What happened in Koo Wee Rup and surrounds in 1926

This is a look at what happened in Koo Wee Rup and on the Koo Wee Rup Swamp 100 years ago in 1926.  I write this every year for the Blackfish, the Koo Wee Rup township newsletter;  I also do a similar one for the Garfield Spectator, you can read that here.

January - The year started on a sad note with the report of the discovery of a dead body at Cardinia -
Dead Body Found - While shooting in a paddock on the property of Mr R. Brown, of Cardinia, on the day before Christmas Day, Mr J. Cox found the body of a man, who had apparently been dead for some time. Near the body was a newspaper dated November 11, and a beer bottle containing liquid. A rope was hanging from a bough of a tree nearby. It is thought possible that the man may have hanged himself, and that the rope became unfastened. The man's features were unrecognisable, and there was nothing by which his identity could be established. The matter was reported to the police, and the body was conveyed to the morgue. The dead man was described as being aged about 60 years, 5ft 4in in height, of thin build with grey hair and a moustache. (Koo Wee Rup Sun, January 7, 1926, p. 4)

February - In February  we have two railway related reports -the first on sand loadings at the local railway stations; the sand was dredged from the Main Drain and other drains and the second regarding a derailment
Large quantities of sand for building purposes in Melbourne are being forwarded from this district. During the last fortnight, 189 truck loads were despatched from Bayles railway station, and 60 tons are sent dally from the Koo wee rup station. (The Argus, February 6, 1926, see here)

February - 

Off the Line Gippsland Train. Two Hurt. Koo-wee-rup Smash.

Panic followed the derailment of the 5.5 p.m. train from Leongatha on Saturday at 7.35 p.m., while travelling over the points at Koo-wee-rup station crossing. The wheels of the tender are believed to have fouled the points. The engine and five carriages left the rails. Two people were injured. Many are suffering from shock. The damaged train blocked traffic on both the up and down lines until 7 a.m. today. Passengers both ways had to be transferred and taken on by relief trains on either side of the derailed train. Those for Korumburra got there early this morning.

The leading carriage hit 4 feet into the permanent way, and when halted had an acute slant to one side. About 100 yards of rail was torn out, and the points smashed. Springs and undergear of the carriages were extensively damaged. The rear carriages when halted had a dangerous tilt. Several passengers tried to jump from windows. Mr. H. Hanbury, who with three companions was travelling in the leading carriage, said the first warning was heavy bumping and blinding dust. He looked out of his window, but could see nothing for clouds of up-flung earth. He considered it was fortunate that the train escaped complete wrecking. (Sun News-Pictorial, February 15, 1926, see here)

March - In March there was a complaint about the condition of local roads out of Bayles -

On the Scanlon road early last week the caving in of a rabbit burrow caused a large hole in the roadway. Later, about six or seven chains from the No.4 bridge a hole over 2ft deep appeared, and another in the vicinity of O'Brien's sand pit is also in evidence. Filling up these holes with sand is simply a waste of  time and money. Failing the use of a fumigator - the road for some chains is a warren - the burrows should be opened up from the mouth, the entrance blocked, and filled in to the breakaway. (Koo Wee Rup Sun,  March 25, 1926, p. 4)

April - Plowright's Siding between Koo Wee Rup and Bayles was completed, operations commenced there, two months later.

The new railway siding has been completed at Bayles for Messrs. Plowright Bros. Machine Washed Sand Company. Elevators are being erected for the loading into railway trucks from the tram trucks. (The Argus, April 22, 1926, see here)

Plowright Albion Sand Co. operation on the Main Drain - Sand passing through hopper onto trucks,  c. 1926-1931.

Image: Koo Wee Rup Swamp Historical Society.

May - the need for a local High School - From May there reports in the newspapers of meetings to have a new High School established. The closest High Schools were either Warragul or Dandenong, and for children who lived on the Koo Wee Rup Swamp they were both difficult to get to; and thus a more central location was desired. It took another 30 years before there was any progress on this front - Drouin High School opened in 1956, Koo Wee Rup in 1957 and Pakenham  in 1967. 

Proposed High School - On Thursday afternoon last a meeting was held at the Kooweerup State School, when delegates from the Garfield Women's Section of the Victorian Farmers' Union met the members of the Kooweerup branch and the local State School committee and discussed the proposal to obtain a high school for the swamp area. The suggestion was well received, and it was decided to ascertain information as to the number of scholars who were likely to seek a higher standard of education. (Koo Wee Rup Sun, May 20, 1926, p. 4)

The following article from August explains the travel difficulties faced by local children to attend High School -
Garfield - Parents of children attending the Dandenong and Warragul High schools are agitating to have a railway motor bus service established between the intermediate towns for the convenience of pupils attending both schools. The Warragul school has a road service, which terminates at Bunyip, but the children attending the Dandenong school have to depend on a very inconvenient train service, which necessitates leaving home at 6.30 a.m. and returning after 7 p.m. It is understood that the Commissioners are giving the proposal favorable consideration, and that the service will be established during the summer. A public meeting was held at Cora Lynn, which lies in the centre of the Kooweerup Swamp area, to urge upon the Government the necessity of erecting a high school in the district, as children living at any distance from the rail and motor service - such as they are - are debarred from attending either Warragul or Dandenong schools. (The Age, August 26, 1926, see here)  

A later report from September, suggested that a High School could be built at Cora Lynn or Bayles -  At a meeting of district representatives at Cora Lynn the high school proposal was further considered. Sites at Cora Lynn and Bayles were reviewed, and it was unanimously decided to recommend an area of Crown land at Bayles, which is above flood level and large enough for all requirements. It was resolved to ask the Education department for an early inspection of the site. An active canvass for subscriptions and guarantees from parents is to be undertaken. Mrs. Shreeves was elected president, and Mrs. Terrill secretary. (The Age, September 17, 1926, see here) 

May - other local events which took place in May included a boxing match and a fishing trip -
Koo-wee-rup - A contest for £25 a side and the heavy-weight championship of Gippsland took place between "Jack" Killeen, of Koo-wee-rup, and "Bill" Walsh, of Melbourne. At the end of the fourth round Walsh's seconds threw in the towel. (The Argus, May 4, 1926, see here)

Fishing Party - On Sunday last a party of Kooweerup fishermen went to Tooradin, and had a very successful day, bagging 140 flathead. 

(Koo Wee Rup Sun, May 13, 1926, p. 4)

June - In June there were complaints about the state of the main street of Bayles and the inadequate accommodation at the Bayles Railway Station -

Bayles - Owing to council operations and the recent rainfall, the main street through the township presents anything but a pleasing appearance. The road has been ploughed and crowned ready for gravelling, but owing to heavy traffic it much cut up, and in places is converted into a "glue pot." 

(Koo Wee Rup Sun, June 3, 1926, p. 4.)

Bayles - Many visitors have joined the ranks of local grousers at the present lack of decent office and passenger  accommodation at the local station. The incoming train on Monday last brought  a load of parcels which overfilled the apology for an office, and the surplus had to be stacked in the shelter shed, which also, per force, does duty as a ladies' waiting room. When the train left the platform, our popular Station Master managed to scramble back into the office, leaving behind him and effectual barrier from outside customers.  Some good humoured banter ensued, but until the bulk was reduced owners could not sign the book or the S.M. move freely. From information received we are led to believe the railway chief views modest local requests favourably. (Koo Wee Rup Sun, June 3, 1926, p. 4.)

Main Street, Bayles, c. 1930s.

Image: Bayles Fauna Park Reserve.

June - In June the following statistics were published in regards to potato loadings at local railway stations -

It was estimated that the potato crop in the Koo-wee-rup area would reach £500,000, and by the record of truckings on railway this is not far short. The output of 29,403 tons from the nine stations was distributed as follow: - Koo-wee-rup, 6,952 tons; Garfield, 6,451; Bayles, 5,591; Dalmore, 3,346; Tynong, 2,580; Bunyip, 2,057; Nar-nar-goon, 1,814; Lang Lang, 443; Warragul, 169. At £10 a ton this would realise £294, 030. From December 1, 1925, to April 31, 1926, 498 trucks (6,945 tons) left Garfield, and during April 600 tons. From January 1 to May 30, 1926, 156,929 bags of potatoes left the Koo-wee-rup station. There are still many thousand bags in storage and on farms. The season so far promises to be excellent. (The Argus, June 11, 1926, see here)  

July - In July, Koo Wee Rup had a spate of burglaries.
Burglaries - On Friday evening a number of Kooweerup business people received an unpleasant surprise when they discovered articles missing from their establishments. It appears that some person or persons had decided on a raid and selected the late shopping night as the most opportune time. At most of the shops goods are left exposed outside, which gives a good opportunity to get away with them. The goods were evidently purloined early in the evening, for after having tea Mrs Gray missed a blanket and cardigan jacket. From Mr A.W. Stephens shop an oilskin overcoat was taken; Mr F. Ellis lost an oilskin and bicycle coat, and Mr C. Loveday an overcoat and rug. On the previous Wednesday several small articles were taken from Mr Stephens shop. The matter had been placed in the hands of the police, who are endeavouring to trace the thief. (Koo Wee Rup Sun, July 1, 1926, p.1)

September - In September Koo Wee Rup became -
Kooweerup Premiers of South Gippsland Association.
Postponed from the previous Saturday on account of bad weather conditions, the final of the South Gippsland Association's competition was played on the Korumburra show ground in perfect weather. The ideal day could not be improved on, which no doubt helped considerably in making the attendance a record one. The gate takings amounted to £84/8/- which is a record for a football match on this line.

