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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.
On 13-11-1960, the "Fruit Flier" service was withdrawn on Sundays due to seasonal conditions. Fruit and vegetable consignments were carried on the Sunday night passenger train from Mildura at "Fruit Flier" rates. The Sunday service resumed again from 19-2-1961 until 26-3-1961. A TP iced van and a goods wagon were attached to the Sunday night passenger train from Mildura when the "Fruit Flier" was not scheduled to run.
The 1960/61 wheat harvest was a record with 65 million bushels. The first wheat usually harvested is in the north-west of the State off the Redcliffs to Morkalla line. Following the introduction of the B and T Class diesel-electric locomotives, there was a reliance on this expanding form of motive power to move the harvest. Steam locomotives were being phased out any many had been placed into storage waiting eventual scrapping. With such a big task facing the railways this harvest, steam locomotives were returned to service in many cases and used on the Mildura line north of Woomelang, as well as on other lines in the Mallee and Wimmera.
The Commissioners' inspection tour of the north-west was in July and their travel arrangements brought them to Mildura to meet a deputation from Mildura City Council on Tuesday 18-7-1961. One of the issues councillors sought was for another night train to and from Melbourne for the convenience of business people and others who find daylight travel time-wasting or inconvenient, and a passenger carriage to be attached to the "Fruit Flier" to provide "fast business specials".
The Commissioners met with the councillors at 9.15 a.m. at the Civic Buildings on 18-7-1961. The Chief Commissioner (Mr. E.H. Brownbill) stated that, if the railways took a realistic view of the "Fruit Flier", they would take it off the run. The response to it had been dreadful and the same could be said of the daylight train. The average goods train paid at the rate of about four pounds a mile, but the Fruit Flier was only returning about fifteen shillings a mile. He said that they had considered cutting out the daylight train altogether and attaching carriages to the "Fruit Flier" but the 3.30 a.m. time of arrival in Melbourne was unsuitable for passengers. It would not be practical to retain the daylight and add passenger carriages to the "Fruit Flier".
New LP sheep vans, introduced in 1960, were noted attached to "The Fruit Flier" in September 1961. Most of the vans were loaded on the Morkalla line and picked up at Redcliffs, ex the Morkalla line goods.
In 1960, ten LL bogie sheep vans were modified for 70 m.p.h. passenger speeds and altered to LP classification. They were fitted with 'BX' bogies, tail discs and side lamp brackets, requirements for trailing vehicles on a train at the time. Photo: Victorian Railways
A 74 ton transformer was conveyed from Melbourne to Red Cliffs on a special wagon coded QS 2. The transformer was unloaded from a ship to the specially constructed wagon and commenced its journey by rail to Redcliffs on 11-8-1962, taking more than 26 hours for the trip. The transformer was 11 feet 10 inches wide and 14 feet 3 inches high and was moved at a maximum speed of 20 m.p.h., reducing to 5 m.p.h. when passing through stations and over open level crossings. It arrived at Redcliffs on Monday 13-8-1962 and was transferred by road to the State Electricity Commission power station at Cliffside.
The 74 ton State Electricity Commission of Victoria transformer in Melbourne yard before being railed to Redcliffs. 11-8-1962. Photo: Victorian Railways Newsletter
Timber supports were placed under one side of the wagon to prevent it tilting when the opposite side was removed to transfer the 74 ton transformer to road transport for the final stage of its journey from Redcliffs railway station to the State Electricity Commission power station at Cliffside. Side loading was a design feature of the QS 2 wagon as a crane of sufficient capacity to lift heavy loads would not always be available. Redcliffs 14-8-1962. Photo: Victorian Railways Newsletter
On 13-9-1962 it was reported in "Sunraysia Daily" that a revolutionary method of bulk freighting citrus by rail would begin in September. A New South Wales businessman intended to load citrus fruit at Mildura railway station into a tarpaulin hammock slung in a goods van. The "Fruit Flier" would transport the van to Melbourne where it will continue its journey by train to Moe, in Gippsland. At Moe, the van will be placed beside a packing house, one side of the hammock will be raised and the oranges will be poured into a bin ready for grading. The citrus would then be supplied to Gippsland retailers. Nothing further was heard of this venture.
In a competitive move against road transport, rail freight rates on goods carried between Melbourne and stations in Sunraysia were heavily discounted from 1-10-1963. The new rates applied to freight sent from Melbourne to Red Cliffs, Irymple, Mildura, Merbein and Yelta.
