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Note: The term "goods" was used during the majority of the life of Victoria's railways to describe the cartage of produce, merchandise, machinery, bulk products etc.. The modern term "Freight" has been in vogue from about the mid 1970's.
Mildura was originally provided with a goods platform on No.4 road. Mr. W. Barry of Footscray successfully tendered to build a 30 x 20 foot goods shed which was completed by April 1904. A 6-ton crane was erected in October 1904.
The goods platform at Mildura prior to 1910. Note the Coffee Palace - now the Grand Hotel - in the background. From an Old Postcard: Bruce McLean Collection
Mildura station after construction of the goods shed and 6 ton crane were completed in 1904. Photo: Bruce McLean Collection
To meet the continuing increase in freight traffic, the goods shed was extended in September 1912 however disaster occurred about 1 p.m. on Saturday 6-5-1916 when the goods shed and its contents were completely destroyed by fire. Goods trucks and passenger carriages - including the dining car "Avon" - had their paint blistered by the heat before they could be hand- pushed away from the fire. As it was a Saturday, the only available locomotive had insufficient steam left in its boiler to be useful for moving the rolling stock. A temporary goods shed was provided.
The Commissioners agreed to extend the replacement shed by an additional 20 feet when they inspected it on 1-10-1918.
Activity in Mildura goods yard circa 1912 before the goods shed was destroyed by fire. Photo: Bruce McLean Collection
During their October 1920 visit, the Commissioners, now led by Mr. Harold Clapp, announced that work would commence on a 40 foot extension of the goods shed. It was completed by 4-12-1920, as well as a one hundred foot extension to the carriage cleaners walkway along the passenger carriage siding. Investigations by the Chief Electrical Engineer in October 1920, ascertained from Mildura City Council Power Supply Department that sufficient power to drive a five horsepower motor was available to work the yard crane.
The year of 1921 saw a number of improvements. A 5 ton crane was installed in March, a ramp was added to the up end of the goods platform in May, and the goods shed office accommodation was increased in July.
This circa 1928-29 view of the up end of Mildura station yard shows a recently extended passenger platform, advertising hoardings and the goods shed area. The photographer was standing near the top of the ramp leading from the overhead bridge to the goods shed. Although the photograph has been damaged it is a valuable record of the station precinct. Photo: Alex Cross Collection
On 12-4-1934, approval was given by the Railway department to plans for a combined Railway Institute and Tourist Kiosk to be built on railway land in Seventh Street, opposite the end of Deakin Avenue, requiring demolition of the old railway (and town) water tower. This proposal did not eventuate.
A six ton crane was installed on the wharf siding between the wharf and the sawmills in August 1934 for transferring bales of wool from river boats to railway trucks. A feature of the crane was its ability to be operated by a steam winch from a river boat or operated by hand. It replaced an existing crane.
Austin cars delivered by rail to Mildura for Mr. J.H. Bayliss in the mid-1930's. The cars were unloaded from rail wagons onto the passenger platform. Photo: Mrs. C. Bayliss Collection
A further 25 foot extension to the goods shed was added in September 1937 with an open platform constructed at the same time.
A box-making factory was established alongside the downgrade line to the riverfront in 1943 following approval by the Railway Commissioners and Mildura City Council.
This 1956 aerial view of Mildura from the riverfront has been enlarged to show the relationship between the Murray River in the foreground, the power station, Box factory (top right), goods shed and passenger station. Photo: Bruce McLean Collection
An extension to the goods shed and construction of a new goods office commenced in December 1946.
The goods shed offices were located at the up end of the long shed and were added in 1946. 23-2-1978. Photo: Bruce McLean
Lights to assist night shunting operations were installed in November 1947 and an electric motor was fitted to the yard crane the same month. A new electric crane capable of lifting four tons replaced the existing crane and the goods platform was extended by an additional 1,500 square feet in April 1949.
There was a small goods shed located on a long siding leading from the down end of the yard and it was used for unloading wagons with the electric crane, the control switches being visible on the side of the shed. It was known as the "crane shed". 23-2-1978. Photo: Bruce McLean
A replacement electric crane capable of lifting 6 tons was installed in July 1951. A heavy duty mobile crane capable of lifting four tons replaced a fixed crane in November 1955. A Malcolm Moore 5 tons electric crane fitted in a large circular concrete base was commissioned in May 1956, bringing Mildura's loading strength to one mobile and two electric cranes.
