The railway between Morwell and Mirboo North was approved for construction by the Victorian parliament in November 1880, as the result of a great deal of local agitation by the local settlers. Roads in the area at the time were virtually non-existent, and it was difficult for settlers to bring their families and supplies in, and almost impossible to send produce out in an economic manner.
The railway bill provided for the line to start at a point midway between Moe and Morwell and to terminate in allotment number 40 in the parish of Mirboo. A limit of deviation of 5 miles (8 kilometres) on either side of the line as described in the Bill as allowed. This allowance was utilised to enable the Morwell - Mirboo Railway starting point to be fixed at Morwell, still terminating in allotment 40 at Mirboo.
Construction commenced in January 1883 and work progressed very slowly due to the difficult terrain and the very wet weather. The surveyed route did not follow the contours, but necessitated immense cuttings and massive embankments to be made to reduce the gradient to workable levels, and the building of 29 bridges in 20 miles to cope with the watercourses along the way.
The railway from Morwell to Boolarra opened on 10 April 1885, and to Darlimurla on 8 September 1885. The whole line to Mirboo North was formally declared open on 7 January 1886. The total length of the line is 20 miles 15 chains, and the cost of construction about Ł75,000. There are four stations on the line : Yinnar @ 8 miles, Boolarra @ 12 miles, Darlimurla @ 16 miles, and Mirboo @ 20 miles.
An extract from the Morwell and Mirboo Gazette dated 12th January, 1886 describes the festivities surrounding the opening of the railway.
Thursday last will long be remembered by the residents of Mirboo, Morwell and other districts (Melbourne included) as the celebration day of the opening of a branch line of railway from Morwell to Mirboo. The opening event itself would naturally live long in the memories of the inhabitants, but when it was accompanied by a downpour of rain (such rain as can only be seen in Gippsland) a much deeper and more lasting impression was made.
The agitation for the construction of this line was commenced about eight years ago, several of the principal residents taking the matter in hand and working assiduously until their efforts were crowned with success. The line was first proposed in the famous Bent Railway Bill in 1880, and sanctioned by Parliament the same year, but owing to many delays the survey was not completed until two years later.
At the Mirboo end of the line some very heavy cuttings and embankments had to be made, and owing to the soft nature of the soil a much greater quantity had to be taken out, and further difficulties experienced by the slipping of both cuttings and embankments. The terminus, however, was at last reached, and during the last three months the work has been pushed on most expeditiously. Although opened, there are several improvements yet to be effected, and there is not doubt but that the Commissioners will see the advisability of granting every convenience in the shape of station, goods shed and cattle yard accommodation to all stations. The importance of the district cannot be over estimated, and we may here mention as showing the amount of business that is transacted in the district, that over 60 telegrams were despatched to Mirboo on one day last week.
On the Tuesday previous to the opening, a departmental inspection of the line was made, and everything found to work satisfactorily. The contractor Mr. Robb being highly complimented for his pluck and perseverance in sticking to such an unprofitable undertaking. On Thursday a special train left Melbourne at 9.30 a.m., and conveyed Mr. A. J. Agg, Railway Commissioner, and Messrs. Mason, Murray and Toohey, M's L.A., in addition to several ladies and gentlemen. At Warragul the number was increased, several of the prominent citizens availing themselves of the trip. At Morwell the party was joined by some of the prominent residents of Traralgon and Morwell, and the special then departed for the terminus. On arrival, the rain had eased a little, and this enabled passengers to get from the station to the hotels without getting wet through. Although the weather was so much against the committee in their endeavours to bring about success, it was found that an arch had been erected, with the words "Welcome to Mirboo" in the centre, and prettily decorated with ferns and flowers by the ladies of the township. The hotels and stores were also in holiday attire, and had it not been for the rain the effect would have been most pleasant.
We cannot close our report without referring to the great energy displayed by the committee in their endeavours to make the opening a success, and we sincerely hope that all those who witnessed the ceremony will live long to obtain the advantages which must be derived by the opening of the Mirboo Railway.
On 5th February, 1886, the contractor Mr. John Robb, having completed his work, held a celebratory dinner in the newly completed Fitzpatrick’s Railway Hotel at Mirboo North.
