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"Freight" is the modern term used for consignments, however the term "goods" was the usual term used to describe non-passenger traffic. This section will cover the regularly scheduled trains; goods trains that also conveyed passengers were referred to as "mixed" trains and are covered in the Passenger Traffic section.
The opening of the railway to Mildura on 27-10-1903 had an immediate effect on the River Murray boat traffic with the "Mildura Cultivator" newspaper reporting at the time of the opening that fruit was no longer being carried up river to Swan Hill and boats were carrying very little other cargo. The first consignments of freight to and from Mildura from 1903 were conveyed in "mixed" trains - trains consisting of freight wagons with passenger carriages attached to the rear.
In January 1905 it was proposed to send a locomotive with a van to Irymple at 3.30 p.m. on train days (Wednesday and Monday) with the locomotive returning to Mildura to shunt and prepare the Melbourne train. This movement would allow Irymple goods to be loaded before 5 p.m. and instead of the Melbourne train being delayed half and hour, it would only have to attach the loaded van. Fruit and other goods intended for Melbourne or stations between Mildura and Maryborough would continue to be received up to 4 p.m.. This "switch" movement was to be a feature of Mildura freight movements until 22-7-1996.
In November 1909 it was announced that an extra goods train would be scheduled on the Mildura line to supplement the three mixed trains. It would leave Melbourne on Wednesdays and arrive in Mildura the following day. Departure from Mildura on Thursdays would be 5 p.m. enabling fruit to be delivered in Melbourne between 2 and 3 o'clock on Saturday mornings in time for the early market. It was expected that apricot, fig and grapegrowers would benefit from this service.
The departure time for this train was altered to 4 p.m. from May1910 and was expected to remain at that time throughout winter.
In December 1910, two additional goods trains were scheduled to Mildura in addition to a fast passenger train and three mixed trains. The goods only trains were scheduled to arrive at 6.30 a.m. on Tuesdays and Saturdays. The up goods services were scheduled to depart at 4 p.m. on Tuesdays and Saturdays.
Posts, mainly used railway sleepers, were taken from Mildura by special train on 23-11-1911 for used in fencing the railway line between Irymple and Ouyen. Tenders for labour to erect the fence between Hattah and Irymple were advertised in March 1912.
Fruitgrower representatives met the Railway Commissioners on 15-11-1912 with a concern that a proposal to increase services on the Mildura line with a passenger-only train would not provide for up to four 4-wheel wagons of fruit to be attached. The Commissioners indicated that they would allow up to three 6-wheel wagons to be attached.
A meeting was held in Mildura on 19-8-1914 attended by councillors the Shire of Mildura, representatives from fruit packing companies and Mr. J. Fitzpatrick, District Superintendent, and Mr. J. Stanistreet (Stationmaster) of the Victorian Railways. The purpose of the meeting was to convince the railway authorities to provide a fast service for the shipment of fresh fruit from the Mildura district. Fruit had to be picked too early before it had attained its proper flavour. It was then placed into a hot railway truck for two nights and a day, often longer due to delays, and then had to compete with fresher fruit at the markets.
The railway representatives responded by acknowledging that "hot boxes" (wheel axle bearings) were causing delays until it was discovered that the fine ballast on the line required the axle boxes to be reoiled and repadded. Another cause was bad water used by locomotives and there did not appear to be an immediate solution. Mildura was supplying 25 trucks of water a day for stations as far away as Donald. In January 1915 it was announced that a weekend fast train would commence running from 23-1-1915 however this was primarily a passenger service. An additional fast train was re-instated from 9-1-1918, however there was no provision for fruit traffic. Three or four louvre trucks were estimated to convey outward loadings of peaches and grapes from Merbein, Mildura and Irymple.
Goods train services came in for severe criticism in April 1920 when it was reported that a truck of sugar took 15 days to come from Melbourne to Mildura and some delays were as much as 21 days. At times whole trains were held at Irymple to allow the congested Mildura yards to be cleared for their arrival. Chief Commissioner Clapp, during his visit to Mildura on 18-10-1920, responded to the problem by announcing a 40 feet extension to the goods shed, the unloading crane would be moved 300 feet down the other side of the shed so that 40 trucks could be held there and 60 feet swinging space would be provided for the crane.
Traffic on the Mildura line, and Mildura in particular as the principal revenue station on the line north of Woomelang, was growing at a rapid rate. Out of the 1035 railway stations in Victoria at 30-6-1920, Mildura was the eighth highest revenue producer following Spencer Street, Flinders Street, Geelong, Bendigo, Wodonga, Tocumwal and Echuca. The latter three were also border stations but had connecting lines into New South Wales.
A goods train shunting at the Up end of Mildura sometime prior to 1938. Photo: E.A. Downs Collection, Puffing Billy Preservation Society Archives
The same train viewed from the opposite side. The water tower standing to the right of the photograph dates the view prior to 1938. Photo: E.A. Downs Collection, Puffing Billy Preservation Society Archives
An indication of the extent of freight traffic on the Mildura line can be gleaned from a report in "Sunraysia Daily on 5-4-1921 which referred to over 100 trucks a day being present in the Mildura yards to handle dried fruit as well as general traffic. The day before, a special train left Mildura with 17 wagons of cattle from a Darling River property north of Wentworth, for dropping off at Curyo with more wagons of cattle to be attached at Ouyen for Birchip. In the following month it was recorded that 3390 sheep had arrived at Mildura from Coleraine.
