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Construction from Mildura to Merbein commenced in 1909 with second use 60 pounds D type rail which had seen service on other sections of the system. A remarkable variety of years and rail manufacturers were represented in this seven miles of track and a table is shown at the end of this section to illustrate what could well have been described as a "rail museum". There were nine sleepers of 9 foot x 9 inches x 4 1/2 inches per rail length of 22 foot 6 inches with limestone ballast 4 inches deep.
Tenders were invited on 21-7-1923 by the District Road Master, Ouyen, to fill two bridges between Mildura and Merbein with approximately 3,800 cubic yards of filling.
Merbein to Yelta construction commenced in 1924 using 60 pounds AS type with a length of 45 feet. There were 19 sleepers per length with a size of 8 foot 6 inches x 9 inches x 4 1/2 inches and limestone and sand ballast 4 inches deep.
In June 1984 work commenced in a small cutting near Yelta to rehabilitate the cutting, improve drainage and replace ballast. In this view on 8-7-1984, fine ballast has been placed into the track. Photo: Bruce McLean
On 18-11-1986, the Minister for Transport, Mr. T. Roper, announced that a major upgrade would be undertaken on the Mildura to Yelta line at a revised cost of $4.1 million. The Yelta line had only been maintained by local track repair gangs and a major replacement of sleepers and rail was required to bring the line up to a standard to carry 80 tonne grain wagons. There would be an increase from 200 to 250 sleepers per kilometre. V/Line had invested $125 million in the grain network between 1983 and 1986 and in 1987 work undertaken included major upgrading of the Mildura line with more crossing loops and longer loops for crossing trains. The works were part of the CANAC grain handling recommendations.
Before the upgrading of the Mildura to Yelta line commenced, V/Line decided to get in early and send some bogie VHGY grain wagons to Yelta for a special despatch of safflower from the Yelta silos. The first VHGY wagons were taken out on the line on 11-4-1987, with the siding at Merbein being used to hold some of the wagons.
The first use of VHGY wagons at the Yelta silos for loading of safflower. 11-14-1987. Photo: Bruce McLean
Tenders for earthworks between the Chaffey Avenue, Mildura level crossing and the Calder Highway level crossing at Merbein (including Merbein station yard) were called on 28-10-1987 and 7-11-1987 and from the Calder Highway to the end of Yelta station yard on 21-11-1987.
Track preparation prior to relaying at the McEdward Street overhead bridge between Mildura and Merbein. 29-5-1988. Photo: Bruce McLean
Each side of the track from Mildura to Yelta was cleared by a contractor prior to the rehabilitation of the sleepers and track. This scene is looking in the up direction towards Merbein station. 29-3-1988. Photo: Bruce McLean
A sleeper replacement program with a 40 man "tie renewal gang" commenced work between Speed and Mildura in March 1987, working their way through to Mildura by 11-11-1987. They continued on to Yelta in advance of relaying of rails. The gang was capable of replacing 700 sleepers a day with the sophisticated machinery and re-laid about 7,500 sleepers between Mildura and Yelta. Once the sleepers were in the track, the gang began replacing the existing 60 pound rails with 80 pounds rails, correct the geometry of the line, and ballast the new track with bluestone. The 80 pound rail was released from the Traralgon to Maffra line in Gippsland which was being dismantled after closure.
The first rails to arrive for the relaying of the Mildura to Yelta line arrived in Mildura on 18-5-1988. The rails were recovered from the Traralgon to Maffra line which was being dismantled after closure. Photo: Bruce McLean
The up end of Yelta yard prior to relaying. The track arrangements were altered considerably in line with recommendations made by the CANAC report into rail grain handling. 29-5-1988. Photo: Bruce McLean
The Mildura Shire Council, in May 1988, recommended to V/Line that the existing McEdward Street, Merbein, overhead bridge should be upgraded to a two lane bridge as part of the Mildura to Yelta line improvements. ($3.4 million was allocated for upgrading the railway line only).
The line was closed to rail traffic in June 1988 and track laying commenced at the 13th Street level crossing and proceeded towards Yelta. The reason for the 13th Street start was to allow Mildura City Council to place a concrete culvert in an embankment at the end of 12th Street for pedestrian access from new housing developments on the west side of the railway line.
At Merbein the bridge over the main channel was also replaced in advance of the relaying gang during June 1988.
