oil burning locomotives to refuel there.
The Victorian Railways Chief Traffic Manager (Mr. G. Rogers) announced at the Mallee Regional Committee meeting held in Hopetoun on 16-5-1951, that streamlined diesel-electric locomotives had been ordered and would be in use on the Melbourne - Mildura line by the middle of 1952. Mr. Rogers told the meeting that the locomotives would give Mildura a reliable passenger and goods service and coal shortages would no longer be a worry. The engines would be fitted with multiple control and as many as four locomotives could be coupled together with only one crew of two men. The Chief Traffic Manager also indicated that more than 3,250 standard goods trucks (GY Class) would be commissioned by May 1952 along with more cattle and sheep wagons. Fifty new N Class engines were on order and the first two of a batch of R Class engines were due to be delivered. Light or low speed lines would be augmented by 60 J Class engines adopted as oil burners.
The Governor of Victoria, Sir Dallas Brooks travelled to Mildura during the last week of May 1951 in State Car No.5. The car, just built at Newport Workshops and issued to traffic, was painted in gleaming red. It featured a stainless steel kitchen with a slow combustion stove and electric refrigerator, saloon panelled in Queensland silkwood, two staterooms panelled in silver ash, each with a bathroom, two staff rooms and a shower room, air-conditioning and fluorescent lighting.
The first R Class locomotive to Mildura was R735. R735 arrived in Mildura on the morning of 28-5-1952 with the overnight train from Melbourne. It departed that night with the Mildura to Melbourne overnight train. A Victorian Railways instructor (Mr. A. Rands) was on the locomotive to instruct the crew in handling the engine including the mechanical stoker.
R735 - the first R Class locomotive to Mildura - photographed at the up end of the yard on 28-5-1952. Photo: Bruce McLean Collection
This color portrait of R735 taken in April 1959, some seven years after it entered service on 1-2-1952. R735 was withdrawn on 24-7-1967 and was scrapped on 12-3-1968 having recorded 245,253 miles). Photo: Peter Ralph, courtesy Train Hobby Publications
Shortly after the delivery of the R Class steam locomotives from the North British Locomotive Co., Scotland in 1951-52, the first of the main-line diesel-electric locomotives ordered by the Commissioners was commissioned. These were the B Class double-ended units constructed by Clyde Engineering Co. Pty. Ltd., New South Wales. The first of the class, B60 was formally delivered by the manufacturers and dedicated to former Chief Commissioner "Harold W. Clapp" on 15-7-1952 at a ceremony at Spencer Street station.
Sir Harold Clapp in the driver's window of B 60 dedicated "Harold W. Clapp" at a ceremony in Melbourne on 15-7-1952. This photograph is reproduced from the September 1952 issue of the Victorian Railways Newsletter. Source: Bruce McLean Collection
B60 "Harold W. Clapp" at Dynon Locomotive Depot, Melbourne in 1962. Introduced in 1952/53, the B Class will be 50 years old at the time of the centenary of the opening of the railway to Mildura. Photo: Gerald Dee, courtesy Train Hobby Publications
The first of the class to Mildura was B61. It departed from Melbourne with the overnight train to Mildura on 8-9-1952, arriving the following morning. B61 was placed into service on 18-8-1952, some three weeks earlier.
The following list of steam locomotives rostered to work mallee lines, were located at these depots on 29-6-1952:
Depot |
Steam Locomotives |
Maryborough |
A2909, A2915, A2942 C7, C18, C20 D1571, D2582, D4265 K183 N406 R702, R709, R711, R733, R750, R753, R754, R755, R756 |
Donald |
A2922 N419 R751, R757, R758 |
Ouyen |
A2929 N411, N415 |
Mildura |
A2875, A2889, A2928 D3634, D3690 R748, R752 |
Pinnaroo |
N417 |
B Class diesel-electric locomotives commenced to haul regular passenger and goods services on the Mildura line on 15-3-1953. The last steam locomotive on the overnight passenger train from Mildura to Melbourne pulled out of Mildura station on 15-3-1953. The following morning R766 and R702 brought the last steam-hauled overnight passenger train from Mildura into Spencer Street station.
R766 and R702, with the leading engine suitably recording the significance of the occasion, following arrival at Spencer Street station, Melbourne on 16-3-1953. Photo: W. Jack, ARHS Archives
The first new B Class to Mildura on a regularly rostered train service was in charge of Driver L. Mossfield and Fireman H. Hill, both of Mildura. Unfortunately the number of the locomotive is not known to the author.