The demands of the wheat traffic were quite substantial, particularly at the junction station of Ouyen. In 1921, it was reported that two double headed locomotives and a single locomotive have been running daily on the Ouyen - Murrayville line and from Ouyen to Woomelang hauling, 800 and 400 tons of wheat respectively. With the wheat trains, two passenger trains and two mixed and perishable goods trains, fourteen or fifteen trains were reported to be passing through Ouyen every 24 hours.
From 19-8-1922 the 5.45 p.m. goods from Mildura was rescheduled to leave at 4.30 p.m..
There was discontent at Merbein with the way consignments to the station were managed by the department. In 1925, "Sunraysia Daily" newspaper took up the case whereby goods consigned to Merbein that arrived at Mildura between 2 and 3 a.m., were detained until the 1.45 p.m. train. It was proposed that a mixed train early in the morning would provide a convenience for Merbein, Curlwaa, Wentworth and Darling River traders. Furthermore, there was an unacceptable difference in rates where freight from Melbourne to Mildura was charged at 3 pence per ton mile and freight from Mildura to Merbein (7 miles distant) increased by 400% to one shilling per ton mile. The Commissioners justified these rates by claiming that Mildura was a river port and entitled to special rates to enable the Victorian Railways to combat the water borne commerce from South Australia. "Sunraysia Daily" claimed that Merbein should be also declared a river port in that case as it was just as easy to land goods from the river steamers at Merbein as it is at Mildura.
The construction of the Weir and Lock Number 11 on the Murray River during 1925 provided substantial traffic on the Mildura line. About 20 trucks of gravel from Carisbrook were arriving every day and thousands of tons of machinery and material for the project were railed, via the special siding provided, to the construction site.
Productivity from the vast wheat fields planted up along the Werrimull line resulted in the running of trains most days of the week in March 1927 to pick up trucks laden with bagged grain.
A departmental timetable officer travelled in the guard's van of No.3 down goods from Maryborough to Mildura during July 1927. His purpose was to see if the timetable could be adjusted to reduce the journey time of this train and No. 12 up goods from Mildura that carried perishable goods. No. 3 goods was altered to arrive three hours earlier.
Coal provided regular traffic to Red Cliffs from Wonthaggi and was the longest direct haulage in the State. The daily delivery, for example, during 1928, varied from 36 to 50 tons.
The 6.06 p.m. up goods from Mildura on Monday, Tuesday, Thursday and Friday was altered to depart at 5.40 p.m. from 22-10-1928.
Mallee freight rail traffic was reported to be particularly heavy during March 1930 with a goods train running every day on the Meringur line. Traffic loadings included manure, seed wheat and chaff. Wagons used for this traffic were returned to Mildura for outwards loading of dried fruit. On some days two goods trains were scheduled for dried fruit traffic with an N Class locomotive rostered. On 20-3-1930, 1,282 tons of dried fruit was moved by rail to Melbourne.
The State Rivers and Water Supply Commission decided in November 1930, to replace black coal from the State Coal Mine at Wonthaggi, with brown coal briquettes from the State Electricity Commission at Morwell, for use at the Red Cliffs pumping station. This decision affected the traffic arrangements for delivery of fuel to the SR&WSC siding at Red Cliffs where it was transferred to the narrow gauge train and taken to the pumping station. Coal was still delivered to Redcliffs for use by the steam locomotive on the narrow gauge line.
Following the stock market crash of 1929 and the great depression that followed in the 1930's men from Melbourne were forced to seek work wherever they could. The annual grape harvest in Mildura offered an opportunity for work, however police patrols were rostered on all goods trains proceeding to Mildura to search each truck at every stopping place.
The annual wheat and grape harvests created a high demand to rail freight services during the months of January, February and March each year. Traffic to and from Mildura was usually quite heavy. In February 1931 for example, despite the depression, double-headed goods trains were used to clear wheat trucks and dried fruit from stations in the Mildura district, including traffic from the new extension to Karween and Morkalla which had not yet been formerly handed over to the Commissioners.
Goods train loadings between Ouyen and Walpeup were increased from April 1931. According to the class of engine, loads ranged from 600 to 870 tons. A stiff grade facing up trains shortly before the junction at Ouyen required locomotives to obtain a speed of 30 m.p.h., however if that was not possible, trains could be divided at the 290 mile post and the load taken into Ouyen in two sections.
It was reported that the biggest and heaviest train to leave the Mallee departed from Ouyen on 7-1-1932. It was hauled by two locomotives - an N and DD - with 52 vehicles carrying 1309 tons of wheat. Subsequent to that movement, the maximum loading between Ouyen and Woomelang was increased to 1470 tons with a limit of 70 vehicles.
The Saturday goods train from Mildura was altered to depart at 2.30 p.m. instead of 4.30 p.m. from 21-2-1931. The departure time was altered at the end of May to 4 p.m. and from 9-7-1932, was altered again to 3.15 p.m..
From 1-11-1932, the daily up goods from Mildura was altered to depart at 5.40 p.m. Monday and Friday, 5 p.m. Tuesday, Wednesday and Thursday, and 4.15 p.m. Saturday.
From 7-11-1932, the Monday Woomelang to Melbourne mixed train would start from Ouyen at 7.40 a.m.. Trains would run only as required on the Merbein to Yelta line.
From 5-2-1933, the daily goods from Mildura would leave at 5.30 p.m.. A goods train would depart Ouyen for Mildura at 2.30 a.m. on Thursday and Saturday, arriving in Mildura at 6.10 a.m.. On Monday, Tuesday, Wednesday and Friday it would depart at 9.30 a.m. and arrive in Mildura at 1.15 p.m..
