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Freight Traffic 1980 - 1989

"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.

A 24-hour strike by railway unions on 11-2-1980 caused the cancellation of all train services between Melbourne to Mildura on 10-2-1980. Further industrial action took place on 13-2-1980 resulting in the cancellation of all trains "until further notice". Trains resumed on 18-2-1980, however four thousand of sheep were stranded at Ouyen saleyards following the cancellation of the "Fruit Flier" to Melbourne. The sheep would normally have been transported straight after the Ouyen sale. About 2000 sheep were shifted out to a small paddock but the condition of some of them quickly deteriorated and they died. Stock agents were able to get water and suitable feed for the sheep but they faced an uphill battle due to the length of the strike. The Walpeup Shire secretary, Mr. B. Cross, commented that Ouyen had established itself as one of the biggest fat lamb selling areas in country Victoria and instances such as the strike can only do harm.

A temporary decision to make sheep wagons unavailable to Ouyen sheep sales in favour of sheep traffic to Portland for overseas live export sales was badly affecting the market price of sheep. The President of the Ouyen Stock Agent's Association, Mr. J. Hickmont, was concerned that the standing order for 15 wagons would not be met, with the result that Melbourne buyers, who take 40% of the market, would not attend the sale. Mr. K. Wright M.L.C. protested to the Minister of Transport, Mr. R. McLellan.

In June 1979, the Minister of Transport in the Liberal/National Party coalition, Mr. R. Maclellan, appointed former B.H.P. Coal General Manager, Mr. M. Lonie, to study all freight and passenger transport within Victoria, and to and from Victoria, in order to produce a co-ordinated transport system capable of meeting the needs of all residents in Victoria. The report was tabled in parliament on 26-9-1980 and dramatically changed the face of Victorian transport over the next decade and more. The report was quickly labelled a "disaster for country Victoria" by country politicians including the Members for North-Western Province Mr. B. Dunn and Mr. K. Wright.

It was clear that both Minister Maclellan and Mr. Lonie were clearly advocates in favour of the motor car and other forms of road transport and not public transport advocates. The report was clearly biased at giving the government an opportunity to avoid committing the huge investment required to bring public transport up to the standard the public expected. There were 27 separate Study Reports, but overall the report created great controversy, were widely criticised by the media and politicians sensitive to any cut backs proposed in their electorate. The reports were criticised for their superficial approach.

B85 stands at the head of the Melbourne-bound "Fruit Flier" at Mildura on 10-3-1981. Photo: Bruce McLean

The last use of the familiar TP vans on the "Fruit Flier" was in March 1981. TP4 and TP5 were noted stored at Dandenong on 25-7-1981.

TP4 (red van on left) and TP5 (red van on right) stored at Dandenong on 25-7-1981. These wagons spent the major part of their working life on the Melbourne to Mildura "Fruit Flier" express goods train. TP4 and TP5 remained in infrequent service until 1983. Photo: Bruce McLean

TP 4 and TP5 were at Mildura on 4-3-1982 to convey a consignment of Red Tulip chocolates prior to Easter. This was the second-last occasion these vans worked to Mildura since they were introduced for "Fruit Flier" working in 1958. TP4 was noted at Bendigo Workshops on 18-3-1983 with "Condemned" stencilled on its body. TP5 was to make one more trip. Photo: Bruce McLean

In early 1982, the Shell Oil Company investigated the upgrading of block train filling facilities at their Corio depot to enable the use of block fuel trains to Mildura and Horsham. The block system of train running commenced in April 1982 between Corio and Mildura with two spacer wagons placed each end of the train between the tank wagons and the locomotive or brake van. Two trains a week were run to Mildura. Other centres with block oil trains were Horsham, Shepparton and Wodonga.

