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The Woomelang to Mildura line was originally laid with 60 pounds D class steel rails of 22 foot 6 inches length. There were nine 8 foot 6 inch x 9 inch x 4 1/2 inch sleepers per rail length. Combinations of gravel, sand, limestone and ash 4 inches deep was used for ballast. The line was unfenced between Woomelang and Irymple.
The section from Woomelang to the 39 mile peg (construction mileage, near Bronzewing) was taken over by the Existing lines branch for maintenance on 16-4-1903 and from Woomelang to Ouyen on 1-8-03.
Following an inspection by Roadmaster Spencer, it was recommended that five gangs of three men each be placed on the line in the charge of an Acting Roadmaster. It was also recommended that the section from Ouyen to Yatpool would require five gangs of three men each when the line came under the Existing Lines branch from 21-10-1903.
Roadmaster Burns took over the Ouyen to Yatpool section on 21-10-1903 but as his permanent way men did not arrive until 5-12-1903 arrangements were made with the Railway Construction Branch to keep on two gangers and seven men until the night of 4-12-1903.
The line from Yatpool to Mildura was taken over for maintenance from the Construction Branch on 1-1-1904.
On 5-5-1904 Roadmaster Burns was issued with a motor car (trolley) for supervision of his section from Ouyen to Mildura. On 21-7-1904 the Chief Engineer recommended that motor cars be provided to gangers on the Woomelang to Mildura line and the track force be reduced.
Roadmaster Burns, on 5-5-1904, requested the use of a ballast train to clear sand in sand cuttings on the Mildura line, with the sand to be deployed to widen subsided embankments.
A cloudburst on the evening of 2-8-1912 caused water to bank against the railway embankment about a mile south of Turriff station at a box culvert resulting in a washaway 33 feet long and 12 feet deep. Mr. W. Gemmell, the porter in charge, fearing trouble, walked along the line and discovered the damage shortly before a goods train was due. Road Master Liston reported the incident on 3-8-1912 and an inquiry was conducted into the question of providing a waterway. On 12-9-1912 the Chief Engineer recommended that the box culvert at 259 miles 51 chains 49 links be replaced with a bridge with 3 opes at 11 feet. Brick abutments were constructed to lessen the chance of a flood breach and it was completed on 16-2-1913. A large concrete pipe replaced this structure in 1992.
The bridge erected in 1913 to replace a wooden box culvert at 259 miles 51 chains 49 links near Turriff following a washaway. 3-10-1985. Photo: Bruce McLean
The 60 pounds rails between Donald and Woomelang were replaced with 80 pounds rails after 1914. In May 1921 work commenced relaying the line from Woomelang to Mildura with 80 pounds O and AS class rails. Sleepers were heavier 9 feet x 10 inch x 5 inch with 18 per 45 foot rail length and 16 per 31 foot 9 inch rail length. Ballast was increased to a depth of 6 inches. From Hattah to Mildura only 31 foot 9 inch rails were used. Progress was fairly slow and there were lengthy periods each year when work was discontinued to allow for the increased number of trains running following the annual wheat harvests.
A ganger and his tri-cycle track inspection machine at Redcliffs in 1923. Tracks were patrolled on a daily basis in the days of short rail lengths and light ballast. Photo: Courtesy R. and J. Fields Kent, England, via Flora Noyce
By the end of December 1921 relaying had almost reached Turriff and by November 1923, had progressed only as far as Tempy. Ballast was obtained from a siding installed at Bet Bet on 11-11-1924 to remove mine tailings from Duke and Main Leads gold mine for use on the Mildura line during upgrading to allow A2 class locomotives to run as far as Woomelang.
Relaying eventually reached Ouyen in 1927 with the first A2 Class locomotive arriving on 28-2-1927. Relaying proceeded as far as Nowingi before halting again.
After a delay caused by a shortage of suitable rails, relaying from a point near Nowingi resumed in June 1929 with serviceable rails released from the north-east main line being forwarded. By January 1930 relaying had been completed to Carwarp but was halted due to financial constriction. Work resumed later in the year and by 16-10-1930 relaying had reached the 334 mile post between Carwarp and Yatpool.
Ballast for the upgrading work was railed from the ballast siding between Thurla and Benetook on the Meringur line. Sleepers for relaying were forwarded by riverboat to Mildura and transferred to railway wagons. With the onset of the depression, this work was suspended at Yatpool until November 1934 when serviceable rails released from the Geelong track were forwarded.
In September 1935 it was announced that relaying of the final section of the main line from Yatpool to Mildura would commence on 24-9-1935. Ninety men were brought to Mildura with a special temporary siding constructed near the river front at Mildura to accommodate their special sleeping and facilities carriages. The new rails laid were 80 lb. per yard and 31 feet 9 inches long. The work was under the supervision of Mr. J. Fitzpatrick, Road Foreman at Ouyen. Relaying proceeded at the rate of about a mile a week.
Sloping fences to prevent sand drifts onto railway lines in the mallee were experimented with during 1937/38 and proved to be successful. The use of sand chutes was extended to all lines where sand drifts were prevalent. They were not always successful however, as it was reported that gale-force winds were so strong in early December 1938 that the train to Kulwin arrived 27 hours late due to sand being blown over the rails up to five feet deep in places. A special train had to be sent up to Sea Lake to form the departure to Melbourne as it was scheduled to leave four hours before the train to Kulwin arrived at its destination.