In March 1933, with the introduction of automatic couplers to railway locomotives, carriages and wagons, tests were carried out between Donald and Ouyen to increase the loads of trains conveying empty wagons. The tests resulted for up to 75 wagons to be hauled behind one engine in lieu of 60 wagons. This limit was also raised between Ouyen and Mildura.
On the Ouyen to Pinnaroo line, the number of trucks was increased from 50 to 75 and on the Red Cliffs to Morkalla line, increased from 60 to 75.
A test run of a goods train between Melbourne and Mildura was run on 10-7-1933, scheduled via Castlemaine and Ballarat instead of Ballarat and at an experimental time. The departure was at 8.20 p.m. from Spencer Street some 8 hours later than the usual time, and the arrival was scheduled for 4.55 a.m. in Mildura instead of the usual 3.45 a.m., on 12-7-1933. The idea was to permit later loadings at Melbourne and maintain morning delivery in Mildura, 32 hours later. There was no difficulty experienced with the schedule, the test run arriving five minutes early at Mildura. The new times were adopted from 14-8-1933 on a daily basis with one significant improvement being that loadings in Melbourne for Mildura could be made on Monday instead of Saturday.
A further alteration was made from 2-9-1933 with the goods from Mildura on Saturday afternoons from 3.15 p.m. to 7 p.m.. The later departure was made possible by having a separate engine shunt the sidings at Irymple and Red Cliffs in the afternoon instead of the work being done by the goods train at those locations. The change also made it possible for passengers from stations north of Ouyen to come to Mildura for the day and return on the goods travelling in the brake van with the guard.
In February 1934, the wholesale fruit dealers in Melbourne requested Victorian fresh fruit growers to send their produce by rail in preference to road, to facilitate marketing and ensure sound conditions. The Commissioners swiftly responded to the Mildura fruit harvest by scheduling a special train especially for grape growers on Sunday. This train would leave at 2.40 p.m. and arrive in Melbourne in the early hours of Tuesday morning in time for that day's market. Merbein growers wanted a louvre truck to be run in from Merbein on Sunday to connect with this train but this was refused.
It was decided to continue this Sunday service but it would replace the 7 p.m. train on Saturdays. The timetable would be adjusted to allow a connection with the regular service to Ouyen on the Pinnaroo line.
Railway officials arrived in Mildura on 15-1-1935 to conduct freight tests between Ouyen and Redcliffs. The capacity load for down trains in this section was 720 tons and the test involved an N Class locomotive hauling 1000 tons. The objective was to find the engine capacity necessary to give the same freight service with fewer trains.
Police were assigned to special duties on trains between Woomelang and Mildura during the 1936 picking season in Sunraysia. The objective was to check on itinerant pickers jumping trains to and from Mildura.
The Sunday goods train from Mildura was altered to depart at 5.15 p.m. instead of 2.30 p.m. from 26-4-1936. The goods should was open for receipt of goods from 1 p.m. to 4 p.m..
A special goods train was scheduled from Melbourne to Mildura on Monday 21-9-1936 departing at 12.25 p.m. and arriving at Mildura the following day at 9.45 a.m.. A return service was scheduled on Wednesday 23-9-1936 to depart Mildura at 9.50 a.m. and arrive in Melbourne the next day at 3.15 a.m.. Green peas despatched by the special train from Redcliffs could be sold at the Melbourne market that morning to the delight of primary producers.
As a consequence of this trial, the department announced that a similar fast train service would be scheduled every week from 30-9-1936. A fast goods train would leave Melbourne at 12.40 p.m. on Wednesday and arrive in Mildura the next day at 7.45 a.m.. Another fast goods would leave Mildura the same day at 9.50 a.m. and arrive in Melbourne at 2.30 a.m. Thursday morning. In addition a UB bogie wagon would be attached to the passenger train from Mildura on Monday, Tuesday, Wednesday and Thursday. The wagon would be detached at Ouyen and continue to Melbourne by goods train.
A special stock train was run from Ouyen to Melbourne at a schedule described as being little more than half of the normal goods train timetable. The special train was scheduled to depart Ouyen at 1 p.m. on Wednesday 30-9-1936 and reach Melbourne at 2.30 a.m. the next day.
The daily 5.15 p.m. goods train from Mildura to Melbourne departed Mildura at 9 p.m. on Thursday 10-6-1937 and Friday 11-6-1937 to test the advisability of changing the schedule on a permanent basis. An accelerated goods service was scheduled to commence from 22-11-1937. A fast goods train would leave Melbourne at 12.40 p.m. and arrive at Mildura at 6.40 a.m. the following day and was scheduled Monday to Friday inclusive each week. On the same days, another goods train would leave Melbourne for Donald, connecting to a 12 noon goods train to Ouyen the following day and thence from Ouyen to Mildura at 12.30 a.m. on Monday, Wednesday and Friday, reaching Mildura at 5.30 a.m.
From Mildura to Melbourne, the regular evening goods train would leave at 7.15 p.m. instead of 5.15 p.m. Monday to Friday inclusive. A goods train would leave Mildura at 6.20 a.m. on Monday, arriving in Melbourne at 2.30 a.m. the following day. A fast goods train would leave Mildura at 9.20 a.m. on Wednesday connecting with the Morkalla and Murrayville lines and arrive in Melbourne at 2.30 a.m. the next day.
On the Woomelang to Ouyen section, the car-goods would be replaced by a rail motor departing Woomelang daily at 9.15 a.m. to connect at Donald with the 3.25 p.m. fast passenger train for Melbourne. The rail motor would return from Donald at 3.15 p.m. after connecting with the 9.10 a.m. express from Melbourne, and arrive in Woomelang at 5.40 p.m..