The first double-headed B Class diesel-electric locomotives to depart Mildura left with 1,100 tons of dried fruits on 12-5-1954. The train was in charge of Driver L. Zarth, Fireman R. Ranieri and Guard R. Scherwell.
A B Class diesel-electric locomotive went as far as Werrimull, on the Morkalla line, on 7-1-1957. It hauled loaded grain wagons back to Mildura. It is believed that this was the only such working of this class on the line.
The first CP guards van arrived at Mildura attached to a goods train on 22-6-1957. CP guards vans were available for use on passenger trains as well as fast goods trains running at passenger train speeds. Forty CP vans were built by A.E. Goodwin Ld., New South Wales, and featured an all-steel body welded to the underframe and bogies fitted with roller bearings.
Their first use was on Melbourne to Adelaide fast goods trains.
Class leader 1CP as new when delivered by A.E. Goodwin Ltd., New South Wales in 1957. Note the three windows in the van doors. These were later replaced by single windows. Photo: Victorian Railways
Class leader 1 CP at Mildura on 6-5-1982 soon after being outshopped from Bendigo North Workshops. Forty CP vans were built in 1957 by A.E. Goodwin Ltd., New South Wales. Photo: Bruce McLean
On 3-9-1957 a new daylight train service was introduced to the Mildura line on three days a week. The inaugural run of the new service was hauled by S300 "Mathew Flinders" the first of an order for ten of these 1800 horsepower diesel-electric locomotives. Prior to running to Mildura, S300 was open for public inspection at Spencer Street on 2-9-1957.
S300 "Mathew Flinders" during its delivery to Victoria from Clyde Engineering in New South Wales. S300 entered service on 19-8-1957 and hauled the inaugural Mildura Sunlight day train on 3-9-1957. Photo: Victorian Railways
The first T Class locomotives to Mildura were T343 and T345 on 16-2-1958. They were at the head of a 12-car harvest labour special train.
T343 in modified form at Mildura. 25-12-1982. Photo: Bruce McLean
T345 in modified form at Mildura 16-12-1982. Photo: Bruce McLean
Another new type of locomotive power to join the railway locomotive renaissance of the 1950's was a rail tractor for shunting the yard at Red Cliffs. Known as the RT Class, they featured a Fordson Power Major 40.3 horsepower tractor engine on steel wagon-type underframes with a chain drive to one axle. The driving cabin was fitted with normal tractor controls and seat, two side doors and bi-directional mirrors each side. They were first introduced in 1952. The first of the RT Class was located at Red Cliffs in September 1958. The rail tractor replaced a steam locomotive required to come from Mildura each day to shunt trucks to the siding and within the main railway yard. The rail tractor would undertake all the local work leaving the locomotive from Mildura to drop off and collect wagons only.
Rail Tractor 13RT at Red Cliffs 21-9-1983 Photo: Bruce McLean
The introduction of the "Fruit Flier" express goods service between Melbourne and Mildura on 13-10-1958, saw the development of rolling stock with passenger-type bogies.
Two new refrigerated wagons for carrying perishable goods were put into service for the first time on 3-11-1958. Classified TP, the wagons were insulated and divided into three compartments, independently chilled by ice. They were fitted with passenger-type bogies and could carry up to 15 tons of varied perishables.
TP3 (3 compartments) and TP5 (one compartment) at Mildura in December 1976. The TP wagons were restricted to trailing vehicles on the "Fruit Flier" and were fitted with tail discs and marker lamps. They were distinctive in their passenger red color. A total of five wagons were converted for use on the "Fruit Flier" service. Photo: Bruce McLean
Ten LL bogie sheep wagons were fitted with passenger-type bogies in November1960 and re-coded LP. They were specially modified for sheep and fat lamp transport use on the "Fruit Flier" express goods. These wagons could travel at speeds up to 70 m.p.h..
2LP - one of ten bogie sheep van fitted with passenger-type bogies at Newport Workshops for use on the Mildura line "Fruit Flier" express goods train. Note the "P" symbol on the end of the wagon to indicate to railway staff that the van is capable of passenger train speeds. The ten converted van were previously coded LL. November 1960. Photo: Victorian Railways
Steam locomotives based at Mildura in September 1961 were D3 608 and K190 with N408 and N413 during times when the D3 and K were absent for services. D3 608 is usually used at the yard pilot and K190 runs the Morkalla and Yelta goods.
On 28-9-1961, T327 ran the Morkalla line goods instead of K190 - believed to be the first use of a T Class diesel-electric locomotive on the line.