Part of a circular issued to staff responsible for track maintenance for dealing with sand drifts in the Mallee on 7-10-1931. The circular also contained details of preventative methods to be used for containing sand drifts. Source: Victorian Railways, Bruce McLean Collection
This sand chute was erected in 1938 near Sea Lake. The effects of the length of the chute can be seen where the sand is clear of the track in front of the barrier, but in the foreground where the chute was still to be built, sand surrounds the line. Photo: Mr. J. George, from Victorian Rail Ways
A bad sand drift on the Sea Lake line circa 1942/43. Note the sand chute. Photo: Kelvin Rosenow Collection
Workmen at the same location as the previous view after some progress and plenty of hard work removing the fine, dry sand from only one rail. Photo: Kelvin Rosenow Collection
Another view of a mallee sand chute (not on the Mildura line). 1972. Photo: Victorian Railways
Heavy dust storms during the 1944/45 summer caused drift sand to cover mallee railway lines in a number of locations. A special train was provided to remove drift from Ouyen, Walpeup, Tempy and Hattah for a period of five weeks from 10-1-1945.
In 1946 the Soil Conservation Board wrote to the Victorian Railways regarding sand drifts in the mallee and requested details of locations where sand drifts covered the railway. The Soil Conservation Board suggested planting rye corn to stabilise the land, however the Commissioners were obliged by law to burn off beside the tracks. The sections identified on the Mildura line were:
Location |
Nearest Station |
Property Holder |
261 miles 4 chains to 261 miles 35 chains |
Turriff |
Mr. J. Brown |
293 miles to 293 miles 36 chains |
Kiamal |
Mr. J. Dunkley |
294 miles 40 chains to 296 miles 20 chains |
Kiamal |
Mr. Hickmott |
An aerial survey of the mallee railway lines was made in February 1952. The survey was undertaken by Brown and Dureau Ltd. of Melbourne using a Dragon bi-plane at a height of 1,470 feet.
Horse teams were used for ploughing firebreaks alongside railway lines. In this scene taken on 4-1-1952, between Irymple and Mildura, it appears that some burning off has also been required. Photo: Sunraysia Daily
A new timetable was introduced from 23-8-1953 proving for an additional half hour to be added in each direction to the Mildura Express. The lengthened journey was contributed to the poor state of the track from Donald to Mildura - the new diesel locomotives introduced earlier in the year proving too heavy for the line. This was denied by the Railway Commissioners who claimed that a misunderstanding was possible as track repair work was currently being undertaken from Sutherland to Lascelles to improve passenger riding comfort. Trains were restricted to a 40 m.p.h. limit.
Railway technicians used a Hallade track recording car to inspect the Mildura line for irregularities in the track during the second week of May 1954. The Hallade recorder tests for looseness, kinks and shifted rail alignment on a chart. The results are then provided to gangers, road foremen and district engineers for rectifying any faults in the track.
On 27-5-1954 it was reported in "Sunraysia Daily" that three railway gangs were relaying and reconditioning the rail track between Sutherland and Mildura. This advice was given to Mr. A. Lind M.L.A. by the Minister for Transport (Mr. Coleman) following complaints from Mr. Lind about the uncomfortable travel conditions due to the rough nature of the track.
A gang of 40 men worked all weekend on 13 & 14-11-1954 to replace short length rails with longer, welded rails at the Eleventh Street/Benetook Avenue crossing at Mildura. The following weekend 20 & 21-11-1954, similar work was undertaken at the Seventh Street crossing, Mildura.
On 14 & 15-6-1955, new rails were laid at the San Mateo Avenue and Eighth Street, Mildura, level crossing.
In a response to submissions from Cr. N. Barclay M.L.A., for improvements to Mildura line trains, the Minister for Transport (Mr. A. Warner), advised that steady progress had been made in improving the state of the railway tracks in Victoria. Work undertaken had permitted restoration of normal speeds on the Sutherland - Litchfield, and Birchip - Lascelles sections, where speed restrictions had been in force.
The derailment of a goods train near Hattah on 21-1-1959 prompted the Editor of Mildura's "Sunraysia Daily" newspaper to comment on the condition of the Mildura railway line and the rolling stock using it, in his column published on 10-2-1959. He claimed that passenger and fast goods trains were safe to travel on the track as they had special bogies for fast travel, but the old four-wheel wagons were not safe at high speeds. The Mildura line, he stated, was put down through the Mallee on sand and at a time when diesel engines and their weight and speed were unknown.
Another derailment near Hattah on 29-8-1959 gave cause for more concern by the newspaper Editor, suggesting the sand embankments may be the cause of the problems.
Following the January derailment, however, railway engineers arranged for a special gang of workmen to relay and ballast the line with blue metal. They started at Ouyen and worked towards Hattah. The existing 80 pound rail was removed and replaced with longer, welded rail, of similar weight and ballasted with crushed rock.
Nine wagons of a Mildura bound fast goods train left the rails at 5.10 a.m. about three miles on the down side of Hattah on 17-2-1960. This third major derailment between Ouyen to Redcliffs gave the Editor of "Sunraysia Daily" more fodder to attack the condition of the track in this section. A gang was at work relaying the track north of Ouyen and had reached the point where the first derailment took place on 21-1-1959.