In September 1939, the Prime Minister, Mr. Robert Menzies, announced that Australia had declared war on Germany.
A coal strike caused the cancellation of a number of country steam and petrol-electric trains from 17-3-1940. The daily fast goods train was cancelled and one goods train would run daily between Melbourne and Mildura.
The 9 a.m. Mixed goods from Ouyen to Pinnaroo on Monday and the 4.15 a.m. Mixed train from Pinnaroo to Ouyen on Wednesday was cancelled.
The Morkalla line would be reduced to one train per week, departing Mildura for Morkalla on Tuesday and returning on Wednesday.
On the Yelta line, the daily goods train to Merbein and return was cancelled on Wednesday and Friday.
The coal strike was over by mid-May 1940 but it was some weeks before normal goods train services were able to resume their former schedules.
On Monday 1-7-1940, a record for tonnage on a single train in the north-west was made when 1,408 tons of dried fruits from Sunraysia were hauled between Ouyen and Woomelang by D1 and A2 locomotives in 55 trucks.
It was announced in early January 1941 that the Railways Department intended to reduce the number of goods trains per week from six to four due to a decline in traffic and need to economise with coal supplies. From 14-1-1941 the Tuesday and Thursday fast goods from Melbourne to Mildura would be cancelled. The goods train leaving Melbourne at 12 noon on Monday, Wednesday and Friday would arrive the following day. The 10.45 p.m. goods from Melbourne on Monday, Wednesday, Thursday and Friday would arrive at Mildura on Wednesday, Friday, Saturday and Monday.
From 19-1-1941, and continuing until further notice, a special goods train was scheduled to depart Mildura on Sundays at 5 p.m. and the early morning goods train on Sunday cancelled.
This alteration was primarily for the dispatch of fresh fruit.
From 6-10-1942 the 12 noon Melbourne to Mildura fast goods on Wednesday and Friday was altered to leave Melbourne on Tuesday and Thursday, arriving in Mildura at 7.30 a.m..
The 12.15 a.m. Ouyen to Mildura goods train on Tuesday and Wednesday was altered to run on Tuesday, Thursday and Saturday.
Commencing on 28-9-1943, the goods train from Melbourne to Mildura would arrive at Mildura at 7 a.m. on Tuesday, Thursday and Friday. The goods train from Mildura to Melbourne would depart at 6.50 p.m. on Tuesday, Thursday and Friday. On Sunday the goods from Melbourne would arrive in Mildura the following day at 6 a.m. and the goods train from Mildura to Melbourne would depart at 4.30 p.m..
To meet the requirements of the annual fruit traffic from Sunraysia, goods train services were altered from 31-1-1944. The goods from Mildura to Melbourne would now leave at 6.30 p.m. instead of 6.50 p.m. on Monday, Tuesday, Wednesday and Friday. There was no alteration to goods services from Melbourne. Connecting goods services to Merbein and Yelta were also altered.
From Monday 3-12-1945, drastic reductions were made to all goods services due to a coal strike. The daily goods service from Melbourne was reduced from Monday to Saturday inclusive to depart Melbourne on Monday and Wednesday, arriving at Mildura the following Wednesday and Friday at 5.45 p.m. Goods trains were cut back from departing Mildura Monday to Friday inclusive, to Monday and Wednesday only, leaving at 6.15 p.m..
In response to a deputation of district fruit and vegetable growers in Mildura the Acting District Superintendent (Mr. R.F. Stanistreet) advised that an extra goods train service would commence on 25-1-1946. Goods trains would now depart from Mildura at 6.15 p.m. on Monday, Tuesday, Wednesday and Friday. Goods trains from Melbourne would arrive in Mildura at 5.45 a.m. each Monday, Tuesday, Thursday and Friday.
Mr. W.E. Smith, a Mildura carrier, was reported in "Sunraysia Daily" newspaper on 1-2-1946 saying that the Sunraysia district would be the biggest vegetable growing place in the state if a fast goods train could pick up at Mildura, Irymple, Redcliffs and Carwarp and run express from there to Melbourne. Consignments could be loaded in the afternoon and get to the city for the next morning's market. (This prophetic statement would be realised in 1958 with the introduction of the "Fruit Flier" express goods.)
The Commissioners approved the goods train leaving Mildura at 6.30 p.m. on Monday to Friday inclusive, be altered to depart at 5.30 p.m. from 2-9-1946. It would run to a faster schedule picking up perishable goods only at Irymple, Redcliffs and Carwarp.
From 5-12-1946, an additional goods train was scheduled to depart Mildura at 5.30 p.m. on Thursday providing a daily Monday to Friday inclusive service. This service was altered to depart Mildura at 8.15 p.m. from 10-2-1947.
Commencing from Monday 28-4-1947, country train services were cut back by 10% due to the increasing number of steam locomotives becoming unserviceable through lack of maintenance. Train speeds were also reduced to conserve fuel. Goods services were cut back from five to two services each week between Melbourne and Mildura. From 13-5-1947, a goods train would be scheduled to leave Melbourne on Tuesday at 7.50 p.m. for Mildura, arriving at 7 a.m. on Thursday. This service would connect with the Pinnaroo line service to enable fresh South Australian vegetables to be delivered to Mildura. The Wednesday night goods was restored from 14-5-1947.
From 20-6-1947, the 8.15 p.m. goods train from Mildura would travel straight through to Melbourne instead of terminating at Ouyen where it would be combined with loading from that station and another train formed.