Sunraysia Fresh Fruit and Vegetable Grower's Association believed the "Fruit Flier" was not providing an efficient service for Sunraysia producers, compared with road transport. In January 1964, they and decided to seek a deputation with the Minister for Transport through Cr. A.R. Mansell M.L.C.. The Association sought the following:
The construction of a railway siding adjacent to, or into, the new Melbourne market when it is built;
In the interim period, the "Fruit Flier" service should be brought up to such a standard that both grower and selling agent would feel it compared favourably with road transport. "Fruit Flier" consignments arrive at Melbourne yard on time but often missed Victoria Market deadlines because of the private carriers pick up arrangements.
Mr. M. Whiting, M.L.A. for Mildura, in the Legislative Assembly, asked the Minister for Transport why the "Fruit Flier" goods train left Mildura on a Friday night when there was no Melbourne market on a Saturday, and did not run on Sunday night for Monday morning's market. The Minister responded in September 1964 by pointing out that the "Fruit Flier" was run on Sundays on a number of occasions between 1958 and 1961 with poor revenue results and there was no indication that its restoration on Sunday would be a paying proposition.
In response to another question, the Minister advised Mr. Whiting that freight tonnage on the Mildura line had increased. Freight forwarded from Melbourne to Mildura between 1-10-1963 and 30-6-1964 had increased by 13.1% compared with the same period last year. Freight tonnage between Mildura and Melbourne had increased by 1.2% in the same period.
A typical Mildura line goods train in 1965 as the steam era was drawing to an end. R712 heads towards Ballarat near Clunes. Photo: Don McLean, courtesy Train Hobby Publications
McGlashan's Transport Pty. Ltd. Of Buronga, N.S.W. entered into a contract with the Victorian Railways to provide an innovative Flexi-van service between Melbourne and Mildura on five days a week in each direction. The first Flexi-van was loaded at Melbourne goods terminal on 8-11-1965 and was attached to the Mildura-bound "Fruit Flier". A second Flexi-van provided the service in the opposite direction. Flexi-van wagons FVF 1 and VFV2 were transferred from standard gauge to broad gauge on 4-11-1965 and 3-11-1965 respectively.
The Flexi-van system made use of a patented technique for separating the rear wheel assembly from a highway semi-trailer and placing the trailer, less the wheel assembly, on to a railway wagon without the aid of an overhead crane or other railway terminal equipment. The trailer units operated were flat top trailers with gate sides and tarpaulin covers, rather than vans. This was to allow for pallet loading at both Melbourne and Mildura. McGlashan's provided prime mover units at both terminals. FVF or TVF Flexi-van wagons were permitted to be hauled behind the brake van on the "Fruit Flier" express goods from Mildura.
The system was adopted in America in 1957 and was introduced to Australia in 1961, on the Melbourne to Adelaide service and extended in 1962 to the Melbourne - Sydney service.
The first consignment sent by the Flexi-van service to Mildura is being loaded on to a rail wagon at Melbourne goods. McGlashan's Transport of Buronga, N.S.W., via Mildura, entered into a contract with the Victorian Railways for a Flexi-van in each direction between Melbourne and Mildura on five days a week. 8-11-1965. Photo: Victorian Railways Newsletter
The Flexi-van service was short-lived, the two wagons FVF1 and FVF2 being bogie exchanged onto standard gauge on 21-1-1966 for use on the Melbourne to Albury Flexi-van service.
The departure time of the "Fruit Flier" from Mildura was altered from 3-4-1967 to 4.30 p.m. instead of 5.00 p.m.. The change was made to allow an earlier arrival time to meet the Melbourne market each day.
B80 is preparing to attach to its load on 30-3-1967 with the second-last "Fruit Flier" to depart from Mildura at 5 p.m.. From 3-3-1967 the departure time was advanced to 4.30 p.m.. Photo: Sunraysia Daily
The first use of containers for transporting dried fruit were conducted with trials at Irymple (Irymple Packing Co.) and Redcliffs (Redcliffs Co-operative) during July 1967 and were predicted to revolutionise the local dried fruits industry within two years. The containers were transported by rail to Melbourne on 21-7-1967 and transferred to the new container ship "Southland Star" on its maiden voyage to Tilbury Docks, London, England.