Although not related to any fault in the tracks, two head-on collisions - at Speed station on 25-12-1958, and Redcliffs station on 19-4-1960 - caused the Editor of Sunraysia Daily to again call into question the whole question of safety on the Mildura line following the Redcliffs smash. The Editor wrote that "railwaymen who have to work on the line and rail travellers also, will have little remaining faith in this hoodoo line". The derailment of five wagons and a guard's van on 24-6-1960 prompted him to then write that the latest derailment was on re-laid and bluestone ballasted track, begging the question "If the track is not the reason, what is it?" He concluded with "the odds of something happening to a passenger train have shortened considerably".
Saturday track inspections on lines with speed limits under 70 miles an hour were cancelled from 20-8-1966. In response to politicians concerned with this move, Commissioner E. Rogan said that safety was the first consideration before deciding to cease Saturday rail inspections and they would not have been cut out if it were dangerous.
Members of track gang No. 28 at work in the Irymple yard in 1969. The gang consisting of Repairer Mr. D.C. Maizey (left), Acting Ganger G.E. Perry (centre) and Repairer A. Demasi won first prize in its section of the 1968 track competition conducted by the Victorian Railways. Photo: Victorian Railways Newsletter
Between 1966 and 1976 the line between Woomelang and Mildura was re-laid in 80lb, 90lb, and 94 lb welded rail at a total cost of $6.2 million. In connection with the relaying of the Birchip to Woomelang section with 90 pound rails, three sidings were constructed near the station yard to accommodate workmen's sleepers. A 153 h.p. Diesel Rail Car and Trailer was based at Woomelang to transport gangs to the work site. From 13-10-1969, the rail car commenced running between Donald and Speed conveying Way and Works employees. By March 1970, 17 miles had been re-laid from Woomelang to Speed.
A relaying gang comprising about 80 men moved their camp to Redcliffs from Clunes when they completed the Ballarat to Maryborough section to relay the 41 miles Hattah to Mildura section, replacing the old 31'9" 80lb lengths with 270' 94lb welded rail at a cost of $1.1 million. The gang were accommodated in a special mobile train of workmen's sleeping cars at a special camp site established in the station yard at Redcliffs in November 1971.
Work commenced on 18-1-1972 with the Diesel Rail Car and Trailer used to ferry the men to their work site each day. Ballast trains with about 20 trucks of blue metal from Carisbrook arrived each day allowing about a mile of track to be reconditioned a day.
Old passenger rolling stock was converted to sleeping and amenity cars for use by the relaying gang working on the Mildura line. This is the temporary camp set up in the railway yards at Redcliffs in November 1971. Photo: Bruce McLean
The relaying gang camp train contained some vintage rolling stock. This "mansard" roofed vehicle numbered WW77 was formerly a Victorian and South Australian Railways joint stock carriage. October 1972. Photo: Bruce McLean
Walker 153 h.p. rail car 23RM and trailer 60MT in No.4 road at Redcliffs. This was the first Walker rail car to venture to the top end of the Mildura line and was used for conveying workmen to their work site during relaying of the Mildura line. October 1972. Photo: Bruce McLean
The relaying was undertaken on a "production line" system. About 30 men with specialised equipment, including rail laying cranes, removed the old 80 pound, 31'9" rails and placed the new 94 pound 270 foot long new rails in position. Close behind was a sleeper gang, where another 30 men, with the aid of a locomotive pulling a sled beneath the tracks, renewed sleepers and spread the old gravel ballast to form a new track bed. Crushed stone ballast was then discharged onto the track from the bottom-opening hopper wagons. A tamping gang of about 18 men with the ad of mechanical plant, lifted the track and packed (tamped) the ballast evenly under each sleeper. About 2,000 tons of new ballast came from Carisbrook, near Maryborough, each week.
T326 was used to pull a sled beneath the track to form a new bed during track relaying from Hattah to Mildura. May 1972. Photo: Victorian Railways
The condition of the track before relaying at Cowra Avenue, Irymple, level crossing. New, heavier rails have been distributed for replacing the old, short length rails. Note the railway telephone pole line to the left and the Post Master General's (P.M.G.) telephone pole line to the right. October 1972. Photo: Bruce McLean
A Matissa track tamping machine has been stowed off the main line during track relaying of the Mildura line near the Mildura Co-operative Fruit Co. siding at Mildura in October 1972. The Etiwanda Avenue level crossing is in the background. Note the old rails discarded beside the track and new rails in a deep bed of blue stone ballast. Photo: Bruce McLean
Twenty Workmen's Sleeping cars and support vehicles were transferred from Redcliffs to Bealiba on 7-10-1972, indicating that the major task of relaying the Mildura line was complete. There was still finishing off work to be completed as points on the mainline were by-passed by the gang because of the complications involved with this special track work. In 1973 a gang of men were assigned to replace all points on the main line with heavier rail, this work being completed between Donald and Mildura by the end of 1973.
Following the passage of "The Vinelander" train to Mildura on Saturday 3-8-1974, the First Mildura Irrigation Trust, in conjunction with the Victorian Railways, installed a large pipe under the railway. The rails were lifted and part of an embankment removed between Ginquam and Morpung Avenues, Irymple. The pipe, 9 foot 6 inches in diameter and 48 foot long was placed into position that day and backfilling was undertaken the following day. The rails were restored and the Sunday night "The Vinelander" was able to pass as normal.
Three Way and Works machines, two of which were out of gauge, were conveyed from Ouyen to Maryborough on 6-3-1975 attached to a special works train.