At various times both prior to and during construction of the Morwell and Mirboo railway a number of proposals and ideas were advanced for additional railways in the area. Lines were proposed from Traralgon to Yarram, from Rosedale to Yarram, Yinnar to Yarram, as well as southwards from the Warragul-Drouin area.
There was a great deal of controversy over the site selected as the terminus of the Mirboo railway. The nearest settlement to the site selected as the line terminus, in allotment 40 of the Parish of Mirboo, was about 1 ˝ miles to the east, where a town named Mirboo had come into existence where "Lidiards Track" crossed the range. The town on the top of the range on Lidiards Track became known as Mirboo North by 1881, after a town which had come into existence on the Tarwin River became known as Mirboo. By May, 1885, the town springing up at the terminus had become known as Mirboo, later to become known by the present name of Mirboo North, the original town to the east of the terminus becoming known as Baromi. It can be said that the present town of Mirboo North came into existence with the coming of the railway.
In May, 1883, residents of Yinnar and Mirboo suggested that the line from the 19 mile peg be altered to go in a more southerly direction (towards the original town of Mirboo) rather than head westerly. It was claimed that a deviation south easterly rather than south westerly would save the excavation of a considerable quantity of spoil.
The Engineer in Chief advised that "he had selected the site for the station at the terminus so as to be most suitable for future extension of the line either west or east into the Tarwin Valley as subsequent explorations proved most practicable, besides, there is no other suitable site for a station!". This is a clear indication that at the time the Morwell to Mirboo railway was regarded as merely the first portion of a line connecting the main Gippsland line with the coastal region of South Gippsland. The permanent survey for the Mirboo railway included a railway reserve of 57 chains (1 km) in length running due east from the 20 mile peg.
In October, 1883, it was requested that the terminus of the line be extended two miles (3km) southwest beyond the 20 miles 15 chains (33km) limit so as to bring the line more into the centre of an area of over 200 settlers rather than leaving it at the edge of the parish. At this time two survey parties were working southwards from the authorised terminus, the object being to prove whether it would be possible for a line to be taken through the ranges and Wild Dog and Stockyard Creeks to reach the coast at either Corner Inlet or Welshpool. Survey plans still in existence show that such a line, if built, would have had to utilise gradients as steep as 1 in 30. Mirboo North would have been a spur or dead end junction station.
By 1884, a suitable route for a railway to South Gippsland had been found from Dandenong through Korumburra, the "Great Southern Railway" to Yarram. Proposed extension of the Mirboo railway to serve the coastal areas were no longer required.
When the first section of the line was opened to Boolarra on April 10th, 1885, the timetable provided for a "Mixed Train" leaving Morwell at 11.25 a.m. after connecting with the train leaving Melbourne at 6.42 a.m., arriving at Boolarra at 12.25 p.m. The train departed Boolarra next day at 7.15 a.m, the engine being stationed at Boolarra overnight.
The timetable remained the same when the line was opened to Darlimurla, trains being extended to the new terminus, arriving at 12.45 p.m., and leaving again next morning at 6.55 a.m.
When the line was opened to Mirboo North the same timetable was still in force, the trains again merely being extended, arriving at Mirboo North at 1.00 p.m., departing next morning at 6.40am.
For many years from the opening of the line, the passenger service was provided by "Mixed" trains, goods trains with one or more passenger cars attached. During holiday periods, on some occasions passenger trains were run. A twice daily service of mixed trains was introduced with a new timetable which came into force on 3rd November, 1886, leaving Morwell at 11.25 a.m. and 9.30 p.m. Departures from Mirboo North were at 6.40 a.m. and 4.30 p.m.
Between 1903 and 1912, trains were reduced to three times weekly and services were based at Morwell rather than at Mirboo North.
Timber and timber products formed the main traffic of the line of the early days, but as the land was cleared, tonnages of agricultural products increased including potatoes, butter, chaff and hay.
A commodity that was railed from Boolarra and Mirboo North in large quantities was the mineral rock Bauxite. Bauxite is a sedimentary rock that is an aluminum ore. It is formed in weathered volcanic rocks. Bauxite is used in cement, chemicals, face makeup, drink cans, dishwashers, siding for houses, and other aluminum products. It is recycled so that it can be used over again.