Goods services were altered again from 10-7-1947. The Thursday goods train to Melbourne was cancelled and trains were scheduled to run from Mildura to Melbourne on Monday, Tuesday, Wednesday and Friday at 8.15 p.m.. Trains would run to Ouyen on Tuesday at 12.30 p.m. and Thursday at 8.20 p.m.. Trains would run from Ouyen to Mildura on Monday, Wednesday, Thursday, Friday and Saturday departing at 1 a.m.. A service would depart on Tuesday at 10 a.m..
South Australian Railways 523 shunts the Pinnaroo yard in 1948. 523 "Essington Lewis" was issued to traffic on 14-8-1944 and was just four years old when this photo was taken. Note the Brill railcar and brake van opposite the station building. Photo: Reg Forster, Bob Whitehead Collection
Five slaughtermen from the Mildura Shire Abattoirs who were members of the Meat Industry Employees Union, picketed both passenger and goods train arriving at Mildura on Saturday morning 24-4-1948. They were looking for meat they believed was being transported from Melbourne by a Mildura butcher, but were unsuccessful. Nothing further seems to have come of the issue as far as train services were affected.
The coal position was worse than ever and State Cabinet ordered that drastic measures be taken to cut back on coal consumption from 1-6-1949. Goods train would now arrive in Mildura on Tuesday, Wednesday and Friday about 7 a.m.. Goods trains would leave Mildura on Monday, Wednesday and Friday at 8.15 p.m.
On 29-7-1949, a 19 ton open bogie wagon capable of carrying 32 tons was sent to Mildura from Melbourne for the transport of a number of liquid fuel tanks which had been raised from the ground at Mildura airport. The tanks were installed during the war and were scattered underground at the aerodrome out of sight from the air.
Locomotive N112 stands at the head of a goods train at Pinnaroo, South Australia, in readiness to return to Ouyen. Date unknown, possibly late 1940's. Photo: Rev. Leon Marshall-Wood
Following representations by Mr. Nat Barclay M.L.A., the schedule of the 12 noon roadside goods from Mildura to Ouyen was altered to a 3.30 p.m. departure from 1-11-1949. This alteration was due to the limited time available for shunting by the 8 p.m. goods from Mildura at stations between Mildura and Ouyen. Stock from stations between Redcliffs and Ouyen was taken to Ouyen by the roadside train and then picked up by the goods from Mildura. The roadside train had earlier been changed by the Commissioners from a 9.45 a.m. departure from Mildura to 12 noon.
During the inspection tour of the north-west by the Railway Commissioners, Chief Commissioner Wishart told the Executive Officer of the Mildura District Citrus Co-operative Association (Mr. A. Cameron), during a deputation at Redcliffs on 11-9-1950, that the department may be able to provide a refrigerated rail truck between Mildura and Melbourne
within a short period.
A one-day general stoppage occurred on 4-9-1950 as a protest against long shifts worked by some traffic sections of the railway department. Because of the refusal of the Conciliation Commissioners to vary awards relating to this and other conditions of working, there followed a complete state-wide cessation of rail services from 15-10-1950 to 8-12-1950 - a period of 55 days - during which no trains ran.
Special guards were sent from Melbourne to Ouyen to guard over railway trucks with valuable goods consigned to Mildura in early November.
Seven gangs of track repairers were working on the lines between Ouyen and Mildura including Ouyen and Pinnaroo and Redcliffs to Morkalla.
The District Superintendent, District Rolling Stock Superintendent and District Engineer from Ballarat inspected the lines in a Dodge rail car on 21-11-1950. The officers found it necessary to clear the flange way at numerous level crossings during their journey.
Local newspapers carried photographs of rolling stock at stations with grass growing between the spokes of railway wagon wheels or showing deserted station yards and signals in the "stop" position.
A goods train departed from Mildura at 8.30 a.m. on Saturday 9-12-1950 for Ouyen and was the first train to run following the 55 day strike as far as Mildura was concerned. The goods returned from Ouyen that afternoon fully loaded. "Sunraysia Daily" on 11-12-1950 reported the return of railway traffic as follows:
"Heralded from the station yards with shouting and clapping of a small crowd and with the tooting of car horns, the first train to run at Mildura for eight weeks left Mildura railway station on Saturday morning. It was a goods for Ouyen, and the sound of its whistle after the silence of Victoria's drawn-out rail strike brought many people to their windows".
About 500 tons of coal from Melbourne was held at Ouyen during the rail strike and was quickly brought to Redcliffs for use at the pumping station. The State Rivers & Water Supply Commission must have been wary of industrial strife following coal and rail strikes, as fuel oil was brought to Yelta in August 1949 for storage for the pumping station as a back up for coal. Fuel oil was transferred by road tanker during the strike to keep the pumps going.
The 8 p.m. perishable freight would depart from Mildura every night except Friday and Saturday 21-2-1951 following an announcement by the Premier (Mr. McDonald) that Victoria was facing one of the worst coal shortages in its history. As was usual in coal shortages, oil burning locomotives used on the Mildura line were diverted for use on other services in the State.
To conserve coal goods train services were altered from 26-2-1951 to depart Mildura at 6.15 p.m. instead of 8 p.m. on Monday, Wednesday and Thursday and arrive in Mildura from Melbourne on Tuesday, Wednesday and Friday.
To further conserve dwindling coal stocks, the Railway Commissioners announced on 3-4-1951 that they were restricting the quantity of dried fruit to be railed from Sunraysia to 500 tons per week. "Sunraysia Daily" claimed that this directive would cost the dried fruits industry thousands of pounds and upset the export marketing system now operating with Britain and Canada. The following day, the Commissioners announced that the tonnage would be lifted to 1,000 tons a week after the end of the coal emergency.