The first container of export dried fruit being loaded onto the "Southland Star" at Port Melbourne for shipment to London. The insulated container, made of aluminium, carried 18 tons of dried fruit. Photo: Victorian Railways
Following the success of the first container tests, a large proportion of the 1969 dried fruits harvest was transported by containers from Sunraysia to Melbourne.
These four wagons with eight containers arrived in Mildura on 18-3-1969 for loading with dried fruit at Merbein. They were forwarded to the Port of Melbourne on 20-3-1969 for loading onto the ship "Encounter Bay". Photo: Sunraysia Daily
The first train to the north-west of the State for container traffic only arrived in Mildura on the evening of 12-5-1969. The 43 wagons on the train were shunted that night in preparation for transfer to packing sheds at Redcliffs, Irymple, Mildura, Merbein and Yelta the next day. Another 8 wagons of containers arrived on 13-5-1969 making a total of 51 wagons for loading Sunraysia dried fruit for consumers in the United Kingdom. The containers were railed to the Port of Melbourne and loaded onto the container ship "Flinders Bay".
Containers with Sunraysia dried fruit departing Mildura for Melbourne. Photo: Sunraysia Daily
The departure time for the Melbourne-bound "Fruit Flier" was brought forward by 15 minutes to 4.15 p.m. from 23-7-1969.
Exporting of Sunraysia's dried fruit and citrus was now the domain of the container and the 1970 dried fruit shipments from packing sheds was almost exclusively in this form. Flat-top container wagons replaced the ubiquitous U and B vans and bogie V and VF wagons almost overnight, forever changing the appearance of freight trains on the Mildura line. It was also the start of the period when four-wheel wagons were being scrapped and the rolling stock landscape was also changing with bogie wagons purpose-built for bulk and containerised handling.
J516 shunts Mildura yard in 1967 when the yard was full of four-wheel wagons. The U and B vans in the background on No.3 road were used extensively for moving Sunraysia's dried fruit and citrus from district packing houses until the advent of containerisation in the late 1960's. Photo: Sunraysia Daily
Four-wheel louvre vans of the U class such as U1106 in the Irymple Packing Company siding at Irymple were the stalwarts of the rolling stock wagons used to move the produce of Sunraysia to its destination. The introduction of containerisation changed the handling of produce in the region and throughout the world. October 1974. Photo: Bruce McLean
In 1970 it was reported that in a normal week, up to one ton of River Murray fish - perch and cod - were forwarded to Melbourne in special iced vans (TP Class) attached to the up Mildura "Fruit Flier". The fish were caught by local professional fishermen.
Loading River Murray fish into an iced TP van at Mildura for Good Friday consumers. The fish were collected at the river bank by Mildura road carrier Mr. W.B. Jory and loaded with the assistance of Mr. F. Fields of Mildura goods shed staff. 5-4-1971. Photo: Victorian Railways
During April 1971, consignments of 100 individually potted young banana plants were sent by rail from northern New South Wales to Irymple. Banana plants were also being sent from Mildura and Irymple to Melbourne for suburban home gardens.
Mildura Shire Council, at its meeting on 6-5-1971, discussed a proposal to transport sheep direct by rail from sidings on the Redcliffs to Meringur line to Melbourne instead of farmers having to bring their sheep into Mildura for loading. The Shire Secretary (Mr. A.D. Harvey) indicated that at least 9,110 head of Millewa sheep were transported by rail in the last year. The Shire had approached the Commissioners with this information and they had advised that a trail would be conducted with the following provisions:
* The railways would be willing to run four Monday trains on alternate Mondays for two months;
* They would be prepared to pick up stock at Meringur, Yarrara, Werrimull and Karawinna - provided that the truck or trucks as ordered, left at these particular sidings, would be completely filled at that siding;
* If the loadings were successful during the particular period, nominated by council, the railways would be prepared to consider further extending the service.
The "Fruit Flier" timetable was altered from 28-6-1971 to depart Mildura at 3.20 p.m. Monday to Thursday and 5.15 p.m. on Friday. Arrival in Melbourne was one and a half hours earlier except on the first and third Wednesday of each month when the Ouyen livestock sales were held. The Mildura Stationmaster (Mr. K. Bailey) indicated that local citrus growers had asked for the schedule to be altered to give a better service at the Melbourne market.
Dried fruit traffic using containers for export continued to grow. For the1972 dried fruit season, nearly 9,000 tons of fruit had been railed out of Merbein, Mildura, Irymple and Redcliffs in 445 containers on seven special trains as well as regular goods trains. The fruit was being sent to three docks in Melbourne to be loaded onto ships for export to Great Britain and Europe.