Up to 12 rail trucks a day were railed from Boolarra during the 1940's and 22 wagons per day were railed from Mirboo North in the later years of the railway (1967 to 1974).
Outward revenue from Mirboo North increased again during the early 1950s when the Mirboo North Butter Factory had increased its output since merging with the Boolarra factory. But this and other traffic was jeopardised during a three week rail strike in November 1950 and all the industries were forced to look at road transport to move their products. When the strike finally finished, most of the industries never returned to the rail, having found that road transport was more economical.
Tonnage railed into the district included general goods. During the late 1960's and early 1970's, Superphosphate formed the bulk of the inward traffic on the line. Superphosphate is a fertilizer produced by the action of concentrated sulfuric acid on powdered phosphate rock. Superphosphate is an ideal fertiliser for capital or maintenance applications. It is mainly used as a maintenance fertiliser, providing a pool of soil solution P for pasture. It is also ideal for pastoral development and arable/horticultural situations where immediate responses are required.
On 11th June, 1945, a daily rail motor service was introduced on the Mirboo North line for passengers, the mixed train service being withdrawn. Goods trains were scheduled to run on Mondays, Tuesdays and Thursdays. Patronage dropped as roads became better, and as cars became more common.
The passenger service on the line finished altogether when the rail motor was withdrawn on 7th September, 1968. A record load of 60 passenger piled into the railcar at Morwell, which was farewelled by exploding detonators. After the last run, the rail motor ran to Melbourne.
Around the time of the withdrawal of the passenger service, rumours began to circulate that the line would be closed altogether. The Bauxite traffic saved the line from an earlier closure.
All classes of Light Lines Locomotive were permitted to operate on the Mirboo North Line. From the 1960's, when diesel locomotives started to appear, only the Y class and T class were allowed to operate over the line.
Q Class Locomotive |
U Class Locomotive |
AA Class Locomotive |
V Class Locomotive |
W Class Locomotive |
F Class Locomotive |
E Class Locomotive |
Old R Class Locomotive |
New R Class Locomotive |
D3 Class Locomotive |
K Class Locomotive |
J Class Locomotive |
W Class Locomotive |
T Class Locomotive |
Y Class Locomotive |
Below is a list of all the alterations undertaken by the Victorian Railways on the Morwell - Mirboo North Railway between the years 1894 and 1974.
01-07-1897 : Up Distant Signal Mirboo North Line Abolished
28-06-1921 : Provide Plunger Lock in Facing Points to Mirboo North Line
09-09-1968 : Mirboo North Line Pass Service Withdrawn
21-07-1971 : Provide Hand Gates on Mirboo North Line at Commercial Road
24-06-1974 : Mirboo North Line Closed
29-10-1975 : Up Home Signal Mirboo North Line Abolished
02-05-1898 : Siding Provided with Annett Lock, Key attached to Train Staff for Morwell - Mirboo North Section
20-09-1921 : Provide Staff Lock in leiu of Annett Lock
11-08-1953 : Siding Abolished
22-09-1953 : Closed to all Traffic
01-07-1897 : Up and Down Home Signals Removed
10-10-1898 : Carriage Dock Removed
27-08-1903 : Siding Provided with Annett Lock, Key attached to Train Staff for Morwell - Mirboo North Section
01-03-1904 : Station worked under Caretaker Conditions
16-03-1914 : Station worked under Man-In-Charge Conditions
04-02-1916 : Station worked under Caretaker Conditions
25-12-1916 : Stationmaster Removed
20-09-1921 : Provide Staff Lock in leiu of Annett Lock
14-12-1948 : May Open as Intermediate Special Block Post in Morwell - Boolarra Train Staff & Ticket Section
30-11-1955 : May Open as Intermediate Special Block Post in Morwell - Mirboo North Train Staff & Ticket Section when Boolarra is Not
05-11-1968 : Closed to Passengers
24-06-1974 : Closed to all Traffic
31-05-1897 : Car Dock Removed
01-07-1897 : Up and Down Home Signals Removed
22-02-1900 : Station worked under Man-In-Charge Conditions