Both teams were well represented, and the public witnessed a good exhibition of football, which terminated with a most exciting finish, leaving Kooweerup premiers for 1926 by the narrow margin of three points.

Kooweerup played towards the town in the first quarter; they were the first to score, and put up 2 -1 before Leongatha raised a flag. From then it was a ding dong go, with Kooweerup always a few points in front. With the exception of the first quarter Leongatha had the most scoring shots each term, but their kicking was very erratic compared to their opponents. 11 - 4, Kooweerup's figures, were remarkably good kicking, but the team played to get the ball into position before shooting for goal. During the third quarter the umpire (Dunning) was knocked over and walked on by one of the players, and the game was held up for a few minutes. With only a couple of minutes to go, Leongatha only four points behind, had play well in front. The usually reliable Sinbeck had an easy shot but a roar of disappointment was the signal that only a point was scored. It was their last chance; for play then went to the centre, and Kooweerup managed to keep it there till the bell rang out. The final scores were:
Kooweerup: 11 - 4 - 70 points.
Leongatha: 9 - 13 - 67 points
It was a strenuous game, played in a good spirit and splendidly umpired by Dunning. For the winners Johnny Shelton played a great game right through. Among the best of the others were Jas Shelton, Cobb and J. Lavelle. Leongatha were best served by Boon (who brought off some wonderful marks) Crombie, Jones, Vibash and Hine. 

(Great Southern Advocate, September 23, 1926, see here)

October - In October it was reported that -

Fire - A sensation was caused at Kooweerup on Saturday morning, owing to a fire at the rear of Mr E. Cougle's store. The fire was quickly discovered and an alarm raised brought a response of fifty helpers. The fire was confined to a stack of empty boxes, luckily piled up against a galvanised iron fence. A chemical fire extinguisher was brought into play, but with little effect, owing to a strong northerly wind. A bucket brigade, however, eventually succeeded in quenching the flames. It if had not been for the timely arrival of so many willing workers a serious conflagration would have resulted. The cause of the fire is alleged to be due to the strong wind which prevailed carrying ashes from a smouldering rubbish fire to the pile of cases. (Koo Wee Rup Sun, October 7, 1926, p.2)

October - Also in October, students at Five Mile State School (also called Koo Wee Rup North) passed their Temperance Physiology examination. This seemed to be an examination conducted in conjunction with the Independent Order of Rechabites, a temperance (anti-alcohol) organization
At the examination in Temperance Physiology conducted by the Education department during July the following candidates from Five Mile School were awarded certificates - Grade 6 - James Scala, 82 marks; Freda Secomb, 70; Harry Stephens, 65; Dorothy Nicholson, 62. Grades 7 and 8 - Ronald Bethune, 81 marks; Matthew Garbellini, 80; Grace Pollock, 74; Margaret Moore, 72; Agnes Mellen, 65; Ellen McQualter, 64; Charles Law, 65. The examination, for which prizes are given, is of a competitive nature, there being more than 5000 entrants throughout the State. Successful candidates are entitled to compete for a scholarship. (Koo Wee Rup Sun, October 7, 1926, p.4)

Koo Wee Rup North School, 1927

Image: Koo Wee Rup Swamp Historical Society

October - Also in October, Koo Wee Rup had this problem -
Straying horses - Frequent complaints are being received as to the depredations carried out by straying horses in Kooweerup. It is in the evening that most of the damage is done. Yesterday morning the hon. secretary of the local branch of the R.S.S.I.L.A. found the gate leading to the Soldiers' Club Room smashed, and all the evidence indicated that it was the work of straying equines.(Koo Wee Rup Sun, October 14, 1926, p.4)

December - The Bayles Progress Association was formed -
The meeting convened for the purpose of forming a local Progress Association was held on Thursday night last at the Butter Factory, the audience being limited. A motion that an association be formed, called the Bayles Progress Association, was carried. The following office-bearers were elected:- President, Mr A.T. Green; vice-president, Mr J. Egan; treasurer, Mr G. Murdoch; secretary, Mr S. Jeffers; committee Messrs Trevellyan, Woodman, McGowan, Murdock, and Ahern. On the motion of Mr Ahern, the secretary was instructed to write requesting the Cranbourne Shire Council to furnish four benzine lamps for lighting the township, the association undertaking to tend same when erected. (Koo Wee Rup Sun, December 9, 2026, p. 4)

December - Also in December exam results were published -

Examinations. The following are the results of the recent examinations held at the Kooweerup State School recently. For Merit certificates nine passed out of ten competitors. The one failing in one subject only is entitled to another chance. For qualifying certificates 11 were successful out of 14. Passed, Merit Certificate - William Andrews, Meryvn Bath, William Mills, Gerald Sluiter, Eric Garnham, Pierce Healy, Edna McLeod, Pauline Giles, and Catherine Healy.  Passed, Qualifying Certificate - Frank Colvin, Eric Edwards, Ronald Leydon, Ronald Mills, Lindsay Mortimer, Robert Child, James Johnston, Elizabeth Mills, Phyllis Johnston, Myra Bath, and Mary De Vries. 

(Koo Wee Rup Sun, December 16, 1926, p. 4)

What happened in Garfield in 1926

This is a look at what happened in Garfield and surrounds 100 years ago in 1926.   I write this every year for the Garfield Spectator. I also do a similar one for the Blackfish, the Koo Wee Rup township newsletter, you can read that here.

January - A bushfire, caused by campers who were 'smoking out' rabbits, had started in the area on December 31, 1925, but was under control three days later. The Herald had this comprehensive report on the fire -
Bush Fire Dies. Breaks and Rain Defeat It
The dangers of the fire between Tynong and Garfield, has passed. The townships of Tynong and Garfield have been saved by the fire breaks cut in the scrub, and by the rain that fell on Sunday and early this morning. Mrs W. Johnson's home was twice threatened on Saturday, but after 30 hours' continuous work cutting firebreaks, the fighters turned the flames. But for the work of Mrs Johnson, two girls, and several neighbors, the fire would have reached the outbuildings in which were stored farm implements.

The flames rose 100 feet, and devoured gums and undergrowth. The outbreak, which began in Mr Wilkins' property, swept through Mrs Johnson's, then through dense scrub on to Mr Berry's land. It was checked there, and about 500 tons of firewood ready for trucking were saved. After a strenuous battle near Wallace's Creek, Weatherhead's timber mills were saved. On Berry's Hill a break of one mile long by about 30 chains wide was cut. Early on Sunday morning the fire was travelling towards the old Sale road. Here the property of Mr A.Megas was threatened. He worked all through Saturday night, clearing a break.

Fires were burning in many places at the same time, and men were rushed from one front to another when things began to get serious. Some of the fighters had been on the scene for 48hours, and many were suffering from slight burns. About 450 acres of grass have been destroyed, with firewood and fencing. The total damage will amount to about £1000. The chief sufferers are Messrs. H. Wilkins (50 tons of firewood and fencing), W. Johnson (grass and fencing), C. Sinclair and W. Berry (grass and fencing). Several other farmers have lost firewood and fencing. (The Herald, January 4, 1926, see here)

A sawmill belonging to the Weatherheads at Tynong North, 1920s.