B75 and an unidentified T Class prepare to leave Mildura on 12-7-1972 with a special train of containers with dried fruit for export. Photo: Geoff Pianta
One of the longest goods trains to depart from Mildura left on 3-8-1972 with 74 wagons and was about a third of a mile long. Many of the wagons were empty and were being returned to the Spotswood Workshops after being used in the relaying of the Mildura line.
More than 4,000 sheep were railed from Ouyen to Melbourne on 7-8-1972, all destined for the abattoirs. The special train was permitted to exceed the speed limit for goods trains by 15 m.p.h. and travelled at 60 m.p.h.. A further eight special train movements took place during the annual "operation lamb lift" from Ouyen.
The first of the 1973 season dried fruit to leave the Sunraysia district was despatched in containers by rail to the Melbourne docks during the first week of April. The fruit was destined for the United Kingdom and Canada.
On 7-5-1973, the Victorian Railways Commissioners were replaced by the Victorian Railways Board. The Board became the effective governing body of the Victorian Railways from 8-5-1973. The seven-member Board was charged with revitalising the Victorian Railways into a more commercial-minded organisation. The Board Chairman, Mr. A.G. Gibbs, came to the post from Managing-Director of General Motors-Holden's Pty. Ltd., and the other board members came from a background of experience in business and railway management.
Mr. E.P. Rogan was appointed General Manager of the Victorian Railways.
The first of the 1973 season Mildura wool sales began in May. Mr. David Moore conducted private wool sales every two weeks, offering 400-500 bales at each sale. The wool was purchased from properties within a 600 km radius of Mildura covering Victoria, South Australia and New South Wales. Mr. Moore sent his Melbourne wool by rail to Melbourne on the "Fruit Flier".
Mildura was a hive of activity on the 1974 Australia Day weekend. An extra passenger train and a bumper grain harvest were the main reasons why at least seven locomotives were on hand on 26-1-1974. Locomotives included T357, T397, T366 and B70. Photo: Bruce McLean
A new timetable issued on 24-6-1974 altered the Down Pinnaroo goods to depart from Ouyen at 5 a.m. on Friday instead of 1 a.m., with arrival at Pinnaroo 11.45 a.m. EST instead of 7.45 a.m.. For the return, departure was 1 p.m. EST with the Ouyen arrival 7.05 p.m.. The Wednesday conditional Down goods train retained the 1 a.m. departure time.
From 21-3-1975, the Friday 8.35 p.m. (No.75) Melbourne Yard to Mildura Fast Goods was altered to remain at Ouyen from Saturday afternoon to Monday morning. After arriving at Ouyen at 4.10 p.m. Saturday, it departed at 1.00 a.m. Monday with stops at Hattah (1.40 - 1.45 a.m.), Carwarp (2.25 - 2.35 a.m.), Redcliffs (2.55 - 3.15 a.m.), Irymple (3.25 - 3.35 a.m.) and arrived at Mildura at 3.50 a.m.
A 30 megawatt transformer weighing 81.280 tonnes, 12 feet wide and 14 feet high, was transported by rail from Melbourne to Redcliffs. The transformer arrived in Melbourne from Canada on 6-8-1974. The train was scheduled to depart Melbourne Yard at 11.10 p.m. on 10-8-1974, hauled by an H Class loco. To Ballarat, via Ballan. From Ballarat, the train was hauled by T404 to Redcliffs, arriving at 7.27 a.m. on 12-8-1974. The train consist was T404, QS2 (conveying the transformer), QR, QR, ZL Van. Special instructions were issued to all stations from Melbourne Yard to Redcliffs. Maximum speed was 20 miles per hour, except through points, platforms, station yards and under overline bridges, where speed was limited to 5 miles per hour.
The transformer was unloaded at Redcliffs on 17-8-1974 with the aid of a crane and was moved by a Fleetexpress transport to Redcliffs SEC terminal station.
QS2, which has adjustable sides, was narrowed for the return to Melbourne.
The transformer transported to Redcliffs in special wagon QS2 standing in the yard at Redcliffs on 12-8-1974. The transformer was destined for the State Electricity Commission's Redcliffs terminal. Photo: Sunraysia Daily
From 1-5-1975, the 5 a.m. Friday Ouyen to Pinnaroo goods and 1 p.m. Pinnaroo to Ouyen goods were altered to run on Thursdays, to the same times.