A busy scene at Mildura on 4-8-1972. The "Fruit Flier" goods train is in No.4 road, a train with containers stands in No.2 road behind a B Class locomotive, another B Class locomotive is standing near the fuel point and the carriage shed is fully occupied with passenger rolling stock. The station building is being repainted. Photo: Victorian Railways Neg. No. PR 6378
In December 1976, goods sheds throughout Victoria were closed on Saturday mornings. The volume of business transacted did not justify the cost of opening.
Investigations into the establishment of a regional freight centre in the Mildura area began in November 1977. A project team met with interested parties in Mildura on 26-1-1978 at the Mildura City Council municipal offices. Cr. S. Mills of Mildura City Council advocated that the freight centre should be set up at Irymple or between Irymple and Mildura. This was noted by the project team as it was surprising to have a municipality suggest another area. Cr. Mills claimed that a site in the Shire would have ample land available and traffic problems were not as acute. The manager of the Irymple Packing Co. stated that 70 percent of the dried fruit production of the area was railed from Irymple where there were three private rail sidings. The Council subsequently re-affirmed its decision in April 1978 in favour of Irymple.
The up end of Mildura station yard showing plenty of activity in the goods shed area. The day passenger train has just arrived from Melbourne. Circa 1970. Photo: Courtesy "Sunraysia Daily"
The Victorian Railways, however, selected Mildura as one of 15 regional freight centres when they announced their decision in June 1978. The Mildura centre would serve Hattah to Merbein, the Meringur line, Robinvale and the non-rail towns of Buronga, Gol Gol and Euston in New South Wales.
Mildura City Council opposition to the freight centre location had failed. The decision to select Mildura was influenced by the presence of "existing valuable facilities" and came as no surprise as extensive rehabilitation and extensions of the freight yard had been completed only 10 months earlier.
Council feared the freight centre would impair the view of the riverfront from Seventh Street, but the railways saw no problems and called tenders for its road delivery services to the centre in August 1978. Initial tenders were called for the carriage and delivery of goods and parcels between the freight centre and the towns of Mildura, Merbein, Yelta, Irymple, Red Cliffs, Carwarp and Hattah.
A 24 hour lightning strike by the Australian Federated Locomotive and Engineman's Union prevented the opening of the freight centre on 4-12-78, however it was down to business the next day with contractors providing a delivery-to-door service and picking up outgoing rail freight and parcels. The original contractors were: J.F. & B.W. Lawn (Buronga, Gol Gol, Euston and Robinvale from 31-10-1978) D.K. Beitzel & C.A. Clarke (Mildura town delivery from 5-12-1978) G.T. Huxley (Merbein and Yelta from 5-12-1978) R.E. Baker (Irymple from 7-12-1978) T.J. Gange & Sons (Red Cliffs, Carwarp and Hattah from 7-12- 1978).
The first Freight Centre loading to Mildura on 6-12-1978. Photo: Bruce McLean
In July 1979 a new LinMac mobile crane with a lifting capacity of eight tonnes replaced a smaller mobile unit with a lifting capacity of five tonnes and the fixed Malcolm Moore electric jib crane.
The Malcolm Moore electric jib crane and its replacement LinMac mobile crane at Mildura Freight Centre on 25-7-1980. Photo: Donald Page
A large canopy supported by steel girders was erected in October 1980 to provide a covered loading area for the freight centre. It was built at the down end of the goods shed and necessitated No.4 road being cut and slewed to clear the supports creating temporary dead end tracks protected by timber baulks.
No. 4 road was cut and baulks placed to protect each section. The down end of No. 4 road was then slewed to allow for the concrete foundations for the Freight Centre canopy to be erected and to provide sufficient clearance for wagons. 27-9-1980. Photo: Bruce McLean
The foundations for the Freight Centre canopy were on the edge of the railway embankment and required substantial footings. The rails in the foreground are part of the remaining section of the downgrade track leading to the former riverfront sidings. September 1980. Photo: Bruce McLean
No.5 road on the river side of the goods shed was truncated at the crane shed (rails in foreground) to enable the Freight Centre canopy footings to be built. The Malcolm Moore electric crane (partially seen to the right) was due for removal at this stage. September 1980. Photo: Bruce McLean
A mobile crane prepares to assist with the removal of the Malcolm Moore electric jib crane in Mildura goods yard. September 1980. Photo: Bruce McLean
The Malcolm Moore crane was removed in September 1980 to make way for the new Freight Centre canopy. A local explosives expert, Mr. L. Uchtman, was called in during October 1980 to remove the 5 foot diameter and 3 foot six inches thick concrete base.