Coal burning J505 was rostered to Maryborough depot from 28-9-1961. It worked up to Ouyen and was the first locomotive of its class to work the Pinnaroo line, breaking the monopoly of workings on this line by many years of N Class locomotives.
Complaints were reported to Cr. Nat Barclay M.L.A. about the idling in the early hours of the morning of diesel locomotives stabled at Mildura during 1961. Diesel-electric locomotives were stabled on a siding parallel to Seventh Street between Olive and Walnut Avenues. It was practice for a diesel-electric locomotive to be started up at least one and a half hours prior to being used in service. The Minister for Transport (Sir Arthur Warner) advised Cr. Barclay that all reasonable steps would be taken to avoid the unnecessary idling of locomotives.
When the Victorian Railways Commissioners met a deputation in Mildura during their annual tour of inspection on 4-9-1962, the subject of diesel locomotive engine noise was raised. The Commissioners were told the diesels arrived in Mildura as early as 3 a.m. and 4 a.m. and their engines were left running until they departed later in the day. The Chairman (Mr. E.H. Brownbill) promised the Mildura City Council deputation that he would investigate ways of reducing the noise, including shutting the diesels off on arrival at Mildura or moving them to the locomotive sheds. He conceded the latter would be only removing the noise from one area to another.
Two passenger carriages of the BS Class were modified internally top form small buffet cars for use on the "Mildura Sunlight" in 1966. The alterations consisted primarily of the removal of three passenger compartments which were replaced by meal preparation, serving and eating facilities. The cars were altered to MBS Class (1 MBS, 2 MBS) and one was usually placed between the AZ and BZ cars. The legend "Mini Buffet" was painted in gold below the window line of each car, thus marking a departure from the usual practice of naming such vehicles after Victorian rivers.
The era of the steam locomotive was drawing to a close in 1967 and Mildura locomotive depot hosted its last engine on Monday 1-5-1967. (This date coincided with the return of a six nights a week passenger service from Melbourne, replacing the mix of night trains and "Mildura Sunlight day trains).
Mildura Sub-depot foreman Mr. R. Smith sitting on the side of the cabin of steam locomotive J522 on 1-3-1967, shortly before the withdrawal of steam from Mildura on 1-5-1967. Photo: Sunraysia Daily
J522 shunting at Mildura during the last month of the steam era. 11-3-1967. Photo: Sunraysia Daily
The last steam locomotive was withdrawn from Mildura on 1-5-1967, when K192 was taken to Ouyen by Driver W. Purcell and Fireman K. Bland. Steam locomotives continued to operate from Ouyen locomotive depot until 29-12-1967.
A press cutting from "Sunraysia Daily" on 2-5-1967 showing K192 - the last steam locomotive rostered at the Mildura steam locomotive depot - preparing to depart Mildura for Ouyen on 1-5-1967 as new diesel-electric locomotive T399 arrives with a goods train. Source: Bruce McLean Collection
Press cutting from "Sunraysia Daily" on 2-5-1967 of Driver W. Purcell (left) and Fireman K. Bland at Mildura Locomotive depot with K192 - the last steam locomotive rostered at the depot. Shortly they would take the locomotive to Ouyen, closing the steam era in Mildura on 1-5-1967. Source: Bruce McLean Collection
With the closure of the steam era in Mildura, T Class locomotives were used to haul passenger trains and B Class locomotives, the "Fruit Flier" express goods and Friday and Sunday night passenger trains.
T Class locomotives were used for Meringur and Yelta line goods trains. One T Class remained in Mildura overnight. The Down goods train arrives early in the evening instead of early the following day, providing the engine for the passenger train.
Steam locomotives were phased out of the area north of Maryborough with the withdrawal of the last steam locomotives from Ouyen. J507 ran the last steam-hauled goods to Pinnaroo on 29-12-1967 when it worked the 1 a.m. ex Ouyen and return. J526 departed Ouyen at 7 a.m. on 4-1-1968 towing J507. At Donald, J501 and K192 were attached (dead) and the loco's proceeded to Maryborough. The following day the convoy departed for Ballarat.
An "Overland" sleeping car was attached to the Melbourne to Mildura overnight train on 18-2-1968, replacing one of the regular wooden-bodied sleeping cars whilst it received an overhaul to its air-conditioning equipment.