On Saturday 21-6-1975 a plant train with 26 KR wagons of rail and one I wagon of fastenings was scheduled to work in the Speed to Ouyen section. Other plant trains delivering rail between Speed, Ouyen and Kiamal were scheduled for 2-8-1975, 3-8-1975, 26-8-1975, 27-8-1975, 24-8-1975, 30-8-1975, 31-8-1975, and 7-9-1975.
From 8-8-1975, special rail car services from Ouyen to Speed for Way and Works Branch employees were cancelled. Road vehicles were used instead.
In October 1975 it was advised that the Ouyen-based Road Foreman was responsible for supervision of the Birchip to Yelta, Redcliffs to Meringur and Ouyen to Pinnaroo sections of line.
The Matisa track recording machine was scheduled to check the line from Donald to Ouyen (recording) on 17-2-1976, Ouyen to Mildura (recording), Mildura to Ouyen on 18-2-1976, Ouyen to Underbool (recording), Underbool to Ouyen, Ouyen to Donald on 19-2-1976.
The whole of the Mildura railway yard was subject to an extensive rehabilitation program including extending the length of the yard at the up end during the period May to August 1977.
An inspection of the Ballarat to Mildura line was made between 25-8-1977 and 29-8-1977 by a Sperry Rail Flaw Detector Car - a vehicle similar in appearance to a bus. The half a million dollar vehicle weighing 40 tonnes was under contract to Vicrail to inspect the line. It contained special equipment to pick up flaws in the steel tracks by electronic and ultrasonic impulses to give an instant read-out by graph. An engineer with the vehicle described the trip from Ballarat to Ouyen as slow but from Ouyen to Mildura was faster. About 50 minor flaws were detected and were repaired over the following weeks.
On arrival at Mildura the vehicle was transferred from the rails to road running condition and departed for Sydney.
Sperry Rail Flaw Detector Car at Mildura following an inspection of the Ballarat to Mildura section of line. 29-8-1977. Photo: Bruce McLean
The opposite end of the Sperry Rail Flaw Detector Car showing the rail profile guide wheels and track sensing apparatus attached to the vehicle. Mildura 29-8-1977. The author's 3½ year old son Andrew is assisting with the inspection of this unusual road/rail vehicle. Photo: Bruce McLean
The Sperry Rail Flaw detector car in the on-rail mode. Photo: VicRail
Plasser Ballast Tamping machine at the down end of Mildura station yard. 4-3-1978. Photo: Bruce McLean
Relaying operations by October 1978 were between Turriff and Tempy with new 93 pound rail being laid. A works train hauled by Y138 with 9 KR wagons and a ZLP van was recovering released rails on 24-10-1978.
The Sperry Rail Services ultrasonic rail flaw detection car was in Mildura on 15-5-1980 testing the track to find any invisible, internal defects in the rails. Early detection allows the rail to be removed long before there is a risk of serious failure.
SRS 801 - the Sperry Rail Flaw detector vehicle at Mildura on 15-5-1980. Photo: Bruce McLean
Another view of the Sperry Rail Service detector vehicle at Mildura on 15-5-1980. The vehicle is capable of road or rail mode for travel. Photo: Bruce McLean
Way and Works vehicles HD224 and HD235 at Redcliffs. 13-7-1980. HD224 was a former swing-door bogie passenger car cut in half and mounted on a fixed-wheel frame. HD235 was a former fixed wheel insulated iced T Class van. Photo: Bruce McLean
Track machine for cleaning ballast from sleeper plates and dog spikes near the Seventh Street, Mildura level crossing. October 1980. Photo: Bruce McLean
Matisa Track Recording Car stabled at Mildura, October 1980. Photo: Bruce McLean
In November 1980, sleeper renewal from the 316½ mile peg to Mildura commenced. This unusual mileage was the starting point as sleepers in the section around Hattah were renewed following fire damage on 7-2-1975. (The fire started when a home-insulation truck crashed and caught fire on the Calder Highway about three kilometres from Hattah, setting fire to tinder-dry grass and scrub, then sleepers on the railway line as it burnt across the railway reserve. The line was re-opened on 9-2-1975 after being closed for more than 48 hours. Railway gangs from as far away as Woomelang and Lascelles spent the weekend repairing the extensively damaged track and replacing burnt sleepers. Speed restrictions were imposed over the section of track affected by the fire damage). About one sleeper in five was being replaced, with the old sleepers about 25 years old.
A cyclic track maintenance gang moving track maintenance equipment off the main line near Cowra Avenue, Irymple. The principal activity of the gang was the replacement of sleepers. 11-13-1981. Photo: Bruce McLean
Sleeper boring machine preparing holes for the placement of dog spikes for holding the rail in alignment. The machine was working near the Cowra Avenue level crossing between Irymple and Mildura. 11-3-1981. Photo: Bruce McLean
T327 stands at the head of a rake of QR (VOWA) wagons with sleepers for the sleeper relaying gang working between Irymple and Mildura. 11-3-1981. Photo: Bruce McLean
Workmen make adjustments to the testing equipment on a Matisa track recording vehicle at Mildura station platform on 9-10-1981. Photo: Bruce McLean
From the April 1983 edition of VicRail News. Source: Bruce McLean Collection
A new $1.1 million track monitoring machine was commissioned by V/Line on 14-2-1985. The Plasser EM100 was one of the most advanced high-speed track monitoring machines in the world and was capable of operating at speeds of more than 100 kph. The previous track monitoring machines had a maximum speed of 30 kph. The EM100 made its first inspection of the Mildura line in April 1985, arriving in Mildura on 17-4-1985.