Erecting the frame for the Freight Centre canopy. October 1980. Photo: Bruce McLean
The Freight Centre canopy roof was completed during the last week of October 1980. Photo: Bruce McLean
No. 5 track was rebuilt on a new alignment under the new Freight Centre canopy. The original rails can be seen in the foreground. The two water tanks to the right are standing on the former downgrade line to the riverfront sidings. 25-10-1980. Photo: Bruce McLean
The Transport Minister (Mr. R. McLellan) informed Mr. K. Wright M.L.C. in July 1981 that the VicRail Regional Freight Centre at Mildura was in good financial shape despite the increased competition from private trucking companies. The Minister also informed Mr. Wright that plans were being prepared for upgrading the goods shed.
In March 1983 the small ramped goods platform next to the goods shed was dismantled. This would eventually make way for a new goods shed.
Workers demolish the small ramped goods platform next to the goods shed at Mildura on 10-3-1983. Photo: Bruce McLean
The steel support post next to the up end track was damaged in November 1983 when wagons overshot the baulk during shunting and severely buckled it. It remained in this state until repairs were effected when the new goods shed was built in 1985.
Following a review of the Freight Centre concept, it was announced in December 1983 that only ten were cost effective and 24 would be replaced by 28 road Depots operated by local carriers. Mildura was to be retained as a Freight Centre, whereas Ouyen would become a road Depot. It was announced later that month that the introduction of the changes would be delayed to allow a review to take place region by region throughout the State.
The Consultative Committee of V/Line (a trading name adopted from August 1983 in lieu of VicRail), Union and Transport Ministry representatives met with local government, business and community groups from the Mildura and Robinvale areas at the Mildura City Council offices on 7-2-1984. It was announced in May 1984 by the Minister of Transport, Mr. S. Crabb, that Mildura would become a key "Freightgate" along with ten major rail centres throughout the State. Formal establishment of the Freightgate road to door service within town limits was advertised to the general public on 25-10-1984 and the Mildura Freightgate was officially opened on 1-2-1985.
Freightgate advertisement published in "Sunraysia Daily" on 12-2-1985. Source: Bruce McLean Collection
Mildura goods shed from the outwards goods side. Tenders were called in March 1985 for a new Freightgate building. Photo: Bruce McLean
This photo is not as detailed because of shadows across the inwards goods doors, however it has been included because it was not very often that an opportunity arose to photograph the goods shed without rolling stock standing on one of the tracks in front of it. 2-2-1985. Photo: Bruce McLean
Interior of the Mildura goods shed shortly before demolition. 1985. Photo: Wally Cook, courtesy Gary Sharman
Another view of the interior of the Mildura goods shed in 1985. Photo: Wally Cook, courtesy Gary Sharman
Tenders were called on 27-3-1985 for the design and construction of a Freightgate building at Mildura. Demolition of the galvanised iron goods shed commenced on 3-7-1985 to make way for the new building at a cost of $114,000 to construct. To enable a service to be maintained to customers, six off-register B vans were brought to Mildura and stabled in No.4 road for storage of inwards and outwards goods.
Six off-register B vans were used as a temporary storage area whilst the Mildura goods shed was demolished and a replacement facility built. The vans were B236, B331, B159, B372, B253 and B295. 4-7-1985. Photo: Bruce McLean
The beginning of the end. Demolition of the Mildura goods shed gets under way as a rubber-tyred bulldozer lines up the historic building. 3-7-1985. Photo: Wally Cook, courtesy Gary Sharman
This was the scene the following day as the demolition of Mildura goods shed proceeded. 4-7-1985. Photo: Bruce McLean
All that remained of the Mildura goods shed by 6-7-1985. Photo: Bruce McLean
By 14-9-1985 the goods shed high level platform was well advanced. A low level area was being prepared between this structure and the Freight Gate canopy. Photo: Bruce McLean
Workers apply the final touches to the concrete low level floor for the new goods shed on 10-10-1985. Photo: Bruce McLean
Construction of the new goods shed frame had advanced by 15-10-1985. Photo: Bruce McLean
The new goods shed with roof and cladding being fitted. 27-10-1985. Photo: Bruce McLean
With the goods shed nearing completion, No. 4 road was realigned to pass the platform at the correct distance. 17-11-1985. Photo: Bruce McLean
Construction of the goods shed was completed by 27-11-1985 and No.4 road was realigned to pass the new platform. No. 4 road was also re-united with the truncated section at the down end and traffic was able to use the restored track from 22-11-1985.