Following representations by Mildura District Citrus Co-operative Association, goods train schedules to Melbourne were altered from 18-6-1951. Trains would leave for Melbourne at 8 p.m. on Monday, Wednesday, Thursday and Friday.
Goods train services were altered from 8-10-1951. A train would leave Ouyen daily at 1 a.m. for Mildura. Goods trains from Mildura would depart at 8.20 p.m. Sunday and 8 p.m. all other days.
An additional goods train was scheduled to and from Pinnaroo from November 1951. Trains would now depart Ouyen for Pinnaroo at 8.30 a.m. on Tuesday and Thursday and at 8 a.m. on Saturday. The return journey would depart Pinnaroo at 12.20 p.m. on Sunday, 3.15 p.m. on Wednesday and 2.50 p.m. on Friday.
A falling off in demand for outwards loading on the Mildura line resulted in the storage of dozens of empty rail trucks at sidings between Kiamal and Irymple during October 1952. The fall in demand was due principally to the reduced quantity of export dried fruits.
Fast daily goods train services to Mildura were introduced with the rostering of B Class diesel-electric locomotives on freight and passenger services from 15-3-1953. The goods service from Melbourne to Mildura was accelerated to cut off 17 hours and the service from Mildura to Melbourne saved about10 hours. A daily fast goods service was scheduled to depart Melbourne at 9.15 p.m. and arrive in Mildura at 2.30 p.m. the following day. A daily goods train was scheduled to depart Mildura at 9 a.m. and arrive in Melbourne at 2.15 a.m. the following day. Two diesel-electric locomotives were used for passenger and goods services - the locomotive arriving with the passenger train to Mildura at 7.30 a.m. would depart at 9 a.m. the same day with a goods train to Melbourne and the locomotive that arrived with the goods train at 2.30 p.m. left that same night with the passenger train for Melbourne.
Not everyone was pleased with the "railway revolution". Sunraysia growers of fresh fruits for the Melbourne market were concerned that the departure time of 9 a.m. daily would cause problems with the quality of fresh fruit. Fruit for the goods train would have to be picked and loaded on the train the day before departure and would not arrive in Melbourne until 2.30 a.m. the next day.
The heaviest load ever to leave Mildura by rail by a single train departed Mildura at 9 a.m. on 18-7-1953 with 1,046 tons of freight. Normally the heaviest loads were about 725 tons but this had increased to 900 tons since the introduction of diesel locomotives.
Delays caused by late loading of consignments of fruit at Red Cliffs and Irymple were delaying the Mildura to Melbourne passenger train at those stations. In March 1957 it was decided to run the Mildura pilot engine to Irymple and Red Cliffs each day to pick up trucks and bring them back to Mildura where they could be attached to the passenger train.
Mr. John Taylor, a Commercial Agent for the Victorian Railways, wrote in an article published in "Sunraysia Daily" newspaper on 15-5-1957, that "district rates" have applied for all rail transport of general merchandise in each direction between Melbourne and Mildura since 1903. These rates were nearly 50% lower than normal rates. They were offered with a view to increasing not only railway traffic, but as a practical aid to expand a local market and give a solid foundation to a highly important industry.
The article also made reference to the fact that not only do they transport vast quantities of dried fruits, but they were one of the biggest consumers of the districts output of citrus and dried fruits. The railways promoted "Eat More Fruit" prominently in Melbourne and around the system and were the first in Victoria to use the "Sunkist" fruit juice extractor making pure, non-synthetic orange juice one of the most popular drinks on sale at the department's fruit juice drink stalls. Many tons of raisins, sultanas and currants are used every year in the railway bakery. When the baking of raisin bread was begun by the department, there were only three other bakers in Victoria making it.
In July 1958 the Commissioners threatened to lift the freight rates for superphosphate and dried fruits because of "alleged" lack of support by Mildura traders. The traders denied that support had been withdrawn except for commodities where road freight gave a better service.
The downturn in railway freight commenced to have an impact on local freight staff when it was announced in August that there would be no overtime worked by goods shed staff.
In response to the challenges facing the railway freight service, the Commissioners, to their credit, decided to fight back with a completely new approach. Their answer to the road transport operators taking their business was the "Fruit Flier" - an express goods service running at passenger train speeds directly from Sunraysia to Melbourne with minimum stops.
A 40% saving in freight charges, compared with road transport, was an added incentive to encourage growers to support the service with railway commercial agents promoting "pick today - sell tomorrow".
The service commenced on 13-10-1958 and was scheduled three nights a week - Monday, Wednesday and Friday. Produce arrived in time to be delivered to the Melbourne market before 6 a.m.. Goods could be received at Mildura up to 4.30 p.m. - half an hour before the train departed at 5.00 p.m.. The train would stop at the following stations (with the latest time for receipt of goods in brackets):
Irymple 5.20 p.m. (4.45 p.m.), Red Cliffs 5.50 p.m. (5 p.m.), Carwarp 6.06 p.m. (5.30 p.m.) and Hattah 6.46 p.m. (5.30 p.m.). Except for brief stops at Donald, Bealiba and Ballarat for crew changing, the train was express for 310¼ miles each way between Hattah and Melbourne. The scheduled load was 400 tons.
The maximum speed allowed was Melbourne - Ballarat 70 m.p.h., Ballarat - Maryborough 60 m.p.h., and Maryborough - Mildura 50 m.p.h..