On 14-2-1985 V/Line took delivery of a Track Recording Car supplied by Plasser Australia. The sophisticated test vehicle, coded EM100, was on its first visit to the north-west when photographed at Mildura on 17-4-1985. The small wheels on the rails below the centre of the car indicate that they are in the recording position. They are lifted clear when not recording. Photo: Bruce McLean
The EM100 Track Recording Car made a second visit to Mildura on 12-11-1985. Note the overhead pantograph on the far end of the vehicle's roof. Photo: Bruce McLean
The EM100 Track Inspection Car made another inspection of the Mildura line on 5-5-1986.
The Mildura line was also the subject of a second visit by the Dynamometer Testing Car on 9-4-1986.
The Dynamometer Test Car stands at Mildura after undertaking testing procedures on the Mildura line. 9-4-1986. Photo: Bruce McLean
Tenders were called for the purchase and removal of 11,560 unserviceable sleepers released from the main line between Speed and Ouyen on 28-3-1987.
On 15-3-1987 a train load of rails arrived at Mildura for relaying Nos. 2 and 3 roads in the station yard. The train load also included rails for relaying the sidings at Carwarp.
T395 stands at the head of a train load of rails for relaying No.2 and 3 roads at Mildura and the sidings at Carwarp. 15-3-1987. Photo: Bruce McLean
Changes in the handling of grain and the rail infrastructure supporting grain traffic, resulted in the system being 20% more efficient in 1987 than it was in 1980. Consolidation of the grain network using central receiving points (CRP's), together with the commencement of light line upgrades, and other improvements to sidings and tracks, have all been part of V/Lines push to make Victoria's grain movements more efficient with savings passed onto growers.
Following recommendations made by the consulting firm CANAC, V/Line invested $125 million in the grain network between 1983 and 1986 and the agenda in 1987 added to that investment with a major upgrading of the Mildura line with more crossing loops and longer loops for crossing trains.
The upgrading of the Mildura line involved construction of two 850 metre long crossing loops at Sulky Loop and Tourello Loop (named after former stations near the loops); extending loops at Maryborough (to 930 metres) and Dunolly (to 800 metres); closing Bealiba and Cope Cope crossing loops; extending and upgrading crossing loops at Emu and Sutherland to 850 metres; a new 835 metre crossing loop at Donald; removal of crossing loops at Litchfield and Curyo; extending crossing loops at Watchem and Birchip to 850 metres; retaining the existing loops at Woomelang and Speed; extending Ouyen loop to 850 metres with major yard alterations; retaining the existing loops at Hattah and Redcliffs; and closing the crossing loop at Irymple. A total of $4.1 was spent relaying and upgrading the Mildura to Yelta line with heavier rail.
New points for the main line at the down end of Carwarp have been constructed. The rebuilding of the Carwarp sidings was part of the CANAC grain handling program for the Mildura line. 23-4-1987. Photo: Bruce McLean
The completed installation of the new down end points and lengthened crossing loop at Carwarp on a day when thunderstorms had just cleared the area. 20-6-1987. Photo: Bruce McLean
A long extension of the silo siding at the down end was under construction on 20-6-1987. Photo: Bruce McLean
The sun has shone through an amazing sky top reveal the changes made at Carwarp for improved grain handling. The crossing loop and siding have been renewed and new track arrangements designed to expedite block train loading. In the process the loading bank was removed. The stockyards had been removed at an earlier time. 20-6-1987. Photo: Bruce McLean
The new trackwork at the up end of Carwarp. Note the elevated track for assisting with the movement of empty grain wagons to the silo filling point. 20-6-1987. Photo: Bruce McLean
Loaded grain wagons on the down end extension of the silo road. Note the gradient in favour of loaded wagons to assist with wagon manoeuvres. 8-11-1987. Photo: Bruce McLean
A sleeper replacement program with a 34 man "Recycling Gang" commenced work in March 1987 at Speed and worked their way through to Mildura by 11-11-1987. They continued on to Yelta in advance of relaying of rails.
Tenders were called for the purchase and removal of 14,900 unserviceable sleepers released from the main line between Speed and Kiamal on 3-6-1987. Another tender was called on 7-10-1987 for the purchase and removal of 3,700 unserviceable sleepers between Redcliffs and Mildura stations. Tenders were also called on 7-10-1987 for the cleaning of cuttings between Kiamal and Hattah.
Section of track in the sand hills between Kiamal and Hattah The scene was photographed on top of an embankment looking towards a sand hill cutting. 30-3-1996. Photo: Bruce McLean
In 1988, 35 Toyota Dyna 150 trucks were purchased by V/Line and converted to run on both road and rail. They replaced 150 track inspection motors. The trucks were fitted with train to base radio and a vigilance control that will cut the fuel to the motor unless it is regularly re-set.
Toyota Hyrail vehicle showing the railway guide wheels in the on-rail position. Source: V/Line Update, April 1988.
Y174 stands at the head of a train of sleeper wagons with workmen discharging sleepers for use in the mainline at Irymple station. 29-10-1989. Photo: Chris. Wurr
Tenders were called for the removal of released sleepers between Woomelang and Mildura on 29-5-1993.
Tenders were called for the purchase and removal of ceramic insulators used on the railway telephone line between Dunolly and Mildura on 3-10-1993 and on 24-10-1993 for the purchase of used standard or bullhead rails varying from 60 to 80 lbs. x 21 feet in length, ex Mildura or Dunolly. The rails at the expiration of their track life, were used for the railway telephone poles.