The scene at Mildura on the morning of 4-12-1985 as goods from the "Fruit Flier" are unloaded and loading of produce and other Mildura exports commences. The new goods shed can be seen in the background. Photo: State Transport Authority
The new steel goods warehouse with a floor area of 420 square metres, was officially opened by the Minister for Transport, Mr. T. Roper, at 11.30 a.m. on 4-12-1985. One hundred guests including civic leaders, business managers and railway customers were told that the Mildura Freightgate was "close to being the busiest freight centre in country Victoria" handling more than 162,000 tonnes of freight. Mr. Roper also made reference to the modern role of V/Line as a multi-modal transport and travel business with Mildura as a part of rail's future and an integral part of investment planning. A lunch at the Grand Hotel followed the ceremony to celebrate Stage 1.
Invitation to the official opening of Stage One of the Mildura Freightgate. Source: Bruce McLean Collection
The official opening ceremony took place in the new goods shed on 4-12-1985. At the podium is the Chairman of the State Transport Authority, Mr. K. Fitzmaurice. The Minister for Transport, Mr. T. Roper (seated), is studying his speech papers. Other speakers included the Mayor of Mildura (Mr. J. Kane) and Mr. T. Mulligan (V/Line General Manager, Freight Services). Photo: State Transport Authority
The Minister for Transport, Mr. T. Roper, waves a flag to officially open the new Mildura goods shed on 4-12-1985. With the Minister is Mr. G. Palazzo of the Mildura station shunting staff. Photo: State Transport Authority
A V/Line Freightgate sign was attached to the building following the official opening. 9-12-1985. Photo: Bruce McLean
In the first week of April 1986, demolition of the crane shed and platform commenced.
Work commenced on the demolition of the crane shed and platform. 5-4-1986. Photo: Bruce McLean
With crane shed and platform removed, three off register B vans with the undergear removed, were placed on the site for storage of equipment. The vans are B101, B373 and B280. 26-7-1986. Photo: Bruce McLean
Tenders were called on 30-4-1986 for the erection of an office and amenities building at Mildura Freightgate, being Stage 2. The Minister was present again for the official opening on 22-5-1987 advising that upgrading of the freight facilities had cost $440,000.
Work on the Mildura Freightgate office was well underway by 4-10-1986. Photo: Bruce McLean
Work in progress. The Mildura Freightgate office as at 25-10-1986. Photo: Bruce McLean
The completed Mildura Freightgate office. 15-3-1987. Photo: Bruce McLean
Plaque attached to the Freightgate office at Mildura on 22-5-1987 for the official opening by the Minister for Transport, Mr. T. Roper. Photo: Bruce McLean
In September 1988, the parcel office was moved from the main station to the Freight Gate office. The D class wagon attached to the passenger trains was required to be shunted to No.4 road for unloading and collection. At the same time, V/Line was advertising its "Fast Track" door to door pick up in the Sunraysia region in an attempt to gain a stronger share of the daily delivery market. Aggressive marketing by V/Line incurred the wrath of local transport operators who were upset that their rates were being undercut by "unfair competition".
Advertisment placed in Mildura's "Sunraysia Daily" newspaper promoting the V/Line Fast Track door to door service. 19-9-1988. Source: Bruce McLean Collection
Another competitive service was introduced in October 1988 when it was announced that V/Line would introduce on farm pick up for grain with a "paddock to the port" option for Millewa farmers faced with the closure of the Red Cliffs to Meringur branch line. Road trucks would be used to transport grain to the central receival silos at Carwarp or Yelta.
The effects of the new initiatives resulted in the Freightgate Manager (Mr. W. Cooke) being awarded "employee of the month" for developing Mildura Freightgate into the biggest in the State with a large increase in produce carried by the "Sunraysia Fresh" express goods service.
Mildura Freightgate placed advertisements seeking competitive freight quotes in local newspapers in April 1991 reflecting the changing nature of the freight operation to more aggressive marketing of the rail service. A campaign to "freight fruit to your friends" to any V/line station for $6.00 appeared throughout May 1991.