Promotional leaflet produced by the Victorian Railways showing the rates charged for fruit and vegetables for the "Fruit Flier" overnight express goods train. The leaflet was distributed throughout the Sunraysia district. Source: Bruce McLean collection.
The "Fruit Flier" was also scheduled to provide a fast service for goods from Melbourne to Sunraysia. Goods could be lodged by 3 p.m. in Melbourne on Monday, Tuesday and Thursday for delivery at stations the following morning. Loading was restricted to general merchandise that could be loaded by hand.
Advertisment scheduled in Melbourne newspapers to attract freight loading to the new "Fruit Flier" fast goods service to Sunraysia. Source: Bruce McLean Collection
The consist of the train made it distinctive for a Victorian goods train. Special high-speed wagons fitted with passenger-type bogies and a B Class diesel-electric locomotive and a timetable that made sure the "Fruit Flier" had the longest express run of any passenger or goods train on the Victorian Railways system.
Close up of a BX type cast-steel roller bearing bogie on a BP wagon for operation on the Fruit Flier high speed freight service. The main feature is all coil spring suspension with a spring bolster. Damping of the coil springs is carried out with friction shock absorbers. Photo: Victorian Railways
To further stimulate the Sunraysia community, the Victorian Railways distributed a leaflet entitled "Are You Really Helping Mildura". The leaflet set out many of the services the community received from the railways and asked for their support. It also posed the question "Have you ever given thought to what might happen if you had no rail link? Wouldn't it be possible for road operators, free of rail opposition, to organise and lift their freight rates to a much higher level than they are quoting you today?" The leaflet also expressed the Railway's disappointment that despite the low rates being charged for transporting superphosphate, most of Mildura's citrus production was sent by road.
Cover of leaflet "Are You Really Helping Mildura" produced by the Victorian Railways to help stop the drift of outward goods traffic to road transport operators. September 1958. Source: Bruce McLean Collection
Inside text of "Are You Helping Mildura" leaflet with the Victorian Railways stating their case for support against competition from road transport operators. September 1958. Source: Bruce McLean collection
Mr. George Tilley, Editor of Mildura's daily newspaper "Sunraysia Daily" rode in the locomotive cabin of the first "Fruit Flier" express goods from Mildura. The following is an account of his journey, published on 15-10-1958:
On Monday night I rode in the cabin of diesel loco B75 on a record breaking 350 mile trip that showed the railways can deliver the goods.
The B75 pulled the "Fruit Flier", the first freight train in Australia to run on a faster-than-passenger schedule. The service, which ran from both ends of the Melbourne - Mildura line on Monday night, is the railways answer to road transport for perishable freight. Produce was loaded from Merbein, Mildura, Irymple, Red Cliffs and Carwarp.
By the time the express run began at Hattah, there were 2,000 cases and bags of citrus, tomatoes, broad beans, peas, pumpkins and fish and dozens of parcels on the train.
In charge of this fast freight express was Driver Les Smith, who has been driving the Mildura - Donald section for 20 years. His fireman was Doug Laird, formerly of Mackay (Queensland) who now lives at Mildura. Railway officials on the train were the Superintendent of Loco Maintenance (Mr. Stan Keane) and senior engineman's instructor (Mr. Jack Sterling). Crew changes were made at Donald, Maryborough and Ballarat.
Broke Many Speed Records
The train broke nearly all speed records on the line, completing the journey in faster time that the Melbourne - Mildura express, despite an hour's delay at Ballarat, and miles of fog shrouded lines.
The first leg from Mildura to Donald was done in four hours, clipping an hour off the passenger express time. From Mildura to Ballarat took 7 hours, also a record for any train, and the hour advantage was maintained.
In Melbourne at 3 a.m., the train was shunted into the perishables shed for delivery of the fruit and vegetables to the Victoria Market, where trading began at 5 a.m.. By 7 a.m. suburban greengrocers were heading homeward carrying produce, which had been growing in Sunraysia market gardens 18 hours earlier.
At Maryborough, we had met the Mildura-bound freight express which left Melbourne at 6.40 p.m. Monday night. The train was well loaded with freight for Mildura district.
For the railways, the "Fruit Flier" is the last offer to Mildura district's producers, and the ex-Melbourne service is the last offer to Mildura business houses.
The success of the service depends on Mildura district people transferring business from road transport to rail.
Have Cut Their Freight Rates
The railways have cut their freight rates to put them in competition with road hauliers, who can operate from across the border to carry Mildura produce with the protection of Section 92 of the constitution, and without paying Victorian road transport fees.
If the "Fruit Flier" clicks, the railways will be in business in a big way, hauling out millions of pounds worth of produce a year. If it doesn't, the idea could mean the end of a first class rail service for Mildura.
The Railways Commissioners, who are delighted with the inaugural run of the new service, have already told Mildura district people that the railways must be supported if the railways service is to continue.
Editor Tilley in his "The Way I See It" column published in "Sunraysia Daily" on 16-10-1958 was full of praise for the enginemen responsible for getting the "Fruit Flier" to Melbourne. His column is reproduced below:
THE WAY I SEE IT
If the enthusiasm from railway officials continues as solidly as it began, the "Fruit Flier" cannot fail. This is the impression I gained on the "flier" this week and in Melbourne where the success of the first run was apparent. The railways realise that it is just as hard to get to break a habit, and that's what they have to do if Sunraysia producers are to switch from road to rail transport.
* * *
Realising that much is at stake, the railways staff is right behind the idea and is doing everything to make the "Fruit Flier" a success.
Les Smith, the man who drove the train out of Mildura on Monday night, was one of these men. Given the all clear for a better-than-passenger schedule, Les set out to get his section of the run completed in record time.