January - About seventy children were confirmed at Iona recently by his Lordship, the Bishop  of Sandhurst, the Right Reverend Dr McCarthy. The girls are pictured below. (The Advocate, January 7, 1926, see here)

The Girls who were confirmed. The clergy standing in the back row are the Revs. T. O'Callaghan, P.P., Rev. J. Egan (Dalyston), Rev. L. Hartnett (lona), and the Rev. F. Merner, Dandenong. The sponsor for the girls, Mrs. Field, is seen standing to the right. [Unfortunately, the photo is so dark, we can't actually see Mrs Field]

 The Advocate, January 7, 1926  http://nla.gov.au/nla.news-article171417927

January - Also in January was this interesting report from Cora Lynn -

A calf a day for three days is a record established by a cow owned by Mr. A. Wakenshaw at Cora Lynn. The calves were born on 4th, 5th and 6th January respectively, and they are all normal and thriving. The mother is recovering from an attack of milk fever. (The Age, January 14, 1926, see here)

March - In March, there were complaints about the town water supply in Garfield -

Local residents, for many months, have been endeavoring to impress upon the State Rivers and Water Supply Commission the urgency of a town water supply scheme, and have had indifferent replies. At the present time people of the town have to pay 2d per gallon for water for domestic purposes, drawn from the main drain, Iona. This water is contaminated by herds of cattle and scores of bathers. Fortunately it is a swift-running stream, otherwise public health would be menaced. During a season like the present many towns in West Gippsland depend on this source for their water supply.  (The Age, March 3, 1926, see here)  

April - In April, Martin O'Donohue, who built the Garfield Picture Theatre, left the town for Warragul -

Mr. M. O'Donohue, who has conducted the Garfield Hotel for the past five or six years, has purchased the freehold of the Royal Hotel, Warragul. Mr. O'Donohue's departure from Garfield parish and community will be a severe loss to the district. Last year he built a commodious picture theatre there, together with several shops and private dwellings. (The Advocate, April 1, 1926, see here) 

Martin O'Donohue's Picture Theatre, which opened in December 1924.

Image: Koo Wee Rup Swamp Historical Society 

April - Also in April the following meeting was held in Garfield -

At a meeting of Bunyip and District Teachers' Union the following elections took place:- President, Mr. Noonan (Longwarry); vice-presidents. Messrs. P. Scouller (Iona), W. Waugh (Garfield); secretary and treasurer, A. Mackay (Bunyip); auditor, I. McAlpine (Bunyip). It was decided to donate £2 2/ to the testimonial to Mr. David Black, ex-president of the Teachers' Union, which is to be given by the latter body for services rendered. Mr. Black raised the members' roll from 700 to over 8000. (The Age, April 1, 1926, see here).  

June - In June, it was reported that - 

Garfield - The operation of moving a four-roomed weatherboard house six miles, to Tynong, was successfully performed by Mr. D. McLennan, of Fitzroy North. On the way bridges had to be widened, trees lopped, telegraph wires lifted. As the house was blocking a narrow road on Saturday night it had to be jacked up high enough to allow traffic to pass underneath. (The Age, June 25, 1926, see here) 

June - Also in  June the following statistics were published in regards to potato loadings at local railway stations -

It was estimated that the potato crop in the Koo-wee-rup area would reach £500,000, and by the record of truckings on railway this is not far short. The output of 29,403 tons from the nine stations was distributed as follow: - Koo-wee-rup, 6,952 tons; Garfield, 6,451; Bayles, 5,591; Dalmore, 3,346; Tynong, 2,580; Bunyip, 2,057; Nar-nar-goon, 1,814; Lang Lang, 443; Warragul, 169. At £10 a ton this would realise £294, 030. From December 1, 1925, to April 31, 1926, 498 trucks (6,945 tons) left Garfield, and during April 600 tons. From January 1 to May 30, 1926, 156,929 bags of potatoes left the Koo-wee-rup station. There are still many thousand bags in storage and on farms. The season so far promises to be excellent. (The Argus, June 11, 1926, see here)  

July - These figures, above,  show the importance of the potato industry to this region and in July it was reported that -

The largest meeting of potato growers ever seen at lona assembled on Monday evening to protest against the importation of New Zealand potatoes, the reported introduction of corky scab, and against the abolition of 10-ton railway trucks. Cr. J. Dowd, who was chairman, said that if once the scab got into the district it would never be wiped out. He knew that a sample of imported potatoes had turned black after being boiled. It was strange if New South Wales inspectors were passing such produce as sound. The menace was serious to farmers, and they should be active. Several speakers spoke against the importation of potatoes, especially if diseased, and urged that drastic action be taken at once. The local market was being glutted, and Victorian farmers could not compete against the low prices ruling at Sydney, £10 a ton, while it was reported that new Zealand potatoes were down to £9 10/ in Albury.

A number of motions were moved at the meeting - a recommendation of a  protective duty of £4 a ton be placed on all potatoes entering the Commonwealth; the Agricultural Department take drastic steps to prevent corky scab from entering Victoria and the 10-ton railway truck should not be abolished. The Iona District Potato Growers Association was enthusiastically formed with the aim of State-wide organisation and communicating with all potato districts. (The Age, July 14, 1926, see here)

The 10-ton railway truck, with potatoes, from Garfield to Melbourne

State Library of Victoria image H92.301/93

July - In July, was this unusual legal case with a Garfield connection was reported - 

Not Abduction. Twins Were Taken Back to Aunt's Care

At Alexandra Court this morning charges against two men for alleged abduction were dismissed, as it was proved the girls were over 16 years of age. The defendants were Alfred Vincent and Charles Poylor Marshall. Mr M. Devine, who appeared for the defendants, said it was a pity more care had not been exercised in bringing the men up on such a charge. The girls' aunt had reared them, and they had lived with her until they were 15. The girls, who were twins, wrote and told her that they wanted to go back to her, and made an appointment. They were taken from Thornton straight to their aunt's place near Garfield. The girls' names are Nellie and Millie Taylor, and their parents live at Thornton. (The Herald, July 8, 1926, see here)   

August -  In August there was good news that a missing girl, Olive Bassett, was discovered unharmed - 
It was reported to the police that a girl named Olive Bassett, aged 11 years, was lost in the bush, and search parties scoured the locality for some hours, when a telephone message was received that she had been found at Nar-nar-goon, having walked nine miles from her home at North Garfield. The child was little the worse for her adventure. (The Age, August 6, 1926, see here).

In 1926, there was agitation to have a High School established in the area. The closest High Schools were either Warragul or Dandenong and a more central location was desired. It took another 30 years before there was any progress on this front - Drouin High School opened in 1956, Koo Wee Rup in 1957 and Pakenham  in 1967.  Here are three articles relating to the issue -

August - The following article explains the travel difficulties faced by local children to attend High School -
Garfield - Parents of children attending the Dandenong and Warragul High schools are agitating to have a railway motor bus service established between the intermediate towns for the convenience of pupils attending both schools. The Warragul school has a road service, which terminates at Bunyip, but the children attending the Dandenong school have to depend on a very inconvenient train service, which necessitates leaving home at 6.30 a.m. and returning after 7 p.m. It is understood that the Commissioners are giving the proposal favorable consideration, and that the service will be established during the summer. A public meeting was held at Cora Lynn, which lies in the centre of the Kooweerup Swamp area, to urge upon the Government the necessity of erecting a high school in the district, as children living at any distance from the rail and motor service - such as they are - are debarred from attending either Warragul or Dandenong schools. (The Age, August 26, 1926, see here)  

August - In August, The Argus reported on a local meeting to support the establishment of a High School - 

One of the largest meetings ever held in the district was convened by the Iona women's section of the Farmers' Union, to consider the establishing of a high school for the swamp area. Councillor P. Walsh (Berwick Shire) presided and Mr Wrigley, assistant chief Inspector of secondary schools, was present. Figures were given showing that on this side of the swamp there were 1,400 scholars on the rolls at the various schools and that 140 to 150 would be available for higher education. On the Koo wee rup side there were 450 children attending. Mr Wrigley promised to put the case before the Minister. A strong committee representing 22 school centres was formed to go into the matter with the branches of the women's sections, Councillor McCulloch to represent Cranbourne Shire, and Councillor Dowd Berwick Shire. A motion was agreed to that it was desirable to establish a higher elementary school in a central position in the swamp. (The Argus, August 27, 1926, see here) 

September - A later report suggested that a High School could be built at Cora Lynn or Bayles -  At a meeting of district representatives at Cora Lynn the high school proposal was further considered. Sites at Cora Lynn and Bayles were reviewed, and it was unanimously decided to recommend an area of Crown land at Bayles, which is above flood level and large enough for all requirements. It was resolved to ask the Education department for an early inspection of the site. An active canvass for subscriptions and guarantees from parents is to be undertaken. Mrs. Shreeves was elected president and Mrs. Terrill secretary. (The Age, September 17, 1926, see here) 