Victorian and South Australian Railways joint stock sleeping car "Onkaparinga" was frequently used to supplement sleeping car accommodation on Mildura trains in the 1960's and 70's. Easter 1971. Photo: Bruce McLean
Victorian and South Australian Railways joint stock sleeping car "Dargo" at Mildura at Christmas 1972. Despite the introduction of "The Vinelander" in August 1972, passenger trains to Mildura continued to use wooden sleepers, both air-conditioned and non air-conditioned. Photo: Bruce McLean
A trial run of a "Motorail" service was conducted at Mildura on 5-8-1968. AX8, a car carrying wagon with a capacity for six motor vehicles was attached to the 9.20 p.m. overnight passenger train from Melbourne to Mildura on 4-8-1968 for the trial. A portable car loading ramp had been sent forward to Mildura some days beforehand.
A railway department vehicle is used to demonstrate to loading of motor vehicles onto AX8 car carrying wagon at Mildura on 5-8-1968. Following the success of this test. Regular Motorail services commenced on 16-8-1968. Photo: Victorian Railways
Another view of the car loading test at Mildura on 4-8-1968. Filling was placed between the rails at the down end of the platform to allow the loading ramp to be rolled into position with the AX wagon. Note that AX8 has been fitted with marker lamps and a tail disc (closed) for trailing at the end of the train. Photo: Victorian Railways
The trail was a success and it was announced that the Motorail service would be a feature on Mildura trains from Friday 16-8-1968. Only one AX wagon (AX8) was used initially on trains departing Melbourne on Monday, Wednesday and Friday and from Mildura on Tuesday, Thursday and Sunday.
An AX "Motorail" wagon at Mildura at Easter 1971. "Motorail" wagons, when originally introduced, were still in their goods wagon color "ferric red" and had a black painted steel panel attached with the "Motorail" logo in white. Photo: Bruce McLean
Mildura Chamber of Commerce wrote to the Victorian Railways seeking improved sleeping cars on the Mildura line. The Chamber was told in a response received in August 1969, that the department was negotiating with the South Australian Railways for the purchase of its equity in some of the sleeping cars on "The Overland" (jointly owned by the Victorian and South Australian Railways). These cars would be replaced by an improved design on the heavily patronised interstate train. The response also indicated that it would be some time before the cars could be transferred to Victorian use as the replacement vehicles were yet to be constructed.
Mr. M. Whiting M.L.A. asked the Minister for Transport (Mr. V. Wilcox) in parliament on 24-9-1969 when an improvement in the sleeping cars could be expected. He was advised that arrangements had been made to purchase the South Australian equity in two roomette and two twinette sleeping cars and these would replace the existing sleeping cars some time in 1971.
On 1-12-1970, Mr. M. Whiting M.L.A. complained about the train service in the Legislative Assembly whilst speaking on the proposed Railway Works and Service Bill, claiming that the rolling stock used on the Mildura line was antiquated. The Bill contained a provision for expenditure on new carriages for "The Overland" to allow release of carriages for the Mildura line.
To supplement Mildura passenger trains during times of peak holiday traffic, non-air-conditioned sleeping cars from the Victorian and South Australian Railways joint stock fleet were used.
Between 1966 and 1976 the line between Woomelang and Mildura was relaid in 80lb, 90lb, and 94 lb welded rail. A relaying gang comprising about 60 men moved to Redcliffs in November 1971 to relay the 41 miles Hattah to Mildura section. The gang was accommodated in a special mobile train of workmen's sleeping cars at a special campsite established in the station yard at Redcliffs. A Walker Diesel Rail Car and Trailer was used to ferry the men to their work site each day. The use of a Walker rail car was the first appearance of these rail cars on the top end of the Mildura line.
Walker 153 h.p. rail car 23RM and trailer 40 MT at Redcliffs October 1972. The rail car was used to convey workmen from their camp at Redcliffs to the point on the Mildura line where they were relaying the line with new rails and ballast. Photo: Bruce McLean
Walker 102 h.p. rail car 9RM and trailer 60MT (nearest camera) on the sidings at the old Mildura locomotive depot in November 1972. 9RM replaced 23RM following mechanical failure. These rail cars were the first and only of the Walker type rail cars to reach Mildura during their service history with the Victorian Railways. Photo: Bruce McLean
The Railway Works and Services Bill 1970 made provision for preliminary expenditure on two new Roomette and two new Twinette sleeping carriages for "The Overland", releasing four similar cars for use on the Mildura line.