The Victorian Railways increased the minimum charge for freight from $1.00 to $1.50, resulting in Mr. K. Wright M.L.C. questioning the Minister for Transport about the loss of single case traffic sent by fruit growers. Mr. Wright told the Minister that a large trade in case lots had been built up by citrus growers in Mildura, Robinvale and Swan Hill districts. The Minister told Mr. Wright in October 1975 that handling and terminal charges had continued to rise and the increase was necessary to recover costs.
The Fruit Flier with B81 at the head, near Sunshine as it heads westwards towards Ballarat and then travels through the night to arrive the following morning at Mildura. Note the two TP vans trailing behind the CP brake van - the signature appearance of this fast goods train. June 1975. Photo: Geoff Pianta
During 1975 and for many months during 1976, road-making metal from Carisbrook, near Maryborough, was railed to Yelta where it was unloaded into road trucks and used to seal the Silver City Highway between Wentworth and Broken Hill. This was a major road building project and long train loads of GY wagons were used to haul the blue metal to the Yelta terminal. Prior to shifting operations to Yelta, blue metal was unloaded at the Mildura wharf siding on the riverfront and then the site of the former Mildura steam locomotive depot..
A shunter signals the driver of locomotive T362 during shunting manoeuvres at Yelta on 21-1-1976. At times the Yelta yard was at maximum capacity during the lengthy period when blue metal was being railed from Carisbrook for sealing of the Silver City Highway between Wentworth and Broken Hill. Photo: Bruce McLean
With the change of trading name from Victorian Railways to "VicRail", in April 1976, there were new creative elements in publicity. This scene of the Melbourne-bound "Fruit Flier" departing from Mildura in the afternoon sun of a pleasant winter's day, also captures a linkage with tourism as it includes the Murray River paddle steamer "Melbourne". The photo was taken by railway photographer John Phillips from the top of the nearby commercial television station tower. Photo: VicRail
A new centralised freight accounting system was introduced during 1976 and the final changeover for Mildura line customers was made on 15-6-1976. Customers with freight accounts received their accounts directly from the Credit manager in Melbourne with payments made to stations or to Melbourne. The new system eliminated the need to prepare waybills with the introduction of a new consignment note that was used to generate an invoice and provide wagon traffic information.
The establishment of Horsham as the first regional freight centre on 6-4-1976 was a step in the total restructuring of freight service delivery by VicRail. The major change was the introduction of the first ever rail-to-door delivery service with all wagons containing less-than-wagon loads of parcels and other freight having their contents sorted at the centre and sent by road to their destination. Mildura was announced as a regional freight centre in June 1978 to serve Hattah to Merbein, the Meringur line, Robinvale and the non-rail towns of Buronga, Gol Gol and Euston in New South Wales. The freight centre opened on 4-12-78, but due to a union strike, business commenced the next day with contractors providing a delivery-to-door service and picking up outgoing rail freight and parcels.
A shunter's strike that commenced on 10-6-1976 caused problems for the Sunraysia Citrus Management Company. Six containers of citrus bound for New Zealand were on their way to Melbourne from Sunraysia packing sheds when the strike caused the "Fruit Flier" goods train to be stopped at Sunbury. Another six containers were still in Mildura and were transferred to road transports from their rail wagons by a large crane. The containers were trapped on the rail system until the strike was called off at midnight on 14-6-1976.
Goods train services between Melbourne and Mildura in each direction were altered from 13-9-1976 in what were the most important timetable alterations after almost a decade of stability. The changes were made principally to provide additional tonnage on the "Fruit Flier" from Mildura and to avoid congestion in Donald and Mildura yards.
No.134 Up Express Goods ("Fruit Flier")
Formerly departed Mildura at 3.20 p.m. Monday to Thursday and 5.15 p.m. Friday, arriving in Melbourne Yard at 2.20 a.m. Tuesday to Friday and 6.00 a.m. Saturday.
Altered to depart Mildura at 4.50 p.m. Monday to Friday, arriving at Melbourne Yard at 6.15 a.m. Tuesday to Saturday.
No.103 Down Express Goods ("Fruit Flier")
Depart Melbourne Yard 6.20 p.m. Monday to Friday, arriving Mildura at 6.15 a.m..
Altered to arrive Mildura 6.35 a.m..