Contractors removing the telephone pole line at work between Irymple and Redcliffs. 14-11-1993. Photo: Bruce McLean
Tenders were called on 13-10-1993 for the clearance of released sleepers between Woomelang and Ouyen.
On 12-10-1996 and 13-10-1996, the Kilometre Posts between Dunolly and Ouyen were adjusted by +37km to reflect route kilometres via North Geelong. On 26-10-1996 and 27-10-1996, the section from Ouyen to Yelta was similarly adjusted. Each post was also provided with an additional smaller value placed on the post to reflect the existing kilometre value, prefixed by "ID".
On 8-2-1997, the District Engineer, Ballarat, imposed a 50 km/h speed restriction from Curyo to Mildura due to weather conditions and track alignment. When extreme heat conditions of 36 degrees Celsius or above were encountered a speed restriction of 50 km/h applied between Woomelang and Mildura. Track work was undertaken to overcome the problem with the track speed variations reflecting progress as per the following table.
Date Effective |
Section |
Speed Limit (Km/h) |
8-2-1997 |
Curyo - Mildura |
50 |
8-4-1997 |
Curyo - Woomelang Woomelang - Mildura |
80 65 |
8-5-1997 |
Curyo - Ouyen Ouyen - Mildura |
80 65 |
13-6-1997 |
Curyo - Carwarp Carwarp - Mildura |
80 65 |
10-6-1997 |
Curyo - Mildura |
80 |
In 1996 kilometer posts on the Mildura corridor were changed over the read distances via North Geelong, where most traffic emanated. The lower figure "ID463" refers to the former distance measured via Ballan. 26-10-1996. Photo: Bruce McLean
A sleeper replacement program was undertaken between Mildura and Merbein in October 2000. About 1,500 sleepers were replaced.
In February 1992, the Prime Minister, Mr. P. Keating, announced that standard gauge lines would replace broad gauge on the Melbourne - Adelaide section of the national rail network.
Mr. S. Pickering of Meringur, a former State Transport Authority board member, was concerned that large section of the Victorian rail network, including the Mallee, could be cut off from important ports and markets "if huge amounts of State expenditure were not directed to linking the regional networks to the standard gauge project".
In March 1992, the Victorian Transport Minister, Mr. P. Spyker, was asked to include farmer groups on the steering committee set up to investigate the impact of standardisation in Victoria. Farmer groups were concerned that the lines to Hopetoun, Yaapeet and Portland would be isolated when the Melbourne to Adelaide line was converted to standard gauge.
Mr. Spyker told "Sunraysia Daily" newspaper on 21-8-1992 that all country trains would be running on standard gauge by the year 2000.
Following a change of government, the Minister for Public Transport, Mr. A. Brown, announced in September 1993, that the Dimboola to Yaapeet, Murtoa to Hopetoun and Ararat to Portland lines would be converted from broad to standard gauge in association with the conversion of the Melbourne to Adelaide to standard gauge. Conversion of the lines to standard gauge commenced in March 1995 and was completed by 18-5-1995. The government also announced that conversion of the Ararat to Maryborough line would be undertaken with a third rail for standard gauge trains added to the Maryborough to Dunolly section. The Ararat to Maryborough section was converted and re-opened on 28-4-1996. With conversion of the Melbourne to Adelaide line and western feeder lines completed, Victoria now had a separate grain division exclusively on standard gauge.
It did not make sense to run different gauge lines and standardisation would be a major step in raising the rail freight profile. Nothing more was happening on the development of standard gauge, particularly with respect to connecting the Mildura line to the Port of Portland, and the author was moved to write the following letter to the Editor of "Sunraysia Daily" which was published on 3-12-1996:
In response to public and political pressure to get a passenger train back to Mildura, the Minister for Transport (Mr. P. Batchelor) formed a Mildura Passenger Review Community Reference Group (of which the author was appointed as a member). One of the key elements in the work of the group and the Department of Infrastructure was to ascertain the condition of the Mildura line if it were to have a return of passenger rail traffic. The Department of Infrastructure called for tenders to undertake this work and commissioned Asia Pacific Rail Ltd. The group met during 2000, with the final meeting on 7-8-2000, at which Mr. W. Lathrop from Asia Pacific Rail presented his report on the state of the permanent way and infrastructure condition and to advise what requirements would need to be undertaken to increase passenger line speeds for reduced travel time. The following graphics were produced by Asia Pacific Rail for the presentation:
This summary indicates the track maintenance activity on the Ballarat to Mildura line since the withdrawal of the passenger service on 12-9-1993.
The Hi-Rail inspection vehicle used by Asia Pacific Rail Ltd. engineers to survey the North Geelong to Mildura corridor for the Mildura Passenger Review Community Reference Group at the down end of Ouyen station platform. Source: Department of Infrastructure
On 14-5-2001 the State government announced almost $160 million in freight and passenger rail investments in regional and rural Victoria when it handed down its Budget. The biggest beneficiary was the country rail network with more than $96 million for upgrading and converting a significant portion of the Sate system to standard gauge.
In the Mallee, the lines to be converted in 2002 included Dunolly to Mildura and Yelta, and Ouyen to Pinnaroo. In 2004 lines from Dunolly to Korong Vale, Korong Vale to Kulwin and Korong Vale to Robinvale would be converted. Dunolly to Geelong would also be converted to standard gauge in 2002 giving the Mallee standard gauge connection to the ports of Geelong and Portland. The Budget also confirmed the previously announced $7.7 to bring the Geelong to Mildura line up to a higher standard for running passenger trains.