On 8-8-1972, the Chief Commissioner of the Victorian Railways, Mr. G.F. Brown, signalled the all clear at Spencer Street station for a reincarnated Mildura train named "The Vinelander" to begin its journey. In 1969, it was announced that arrangements had been made to purchase the South Australian equity in two roomette and two twinette sleeping cars and these would replace the existing sleeping cars used on the Mildura service. The Chairman of the Victorian Railways Commissioners (Mr. G. Brown), in Mildura for an inspection of railway facilities on the north-west of the State, stated that Mildura line passengers "would have luxurious sleeping accommodation, equal to the best in the world". This was a fairly questionable statement considering that cars in question were constructed in 1948 and would be virtually hand-me-downs when placed on Mildura line trains.
Details of the four sleeping cars are as follows:
Carriage Number |
Transferred to Victorian Railways |
Former name on "The Overland" |
Year Built at South Australian Railways Islington Workshops |
Sleeper No. 11 (R) |
1-8-1972 |
Allambi |
1949 |
Sleeper No. 12 (R) |
1-8-1972 |
Tantini |
1950 |
Sleeper No. 13 (T) |
4-12-1971 |
Weroni |
1950 |
Sleeper No. 14 (T) |
26-11-1971 |
Dorai |
1950 |
(R) denotes Roomette (single) compartments (T) denotes Twinette (double) compartments
Roomette Sleeper No. 11 at Mildura on 26-8-1981. Formerly named "Allambi" when built in 1949 for "The Overland". Photo: Bruce McLean
Roomette Sleeper No. 12 at Mildura on 22-12-1981. Formerly named "Tantini" when built in 1950 for "The Overland". Photo: Bruce McLean
Twinette Sleeper No. 13 at Mildura on 29-8-1981. Formerly named "Weroni" when built in 1950 for "The Overland". Photo: Bruce McLean
Twinette Sleeper No. 14 at Mildura on 14-10-1981. Formerly named "Dorai" when built in 1950 for "The Overland". Photo: Bruce McLean
Special carriages were often attached to Mildura line trains for conveyance of dignitaries or special groups. On 10-10-1972, the special car "Norman" (formerly used on the Spirit of Progress" as a parlour car) and the sleeping/sitting car VAM 1 (formerly used as a standard gauge car for Melbourne to Canberra services) were attached to "The Vinelander" to bring a private group to Mildura. Photo: Bruce McLean
On 8-8-1973 "The Vinelander" was one year old and to meet the extra demand for passengers following the large amount of publicity and promotion given to the service, one of the three carriages used on Melbourne to Canberra services was transferred from standard gauge to broad gauge for use on the Mildura line. The carriage used was VAM 1, a 20 berth sleeping and sitting car built at Newport Workshops in 1963.
Every available grain wagon was made available to move the 1973 grain harvest. A group of 30 ELX open bogie wagons were intended to be used in two block trains of 15 wagons each, however when the first block arrived from the Millewa line at the Dunolly grain terminal, workers there refused to unload the wagons claiming that the large volume of wheat in the wagon was a safety hazard. The wagons were not observed in grain traffic again.
A rake of ELX wagons at Redcliffs for grain traffic standing on the SEC siding at the down end of Redcliffs station yard. They were not able to utilised in the 1973 harvest movements as workers at the Dunolly grain terminal refused to unload them as they considered the large volume of wheat in the wagons a safety hazard. 18-11-1973. Photo: Bruce McLean
ELX wagons fitted with tarpaulins in grain traffic at Pirlta. 2-12-1973. Photo: Bruce McLean
1VAM, a former "Spirit of Progress" sleeping car was converted to broad gauge from standard gauge in 1972 and commenced to make regular appearances on "The Vinelander" in 1974. After withdrawal from interstate service, 1VAM was used for General Manager inspection trains and other special uses before being allocated to "The Vinelander" on services that required additional sleeping car accommodation such as Easter, Queen's Birthday weekend etc.
Sleeping car 1VAM at Mildura on 10-10-1972 shortly after transfer to broad gauge from standard gauge. Photo: Bruce McLean
Mildura Shire Council wrote to the Victorian Railways in 1974 seeking some form of distinguished marking on railway freight wagons so that they would be more visible to motorists approaching level crossings. The Secretary for Railways, Mr. N. Rashleigh, replied to Mildura Shire Council on 7-11-1974 indicating that this idea had been investigated and it had been found that it was almost impossible to find a color that would stand out against all backgrounds at all times of day. Other problems were the possible covering of strips by tarpaulins, constant and continuous maintenance to the strips and the cost of fitting to all rolling stock would be costly and a lengthy operation. (Reflectorised vinyl strips were subsequently fitted to rolling stock and locomotives in the later part of the 1990's).