September - In September, we had two stories connected to the Railways -
Milk by Rail. Complaint From Garfield.
Replying to a paragraph in "The Age" of Wednesday, 8th September, in which it was stated at Garfield that at certain stations in the Gippsland district cans of milk were being loaded in the vans of passenger and goods trains along with hides, skins, calf carcases, crates of fowls, the Railway Commissioners said that such action was contrary to regulations. Definite instructions had been issued that milk must not be loaded with such goods as fish, rabbits, meat, hides, and the inquiries that had been made into the complaint under notice failed to disclose any disregard of these instructions. The Commissioners added that if a specific instance were given of milk being transported in such a manner they would have immediate inquiries made. (The Age, September 16, 1926, see here)  

September - Garfield was (almost) the location of a  feature film, The Northbound Limited, being shot by a  talented and ambitious 17-year-old, George Palmer. George Frederick Thomas Palmer (1909-1994) founded radio station 3AK in 1931 and bought out radio 7UL in Ulverstone, Tasmania in 1933. George married twice and had four children the youngest being well known politician and business man, Clive Palmer. 
When a goods train was travelling about 30 miles an hour between Garfield and Pakenham on Friday countryside spectators were amazed to see a fight in progress on the tender of the engine, shots being exchanged, and two men in deadly conflict, while from a position on the train a cinematograph operator was busily engaged. One of the final scenes in The North-bound Limited was being filmed by the 17-year-old Australian actor producer George Palmer. The Sydney express was also the venue for some of the film story, including a dash by Palmer's motor car in front of the express travelling at 60 miles per hour. Scenes in Sydney, Melbourne, Ringwood and Powelltown will also be shown in the film, which will be released in a few weeks. (The Age, September 21, 1926, see here)

Advertisement for George Palmer's The Northbound Limited

The St George Call (Kogarah), January 13, 1928  http://nla.gov.au/nla.news-article232071927

 
September - In September, the folks at Iona got a new telephone exchange -

A new telephone exchange has been established at lona, with a trunk connection with Melbourne, and over 30 subscribers are already paid up. This has done away with the costly service proposed whereby subscribers were to be charged as high as £10 or over to connect with Garfield. This was the proposal of an officer who upset a previous plan of another officer whereby local needs could be met at a reasonable cost. There was not any likelihood of the farmers undertaking such a costly telephone service, so that the department, instead of losing revenue by reason of its non-acceptance, will gain by the new exchange, which has given great local satisfaction. (South Bourke & Mornington Journal, September 23, 1926, see here)

October - In October it was reported that feral Deer are doing considerable damage to orchards in Tonimbuk district. These animals are stripping the trees, and as it is almost impossible to fence them out, farmers are at a loss to cope with them. (The Age, October 27, 1926, see here)

November - In November, we find that it wasn't just milk that was badly handled by the Victorian Railways, it was also  potatoes - 

Railway Delays. Potato Trucks Go Astray.
Garfield - Indignation is expressed by potato growers regarding the Railway department's haphazard methods of handling the new season's consignments. Out of three trucks consigned from this district last week, two were lost on a journey of under 50 miles, and were only discovered after diligent inquiries extending over two days. The trucks had been left at wayside stations between here and Melbourne, with the result that it is doubtful if they will be salable. At the present market rates this means the loss of upwards of £100 to the consignors. At a meeting of the Gippsland Potato Growers' Association the matter was discussed, and the Railway Commissioners and their methods were severely criticised. Mr. J. Dowd, president of the association, was delegated to visit Melbourne and interview the Commissioners.  (The Age, November 29, 1926, see here)  

December - The year started badly with the bush fires and in December ended badly with a severe frost -    

A severe frost. Potato and Maize Crops Ruined.  Monday night's frost was worse than anticipated. With the exception of odd potato crops the whole of the Kooweerup area of 75,000 acres is devastated. Maize crops share the same fate. Growers hoped for rain on Tuesday, to help to recover the tubers, but an east wind and a hot sun completed the destruction. (The Age, December 16, 1926,  see here)

Milk Trains on the Koo Wee Rup Swamp and surrounds

The Koo Wee Rup Swamp historically had many dairy farms and I have written about this and the local milk and cheese factories, which processed this milk, here. However some local dairy farmers sent their milk, in milk cans to Melbourne by train to city processors from stations on the following railway lines- 

Gippsland line: Bunyip, Garfield, Tynong, Nar Nar  Goon and Pakenham [next stations are Officer, Beaconsfield, Berwick, Narre Warren, Hallam then Dandenong]. Read read about this line here.

Great Southern or the South Gippsland line: Lang Lang, Caldermeade, Monomeith, Koo Wee Rup, Dalmore, Tooradin, Clyde and  the next two stops before Dandenong Cranbourne and Lyndhurst.  Read more about this line, here. 

Strzelecki line: Yannathan, Catani and Bayles (the next stop was Koo Wee Rup). Read more about this line, here.

The Gippsland Line went to Warragul and beyond; the Great Southern line from Dandenong to Nyora, Korumburra and beyond and the Strzelecki line went from Koo Wee Rup to Strzelecki. 

Railway map of Victoria, 1936, published by the Victorian Railways.

State Library of Victoria https://handle.slv.vic.gov.au/10381/120405

The following are various newspaper articles connected to the Milk Train mainly from the Koo Wee Rup Swamp, but also the surrounding areas in the Shire of Berwick and Shire of Cranbourne. From the 1880s on there appears to have been dissatisfaction with the Railways - the trains ran late or the trains left too early; freight costs were too high; there was a lack of Sunday trains which held back the growth of the dairy industry and there was poor handling of the milk cans.  

1885 - We will start off with this report which looked at various dairy farms in Berwick, which is on the Gippsland line, and ended with a plea for a Sunday Milk Train - 

The farms above noted just allow an idea of the capabilities of this district alone in the way of supplying the metropolis with a continuous and abundant supply of milk at a moderate price if they were afforded reasonable facilities. At present there is in town a practically unlimited demand for pure milk and cream, that it is impossible to supply from the limited resources of the dairy men in the suburbs. The  consequence is that the hospitals, children and invalids generally, to whom a regular supply of pure milk is an absolute necessity, are precluded from obtaining it, and forced into the hands of unscrupulous dealers, who have no hesitation in making the supply commensurate with the demand. This could be all remedied at once by the establishment of a Sunday milk train, the advantage of which to this district could not be overestimated. At present the producers are in the hands of the dealers, as, unless at great expense, they are unable to come in contact with the consumer, or accept contracts for the supply of any large institution, for the simple reason that they cannot deliver the milk on the Sunday. If a milk train was started, the residents are prepared to form a local milk company, with a city representative and delivery staff if needed. The supply could be increased indefinitely, as it is simply a question of feeding, and the land is rich enough to grow all the crops necessary to this end...... It is hard to understand what the objections are to this train being at once granted, as during a recent interview on the subject, Mr. Speight, the chairman of the Railway Commissioners, stated that a milk train was started in the old country some years ago, the prospects of a revenue being derived from it appearing very doubtful, but that it eventually earned nearly £30,000 per year. Then why not give it a trial under similar circumstances here, as the arguments used in favor of Berwick apply with equal force to the whole of the country between Warragul and the suburbs? (The Leader, July 25, 1885, see here)

Berwick Railway Station, c. 1890s. There are three milk cans beneath the Berwick sign.

Image: unsure, possibly from Berwick Pakenham Historical Society.

1887 - this report is from  Narre Warren, two stops before Dandenong on the Gippsland line, which complained the lateness of the trains and the handling of the milk cans -

The important question of providing proper facilities for the conveyance of the milk supply to Melbourne from country stations was recently brought under the notice of the Railway Commissioners in connection with a complaint made by a dairy fanner residing at Narre Warren in a letter published in The Age. A considerable proportion of the milk consumed in Melbourne and its suburbs is drawn from Narre Warren and other places served by the same railway system. The writer of the letter complained that on a hot wind day quantity of milk which he was desirous of forwarding to the metropolis was kept standing on the platform at the Narre Warren station for two hours in consequence of the train being that much late. He also made a specific complaint that on a given date a quantity of milk sent away from the same station at half-past 8 p.m. did not reach the Flinders-street station until 2 o'clock the next morning, the train taking five and a half hours to travel 24 miles. In addition to this the writer complained that very often the milk was put into a dirty goods truck, and more often into a strong smelling close guard's van, where it had to remain from two to five hours. The complaints were brought under the notice of the railway authorities, and a thorough inquiry was made into the matter. It is denied that the trucks in which the milk was placed wore dirty. But on the other hand it is admitted that the 7.45 a.m. train for Melbourne on the 2nd April, the date in question, was 1 hour and 14 minutes late in reaching Narre Warren. In explanation of the delay it is stated that no guarantee can be given as to the running of goods trains to time, and that their running will always be liable to variation. A distinct denial is given to the statement that the night milk train on the 2nd April left Narre Warren at 8.30 p.m., and reached Melbourne at 2 a.m. next morning. The reports show that the train left at 9.30 p.m, and reached the Flinders-street station a few minutes after 11 o'clock the same night. Although the statements made by our correspondent do not appear to have been completely substantiated, the result of the inquiry has been to convince the railway authorities that there is much room for improvement in the arrangements for conveying milk to Melbourne. The commissioners will give consideration to the matter with the view of making more satisfactory arrangements for the transport of the milk supply to Melbourne. (The Age, April 29, 1887, see here)   

Narre Warren Railway Station, c. 1900. There are milk cans in the shed on the left and under the verandah on the right. 