V/Line Freight Fruit to Your Friends Campaign conducted by Mildura Freightgate - May 1991. Source: Bruce McLean Collection
Freightgate Manager, Mr. W. Cook, reported on 11-2-1992 that outwards traffic from Mildura had been growing at the rate of 15% to 20% a year.
More advertising by Mildura Freightgate to attract business to rail. February 1992. Source: Bruce McLean Collection
A new V/Line Superfreighter rail service between Melbourne and Mildura commenced on 29-6-1993, replacing the "Sunraysia Fresh" express goods service. The new service was part of the V/Line intermodal freight concept designed to take long haul cartage of goods off State roads. Mr. M. Halley, V/Line Intermodal Marketing Manager, said that the concept behind the Superfreighter service was that it would "run like clockwork" because reliability was the prime requirement of customers. The Mildura line was the longest haul in Victoria and was suited to intermodal haulage. V/Line would be working to attract business from the South Australian Riverland and Broken Hill through the Mildura freight terminal. The existing Fast track domestic freight service to Mildura was being converted to the Intermodal system and curtain-sided containers were being introduced. They would replace conventional wagons.
The Superfreighter was scheduled to depart Mildura at 4 p.m. for Melbourne with pick ups at Ouyen, Donald, Maryborough and Ballarat. Arrival at the Melbourne Wholesale market was scheduled for 2 a.m..
The government's withdrawal of passenger services in 1993 caused V/Line to move to assure customers that the general freight service to Mildura and Sunraysia was continuing. Clarke Carriers, the V/Line freight contractor, was also anxious to dispel rumours that the goods service was destined for withdrawal. Clarke Carriers were appointed by V/Line Freight to carry local freight until the end of June 1995. They employed four of the six V/Line employees made redundant at the Freightgate and invested in fork lifts and trucks to support their contract.
Advertisement placed by Mildura Freightgate to reinforce the continuing freight service to Mildura following cancellation of "The Vinelander". 10-11-1993. Source: Bruce McLean Collection
A new V/Line Superfreighter rail service between Melbourne and Mildura commenced on 29-6-1993, incorporating the "Sunraysia Fresh" express goods service. The new service was part of the V/Line intermodal freight concept designed to take long haul cartage of goods off State roads. Mr. M. Halley, V/Line Intermodal Marketing Manager, said that the concept behind the Superfreighter service was that it would "run like clockwork" because reliability was the prime requirement of customers. The Mildura line was the longest haul in Victoria and was suited to intermodal haulage. V/Line would be working to attract business from the South Australian Riverland and Broken Hill through the Mildura freight terminal. The existing Fast track domestic freight service to Mildura was converted to the intermodal system and curtain-sided containers were introduced, replacing conventional wagons.
New curtain sided containers for Superfreighter traffic. The first Superfreighter ran from Melbourne to Mildura on 29-6-1993 and these wagons were photographed at Mildura the following day. Photo: Bruce McLean
Curtain sided container at Mildura on the first Superfreighter arrival on 30-6-1993. Photo: Bruce McLean
The Superfreighter was scheduled to depart Mildura at 4 p.m. for Melbourne with pick ups at Ouyen, Donald, Maryborough and Ballarat. Arrival at the Melbourne Wholesale market was scheduled for 2 a.m..
Loading Fast Track freight at Mildura Freightgate on 30-6-1993. Superfreighters commenced running to Mildura on 29-6-1993. Photo: Bruce McLean
In February 1995, the Sunraysia Development Corporation released a draft plan for a road, rail and air transport network based on Mildura as a "hub". The draft plans called for the relocation of the V/Line Freightgate to Red Cliffs, relocation of bulk fuel terminals from Mildura city, a more convenient public transport system, a Mildura (Sturt Highway) bypass, a Mildura coach terminal with information centre, a major highway truck stop, further upgrading of Mildura airport, standardisation of the rail link from Mildura to Portland to link into the national rail network and a new railway line linking Mildura and the South Australian Riverland area.
The working party found that the Mildura Freightgate was no longer sustainable but such a visionary document was actually lacking in vision on the future of rail in Victoria/Australia.
(By 2003, the only development was the proposed standardisation of the Mildura line and a plan to convert most of the Victorian rail network, a project influenced by "Linking Victoria" - a Department of Infrastructure project the author was involved in as a member of the Victorian Public Transport Forum).