Map produced by the Weekly Times on 16-5-2001 showing the standard gauge conversion plans provided for in the State government's 2001 Budget announced on 15-5-2001.
The government timetable for standardisation of the north-west lines was as follows:
North Geelong to Mildura and Yelta |
Late 2002 (amended to early 2003) |
Ouyen to Pinnaroo |
Late 2002 (amended to early 2003) |
Dunolly to Korong Vale and Robinvale |
Late 2004 |
Korong Vale to Kulwin |
Late 2004 |
In April 2002, it was announced that the standard gauge conversion program had been put back to commence in February 2003. Project Manager Mr. J. Hearsch, informed the author on 2-5-2002 that the reasons for the delay included:
* Changes in legislation now required new works to have an environmental clearance. * The approval process for an application to Environment Australia was expected to take between 3 and 9 months and there were at least 30 plant reserves between Geelong and Mildura, amongst other environmental issues.
* The government and Freight Australia had yet to finalise agreement on the project.
* The government and Australian Southern Railway (South Australia) had not yet reached agreement on the section between the South Australian border and the end of gauge conversion at Pinnaroo.
On a positive note, the grain industry was very supportive of the standard gauge program and had been briefed on the delay until after the 2002 grain harvest.
Standard gauge works in progress included the awarding of twelve contracts for project elements such as design, project management, survey work and provision of various track materials. Works included track rearrangement works at Dynon, Tottenham and North Geelong, dual gauging works at Brooklyn and Sunshine rail yards, construction of the Corio independent goods line and siding alterations at Corio and North Shore.
On 18-6-2002, the Minister for Transport advised that rail standardisation progress was underway, however there would be a delay in the conversion of the Mildura line. Following discussions with industry, the first stage of track conversion on the Mildura line would be delayed until early in 2003 in order to deliver effective outcomes that do not disrupt Victoria's major export industry cycles (grain harvest). The Minister also alluded to environmental approvals from the Federal government (there are about 30 environmentally sensitive sites between Geelong and Mildura).
In June 2002, the Managing Director of Freight Australia, Mr. M. Van Onselen, released a document titled "Moving Ahead - A Plan for Better Rail Freight in Victoria". Freight Australia proposed that the government help pay for four key projects:
* Upgrading the western lines. (Cost $84.7 million);
* Upgrading the grain network ($23.9 million);
* Improving regional passenger lines ($22.9 million);
* System safety enhancement ($8.8 million)
The initiatives were aimed at upgrading track and terminals to take heavier train loads, to improve signalling, standardise the track, and to upgrade level crossing systems and bridges.
Freight Australia's plan included a strategy to achieve the following objectives for the Mildura line:
* Combining the planned standard gauge conversion and upgrade to Class A track standard for passenger train operation with a further upgrade of the track to take 23 or 25 tonne axle loads in lieu of the present 19 ton axle loads, as a single project;
* Upgrading the existing standard gauge link from Maryborough - Ararat - Maroona - Portland for 23 or 25 tonne axle loads.
Freight Australia claimed the benefits of larger, heavier capacity wagons and faster transit times to freight train operating costs could mean the difference between a viable mineral sands industry and one that remains in the margins. There were also benefits for the grains industry by improving the economics of shifting grain.
The strategy was presented to the government and it now remained for the Minister for Transport to decide on the future approach to upgrading and standardisation of the Mildura line.
On 29-7-2002, the 4th Steering Committee Meeting for the Alliance of Councils for Rail Standardisation was held in Melbourne. Representatives from the Department of Infrastructure and Freight Australia briefed the meeting and, according to the Mayor of the Mildura Rural City Council, Cr. A. Cox, the standard gauge roll-out times advised by the State government would be met.
Under the privatisation arrangements made by the Victorian government, the EM100 Track Recording Car is understood to have been sold to Great Northern Rail Services (along with other track maintenance vehicles) early in 2001 and then sold on to the Rail Infrastructure Corporation based in New South Wales. In its first appearance on the Mildura line in its new color scheme, the EM100 was stabled overnight at Mildura in the carriage shed on 23-7-2002. Photo: Bruce McLean
The modern way to move rail infrastructure machinery around is by road transport. On 6-8-2002, this ballast tamper and a ballast regulator were unloaded by cranes at Mildura. Both track machines propelled themselves onto the Yelta branch line where they commenced track upgrading activities, working their way in an up direction towards Ouyen. Photo: Bruce McLean
By early November 2002, there was still no agreement with Freight Australia for standard gauge conversion. A spokesman from the Department of Infrastructure advised the author on 8-11-2002 that agreement was proving difficult to implement. It appeared to the author that Freight Australia were in a disagreement with the government about the proposed open access regime to enable other operators to use the Victorian Railway system and the gauge conversion project was being used by Freight Australia as a bargaining tool to maintain exclusive use of the Victorian network.
There were also problems with access at the South Australian border on the Ouyen to Pinnaroo line. Australian Southern Railroad, operators of the intrastate system in South Australia were at loggerheads with Freight Australia over access and in the absence of any market requirement for through routing of standard gauge traffic between the States at this location, the prospect of standard gauge connection wasn't very hopeful. The plans called for the Victorian conversion program to stop half a kilometre from the border.