27-08-1903 : Siding Provided with Annett Lock, Key attached to Train Staff for Morwell - Mirboo North Section
20-09-1921 : Provide Staff Lock in leiu of Annett Lock
20-12-1921 : Established as Temporary Train Staff and Ticket Station, Sections Morwell - Boolarra, Boolarra - Mirboo North. No Signals
29-03-1927 : Provided with Staff Exchange Box
09-01-1938 : Porter in Charge in leiu of Station Master
30-11-1955 : Dis-Established as Temporary Train Staff and Ticket Station, New Section Morwell - Mirboo North. May Open as Intermediate Special Block Post in That Section when Yinnar is Not
01-12-1955 : Station worked under Caretaker Conditions in leiu of Assistant Station Master
05-11-1968 : Closed to Passengers
24-06-1974 : Closed to all Traffic
09-11-1896 : Car Dock Removed
01-07-1897 : Up and Down Home Signals Removed
25-08-1902 : Station worked under Caretaker Conditions
27-08-1903 : Siding Provided with Annett Lock, Key attached to Train Staff for Morwell - Mirboo North Section
20-09-1921 : Provide Staff Lock in leiu of Annett Lock
01-03-1928 : Station worked under No-One-in-Charge Conditions
14-03-1955 : Closed for Goods in Truck Loads
01-05-1955 : Re-opened for Goods in Truck Loads
25-06-1957 : Closed for Goods
10-12-1957 : Staff Locks and Connections Removed, Siding Abolished
21-03-1966 : Closed as a Station, Now Rail Motor Stopping Place Darlimurla
05-11-1968 : Rail Motor Stopping Place Darlimurla Closed to all Traffic
21-10-1929 : Formerly North Mirboo
27-07-1937 : Provided 53ft Turntable in leiu of 50ft
19-10-1966 : Turntable Dismantled and Removed
07-09-1968 : Rail Motor Service Withdrawn
24-06-1974 : Closed to all Traffic, Station Master Removed
After the withdrawal of the passenger service, the freight service was reduced to twice weekly. The exception to this was during the period 1967 to 1970 when the loadings from the Bauxite Mine at Mirboo North were being railed out, there was a daily train running along the line. When the bauxite loadings reduced, the trains services returned to twice weekly until the closure of the line.
There were many special trains run during the final years by many local groups as well as the Railway Preservation Societies.
One of the special trains that ran during March 1973 was one that did not quite go to plan. It was run in conjunction with the Vintage Train from Melbourne to Moe and was chartered by a big dairy company beyond Moe to Mirboo North and return. Travel was free but intending passengers were supposed to obtain free tickets, strictly limited to the seating accommodation available.
With the extensive TV, radio and press publicity about a free train trip, the people of Moe, Morwell and Traralgon, turned up on the platforms just before the arrival time determined to get on board.
The train departed Moe with a full capacity load and on arrival at Morwell, two more carriages packed with Traralgon people were added. Hundereds of "Morwellites" crammed the corridors and three large seats were taken from the Morwell Station and placed in the Guards Van of the train. One tally of a single carriage which had a seating capacity of 72 actually had over 130 people in it.
Mirboo North took on a real gala atmosphere with hundreds of people swarming all over the place like ants. This made shunting of the train very difficult and produced some unusual methods to get this done.
It is incredible to see when the word "FREE" is mentioned, the number of people who seemingly come from nowhere to take advantage of the offer.
A report produced in 1972 about the state of the Victorian Railways' finances, called the Bland Report, began the process that evetually led to the closure of the line.
The report took one financial year (1969-70) as an example of the line's performance and the results were less than impressive.
It stated that the financial loss produced was $37,500 for the year. This means that the expenditure on the maintenance of the line was more than what was being received in income from the stations. If the line were to close and the railways could sell all the assets for a figure of $107,000 plus reduce the operating losses currently experienced.