A new era in the history of railways in Victoria when the Victorian Government announced on 22-2-1999 that Freight Victoria had been selected from a number of bidders as the successful purchaser of V/Line Freight Corporation. As part of the lease agreement, other passenger rail and freight operators would have the right to run their own services in competition with Freight Victoria. Fast Track, V/Line Freight's parcel service would continue to operate and receive Government subsidies. The Government would also pay Freight Victoria $25 million to maintain lines for passenger services.
Freight Victoria took over on 1-5-1999 and with the exception of the former Officer-in-Charge at Mildura, Mr. J. Hosking, all other employees, with the exception of four train drivers, were made redundant. Mr. Hosking was appointed to a sales representative position with Freight Victoria, however a last minute reprieve was made to maintain two employees for signalling and shunting duties as there would have been no one to perform these tasks. These employees were eventually made redundant with two crews (four drivers) performing all duties.
In June 1999, Mr. I. Cogdell, the former Fleet Maintenance officer based at Mildura, formed Northern Services Pty. Ltd. and was given a contract to provide maintenance services for Freight Victoria.
Freight Victoria changed its name to Freight Australia from 1-3-2000 to reflect the changes made in its operations following the gaining of freight contracts in New South Wales.
Mr. Hosking effectively finished his sales role in October 2000, but continued until mid-December 2000 with the special task of arranging on-farm pick-up for grain on the former Morkalla (to Carwarp and Yelta receival facilities) and Murrayville lines.
From January 2001, Freight Australia assumed operation of the Fastrack operation at Mildura goods shed following the end of contract arrangements with C.A. Clarke Carriers.
The North West Freight Transport Strategy was released in May 2000. The strategy was drawn up by the Department of Infrastructure in consultation with Vicroads, the Mildura and Swan Hill municipal councils and the North West Municipalities Association.
Priority actions identified that impacted on Mildura included:
Standardisation of the north-west rail lines;
Upgrading the Mildura line to Class 2 for the purpose of passenger rail operation and assess suitability of lifting rail freight train speed limit;
Mildura Rural City Council to include site for relocated Mildura Freight Gate in Framework Plan and move to protect access to rail reserve;
Mildura Rural City Council to decide on a preferred petroleum relocation site and factor into industrial land planning framework/Municipal Strategic Statement.
Strategic actions, in addition to the above included:
Relocate the Mildura Freight Gate facility from the Mildura waterfront. The new location would be preferably located east of Benetook Avenue and west of Cowra Avenue. Negotiations with stakeholders to resolve access arrangements and land matters should begin. This will permit development of Sunraysia 2000 proposal and rationalisation of existing rail facilities at the Mildura station site;
Mildura Rural City Council to protect land for a consolidated petroleum storage and distribution centre, including suitable zoning and protection from future residential and commercial encroachment. Two site options have been identified including the current Caltex siding or a co-location with the relocated Mildura Freight Gate.
Implementation of the North-West Freight Transport Study caused some concern for Mildura Rural City Council in August 2002, when it was suggested that Vicroads may not proceed with a truck by-pass of Mildura using Benetook Avenue. Benetook Avenue runs close to the site for the Mildura Freight Gate proposed in the Study and the truck by-pass was an important connection for the proposed Freight Centre. It was also revealed that the proposed cost of moving the Freight Centre was about $2.5 million, depending on the size of the replacement centre.
Proposal by Connell Wagner Pty. Ltd. for rationalisation of Mildura railway yards. May 2002. Source: Department of Infrastructure
The Minister for Transport, Mr. P. Batchelor, said that the strategy would maximise the use of transport infrastructure already in place in the area. He also stated "by identifying sources of future growth in regional production, the North West Freight Transport Strategy has determined that the area's current rail and road network has ample capacity for projected freight requirements for the next ten years. The strategy identifies initiatives to better use existing infrastructure, by developing new and enhanced inter-modal facilities, removing barriers to the efficient movement of freight, and increasing the use of rail for long distance freight shipments".
As at June 2003, life at Mildura Freight Centre continued with the arrival each morning Monday to Friday of the overnight freight train conveying Fast Track containers and wagons for general loading, fuel for the Shell Depot, cement for Blue Circle's cement siding and the intermodal container traffic for Wakefield's at Merbein.
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