VDSY1 spacer wagon at Mildura. This wagon and companion VDSY2 were assigned to the Corio to Mildura block oil train as safety wagons between the locomotive and brake van at each end of the block of fuel tanker wagons. 22-4-1982. Photo: Bruce McLean

Safety wagon VDSY2 at Mildura on 22-4-1982 showing its role in separating the tank wagons and brake van on the Corio to Mildura block fuel train. Photo: Bruce McLean

Locomotive X40 stands at the head of the Mildura to Corio Block Fuel Train on 12-19-1983. Photo: Bruce McLean

TP5 at Mildura on 9-3-1983 attached to refrigerated containers dedicated to the Mildura "Fruit Flier". This was the last occasion a TP van was used on the "Fruit Flier" prior to withdrawal from service. Photo: Bruce McLean

"Harvesting the Grape" article from VicRail News April 1983. Source: Bruce McLean Collection

It was announced in June 1982 by the Minister of Transport, Mr. S. Crabb, that the organisation structure of VicRail, together with other State transport authorities, would be changed. Two transport authorities would be created:

Senior appointments to the new State Transport Authority were announced in advance of the commencement of the new authority on 1-7-1983. The Chairman would be Mr. K. Fitzmaurice; Chief General Manager of Transport Operations, Mr. J. Hearsch; General Manager Freight Services Division, Mr. S. Beevor; and General Manager Passenger Services, Mr. L. Harper. (Other senior appointments were of an administrative nature).

Mr. S. Pickering, a Millewa wheat farmer, was appointed to the State Transport Authority Board as a representative of the Victorian Farmers and Graziers Association.

New corporate identity for country transport system unveiled on 21-8-1983. Source: V/Line

The Minister of Transport, Mr. S. Crabb unveiled a new corporate image for the country transport system on 21-8-1983. The new name V/Line would allow corporate marketing to be developed with a "brand" name. The new image would be applied to every aspect of the services provided, replacing the VicRail name and "tea-cup" logo, which had previously replaced the name "Victorian Railways" and VR emblems.

The first freight wagon to reach Mildura with the new V/Line emblem was louvre van VLCX82. All other aspects of the Victorian Railways/VicRail color scheme and reporting information remained unaltered - only the name was changed. 1-9-1983. Photo: Bruce McLean

The last LP gas tanker to Mildura discharged its load on 9-12-1983. It is understood that the high cost of upgrading the terminal at the gas refinery at Geelong was the reason for the demise of rail transportation (despite rail's high safety record) and the transfer of LPG traffic to road transport. LP gas was first transported to Mildura by rail from 5-3-1979.

VTGX2 was the last tanker to be unloaded at the Mildura Gas & Fuel Corporation siding on 9-12-1983. Photo: Bruce McLean

In 1983, the State Transport Authority reviewed the Freight Centre operations throughout the State. In the previous year it had cost $22 million to run the centres with a revenue return of only $3 million. Ouyen freight centre was targeted for closure along with 23 other locations throughout the State. Ten key locations would remain at Ballarat, Bendigo, Horsham, Mildura, Morwell, Sale, Shepparton, Wangaratta, Warrnambool and Wodonga.

With the announcement of the proposed closures, rail unions commenced an indefinite strike from 5-12-1983 resulting in the cancellation of "The Vinelander" services and concern by the Victorian Farmers and Graziers Association on the effect of moving the grain harvest.

At Ouyen the revenue at the Freight Centre had dropped from $171,000 in 1978/79 to $143,000 for 1982/83. Tonnes moved during the same period dropped from 4,300 to 2,600 whilst expenditure increased from $66,700 to $228,000. Six staff were employed at Ouyen.

The original freight centre concept was based on next day delivery of general freight to most of the State. (General freight was described as being as big as a tractor or as small as a parcel, and does not make up a wagon load. A wagon or train load was referred to as bulk freight).

The 24 Freight Centres subject to closure were replaced by 28 road depots operated by local road carriers, including Ouyen.

Changes were made to the overall operation of the freight distribution from the key centres and in the case of Mildura the three carriers who had been employed by V/Line to deliver goods to various points throughout the district had their contracts terminated from 9-1-1984. People requiring goods outside of the Mildura city area then had to pay an additional amount to have a carrier transport their goods from Mildura Freight Centre.

However, the government buckled at the pressure being applied across the State and announced that another review would take place region by region and subject to any proposals arising from the review, the earliest expected implementation date for any region would be 22-2-1984.