The official announcement of the closure of the line came in April 1974 following a request from the State Electricity Commission (SEC) to deviate the railway around their Open Cut Mine expansion near Morwell. VicRail decided that at a cost of $2½ million a deviation was not justified. The extract from Hansard (the official report of the debates and proceedings of the Parliament) read as follows:
The last timetabled train ran on Tuesday 18th June 1974 and was hauled by locomotive Y152. One passenger carriage was attached for a kindergarten group.
The Australian Railway Historical Society ran a "Farewell Mirboo North Line" Special Train from Melbourne on Saturday 22nd June 1974. The train from Melbourne was hauled by Steam Locomotive R761 and 7 carriages.
When the train arrived at Morwell, Diesel Locomotives Y171 and Y113 plus 5 additional passenger carriages were attached. The train arrived at Mirboo North 35 minutes later than scheduled. The locomotives then ran around the train and attached all but one of the freight wagons from the yard to the train.
After speeches were made, the train ran through a banner and departure was one hour later than scheduled. However, time allowed en route for attaching more wagons was not required and arrival back at Morwell was 20 minutes late.
The very last train to Mirboo North ran on Thursday 27th June. Steam Locomotive J550 together with a passenger carriage and guards van were towed to Mirboo North for static display. Y130 then collected the remaining freight wagon from the yard and after completing station work, departed for Morwell, thus ending 88 years of railway service to the towns of Yinnar, Boolarra, Darlimurla and Mirboo North. The railway was defeated by the economies of road transport.
Almost immediately after closure of the line, the section between the Bridge over the SEC Railway and Applegate's Road in Hazelwood was dismantled to allow the SEC to begin extending the Open Cut Mine.
On 28th May 1975, tenders closed for the purchase and removal of the materials comprising the Morwell - Mirboo North Railway.
In 1976, a study was undertaken by a group of local university students to determine the feasability of operating a tourist train between Mirboo North and Boolarra. Nothing eventuated from this.
In 1977, the Secretary of the Mirboo North Tramway Society, Mrs Leonie Le Petit, launched a membership drive to build support for the retention of the Boolarra to Mirboo North railway.
When you enter Morwell township from Melbourne along Commercial Road, you would not even know that a railway once ventured to Mirboo North.
The landscape has changed dramatically since the closure of the railway in 1974. Morwell rail yard and the track that lead to the start of the Mirboo North line has been completely obliterated by a new carpark and office buildings.
Where the level crossing on Commercial Road was is now a roundabout. The actual formation of the railway out of Morwell is now the location of the Morwell Centenary Rose Garden. The road down the left hand side of the garden was the former main road to Mirboo North. This was closed at the same time as the railway because of the expansion of the SEC's Open Cut Mine.
When you drive back along the Princes Freeway around Morwell and stop just as you pass over the bridge of the old SEC Railway Bridge, you will see the old railway formation on a low embankment. If you turn and look across the freeway, you can determine where the railway once went across the area now occupied by the Morwell Open Cut Mine.
The site where Yinnar Station once was is well preserved with the platform and goods shed remaining. As you drive into Yinnar from the Morwell end, you will see the station site on the right side of the road.
As you leave Yinnar, you can see where the railway once went by a series of low embankments and cuttings. As you pass the intersection of Creamery Road, the road and railway formation head off in different directions until Boolarra is reached.
On entering Boolarra and take the turnoff to Mirboo North, you will see Railway Park on the right side of the road. Nothing remains of the former station but the well-defined track in the park is the start of the Grand Ridge Rail Trail to Mirboo North.
If you look back in the direction of Morwell, you can see an overgrown cutting on the opposite side of the road where the railway once was.
The site of Darlimurla Station is reached approximately half way along the rail trail. The area has been redeveloped by the volunteers of the Rail Trail Committee.
The official end of the Rail Trail is just before the old crossing of the Strzelecki Highway. Cross the road and you enter what is now Baromi Park.
This area was once the Mirboo North Station Yard. The steam locomotive, passenger carriage and guards van that was brought down on the last train in 1974, was sold to a private buyer in 1981. In 1982, the engine was shifted to a site behind the caravan park that was established opposite the library on Ridgway. The locomotive was moved again after being purchased by the Steamrail preservation group in 1985 and moved to a park in Warragul. The station building has been restored and is now used by the local playgroup and kindergarten.
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