Being 20 years on the Mildura - Donald section, he knows every bend and slope in the tracks, and he has to know, because its too late for any last minute changes of mind with an engine doing 50 m.p.h. and with a couple of hundred tons dragging behind.
* * *
But while the train drivers are doing their best to get the train there in record time, they can't exceed the speed limit of the track - 50 m.p.h. between Mildura and Ballarat. An automatic speed recorder marks on a graph the exact speed the train was doing at all times.
When the train slows for a 35 m.p.h. curve, when it speeds for a straight level stretch and when it slows at stations to collect the staff for the run to the next section, the recorder takes an account of the speed and marks it for all time. This is one way road transport drivers can beat the train drivers.
* * *
The modern diesel-electric locos used on the Mildura line these days are the last word in comfort. The driver and his fireman have comfortable seats and work under clean conditions.
Their cabin is fitted with heaters, windscreen wipers, ash trays and a power point where they can have a shave or boil a kettle for a cup of tea. They have their own toilet facilities within the engine.
* * *
But for all the comfort, the job of the engine driver is no soda. Take for example, the job Driver Norm Downing of Ballarat, had to do. Norm became our driver on Monday night for the last leg into Melbourne. When he took over we were running an hour ahead of schedule.
Then, because of a hitch in the Ballarat yards, we had to wait for an hour while a long freight train was cleared from the line.
A few miles south of Ballarat, once we did get on our way again, we struck thick fog that made the job difficult and dangerous.
* * *
The speed limit on the Ballarat - Melbourne section is 60 m.p.h. and if we were to get in on time, Norm had to maintain top speed as much as possible.
Hurtling through the early, dark hours of the morning in a fog that allows you to see very few yards ahead, and at 60 m.p.h. is really an experience.
For Norm Dowling it was all in a days work. He had to know the southern section of the line every bit as well as Les Smith knows the Mildura end. He had to know when to expect a signal light to show out dimly through the fog so that his fireman could organise the automatic staff exchange which took place at near top speed as we roared through the stations.
Driving a diesel locomotive is no easy work, particularly on a record breaking freight run that must impress its customers if it is to exist.
By the end of the first week of the new "Fruit Flier" service, loadings from had increased with reports indicating that produce was being forwarded from various areas. On 17-10-1958 it left Mildura with five trucks, including one from Merbein, and picked up additional trucks at Irymple, Red Cliffs and Carwarp.
Two new refrigerated wagons for carrying perishable goods were put into service for the first time on 3-11-1958. Classified TP, the wagons were insulated and divided into three compartments, independently chilled by ice. They were also fitted with passenger-type bogies and could carry up to 15 tons of varied perishables.
Bogie refrigerated wagon TP2 at Mildura December 1976. Note the passenger-type bogies, letter "P" indicating available for passenger speeds and the three sets of doors giving access to iced compartments. These wagons trailed behind the guards van on the "Fruit Flier" and were fitted with a white tail disc and marker lamps for this purpose. Photo: Bruce McLean
A Melbourne-bound "Fruit Flier" departing Mildura with a mixed load of wagons for perishable goods, an open wagon, fuel tank wagons and two TP wagons trailing behind the guard's van. December 1976. The train is being hauled by an X Class locomotive. Photo: Bruce McLean
TP wagons were initially attached to trains four days a week in each direction. From Melbourne a wagon was attached to the "Fruit Flier" on Monday, Tuesday and Thursday and on Friday to the overnight passenger train. From Mildura, a wagon was attached to the "Fruit Flier" on Monday, Wednesday and Friday and on Thursday, to the "Mildura Sunlight" passenger train.
After the first four weeks of operation, patronage was looking good enough for the Minister for Transport (Sir Arthur Warner) to announce that the service would be extended to include Sunday and ultimately, if patronage increased, to every day except Saturday. The additional service commenced on 16-11-1958.
The Chairman of the Victorian Railway Commissioners (Mr. E.H. Brownbill), on the annual tour of inspection of north-west Victorian lines, announced at Mildura on 12-5-1959 that the "Fruit Flier" would run six days a week from 1-6-1959. He warned, however, that the Sunday service was "not paying for its axle grease" and it was still on trial, as were the other services. The extended service would run each day except Saturday.
Chief Commissioner Brownbill also indicated that if support for the daily service was sufficiently strong, high speed bogie open wagons would be provided for the Fruit Flier to carry spraying materials for the fruit industry and heavy loads requiring crane power.
A Mildura transport operator indicated to "Sunraysia Daily" newspaper that the introduction of the "Fruit Flier" had caused transport companies to reduce their freight charges, resulting in an increase in the amount of freight carried by road between Sunraysia and Melbourne. This compensated for the lower returns per trip.
From 12-7-1959, the Sunday "Fruit Flier" services were suspended due to seasonal conditions in the Sunraysia district. Perishables were sent on the Sunday night passenger train.
A model version of the "Fruit Flier" freight train was exhibited by the Victorian Railways at the Merbein Jubilee Fair held in August 1959. The one tenth to an inch model featured a B Class locomotive, bogie louvre wagons, a refrigerated van and guard's van.
The scale model of the "Fruit Flier" referred to above, was also exhibited at the Royal Melbourne Show in September 1959. Photo: Victorian Railways
The Sunday "Fruit Flier" service recommended on 15-11-1959, giving the area a six days a week service again. The railway department's authorised carriers, T.J. Gange and Sons of Red Cliffs, were engaged to pick up fruit and vegetables from the grower's property and convey them to the nearest railway station for despatch on the "Fruit Flier".
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