The review team met in Mildura on 7-2-1984 at the Mildura City Council offices with the Mildura City and Shire Councils, Mildura and Red Cliffs Chambers of Commerce, City Central Traders and Irymple Trader's Association, Licensed Club's Association, Robinvale Development Association, Robinvale Producer's Co-operative, and the Mildura branch of the Australian Labor Party represented. The Committee consisted of representatives from the Transport Ministry, V/Line and Unions.

The Committee also met in Ouyen at the Walpeup Shire offices on 8-2-1984 and received submissions from Walpeup and Karkarooc Shire Councils, Ouyen Progress Association, Murrayville Lions Club and Woomelang Trader's Association.

On 31-5-1984 it was announced that Mildura would be one of 11 key V/Line "Freightgates" in Victoria with regional managers appointed and to receive training in business management for improved service and to increase the market share of their freight areas. The key Freightgates were Ballarat, Bendigo, Geelong, Horsham, Mildura, Sale, Shepparton, Morwell, Wangaratta, Warrnambool and Wodonga. Country Freightgates under the control of the local Stationmaster were Ararat, Benalla, Colac, Echuca, Hamilton, Kerang, Korumburra, Maryborough, Orbost, Ouyen, Portland, Swan Hill and Warragul. Other locations throughout the State with lower levels of demand would be served by the V/Line parcels service.

At Mildura, the door to door delivery service would continue to Mildura township, Merbein, Irymple, Redcliffs and Robinvale.

Map of Freightgate locations in Victoria. The orange squares represent key Freightgate locations and the green dots are secondary Freightgates. Source: V/Line News

The new V/Line Freightgate concept 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

V/Line freight representatives spoke to growers and organisations on 11-2-1985 about a proposed fast freight service to the Melbourne Market from Mildura, scheduling the "Fruit Flier" to depart at 4 p.m. and arrive at the market siding the following morning at 2.30 a.m., cutting two hours off the timetable. Under the accelerated timetable, the only stops between Mildura and Ballarat were for crew purposes. To hasten the Ballarat stop, where there were generally daily loadings, vans VLCX399 and VLCX351 were stencilled "Ballarat - Mildura Traffic Only" and fitted with marker light brackets and tail discs at each end. These vans were trailed behind the guard's van and detached and picked up at Ballarat without the requirements of a full air brake examination.

Patched up VLCX351 has been ear-marked for freight traffic between Ballarat and Mildura, along with companion van VLCX399. Both are stencilled "Ballarat - Mildura Traffic Only". A van is attached to each of the up and down "Fruit Flier" express goods trains. 28-3-1985. Photo: Bruce McLean

Mr. D. Vendy, V/Line Regional Freight Marketing Manager for the western region, announced that a new freight service called "Sunraysia Fresh" would replace the "Fruit Flier". The new train, which began running as a trial on 4-5-1985, was scheduled to arrive in Melbourne at 2 a.m.. It would then be shunted to the markets before 3 a.m. and be in time for the opening of the market for trading at 4 a.m.. Mr. Vendy said that the traditional "Fruit Flier" service had been eroded by road transport as it could not get produce to Melbourne on time. The new service was scheduled in each direction from Sunday to Thursday, the same as the "Fruit Flier". Railwaymen continued to refer to the "Sunraysia Fresh" service unofficially as "The Fruity" - an old habit that still persisted in railway jargon with Mildura goods trains right up to and including the turn of the century!

B75, T366, T321, T409 and T390 prepare to depart from Mildura with the up block oil train for Corio on 2-1-1985. Photo: Bruce McLean

Article on Sunraysia dried fruit freight from V/Line News June 1985. Source: State Transport Authority

The Chairman of the State Transport Authority, Mr. K. Fitzmaurice, announced on 12-11-1985 that two-man crewing would commence on freight trains, eliminating the position of guard and guards vans trailing on trains. The project would take 12 months to implement. The Relieving Stationmaster at Mildura Mr. E. Sibley, said the change would not affect Mildura freight trains "for some time". The first train to carry a two-man crew operated between Ararat and Portland on 11-11-1985.