Photographer: Michael J. Drew. State Library of Victoria image H2012.171/340

1896 - This report is about the irregularity of the trains and the handling of the milk -

The Railway Commissioner at Cranbourne, Mr. Mathieson, Commissioner of Railways, visited Cranbourne to-day. Interviewed as to the advisability of affording additional help to the official at Cranbourne station, more particularly to assist the milk producers in unloading, Mr. Mathieson said that at present, they must help one another. At Clyde, Mr. H. C. Sharp pointed out that milk which left that station at 9.30 a.m. did not reach Melbourne until 3 p.m., unless passenger rates were paid; and that the evening goods train was sometimes cancelled without notice. The Traffic Manager seemed to think that milk should be paid for and sent by passenger trains to prevent delay, and that the evening goods train was not a regular one, but run more to suit the coal traffic. Mr. Mathieson said he would look into the matter and see what could be done. (The Age, August 20, 1896, see here) 

1908 - it was reported that there was a need for a Sunday Milk Train for Koo Wee Rup on the Great Southern line - 
Koo Wee Rup - Dairy men here would do a lot better if they had a milk train on Sundays, then they could send their milk away every day. In hot weather the rich milk of the district will not keep over Sunday, and farmers have to send it as cream, which means a loss. Nothing brings better returns than milk, and I am sure the train would pay, as most of the farmers here would send milk. If the milk train were run it would be taken advantage of by seekers after pure air, and thus the place would be come known as a health resort. (South Bourke & Mornington Journal, October 21, 1908, see here) 

Lyndhurst Railway Stations and milk cans (and a dog)

Image: The Great Southern Railway: the illustrated history of the building of the line in South Gippsland by Keith Macrae Bowden (Australian Railway Historical Association, 1970)

1909 - there was another plea for a Sunday train and better time-tabling on the Great Southern line -

A deputation from the Cranbourne Shire Council and dairymen in the district between Clyde and Lyndhurst yesterday waited on the railway commissioners and complained of the poor provision made for reaching Melbourne in the morning. They pointed out that they were only 18 miles from Melbourne yet they could not reach the city before midday. The commissioners promised to have inquiries made to ascertain if anything could be done in the matter. In reply to requests that the Sunday milk train which now leaves Clyde at 5.40p.m., be put back to the former schedule time, 6 p.m., the commissioners explained that owing to the connection that this train has to make with trains from northern suburbs, it would be impossible to grant the request.  (The Argus, May 12, 1909, see here) 

1912 - a petition was circulated to have the Sunday Milk Train, extended to Bunyip, on the Gippsland line. The petition was presented to the Secretary of Railways by local M.L.A, Mr Keast. -
Pakenham Milk Train - A petition has been circulated, and is being largely signed by residents of Bunyip, Iona, Garfield, Tynong, and Nar-Nar-Goon, asking the Railway Commissioners to run the Sunday milk train as far as Bunyip. At present the train stops at Pakenham, and dairymen on this side are unable to send their milk to Melbourne. (The Argus, October 3, 1912, see here) 

The response from the Secretary of Railways was negative -

I am directed to intimate that the Sunday milk train referred to already caters for both the South Eastern and Eastern line Sunday milk service, and there is unfortunately not sufficient time available in which to extend it on from Pakenham to Bunyip, so as to bring on the milk from the four stations, inclusive, between those two places also, without causing inconvenience to the milk senders which the train already provides for. The cost of an additional train to provide the service desired by the dairymen of Bunyip would be £100 per annum, and as the total number of cans of milk that would be forwarded from stations between Bunyip and Pakenham on a Sunday is only 30, the Commissioners regret that the expense involved would not be justified and they are unable, therefore, to meet the wishes of the petitioners. (South Bourke & Mornington Journal, January 30, 1913, see here)  

1914 - Two years later another effort was made to have the Milk Train extended to Bunyip -

A Sunday Milk Train. Brighter outlook for Bunyip.

During the past couple of years the milk producers of Narnargoon, Iona, Tynong, Garfield and Bunyip have been vainly urging the Railway Department to run the Sunday milk train, which now stops at Pakenham, as far as Bunyip. The city retailers will not take the milk unless the producers can supply it on seven days of the week, and the farmers this side of Pakenham cannot do so at present through no fault of their own. On Sunday last the Minister for Railways (the Hon. D. Mackinnon) motored up to Bunyip with Mr. W.S. Keast, M.L.A., and in the course of conversation stated that he saw no reason whatever why the train in question should not be run as far as Bunyip, especially as it had to remain in idleness for several hours at Pakenham. Anyone who travelled by road to Bunyip and viewed the great dairying possibilities of the swamp and district from the township, said Mr. Mackinnon, would certainly be in favor of the Sunday, train being run on to Bunyip. In view of the favorable attitude taken up by the present Minister for Railways, it would be a wise move on the part of those interested to again bring the matter before the Railway Commissioners. Some time ago the Commissioners stated that it would cost £500 per year to run this train to Bunyip. Even allowing this high estimate to be correct, it is considered that the train would pay both from a freight and passenger viewpoint. (Bunyip Free Press, May 5, 1914, see here)  

1915 - The Leader reported on the poor handling of milk cans by the Victorian Railway's  staff-

Smashing Milk Cans - Whatever tourists may suffer at the hands of baggage smashers, it is mild in comparison with the treatment of milk cans consigned on a railway journey. A chronic complaint expressed by dairymen is centred in the rough handling of their milk cans on the Victorian railways. There is an anecdote of an angry farmer and a rail way porter. The porter was loading produce on to a truck, and with all the freedom of his class, threw a box over a distance of several yards. "Be careful." said the farmer, "there's butter in that box." "Is there," replied the porter, "I thought it was eggs." The same treatment as far as the weight of the milk cans may permit, is given to milk, and the wonder is that city buyers do not receive butter churned from the milk by the roughness of the handling. Makers of milk cans have exhausted their ingenuity in trying to design an unbendable receptacle for the carriage of milk in railway trains, but without success. Any day travellers may see on rail way stations milk cans in many distorted forms, and these grotesque shapes are due largely, if not solely, to reckless handling by railway porters. A Gippsland reader of "The Leader," after complaining repeatedly without redress, has resorted to the camera, in the hope that the reproduction of photographic evidence may shame the railway authorities into a keener appreciation of the claims made by a section of producers who are good customers of the department.

Our correspondent forwards the two photographs reproduced on this page. He describes them briefly but tersely as "Before and After." The first picture represents a milk can as it left his farm, consigned on the Gippsland line to Melbourne. The second picture represents the same can on its return from the local railway station. (The Leader, March 6, 1915, see here)

Cranbourne Railway Station, with a line-up of milk cans (and a dog)

Image: The Great Southern Railway: the illustrated history of the building of the line in South Gippsland by Keith Macrae Bowden (Australian Railway Historical Association, 1970)

1917 - a call to have the Milk Train on the Great Southern Line extended from Clyde to Caldermeade -

Some months ago Cranbourne shire councillors journeyed to Melbourne to interview the Railway Commissioners for an extension of the Sunday milk train, now running to Clyde, to be continued on to Caldermeade - an innovation much desired. The Commissioners promised to enquire into whether sufficient revenue would result to pay for the extension. Apparently the Commissioners are still deep in their investigations, for no reply is yet to hand. When the first service was run on the Pakenham line it scarcely met the bill for axle-grease. We, however find the Commissioners are now considering just how to handle the quantity of milk coming forward, and this already on the basis of a double train Sunday service. We may confidently expect similar conditions to follow if the extension is granted on our southern line, and the Cranbourne council should keep this phase of the case before the Commissioners' notice. (South Bourke & Mornington Journal, July 19, 1917, see here) 