No.130 Up Goods
Formerly departed Mildura at 6.00 p.m. Monday to Friday, arriving Melbourne Yard at 7.45 a.m. (via Castlemaine) Tuesday to Friday.
Altered to travel via Ballarat on Monday, arriving Melbourne Yard 7.30 a.m.
No.75 Down Fast Goods
Formerly departed Melbourne Yard at 8.35 p.m. Monday to Friday and arrived Mildura at 5.55 p.m. Tuesday and Thursday, 7.00 p.m. Wednesday and 6.45 p.m. Friday. Saturday night's arrival was held over in Ouyen until Monday morning for some years previously.
Altered to depart Melbourne Yard at 9.35 p.m. Monday to Friday and arrive at Mildura at 3.20 a.m. Wednesday to Saturday and 3.50 a.m. Monday.
A special train for the conveyance of sheep from Yelta was scheduled on 20-9-1977. 28,000 merino sheep were yarded at 52 L class vans with T352 and 49ZF were required for those forwarded to southern destinations by rail. The Yelta departure was 11.20 p.m. and Mildura departure 1.20 a.m.. The 52 L Class vans were consigned as follows: Newmarket 6, Dysart 25, Prosser Siding 2, Donald 3, Litchfield 3, Woomelang 3, Ouyen 10.
A shortage of cattle wagons resulted in 162 cattle from the Yelta cattle sales on 25-1-1977 being held in yards until wagons could be obtained. The Mildura Stationmaster, Mr. K. Bailey, indicated that the wagon shortage was a State-wide problem but even though he was successful in obtaining four wagons for 28-1-1977, he could not get any more until 4-2-1977.
Thirteen wagons from Yelta were on the "Fruit Flier" goods train on 28-1-1977 including nine wagons with cattle from the Menindee district that had been ordered several weeks previously.
Bulk cement traffic has become a mainstay for inwards tonnage at Mildura. This traffic commenced about 1977 with discharge facilities installed at the livestock siding between Mildura and Irymple. One of the first bulk cement wagons from Waurn Ponds, near Geelong, was JX 28. Mildura 3-7-1977. Photo: Bruce McLean
Livestock loaded into rolling stock at stations on the Ouyen to Pinnaroo line was stranded when a 24 hour strike was called by railway union members on 6-9-1977.
A farmer at Underbool, Mr. G. Brown, refused to unload 400 sheep bound for Newmarket as he had moved them from his property at Linga and had them loaded when advice was received that a strike had been called. Vicrail agreed to move his wagons as far as Donald where they were transferred to road transports for the rest of the journey to Newmarket.
Another 500 fat lambs loaded at Underbool were taken off and returned to the paddocks. Other stock, including pigs from South Australia, were off-loaded into the stockyards at Ouyen when the train arrived there.
At Ouyen, the saleyards were holding more than 300 sheep from a sale held the previous week as there had not been enough rail trucks to take them away. Nearly 200 cattle from the Mildura weekly stock sale were also stranded.
A special train of about 50 wagons was provided on 20-9-1977 for the transportation of sheep sold at the Yelta saleyards. The train departed Yelta at 9.30 p.m..
Hundreds of sheep and cattle from drought stricken parts of north west Victoria and south west New South Wales were stranded at stations between Yelta and Melbourne following a snap rail strike by railway union members on 3-11-1977. Mr. B. Bawden, a Mildura stock agent, was critical of the union for showing no consideration for the animals stranded en route to Newmarket. More than 800 sheep and 100 head of cattle had been railed out of Mildura on the "Fruit Flier" the evening before the snap strike at midnight. Another 500 sheep yarded at Mildura for transport on the day of the strike were sent to district paddocks. Cattle were kept in the yards and cared for with adequate feed and water available.
At Ouyen, 57 head of cattle from Hattah were stranded on rail but were transferred to road transport for their destination at Geelong meatworks. Twenty-two head of cattle were kept at the Ouyen saleyards. Graziers throughout the mallee and south west New South Wales were angry at the militant actions of the union and the lack of consideration given to livestock traffic in transit.
On 26-8-1977, a new service was added to the "Fruit Flier" with the introduction of refrigerated container traffic. The refrigerated container would eventually replaced the iced insulated vans that had been providing a service on the Victorian Railways since 1894.