A rail siding constructed into the Melbourne Fruit and Vegetable Market at Footscray was being under utilised according to Mr. K. Wright M.L.C. for North Western Province on 6-5-1986. (The siding was officially opened on 6-12-1983). Mr. Wright was concerned that the new "Sunraysia Fresh" rail service from Mildura to the market was not receiving the anticipated support. According to Mr. Wright, the train was only carrying about 100 tonnes of fruit and vegetables a week. The lack of V/Line containers was seen as a disadvantage and there was a $3 a tonne charged raised by the Market Trust for fruit and vegetables entering the siding. The siding was also about 100 metres from the market and rail users were loathe using rail as they had to pay unloading and road cartage on top of the rail freight.

Freightgate Manager, Mr. W. Cook, reported a different picture on 4-6-1986. After the first twelve months of operation, the "Sunraysia Fresh" freight link had achieved the following results:

* Outward bound freight from Mildura had increased by 6,628 tonnes;

* A further 1,416 bins of citrus were shipped to Geelong;

* Since February 1986, 150 pallets of produce had been railed to Ballarat.

Mr. Cook said that inwards freight had remained static at about 15,000 tonnes.

The "Sunraysia Fresh" express goods departed Mildura each day Sunday to Thursday at 3.50 p.m. and arrived at the market at 1.50 a.m..

Rolling stock from the "Sunraysia Fresh" express goods train standing at Mildura following arrival on the morning of 16-3-1986. Photo: Bruce McLean

Article on "Sunraysia Fresh" overnight freight service from V/Line News, August 1986. Source: Bruce McLean Collection

Gypsum traffic from mining operations at Cowangie continued to grow with the close down of Nowingi gypsum and during the mid 1980's larger rolling stock was being employed, in particular VHJA wagons. Ten J Class hopper wagons, originally built in 1925 were assigned to this traffic in 1984 with the updated classification of VHJA.

VHJA wagons were used from 1984 in gypsum traffic between Cowangie, Ouyen and Geelong. Note the extension added to increase the capacity carried. These wagons, originally built in 1925, had bottom discharge facilities. Ouyen 20-7-1986. Photo: Bruce McLean

Following the introduction of two-man crewing on freight trains, eliminating the position of guard and guards vans trailing on trains, the Mildura line conversion commenced on 8-9-1986. (The first train to carry a two-man crew operated between Ararat and Portland on 11-11-1985). The last day of guards vans on the Mildura line was 6-9-1986. In fact it was from this day that every non-passenger train in the Victorian railway network was crewed by two men instead of the traditional three. The position of guard became redundant on freight trains and the use of all freight brake vans discontinued.

Safeworking instructions were completely re-written to take into account every facet of the change in operations. Train were required to carry a combined end of train marker and tail light as well as a number of safety features fitted to all locomotives.

End of train marker being attached to the rear of a grain train. Photo: V/Line

The first train to depart Mildura with a two-man crew was the "Sunraysia Fresh" up express goods on Sunday 7-9-1986. A total of 8 vans were attached to an up goods train on 8-9-1986 for transfer to Melbourne for storage and eventual scrapping or selling.

Eight guards vans were attached to the 6 p.m. up goods train from Mildura on 8-9-1986 following the introduction of two-man crewing on freight trains on the Mildura line. The last vans were 12VVCP, 6VVEY, 26CP, 4CP, 36VVDY, 64VVBP, 36VVCP and 19ZF. Photo: Bruce McLean

The first goods train to depart from Mildura without a guards van was the up "Sunraysia Fresh" express goods train on 7-9-1986. Photo: Bruce McLean

V/Line announced that it was discontinuing livestock traffic from 1-10-1986. Mildura livestock agent, Mr. B. Bawden, criticised the move saying that V/Line was not catering for the small farmer. He could not understand why other States were continuing with livestock traffic whilst V/Line had rolling stock that would now be sitting in sidings instead of earning revenue.

Member for North Western Province, Mr. K. Wright, also attacked the decision. He claimed that with rail competition gone, road transport freight rates had already been increased. Mr. Wright said that in years gone by entire train loads of livestock had been railed from country saleyards after sales and during droughts the rail system had been used to cart stock to agistment in huge numbers. V/Line claimed that livestock represented only 1% of revenue, however Mr. Wright said that business had been considerably reduced because V/Line had imposed minimum carrying limits of up to 20 wagon loads.