In a follow up article it was reported that -  It is not surprising to learn that the Railway commissioners proved unsympathetic to the request for the extension of the Sunday milk train from Clyde to Caldermeade. Evidently the commissioners do not want to encourage a milk train from this locality.  (South Bourke & Mornington Journal, August 9, 1917, see here)  

1923 - The Strzelecki line opened in June 1922, and in April 1923 a deputation from the local area met with Mr Barnes the Minister for Railways urging the introduction of a daily train on this branch line so farmers could get their milk to Melbourne -
One speaker mentioned that dairy farmers living close to the line carted their cans of milk up to ten miles to the main line, so that they could get them to Melbourne the same day. If they used the branch line, it would take three days to get to Melbourne, and return. It was suggested that a train should be run on this line daily for three months as an experiment. (Farmers' Advocate, April 19, 1923, see here)

Four months later in August 1923 a disappointing reply came back, as reported in the Farmers' Advocate -
Strezlecki Railway. Daily Service Wanted. Necessary for Milk Suppliers and Consumers.
At the meeting of Yannathan branch V.F.U., a report was received from Mr. Barnes, Minister for Railways, re deputation's request for a daily service to be run from Strezlecki to Koo-wee-rup. - Request refused on advice of Railways Commissioners. This report led to a long discussion regarding the unsatisfactory way the present service met the requirements of the district. Mr. Warren considered the present service did not suit more than 10 per cent of the population along the line. To help dairymen to get their milk to town it was absolutely useless. Mr. Wildes considered that the requirements of the district would be met if a daily motor rail service was run from Koo-wee-rup as far as Yannathan.

Mr. Bennett said he thought they should go further than just taking steps to get their milk daily to town. Statistics had been gathered quite recently showing there were about 2000 dairy cows between Bayles station and Yannathan station, which proved conclusively that this small area was a compact block lending itself admirably to the dairying industry. With proper outlet facilities many more cows would be kept. Retailers in many instances were only giving dairymen 1/4 per gallon for milk, but were charging the consumers in the city from 2/8 to 3/ per gallon. The dairymen of this district would be well advised if they appointed a committee to go into the question of distribution direct from the dairy farm to the consumer, which, if worked on sound business lines, must be advantageous to both producer and consumer. If a daily motor rail service could be secured, their next objective should be the distribution of their products themselves.

It was resolved, on the motion of Messrs. Warren and R. G. Gardiner, "That as this district is practically a milk producing area, it is considered in its best interest and development, it should have a daily milk service to Yannathan to Koo-wee-rup to meet the main line train; and that Mr. Downward be written to to arrange a deputation to interview the Railways Commissioners with a view to getting this service established." - Carried unanimously. (Farmers' Advocate, August 3, 1923, see here)  

Another meeting was held in September 1923, and this time there was some success. After this meeting -
Messrs. Bennett and Warren reported having canvassed all suppliers interested, and a promise had been given them that if the daily service was obtained, about 4000 quarts would be delivered daily at Yannathan, Catani, and Bayles stations by district dairymen. Mr. Bennett subsequently interviewed Mr. Miscamble (Railways Commissioner) and Mr. Cook, who have been most sympathetic throughout. They immediately consented to give the service a trial, starting to run the first Monday in November train to leave Yannathan station on Tuesday, Wednesday, Thursday, and Saturday at 9.10 a.m., and Monday and Friday at 8.20 a.m. Full time-table will be announced later. (Farmers' Advocate, October 26, 1923, see here)

Catani Railway Station and two milk cans

Image: Koo Wee Rup Swamp Historical Society

1924 - The Argus published a sympathetic article on the reasons for a Sunday Milk Train, on the Great Southern line, for the soldier settler farmers at Caldermeade -
Sunday Milk Train Wanted.
Assuming that the Government has the vital interest in the welfare of soldier settlers, it is reasonable to expect that efforts should be strained if necessary to give them an increased opportunity of making good. In the Caldermeade Settlement and its immediate neighbourhood where over 80 settlers are working under many disadvantages, their difficulties are greatly increased by lack of facilities for forwarding milk to Melbourne on Sunday. Most of these men supply milk to retailers engaged in metropolitan distribution. At the present time the average daily despatch from the Caldermeade railway
station is 140 cans. On Sunday, the greater portion of this milk must be separated. This involves considerable loss to settlers, amounting approximately to over 1/ for every gallon so treated. Having no regular supply of skim milk, they are unable to engage largely in pig-raising, and therefore this one day's supply cannot be profitably used. Being only casual suppliers of cream to the factories, it is a further inconvenience to the factories to have to deal with this comparatively small quantity once a
week. 

But a more serious disadvantage to them is due to the fact that the city retailers give preference to country suppliers who are able to forward milk regularly seven days a week. This is only natural since their customers must be supplied daily. Accordingly, suppliers having the advantage of a Sunday train receive an extra penny a gallon for their milk throughout the week. Upon the present output from the Caldermeade station this extra penny would increase the income of the settlers by over £40 a week. The Sunday train would be still more advantageous, as it would ensure a continuity of their supply for the retail trade throughout the year. During the flush of the milk season the Melbourne retailers are able to obtain more milk than they require. It is therefore customary for them to curtail orders from a number of producers, and naturally those unable to supply on Saturday are again among the first to suffer.

At present a milk train runs on Sunday from Tooradin, 10 miles nearer Melbourne, but application for extension of this service to Caldermeade had been refused by the Railway Commissioners. Fifty per cent additional freight is charged on Sunday, therefore the receipts from this station would be £10/10/-. The three intermediate stations, Monomeith, Koo-wee-rup, and Dalmore would all provide freight, which should reduce the cost of extending the service. No doubt a certain amount of passenger traffic would also be encouraged upon in this line, which is not without attraction for week-end holiday makers and sportsmen. The main consideration however, is help for this important and extensive soldier settlement and if provided this service would almost make the difference between success and failure to some of the settlers. It offers one very practical method by which the Government could improve the conditions for these men while prosperity means so much to them personally and to future settlement schemes promoted by the State.

It is also stated that commencing from August 1, there will be no transfers through from Flinders street to suburban stations on Sunday. This will cause additional loss to many of the producers who are already compelled to bear all the hardships connected with the metropolitan milk supply. Retailers who at present are taking milk at suburban depots are likely to cut off some of the country suppliers if they are obliged to take delivery of milk at Flinders street. Better platform accommodation for loading and unloading goods is also urgently needed at the Caldermeade station. At present with a large number of carts arriving at about the same time, considerable congestion and delay occurs daily. It is to he hoped that the Railways Commissioners will give these matter sympathetic consideration. (The Argus, July 31, 1924, see here)

1926 - We will end this post with this report which alleges that milk is carried on the trains in an unhygienic manner -
Milk by Rail. Complaint From Garfield.
Replying to a paragraph in "The Age" of Wednesday, 8th September, in which it was stated at Garfield that at certain stations in the Gippsland district cans of milk were being loaded in the vans of passenger and goods trains along with hides, skins, calf carcases, crates of fowls, &c., the Railway Commissioners said that such action was contrary to regulations. Definite instructions had been issued that milk must not be loaded with such goods as fish, rabbits, meat, hides, &c., and the inquiries that had been made into the complaint under notice failed to disclose any disregard of these instructions. The Commissioners added that if a specific instance were given of milk being transported in such a manner they would have immediate inquiries made. (The Age, September 16, 1926, see here)  

Trove list - I have created a list of newspaper articles connected to Milk Trains on  the Koo Wee Rup Swamp, but also the surrounding areas in the Shire of Berwick and Shire of Cranbourne, access it here.

An Acrostic History of Koo Wee Rup Swamp

This is an eclectic look at some themes from the history of the Koo Wee Rup Swamp and the first letter of each theme spells a seasonal greeting. This was published in the December 2025 Blackfish, the Koo Wee Rup Township newsletter.  I did a previous one in 2016 for the Blackfish, read it here; and for the Garfield Spectator in 2017, read it here.

M is for Main Drain.
The Chief Engineer of the Public Works Department, William Thwaites (1853 – 1907) surveyed the Koo Wee Rup Swamp in 1887 and his report recommended the construction of the Bunyip Main Drain from where it entered the Swamp in the north, to Western Port Bay and a number of smaller side drains. A tender for works was advertised in 1889. In spite of strikes, floods and bad weather by March, 1893, the private contractors had constructed the 16 miles of the drain from the Bay to the south of Bunyip and the Public Works Department considered the Swamp was now dry enough for settlement. At one time over 500 men were employed and all the work was done by hand, using axes, shovels, mattocks and wheel barrow. It has flooded many times and, in fact, this was expected from the start as the drain was constructed with dimensions to merely facilitate the removal of flood waters and thus permit the use of land between floods. The Roads such as Five Mile Road, Seven Mile Road etc were named because they are five miles and seven miles long the Main Drain from the Bay.