The Victorian Railways fire fighting train was sent to Ouyen following bushfires at Hattah. The train arrived in Ouyen on 15-1-1975 and was sent to Hattah the following day. The fire fighting train consisted of five tank wagons and a wagon with pump equipment. Bushfires had ravaged the Hattah area and Sunset Country to the west of the railway line to Mildura.
The fire fighting train was rushed from Maryborough to Hattah on 7-2-1975 when a furniture van crashed and caught fire about 3.20 p.m., on the Calder Highway about three kilometres from Hattah, setting fire to tinder-dry grass and scrub. The train, with 35,000 gallons of water, was used to assist in putting out burning sleepers. It was later stationed at Nowingi on standby.
From 2-4-1976, ex "Spirit of Progress" Canberra composite sleeping carriage 2VAC became a regular part of "The Vinelander". It was used to hold 12 sleeping berth passengers, the 6 first class and 8 economy seats not being used. 2VAC and 1VAC were converted to full sleeping accommodation in 1977.
Sleeping Car No.16. Mildura 22-8-1981. Originally built as a BS Economy car for the "Spirit of Progress", it was converted to a combined sleeping/compartment car VAC1 in 1962 and converted to a full sleeping car in 1977 for "The Vinelander". Photo: Bruce McLean
In May 1977, two diesel fuel fired heating units were installed under the guards desk at each end of 37CE with provision to divert the heated air into the guards desk area of the vehicle. 37CE was selected for the trial and was primarily used on "The Vinelander" service. 37CE had "Vinelander" stencilled on the underframe, possibly to denote fitting of the heater. All guards vans used on goods train were fitted with heaters, however "The Vinelander" was the only intrastate passenger train in Victoria and the large CE vans used on the service did not provide any form of heating comfort for guards.
37CE photographed at Mildura on 12-6-1977 with "Vinelander" stencilled on the underframe, possibly denoting that a heater had been fitted for the guard travelling overnight in the previously unheated vans. Photo: Bruce McLean
Stencil "Vinelander" on the underframe of 37CE guards van denoting use on "The Vinelander" train only. Mildura 12-6-1977. Photo: Bruce McLean
A Y Class locomotive was stationed at Ouyen as yard pilot engine. Periodically the locomotive would have to come to Mildura to refuel, generally attached to a goods train. Y104 was noted at Mildura on 3-7-1977. Photo: Bruce McLean
Two Buffet cars were converted from former "Spirit of Progress" carriages and were out-shopped from Newport Workshops on 9-7-1977. The following are histories of the carriages used for the service:
Carriage No. |
Altered to |
Date |
Note |
Car No.6 |
1 BS |
30-8-1939 |
Built for Spirit of Progress |
1 BS |
2MRS |
9-7-1977 |
Converted for use on "The Vinelander" |
2MRS |
226BRS |
21-4-1984 |
|
226BRS |
- |
13-10-1994 |
Stored |
226BRS |
- |
October 1995 |
Sold to Seymour Loco Steam Preservation Group |
Carriage No. |
Altered to |
Date |
Note |
Car No.9 |
4 BS |
30-8-1939 |
Built for Spirit of Progress |
4 BS |
1MRS |
9-7-1977 |
Converted for use on "The Vinelander" |
1MRS |
225BRS |
7-10-1983 |
|
225BRS |
- |
January 1995 |
Stored |
225BRS |
- |
9-4-1995 |
Sold to West Coast Railway |
The first X Class diesel-electric locomotive to Mildura was X43. It arrived on the morning of 13-11-1977 after bringing the usual heavy Friday night "The Vinelander" from Spencer Street after a 20 minutes late departure, into Mildura slightly ahead of schedule. Over the next two days Mildura crews were instructed in its operation. During the following week X class engines were rostered each day to enable Mildura crews to be instructed in their operation. The following week they worked as far as Ouyen to enable crews there to be instructed. Engineman instructor Mr. W. Hutcheon accompanied X43 to Mildura and conducted the crew training.
Mildura Enginemen G. McCarthy (left) and D. Laird (right) with Driver Instructor W. Hutcheon inspecting X43 - the first representative of this class of diesel-electric locomotive to Mildura. X Class Nos. 31 to 44 were regularly rostered from this day onwards on Mildura corridor trains. 13-11-1977. Photo: Bruce McLean
In January 1978 it was announced that an additional two sleeping cars would be made available for use on "The Vinelander". A shortage of sleeping accommodation on Friday and Sunday nights had been aggravated for some months as the two twinette sleeping cars had been out of service. The carriages being upgraded into sleeping cars were former standard gauge cars VAC1 and VAC2, issued to broad gauge traffic on 23-2-1978 as No.15 Sleeper and No.16 Sleeper.