The first refrigerated container for Mildura "Fruit Flier" traffic arrived on 26-8-1977 in the form of Railways of Australia container R6. The container featured side-opening doors to enable easy access by freight workers. Photo: Bruce McLean
The Sunraysia Stock Agent's Association was critical of the Victorian Railway's commitment to the movement of livestock. Association President, Mr. L. Curran, on 26-2-1978, indicated that only six trucks per week could be provided for the Mildura sales and buyers were losing confidence. Three of the six trucks the previous week were used to take away cattle sold the previous week, leaving only three trucks. The three main buyers were allocated one truck each. Mr. Curran said that there were about 420 rail wagons for livestock usage but 21% were continually out of service for maintenance. Mr. Curran's comments were supported by the executive director of the Victorian Stock Agent's Association, Mr. W. Handbury, who said that most of the wagons were 100 years old and it was amazing that VicRail did not have any plans on the drawing board for replacement wagons. Mr. B. Dunn M.L.C. ascertained that the oldest cattle wagon in service was 114 years and the oldest sheep wagon, 81 years.
Sheep van L1369 at Mildura on 13-10-1979. These vans were suitable for the transport of pigs and goats but were mainly used for sheep transport. Photo: Bruce McLean
In March 1978, the use of refrigerated container wagons became a permanent feature of the "Fruit Flier" service, gradually phasing out regular daily use of the bogie TP iced vans. The TP vans were withdrawn from the "Fruit Flier" and their last working to Mildura was March 1983.
Refrigerated containers fitted to a FQX wagon were introduced to the "Fruit Flier" in March 1978, phasing out the wooden-bodied ice-filled TP insulated vans. In the view above we see the two types of vehicles separated by a ZF brake van. 16-3-1978. Photo: Bruce McLean
The "Fruit Flier" departs Mildura on 16-3-1978. TP1 is in company with 1ZF brake van and the refrigerated containers that eventually replaced the TP vans. Photo: Bruce McLean
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. C. 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 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. The first goods train to arrive at Mildura under the Freight Centre banner was on the morning of 6-12-1978.
A familiar sight every afternoon at Mildura was a B Class diesel-electric locomotive at the head of the "Fruit Flier" fast goods service to Melbourne. 16-2-1978. Photo: Bruce McLean
Cattle were the victims of a lightning strike by railway unions on 4-12-1978. 142 head of cattle in ten wagons had to be unloaded from the "Fruit Flier" at Mildura to allow it to travel to Maryborough where it terminated.
Following the opening of the Mildura Freight Centre on 4-12-1978, it was reported three months later that four jobs had been lost in the district following the closure of Merbein railway station and scaling down of operations at Redcliffs and Irymple. There were no trains scheduled on the Merbein line following the end of the wheat season and large movements of stone aggregate for the Wentworth Shire Council and N.S.W. Department of Main Roads had been completed. The next train movements on the Merbein line would be for fruit traffic. Staff at Irymple had been reduced to the Stationmaster with staff from Mildura or Redcliffs assisting on a part-time basis. Redcliffs was reduced by three staff and now comprised the Stationmaster, two station officers and a yard assistant.
The Gas and Fuel Corporation developed a gas terminal in Perry Street, Mildura in 1979. Arrangements were made for a siding to service the terminal and this was opened for traffic on 4-4-1979. The siding was fitted with a special framework to support a water sprinkler system for emergencies.
A LP gas tanker stands at the new siding constructed for the Gas and Fuel Corporation and opened on 4-4-1979. Note the sprinkler system surrounding the rail vehicle. 5-5-1979. Photo: Bruce McLean
On 24-7-1979, a special stock train ran from Ouyen to Pinnaroo consisting of Y152, three L Class sheep vans, five Australian National Railways bogie sheep vans and a CA Class brake van. After dropping off the wagons at Pinnaroo, Y152 and the CA van ran back to Panitya and picked up a rake of loaded GY grain wagons for Geelong. Movements of Victorian GY grain wagons from Pinnaroo to Port Adelaide were made during July 1979.
In 1979, fifty VFNX wagons were constructed for roll paper traffic. The roll paper was manufactured at Maryvale in the Latrobe Valley and transported to Melbourne. Two tiers of roll paper were loaded along the wagon with the vehicle design allowing for easy loading/unloading and weatherproofing by a moveable canvas "roof". On 19-9-1979 VFNX006 found its way to Mildura in Freight Centre traffic.
A newly built "Prairie" wagon VFNX006, designed for Australian Paper Mills, Maryvale roll paper traffic, at Mildura on 19-9-1979. This was the first appearance of this wagon type. Photo: Bruce McLean
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