Iona - looking to the south side of the Main Drain.

Image: Berwick Pakenham Historical Society 

E is for Electricity.

Electric power was first supplied in Koo Wee Rup by the Koo Wee Rup Electric Light & Power Company and the official ‘switch on’ took place on Friday, July 22, 1927. The State Electricity Commission was established in 1921 and the Koo Wee Rup Progress association had written to them and asked for the current to be installed here. As a result, an officer of the commission was sent to make a report, and after investigations it was learned that they had very little chance of getting electricity. However, the officer said, “Why not get one of your own.” They were supplied with all the details and the Koo Wee Rup Electric Light & Power company was formed. Dave Mickle, the man in charge of the power house and who was later a local historian, wrote that Initially the supply of single phase 230-460 V electricity was available daily from 4.00pm until midnight, except that on Tuesday the start was 2.00pm. That was because at that time, housewives’ routine was washing Monday and ironing Tuesday. Later, the power was also available between 6.00am and 8.00am. Continuous S.E.C power was switched on in Koo Wee Rup on August 1, 1935 from a line which came across from Tynong, via Cora Lynn.

The Koo Wee Rup Electric Light & Power Company Power House, built in 1927 and closed in 1935.

Image: Koo Wee Rup Swamp Historical Society

R is for Royal Automobile Club of Victoria (RACV)

Tooradin was the birthplace of the Royal Automobile Club of Victoria in 1903. Susan Priestley, in her book The Crown of the road: the story of the RACV, tells us of the formation of the RACV - On a fine weekend late in September 1903, a dozen of Melbourne's more prominent wheelmen, who were also proud owners of the new motorized cycles, took their machines on a very pleasant outing to the flat reaches of Tooradin on Westernport Bay...The outing was reported in the Australian Cyclist... and the next issue of the journal featured a prominent article on the very singular lack of a motor club in Melbourne. The writer of the article was probably Sydney Day, described by Mrs Priestley as a printer by trade but a cyclist and cycling writer at heart. Mrs Priestley says that he was one of the three like-minded friends who claimed to have hatched plans for a motoring club while on that trip to Tooradin. The other members of the trio were James Coleman (manager of a Cycle business) and Henry (Harry) Barton James, advertising manager of Dunlop Pneumatic Tyre Company.

R is for Roads
The Western Port Road started at Dandenong and traversed the old Shire of Cranbourne from Cranbourne to Tooradin to Tobin Yallock (the original Lang Lang township). This section is now known as the South Gippsland Highway. There was a report on the state of the Western Port Road in the Leader newspaper of September 19, 1874.
A coach (Cobb's) leaves the Star Hotel from Dandenong every morning in week days. There is a very good metalled road from thence to the flourishing post town of Cranbourne - 9 miles - but the remainder of the road from the latter place here is simply execrable. Some portions of it are even worse than execrable, for they are, in this season of the year, and the three months just passed, absolutely dangerous, and do anything but credit to the road surveyor's department. After leaving Cranbourne, there is a couple or three miles of fairly metalled road, but after that (and this passage I pen for the especial benefit of the above department) come the counterparts of the Great Dismal Swamp, and the Valley of the Shadow of Death. One spot in particular, called Frenchman's Hole, or Flat-bottomed Creek, is highly dangerous to a stranger. The mails are carried over this beautiful spot twice a week, on horseback, and no doubt the man who carries them could give a much more graphic account of this picturesque route than myself. Be that as it may, the traffic on it is much on the increase, and I consider it shameful neglect on the part of the post-office authorities not to organise a better system of mail delivery for this district; and the sooner they let us have three deliveries a week instead of two the better for our convenience and their reputation.

Frenchman’s Hole was near Lang Lang and according to Dr Niel Gunson, the local historian, a Frenchman had tried to cross the two miles of the flat land but he disappeared down a hole, covered with water and only his hat was ever discovered or so the legend goes.

Y is for Youngsters – that is Babies
The Victorian Baby Health Centres Association was established in 1918 and Health Centres were established all over Victoria. The first Centres in this area were Garfield and Bunyip, both operating by 1936; Lang Lang was opened by 1938 and Koo Wee Rup in 1946. The annual report of the Victorian Baby Health Centres Association for 1946/1947 had the following statistics for Cranbourne and Koo Wee Rup - they both had about the same number of individual babies treated (40 for Cranbourne and 42 for Koo Wee Rup) and yet Cranbourne's total baby attendance was 586 and Koo Wee Rup's was 276. Thus Cranbourne mothers had an average of 14 visits per baby compared to Koo Wee Rup's 6 per baby - it's hard to know why - were Cranbourne babies more sickly or did more of the mothers live in the town and not on farms and it was easier to attend or did the Infant Welfare Centre Sister encourage more visits? Baby Health Centres were a valuable and free service for mothers where they received professional advice and information about looking after their babies.

C is for Cheese and Milk Factories
By 1895 there were 174 factories and 284 creameries in Victoria, including a number in the Koo Wee Rup Swamp area. Up until the 1930s the area could sustain several factories for a number of reasons. Firstly, dairy cattle numbers were at their peak in the 1920; it is estimated that the Koo Wee Rup Swamp had 12,000 dairy cattle at this time. Secondly, most farmers were still using horse and cart for transport, so local factories were necessary. Lastly, the factories had slightly different purposes. For instance, whole milk was received at Iona and Cora Lynn, whilst farms with a separator could deposit cream at Drouin, Lang Lang or Bayles. At Iona, a Creamery run by the Fresh Food and Frozen Storage Company, was opened in 1897 and by 1900 it had 50 suppliers. The Creamery operated until around 1907. In 1906, the Drouin Co-Operative Butter Factory (D.C.B.F.) established a factory in Iona on the corner of Little Road and the Main Drain. It closed in October 1928 and was demolished in 1930. The Cora Lynn Cheese factory opened in November 1911. The factory was remodelled and extended in 1932, partially to compensate for Iona closing down; in that year the factory had around 500 regular suppliers. It was closed in the late 1940s/early 1950s. The D.C.B.F took over the Bayles Butter Factory in 1944, which had been established in 1922. It was re-built and enlarged in 1966 and operated until January 1980. Yallock Southern Creamery, which was situated on the corner of the Yallock Creek and the No.5 Yallock Drain Road (which was thus also known as Creamery Road) opened in 1897, closed in 1898, re-opened 1899 and eventually sold to the owners of the Lang Lang Butter Factory. A Yannathan Butter Factory was established in the early 1900s and was purchased by Ivan Stedman at the same he purchased the Lang Lang Factory. The plants from both factories were dismantled and re-assembled at Lang Lang. Factory Road, off Heads Road, is all that is left to remind us of the Yannathan Butter Factory.

Bayles Milk Factory, 1943.

Image: Bayles Fauna Reserve collection.

H is for Hares
William Lyall (1821-1888), the owner of Harewood, on the South Gippsland Highway at Koo Wee Rup was an enthusiastic member of the Acclimatisation Society which was established in Victoria on February 25, 1861. The object of this Society was the introduction, acclimatisation, and domestication of all innoxious animals, birds, fishes insects, and vegetables, whether useful or ornamental ; the perfection, propagation and hybridisation of races newly introduced or already domesticated;  the spread of indigenous animals, &c. from parts of the colonies where they are already known, to other localities where they are not known.

William Lyall introduced many species to his property, Harewood, including deer, partridges, pheasants and hares. There was a thread of letters to the editor of The Argus in August 1873, about the last mentioned animal, the hare, and who was first responsible for its introduction to Victoria - the Acclimatisation Society or William Lyall. This is the letter from William Lyall on the subject, published on August 22, 1873 -

"Honour to whom Honour is due" Sir, - Referring to Mr. Godfrey's letter in this day's Argus, I beg to say that I imported hares, pheasants, and partridges long before the Acclimatisation Society had an existence, and that the county of Mornington and a great part of the Western district of this colony are stocked with hares from Harewood.

In fact, so proud was the Lyall family of introducing the hare to Victoria that William's daughter, Margaret, wrote to The Argus in June 1937, 64 years after her father did, also noting the Lyall role in this matter -
Sir, - In her letter on "Horsemen and Hounds" in 'The Argus" of Saturday, June 12, Mrs M. L. Drought is mistaken in thinking that Mr Godfrey was the first to bring hares into Victoria as my father, the late William Lyall released hares on his property at Western Port in the year 1858. Mr Lyall was also a member of the Victorian Acclimatisation Society. The station property was named Harewood from that date. Yours &c, Margaret M. Timms, Warragul, June 14.