The Bracks Labour government called a State election for 30-11-2002 and was returned with a large majority for government in its own right without the support of Independents.
The $96 million standard gauge project in Victoria was starting to look like a complete mess by March 2003. The first stage of work on the Geelong to Maryborough section of the Mildura line was expected to start in February 2003 with trains transferred to the Bendigo line whilst regauging took place between Geelong and Maryborough.
The Victorian Farmer's Federation Grains Group met with the Department of Infrastructure in March 2003 and reported that the department had refused to set a time frame for the start of standard gauge conversion. The VFF Grains Group expressed concern that the government would start work on the Melbourne to Bendigo fast train project, effectively blocking and rail freight diversions from the Geelong to Maryborough section. The Bendigo project would involve dislocation of services on that line for about nine months.
Mr. M. Van Onselen, CEO of Freight Australia had earlier asked the VFF Grains Group to use its "considerable voice and influence to get behind an upgrade of the rail lines, which have not changed since the 1950's".
In the State parliament on 20-3-2003, the Leader of the National Party, Mr. P. Ryan, asked the Minister for Transport (Mr. P. Batchelor) "that given that it is now two years since the Government announced its standardisation program, will the Minister give definitive date for the commencement of works?". The Minister responded by saying he could "advise all members that for our standardisation program to proceed, we have to finalise arrangements with the operator, the controller of the Infrastructure, Freight Australia". He said the key issue in progressing standardisation was the fact that the rail network was leased to Freight Australia by the previous Liberal government and this gives it control over the network and considerable control over the timing of upgrades to the track. Mr. Batchelor told the parliament "The government and Freight Australia are continuing to have constructive discussions on this issue.".
Member for North Western province, Mr. B. Bishop, continually pressed the government for a definitive starting date and on 25-3-2003, responded to rumours that the Labor party planned to shelve standardisation and an upgrade of the Mildura line by saying that this was not acceptable. Mr. Bishop supported the view that standardisation would benefit the whole of Victoria and provide the most efficient and advantageous freight system. Mr. Bishop also suggested that the government should negotiate out of the track lease with Freight Australia.
Member for Mildura, Mr. R. Savage, also entered the debate by claiming that "Freight Australia (Rail America) had been blocking the initiative from day one". Mr. Savage claimed "I am not privy to these discussions between the government and Freight Australia but the time has passed for allowing any recalcitrant behaviour by Freight Australia. The government must take control of the situation and resolve the current impasse immediately".
The Leader of the National Party, Mr. P. Ryan, stated on 2-4-2003 that the government knew before it announced the standard gauge project that it would have to negotiate with Freight Australia to get the project completed just as it had successfully negotiated with the same company to allow it to proceed with the Fast Rail Links Project and the return of passenger trains to Mildura, Bairnsdale, Ararat and South Gippsland. He asked "if the privatisation contract is to blame, why was it able to get agreement on these two other rail projects?".
The Local Government Rail Alliance, representing 24 local municipalities, met with the Minister for Transport in Melbourne on 10-4-2003 to try and determine when the standard gauge and upgrade rail projects would begin. Mayor of Mildura, Cr. P. Byrne, told the author that it appeared the standard gauge program was not proceeding. This was confirmed on 15-4-2003 when the Parliamentary Secretary for Infrastructure, Mr. C. Carli, in opening the new transport interchange at Mildura railway station, announced that the Mildura passenger train service due to return in late 2004 would probably be on broad gauge. The standard gauge project was subsequently referred to as "postponed" and "deferred" in various government announcements.
The Victorian state budget handed down on 6-5-2003 provided for a start to the gauge standardisation program with the announcement that a dual gauge rail link would be built along the Corio independent goods line at Geelong. The dual gauge track would enable the Port of Geelong, which specialises in bulk trade, to increase its use of rail into the port and reduce costs to exporters and importers. The dual gauge track would also be linked to the national standard gauge network and the rail link being built to Lascelles wharf.
The Minister for Transport, Mr. P. Batchelor, stated that the government was funding these specific projects following a meeting with the Alliance for Rail Standardisation, an umbrella organisation of regional municipal councils.
The Minister also stated that "while we have a commitment to standardising Victoria's rail network, everyone acknowledges that the key issue delaying the program is the previous Liberal-National government's decision to lease the regional network to Freight Australia for 45 years. Because the government does not directly control the track, it does not have the power to unilaterally undertake capital works projects."
On 14-4-2003, the Member for Mildura, Mr. R. Savage, and the author, inspected the rail track at Irymple. Mr. Savage decided that he would mark out a 20 metre section of the line and analyse its condition with the assistance of the author. We admit to both being untrained observers, however readers of this history will realise that people enthusiastic for a particular subject have acquired skills in observation and as such, we believe we made fair assessments of the track condition. The outcome was as follows:
Track Component |
Observation |
Sleepers |
32 in section. 19 requiring replacement due to rotting, splitting, broken ends. |
Dog Spikes |
128 in section. 64 dog spikes missing or so loose that they could be removed from the sleepers with two fingers and no effort. |
Rail Plates |
62 in section. Many on the 19 sub-standard sleepers loose and able to be moved under the rail. One sleeper not fitted with plates. |
Member for Mildura, Mr. R. Savage, with a dogspike he has removed by hand from a section of track at Irymple. Mr. Savage was concerned that the track has been allowed to deteriorate to an unsafe standard since passenger trains were withdrawn. 14-4-2003. Photo: Bruce McLean
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