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Grain Traffic

The site of goods trains laden with bagged wheat and giant stacks of wheat at rail sidings was a familiar site in the Mallee as farms became established after the construction gangs had moved on. Grain traffic along the Murrayville line has always been the prime traffic commodity. In the case of the Morkalla line, grain was the determining factor that gave rise to the railway and management of this produce in the name of efficiency was the cause of the short-sighted closure of the line by a conservative government lacking in vision and too politically comfortable in the electorate to invest in the asset.

On the Mildura line, Yelta at the northern end was kept open despite departmental attempts to close the line, due to a huge increase in grain grown in the south-west corner of New South Wales.

Carwarp and stations from Kiamal southwards are sustained by a grain handling system that recognised the ability of rail to move a complex number of varieties efficiently.

Grain was primarily moved to the port of Williamstown, but Geelong and Portland were always actively seeking export traffic. Although there was no direct rail route to Portland, wheat from the Mildura and Murrayville lines attracted a rebate on freight rates to encourage shipping through Geelong and to ease congestion on the lines converging through Melbourne to get to Williamstown. Bagged wheat commenced to flow through Portland in March 1921 but after the formation of the Victorian Grain Elevator's Board in 1934 to organise the conversion of wheat handling from bags to bulk, Geelong became the favoured port for all the traffic. Export grain traffic did not return to Portland until a breakwater and new harbour facilities were completed in 1960.

Loading bagged wheat at a country station in 1952. The concrete silo in the background indicates that this would have been towards the end of the bagged wheat era as bulk handling methods began to take over. Photo: Bruce McLean Collection

A 2 million pounds bulk grain handling scheme throughout the State resulted in a program to build an extensive network of concrete silos (known in the industry as "Geelong" silos). By November 1939, seven silos were almost completed along the Ouyen to Murrayville line to receive the first grain from the 1939 crops. During the week commencing Monday 20-11-1939, silos would be available at Galah and Murrayville on Tuesday, Ouyen and Linga on Wednesday, Walpeup and Underbool on Thursday and Tutye on Friday. The following week saw the completion of silos south of Ouyen.

Constructing the foundations for one of the new concrete silos in the 1939 silo program. The location is uncertain, but could be Karawinna. Photo: Wilf Henty, courtesy John Kiely

Construction progress with a new concrete silo at what is thought to be Karawinna. 1939. Photo: Wilf Henty, courtesy John Kiely

Murrayville silo was officially opened on Tuesday 21-11-1939 as the first of the new silos in Victoria. The opening was performed by Cr. E.D. Lackmann of the Murrayville Riding of the Shire of Walpeup in the presence of the Shire President Cr. Bevan. The first wheat to be delivered was from Mr. G.J. Cassens of Mulua.

In September 1965, the Victorian Railways announced that it had placed an order for 100 aluminium wagons to be used exclusively for grain traffic. The first of these wagons was issued to service on 2-2-1966. The first GJX wagon to traverse the Redcliffs to Meringur line went to Karawinna on 17-6-1966.

New GJX aluminium grain wagons in service at Carwarp on 30-12-1966. Photo: Sunraysia Daily

GJX18 at Mildura - one of the first group of 100 hoppers for grain traffic. 20-3-1982. Photo: Bruce McLean

Another 100 GJX grain hopper wagons were ordered, the first four being issued for traffic on 11-11-1968. This second group were built with low-alloy steel compared with the first 100 built from aluminium.

The first four GJX wagons from the second order of 100 wagons. These wagons were made from low-alloy steel and were numbered GJX 101 - 200. They are shown leaving Newport Workshops behind Y175, bound for Dunolly where they will enter into bulk grain service. Photo: Victorian Railways

During 1972 another 150 GJX wagons were constructed at Newport Workshops to bring the grain hopper wagon fleet to 350 vehicles. The latest batch was numbered GJX 201 - 350.

A T Class hauls a loaded grain train away from Werrimull in August 1971. Photo: Bruce McLean Collection

Excellent seasonal conditions produced heavy crops of barley, oats and wheat in the northern Mallee in 1973. Prior to the harvest, rakes of GY wagons were placed at sidings on the Meringur line.

Every available rail truck and locomotive was made available for the Mallee wheat harvest in 1973/74. The Millewa harvest was about three million bushels of wheat and the barley crop was also of exceptional yield. The Murrayville line also experienced one of its best years.

To cope with the massive crop, the Victorian Railways pressed a number of ELX open bogie general purpose wagons into grain traffic. They were not successful in grain traffic as, according to a report, they were not popular with workers at the Geelong grain terminal as the larger size wagon generated too much grain dust during manual unloading operations.