William Lyall 

Image: Gunson, Niel The Good Country: Cranbourne Shire (Cheshire, 1968)

R is for Racehorse - In the 1860s and 1870s there was a racehorse named Koo-wee-rup, owned initially by Dr Leslie Ogilby Patterson of St Kilda. Here are some reports of his races. Koo-wee-rup, was entered in the Maiden Plate on the first day of the Victoria Racing Club’s Spring Meeting, in November 1868. A report of the race described Koo-wee-rup, like the majority of Touchstone’s progeny, appeared small and weedy. In the end, Palmerston won the race with Koo-wee-rup, who threw his rider directly the flag fell, bringing up the rear.

In March 1869, Koo-wee-rup was entered in the Helter Skelter Stakes of the Victorian Racing Club’s Autumn Meeting, which he won in a canter by half a dozen lengths. The horse was then sold to Mr Clarke for £41. Mr Clarke entered Koo-wee-rup in the District Plate in the Woodstock Races in May 1869, which he won. In November 1870, Koo-wee-rup was entered in the Footscray Plate on Derby Day. His Royal Highness, The Duke of Edinburgh (Queen Victoria’s son) was in attendance on the day. Koo-wee-rup came in second. In late November 1871 at the Ballarat Turf Club Spring meeting Koo-wee-rup was one of five starters in the Scurry Stakes, which he won with ease. However he was later disqualified, as being underweight as his jockey was found to be 4 pounds underweight at the after-race weigh-in

The final mention I could find of Koo-wee-rup was at the Croxton Park Race meeting on Boxing Day, 1871. The horse was entered in the Selling race, where he didn't place, and later at the same meeting entered in the Flying Handicap, a one mile race. Six of the ten horses that entered the race started, with Koo-wee-rup a favourite. He started well, but had a fall and broke his leg, so it was a sad end for our racehorse.

I is for Italian Prisoner of War Camp.
This camp opened on October 21, 1944. It was located on Main Drain Road, near the corner of Backhouses Road. The actual Camp was only 7¼ acres and it was leased from Leslie Einseidel for just over £10 per annum and he could still use the rest of the farm for cattle grazing. The camp had one officer and ten ‘other ranks’ and 88 POWs, including one who was a medical orderly. There were three sleeping huts, two kitchen buildings, two of which doubled as a mess room; a separate mess room; a store room and two buildings housing latrines. For transport, there was a one ton van and two 30cwt trucks to transport prisoners to and from work.

The Prisoners were employed by the Department of Commerce and Agriculture and they were paid 1/3d per day, plus they were provided with all equipment, blankets, clothing, food etc. The prisoners came from the Murchison Camp and had a medical and dental examination before they were ‘allotted’ to local farmers to provide labour. Local contractors would provide perishable foodstuffs and appropriate arrangements were made with the local church authorities for the spiritual welfare of prisoners. Most other arrangements e.g. financial appear to have been dealt with at Murchison. In February 1946 the camp was dismantled and the buildings sold.

S is for Snakes. Two snake tales -
From the Koo Wee Rup Sun of February 5, 1931 - Mr M. Murton, while engaged on Mr W. Goble's farm, Kooweerup, last Thursday felt a sharp sting on the arm, but went on with his task. Later he found his arm beginning to swell and punctures from a snake bite were found. Immediately a ligature was applied and the usual measures taken to counteract the poison, after which he was conveyed to the surgery of Dr. Hewitt. Mr Murton quickly recovered from the effect of the bite.

From The Argus of March18, 1933 - Koo Wee Rup - For several weeks a resident of the district has found that bread left in a box outside his house by the baker has been nibbled and he has blamed mice for it. But when a tramp was passing the box today he saw the tail of a snake protruding from it. He crept towards the box and found that the snake was eating the bread. He killed the snake.

T is for Trains
The Great Southern Railway line commenced construction on January 2, 1887 and was opened to Korumburra on June 2, 1891, and by January 13, 1892 went all the way to Port Albert. The section from Dandenong to Tooradin was relatively easy and was officially opened to the public on October 1, 1888. The stations in this section were at Lyndhurst, Cranbourne, Clyde and Tooradin. The Koo Wee Rup Swamp proved to be impediment to the building of the line. The excavation of the Main Drain to drain the Swamp did not start until 1889 and was not completed until 1893, so the rail contractors were essentially working in an undrained swamp. As noted by Railway historian, Keith Bowden at Koo Wee Rup - four separate bridges were necessary in every mile of embankment to allow for the escape of swamp and flood waters. Each of these bridges was one hundred yards long and contained seventy-two piles. To get timber to this site Falkingham [the contractor] tried bullocks but they sank almost out of sight in the mud....he was then forced to proceed very slowly, carrying his bridge timbers on his locomotive along approach embankments, and so build each bridge as he came to the site. It was impossible to build bridges in advance. The bridge crossing the main drain in the swamp had 137 eleven-foot openings, to allow for the escape of heavy flood waters. The Stations from Tooradin on the Koo Wee Rup Swamp were Dalmore, Koo Wee Rup, Monomeith, Caldermeade and Lang Lang.

Falkingham began carrying passengers between Tooradin and Koo Wee Rup on August 19, 1889. In February 1890, the service to Lang Lang was established. The South Gippsland Railway line now stops at Cranbourne, after services ceased in the 1990s.

A trestle bridge over the Koo Wee Rup Swamp

Image: The Great Southern Railway: the illustrated history of the building of the line in South Gippsland  by Keith Macrae Bowden (Australian Railway Historical Association, 1970)

 
M is for Mechanics’ Institute.
The public hall opened in Koo Wee Rup on April 8, 1903. It was located between the Presbyterian Church and the Historical Society in Rossiter Road. In 1912 the Hall became a Mechanics’ Institute in order for it to access government grants. In the nineteenth century the term ‘mechanic’ meant artisan or working man. Mechanics’ Institutes generally had a library, and may have offered lectures, discussions or classes. Bayles was another local town which had a Mechanics’ Institute. This was located in the Bayles Hall which had been re-located from Yallock and officially opened in January 1932. The Tooradin Mechanics' Institute was built in 1882, burnt down in 1937 and the existing Hall was opened in 1938. The old Cora Lynn hall was also originally a Mechanics’ Institute.

The Koo Wee Rup hall was of weather board and it was extended in 1919. The brick front and other rooms were added in 1925 and it was renamed the Memorial Hall to honour the First World War soldiers. The Hall was demolished in 2002 and plaque on the fence marks its location.

The Koo Wee Rup Hall, c. 1920

Koo Wee Rup Swamp Historical Society image

A is for Asparagus.

Over ninety percent of Australian asparagus is grown on the Koo Wee Rup Swamp. The first commercial grower in Victoria was Thomas Roxburgh, at his farm Cheriton Park, on the corner of Fallon Road and Simpson Road at Vervale. The farm was locally known as Roxburgh Park and was 350 acres. Thomas Roxburgh did not personally work on the farm, he employed a farm manager and by 1927 it was reported he had planted 100 acres of asparagus, and his farm was one of the most lucrative farms on the Kooweerup Swamp area, as a ready sale is found for the product at £1 per box. The rich, peaty soil is particularly adapted for the production of the plant, which grows to perfection. By 1932, the farm had 120 acres under asparagus and in the cutting season 20 to 25 men are employed every day. Most of the asparagus was canned by either the Gartside cannery at Dingley or the Rosella Preserving Company or A.J.C. (Australasian Jam Company).

During the Second World War, the Roxburgh farm had the Australian Women’s Land Army women working on the property, as well as some of the men from the Italian Prisoner of War camp. Cheriton Park was sold in 1947 to A.J.C and by that time it had 125 acres of asparagus under production.

S is for Stormy Weather.
From The Age, May 12, 1928 - Cyclone at Bayles. Roof carried half a mile. Butter Factory workers terrified. At 12.30 p.m. today some men working in a butter and cheese factory owned by Sage and Co. Pty. Ltd, Melbourne, heard an extraordinary noise, which appeared to be caused by a sudden roar of wind, ending in a thunderclap. They rushed out of the factory, and as they did so the roof seemed to be lifted bodily and was swept away at a terrific speed. Later on the greater portion of the tin roof, measuring 60 feet by 20 feet, was found half a mile away. The cyclone was awe inspiring, and struck terror into the hearts of those who witnessed it. The men working in the factory were not injured, and after finding out where the rest of the roof had landed they returned to work. The machinery was not damaged. The weather had been fine up to the time of the cyclone, but after that it rained heavily.

MERRY CHRISTMAS!