In reality it was clear that V/Line had set out to make it impossible for this traffic to continue or grow. By 1983, only ten bogie cattle wagons remained in service, which was equal to 20 four-wheel wagon loads. In other words, the entire V/Line livestock wagon fleet would have to be used for a rail transport order.

VSBY20 bogie cattle wagon in Mildura yards on 22-3-1986. By 1983 only this van and nine others were available for cattle traffic. The remaining vans were numbered 2, 3, 4, 5, 10, 15, 21, 22 and 25. Photo: Bruce McLean

On 18-11-1986, the Minister for Transport, Mr. T. Roper, announced that a major upgrade would be undertaken on the Mildura to Yelta line at a cost of $3.4 million. The Yelta line had only been maintained by local track repair gangs and a major replacement of sleepers and rail was required to bring the line up to a standard to carry 80 tonne grain wagons. Traffic on the Yelta line was increasing with containerised freight from Merbein and large tonnages of grain continuing to grow from Yelta. On 13-10-1986, two T Class locomotives found it a battle to climb the 1 in 75 gradient against up trains between the 13th and 10th Streets level crossings. The locomotives were hauling a train of loaded containers and GH grain wagons. A Y Class locomotive from Mildura was brought to the stranded train to assist it into the Mildura yards.

T383 and T392 have come to a standstill after three unsuccessful attempts to lift their train up the 1 in 75 bank between 13th and 10th Streets, Mildura, on the Yelta line. A V/Line employee has just retrieved the Merbein to Mildura staff from the driver of T383 to allow the Mildura yard pilot, Y155, to attach to the train. 13-10-1986. Photo: Bruce McLean

The end of the stranded goods from Yelta showing the 1 in 75 grade that defeated the two locomotives and the new end of train marker introduced following the removal of guards vans from the end of freight trains. 13-10-1986. Photo: Bruce McLean

Mildura yard pilot engine Y155 had attached to the two T Class locomotives and together they were able to get the load over the grade and safely into Mildura. 13-10-1986. Photo: Bruce McLean

V/Lines new "Fast Track" freight system was announced in May 1987. A seminar was held at the Mildura Freightgate to explain the system which uses freight trains, road links and freight carriages on passenger services. V/Line General manager Freight Services, Mr. G. Mulligan, told the seminar that the system would offer customers a fast, efficient next day delivery service throughout Victoria at competitive rates.

Additional wagons were modified and painted into V/Line colors at Bendigo Workshops for use on passenger trains throughout the State to transport the "Fast Track" freight.

Row of freshly painted D Vans for V/Line "Fast Track" services on passenger trains. These additional vans for use on passenger trains were converted at Bendigo Workshops. 17-4-1987.Photo: John Page

D356 in new V/Line colors at Mildura on 5-4-1987. V/Line transferred its "Fast Track" freight to passenger trains throughout the State. Note the Fletner roof ventilators. Photo: Bruce McLean

The Victorian Road Transport Association, representing more than 80 Sunraysia road transport operators, met on 15-9-1988 to discuss V/Line's undercutting of road transport rates by as much as 50%. V/Line had taken away a large percentage of the private road operators business, according to the Association. It was proposed to form a steering committee task force to act on behalf of the road transport industry and fight V/Line to get their share of the business back.

Mr. W. Cook, Manager of the Mildura Freightgate since it opened in 1978, was named V/Line employee of the month for October 1988. The citation with the award provides an interesting snapshot of the Freightgate operation in Mildura and its train, the "Sunraysia Fresh":

Article on gypsum traffic from Cowangie from V/Line News June/July 1989. Source: Bruce McLean Collection

On 2-3-1989, a derailment at Tintinara, South Australia, caused three express goods trains to be diverted via Pinnaroo. The goods trains were:

This was the first use of these classes of locomotives between Tailem Bend and Pinnaroo and possibly the first use of N Class locomotives between Ouyen and Pinnaroo.

Publicity following a special shipment of frozen orange juice from Brazil to Mildura published in V/Line News October/November 1989. Source: Bruce McLean Collection

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