The rostering of locomotives on Mildura passenger and goods trains was altered in 1978. Prior to the change, a T class was rostered on the Down "Fruit Flier" to Mildura and work the Up "The Vinelander" out, a B or X class would bring the Down "The Vinelander" to Mildura and work the Up "Fruit Flier" out; and a T class would work the Up and Down goods.
Under the new arrangements, the "Fruit Flier" was worked each way by an X class, "The Vinelander" each way by a B class, and the Up and Down goods by a T class.
The use of an X class on the "Fruit Flier" enabled an additional 150 tons to be added over the B class load.
A familiar site at Mildura since the introduction of the B Class diesel-electric locomotive has been the appearance of one or more representatives of the class on Mildura line trains. This early morning scene at Mildura was a typical view at the locomotive storage sidings each day. B65 and B74. 6-4-1981. Photo: Bruce McLean
About 1981 (exact date not known) a Y Class locomotive was regularly rostered as Pilot engine at Mildura. A "pilot" engine is a railway term for a locomotive dedicated to a station yard for shunting in the yard and district sidings. Prior to this a T Class locomotive was usually used, however with the larger B and X Class locomotives predominantly rostered on trains and no guarantee that a smaller T Class engine would be available each day (more practical for shunters and crews sighting hand signals and rolling stock movements) the solution was to roster a Y Class locomotive to Mildura. A Y Class has been rostered as a pilot engine at Ouyen from the early 1970's.
Y170 was rostered as the Pilot engine at Mildura on 6-5-1981. Pilot engines always had their cabs at the Melbourne end to minimise the sun on the front windows for train crews. Photo: Bruce McLean
On 12-5-1981, a special livestock train consisting of empty L Class sheep vans was scheduled from Mildura to Yelta. There was nothing unusual about the rostering of this type of train, however on this particular day, the Mildura Stationmaster (Mr. K. Bailey), did not have a brake van in the yard for the rear of the train. Brake vans were a normal requirement for all trains and Mr. Bailey overcame his problem by using a spare sleeping car used on "The Vinelander" passenger train. The sleeping car overcame three problems - a brake van for the train (sleeping cars were fitted with a handbrake), a tail disc (sleeping cars were usually fitting with a tail disc to allow them to be the last vehicle on a train), and accommodation for the guard and shunters going to Yelta. A very satisfactory solution and a novel one for rail fans, who were alerted to the unusual train and were able to secure a pictorial record.
Sleeping Car No.1 at the rear of an empty sheep train ready to depart Mildura for Yelta on 12-5-1981. The sleeping car was substituting for a brake van in the absence of a suitable van at Mildura. Photo: Bruce McLean
Y170 arrives at Yelta from Mildura with empty L Class sheep vans and Sleeper No.1 at the rear as a substitute brake van. 12-5-1981. Photo: John R. Page
Y170 with its load of sheep and Sleeper No.1 as a brake van, is captured in the late afternoon sun between Merbein and Mildura on its return from Yelta. 12-5-1981. Photo: John R. Page
X33 and T320 stand side by side at Mildura. X33 will haul "The Vinelander" to Melbourne later in the evening whilst T320 is about to depart with a load of grain from Yelta. The first two wagons are not covered with tarpaulins suggesting that they are defective or required for other traffic. 29-11-1981. Photo: Bruce McLean
On 4-10-1981, VicRail country passenger services underwent a transformation with the greatest timetable changes ever, radical alterations to operating methods and new booking procedures. It was a positive effort to attract passengers and it was planned that by the end of 1983:
* All trains would be composed of steel-bodied air-conditioned rolling stock;
* High standard on-train refreshments would be provided on longer-distance trains;
* Presentation of the services would be improved with greater use of conductors and hostesses, equipment would be kept clean internally and externally, and station amenities upgraded;
* Schedules would be faster and more frequent.
The 283 non-air-conditioned carriages in service in 1981 would be replaced by a much smaller number of new air-conditioned cars which would run more intensively than had been the case in the past. All cars would be formed into sets of 3 or 4 passenger cars with only one brake van marshalled at one end. The van would not be reversed to avoid shunting and allow tighter turn-around at terminals.