Workmen replacing the bridge over the main channel on the up side of Merbein prior to relaying of the line with heavier rails. 29-6-1988. Photo: Sunraysia Daily, Bruce McLean Collection
A back-hoe cuts through the railway embankment opposite the end of 12th Street Mildura to allow a concrete culvert to be inserted for pedestrian traffic. 15-6-1988. Photo: Bruce McLean
The 12th Street underpass project is almost completed as workmen put the finishing touches to the pedestrian opening under the Mildura to Yelta line. 29-6-1988. Photo: Bruce McLean
Bad day for taking a photo! The fishplates in the right foreground mark the starting point for relaying the Mildura to Yelta line with 80 pound rail from the Traralgon to Maffra line, replacing the existing 60 pound rail. Photo: Bruce McLean
With the rail for the Yelta line relaying coming from the closed Traralgon to Maffra line, new sleepers were also coming from Bairnsdale in Gippsland. Three VFTY wagons of sleepers are shown at the head of 60 GY grain wagons on Saturday morning 4-6-1988 at Mildura. Photo: Bruce McLean
The condition of the track from Mildura to Yelta was very poor as shown in this view near the 355 mile post. 1988. Photo: Chris. Wurr
Discharging sleepers on the Yelta line with Y174. 1988. Photo: Chris. Wurr
Y174 on a sleeper discharge train near Merbein. 1988. Photo: Chris. Wurr
Y174 arriving at Merbein with a combined train of sleeper and grain wagons. 1988. Photo: Chris. Wurr
Ballasting of the new rail sections of line commenced in July 1988.
Mechanised equipment was used to apply ballast to the Mildura to Yelta line during the relaying operation. A rake of bogie ballast wagons can be seen behind the ballast regulator machine. 30-7-1988. Photo: Sunraysia Daily, from Bruce McLean Collection
Bluestone ballast has been placed between the new rail at the start of the Yelta branch at Mildura. The tracks to the left serve the BP fuel siding and hard standing area on the former steam locomotive depot site. 7-8-1988. Photo: Bruce McLean
X31 has arrived at Mildura with along ballast train for the Mildura to Yelta line relaying project.5-8-1988. Photo: Bruce McLean
There was a small drama played out on one of the many ballast trains coming northwards for the Mildura to Yelta line upgrade. About 9.30 a.m. on 19-9-1988 two men, who were later discovered to be escapees from an Ararat prison, were observed hiding in a ballast wagon as it was stabled in No.2 road at Redcliffs waiting to cross the up "The Sunraysia" passenger train. The Stationmaster alerted the police who arrested the two men. The ballast train had come from Melbourne and had stopped for crew changes at Ballarat, Maryborough, Donald and Ouyen before arriving at Redcliffs at 9.17 a.m..
The view from the McEdward Street bridge, Merbein of the rebuilt line from Mildura to Yelta. 7-8-1988. Photo: Bruce McLean
The same view on 3-9-1988 after the application of bluestone ballast to the line. The line still required lifting and tamping before being completed. Photo: Bruce McLean
The up end of Merbein following relaying and ballasting. 3-9-1988. Photo: Bruce McLean
The down end of Merbein station yard following relaying and ballasting. 3-9-1988. Photo: Bruce McLean
The partly upgraded Mildura to Yelta line was open for traffic after the temporary closure, on 6-10-1988. More than 1500 tonnes of grain was loaded at Yelta on 6-10-1988 and another 1125 tonnes the following day. The section from Merbein to Yelta had not been completed and a speed restriction of 25 kph applied.
At Yelta, the whole of the old track arrangement was removed, the site graded and a new track arrangement with new sleepers and the heavier 80 pound rail laid. This work commenced in September 1988.
The whole track arrangement at Yelta was altered when the relaying gang started work. All existing trackwork was removed, the site graded and a new track arrangement constructed. In this view looking in the down direction, the down end points of the loop are ahead of the grain discharge chutes. The platform and derelict station building indicate the former position of the main line. 1-10-1988. Photo: Bruce McLean
Looking in the up direction at the new track arrangement. Note the isolated station platform. 1-10-1988. Photo: Bruce McLean
The new design for the terminus at Yelta was solely directed at grain requirements, therefore there was no consideration given to retaining the platform alignment in the planning process. 1-10-1988. Photo: Bruce McLean
Looking towards the end of the line at Yelta. The last section of track under the new arrangements curved back to end up on the old alignment a short distance from the site of the old buffer stop. 17-9-1988. Photo: Bruce McLean
The end of the line at Yelta after realignment, relaying and ballasting. Track equipment is standing on the end of the line. 1-10-1988. Photo: Bruce McLean
The up end of Yelta yard following ballasting. A light metal has been placed beside the rails to form a smooth path for workers and crews attending to rolling stock and safeworking. 1-10-1988. Photo: Bruce McLean
With the upgrading of the line completed, instructions were issued on 13-12-1988, allowing locomotives of all classes except C Class, to run from Mildura to Yelta.
Instructions published in Weekly Notice 49/88 for the Mildura - Yelta line. Source: Victorian Railways
Following relaying of the Mildura to Yelta line with 80 pound rail, V/Line decided to sell about 40 km of released 60 pound rail locally. Advertisements were placed in local newspapers and the rail was sold "trackside" to local buyers.
The new line from Mildura to Yelta was capable of carrying the large G Class locomotives and bogie grain wagons and improve the efficiency and effectiveness of grain transport by rail.
G512 is at the head of a ballast train for the Yelta line. The workman on the third wagon is hosing down the ballast using the standpipe at the up end of Mildura station, in an attempt to reduce the dust generated on a hot 13-11-1990. Photo: Bruce McLean
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