A new color scheme was also launched with the changes. - the colors of tangerine and silver replacing the blue and gold on steel and air-conditioned carriages. The red wooden carriages would eventually be phased out.
The first rolling stock to come to Mildura in the new VicRail color scheme of tangerine and silver was van VBPY90 on 4-2-1982. This van was used to convey parcels and was attached to "The Vinelander". Photo: Bruce McLean
The first passenger carriage in the new VicRail color of tangerine and silver to come to Mildura was economy class saloon car 1BZ on 22-7-1982. Photo: Bruce McLean
B80 stands at Mildura fuel point in its new tangerine and silver color scheme. 2-8-1982.Photo: Bruce McLean
During 1982 an extensive scrapping program was undertaken at Newport Workshops, the target of the oxy-acetylene torch being the wooden country passenger cars and brake vans. Many of these vehicles however, were saved by various railway preservation groups and have continued to travel on the Mildura line in railway enthusiast special trains.
Scrapping has commenced on former first class corridor car 15AW at Newport Workshops. 25-8-1982. Photo: Bruce McLean
Sleeper No.14 undergoing an overhaul at Newport Workshops on 16-7-1982. When "The Vinelander" sleeping cars were temporarily taken out of service, they were either replaced by sleeping cars off "The Overland" or sleeping cars 15 and 16 (former VAC standard gauge cars). Photo: Bruce McLean
The "new deal for country passengers" launched on 4-10-1981 by VicRail covered in the preceding paragraphs introduced the first of the steel-bodied air-conditioned rolling stock, known as "N" cars. The first occasion that Mildura line passengers were able to experience the new air-conditioned rolling stock (still being built at Newport Workshops) was on 3-5-1983 when N Set No. 1 consisting of 1BN (Economy), 2 BN (Economy) and 3ACN (First) was used to form "The Vinelander" from Spencer Street to Mildura.
The new "N" carriages were built to a similar external design to the Newport-built AZ/BZ series cars but featured different internal layouts, power doors and a self-contained power supply provided by a motor generator set slung beneath the car. (Prior to this, carriages generated their power supply by either a belt drive from an axle or head-end power from a separate power car. A belt drive created resistance with each carriage, but independent head-end power allowed more cars per train). The ACN First Class car included a van goods area and safeworking compartment at one end.
The first "N" set to be attached to "The Vinelander" arrived in Mildura on the morning of 4-5-1983. The set consisted on BN1, BN2 and ACN3. The cars were similar in outline to the AZ/BZ carriage design of the 1950's. They featured the VicRail colors of tangerine and silver with the VicRail logo, known as the "teacup". Photo: Bruce McLean
1BN Economy Class car built in 1981. Photographed at Mildura on 4-5-1983 on the first occasion and N set had been rostered on "The Vinelander". Photo: Bruce McLean
Commencing in July 1982, Ballarat Workshops converted 13 AS First Class cars into BS and BRS catering cars. The Ballarat and Bendigo Workshops were also involved in the refurbishing of two MRS and three MBS cars to create an additional five BRS catering cars.
It was also announced that the B Class locomotive fleet would be upgraded and eight T Class locomotives would be rebuilt for use on InterUrban train services.
On 24-5-1983, the author of this history purchased the Mildura Loco Van, H 919 - a wooden bodied vehicle used by the Mildura Sub Depot Foreman for holding heavy tools and equipment for use on such occasions as derailments and major rolling stock and locomotive repairs. H 919 was originally housed at the steam locomotive depot and was moved to the diesel storage and fuel point area when the steam depot closed in 1967.
Mildura Loco Van 919H on the day it was sold to the author for $25.00 on 24-5-1983. Attached is B202, a steel four-wheel wagon that would shortly be placed on a concrete pad and used as a replacement storage place for the equipment removed from 919H. Photo: Bruce McLean
Off-register steel van B202 was sent to Mildura to be used by the Mildura Sub-depot Foreman as a replacement store for 919H, arriving on 13-12-1982. The wheels and other under-floor equipment were removed in July 1983 and B202 took up a permanent place in August 1983 near the diesel locomotive fuel point.
Off-register van B202 sitting on a concrete pad near Mildura diesel locomotive fuel point for use by the Sub-depot Foreman for storage of heavy tools and equipment. The van was located at this site in August 1983. 12-8-1983. Photo: Bruce McLean
H919 was transferred by goods train from Mildura to the up end dead end siding off No.3 road at Irymple on 28-10-1983. The move to Irymple was to facilitate the next move by road transport to H919's preservation site. Photo: Bruce McLean
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