A rake of ELX wagons stabled on the SEC Siding at the down end of Redcliffs on 18-11-1973. These wagons were used for grain traffic during the large 1973/74 grain harvest. Photo: Bruce McLean

The basis plan for grain traffic was to run trains from Mildura to Meringur each day, Monday to Friday (and Saturday if necessary), ex Mildura at 4 a.m. and 4 p.m. and to run a double-headed full load from Mildura each morning at 5.30 a.m., crossing an empty wagon train at a point between Mildura and Dunolly.

ELX wagons in use for grain traffic at Merrinee 2-12-1973. This type of wagon was not popular with Grain Elevator's Board discharge terminal staff. Photo: Bruce McLean

The delivered crop from the Millewa for the 1973/74 season was approximately 201,750 tonnes yet the line storage capacity in silos was only 97,812 tonnes.

Two T Class locomotives lift a long train of GY wagons off the Millewa line away from Mildura in January 1974. The train was bound for Dunolly where the grain would be unloaded into the Grain Elevator's Board bulk terminal. Photo: Bruce McLean

Mr. L. McCallum, Deputy General Manager of the Victorian Railways, spoke at the Mildura meeting of the North Western Regional Group of the Victorian Chamber of Manufacturers on 17-10-1974. He foreshadowed that complete trains of bulk wheat wagons would be running from mallee lines direct to wheat terminals for the next season.

Grain traffic at Werrimull during the 1974 harvest. 11-12-1974. Photo: Victorian Railways PR8380

Good rains made for another season a bumper crops in the mallee in 1974/75 and the Federal Government's decision to remove the superphosphate bounty after 31-12-1974, followed by a price increase in superphosphate, meant that farmers would be requiring rail transport for their super at the same time as the grain harvest was at its peak in December. A delay to the start of the harvest due to wet weather provided some relief, but trains began moving wheat from the Millewa in early December with a daily block train of GJF/GJX wagons from 11-12-1974 on a rapid turnaround schedule to the Dunolly terminal. Record crops along the Murrayville line and block train movements were used to move the state's fourth biggest crop of wheat and the second best for barley.

A train load of GJF/GJX wagons arrive at Meringur during the 1973/74 harvest to take out a load of barley. Photo: Victorian Railways

From 7-10-1974 freight rates for Mildura traffic were increased mainly at the request of major overseas container firms. An average rate was fixed for container traffic with an increase from $8.50 to $9.80 a tonne. The cost of most freight on the line was increased by 22½% and the minimum charge per consignment note lifted from 75 cents to $1.00. Mr. K. Wright M.L.C. complained to the Minister that the increases were too steep, however the Minister was firm in that if he conceded concessions to the Sunraysia district he would be facing the same requests State-wide. It was necessary to increase rates against a background of spiralling costs.

The clearance of grain from the Meringur and Murrayville lines following the 1975 harvest was now operated by the block train system right through until June 1976. For example, trains of 33 GY four-wheel wagons were being run three days a week between North Geelong and stations on the Meringur line to clear stored wheat and barley.

In May 1976, the Chairman of the Victorian Railways Board, Mr. A. Gibbs, said that the Grain Elevators Board and Victorian Railways were in the preliminary stages of a joint study of all the elements of movement of grain from farmer to ship to see whether improvements could be made.

The 1978/79 grain harvest was predicted to be a record harvest of more than 3.5 million tonnes. Vicrail provided seven block trains of grain, one each day of the week, to the Geelong terminal. Special arrangements were made to transfer staff and equipment to key areas around the State. Trains were running each day to Yelta, and on the Meringur line, two trains were running, night and day from Redcliffs at 1 a.m. and 12.20 p.m..

To provide a better ride for guard's on the short-railed Red Cliffs to Meringur line, passenger brake van 48C was assigned to the branch line for the 1978/1979 grain harvest. 48C is attached to T327 at Mildura on 13-12-1978. Photo: Bruce McLean

By 31-12-1978, the Werrimull silo was full for the first time in eight years and there were not enough rail trucks being sent back to avoid farmers waiting lengthy periods at the silo - some at least five days. Other storages on the Millewa line at Pirlta, Merrinee, Karawinna and Yarrara were also soon full. Farmers were critical of the lack of maintenance on the line with the result that the line speed was slow and large grain trains could not be run. The situation was also compounded by slow unloading practices at the southern GEB terminals - a point not lost by railwaymen who pointed out to farmers that the rail system was not at fault.

Mr. M. Whiting M.L.A. visited Millewa silos on 4-1-1979 to see the difficulties at first hand, and then called the General Manager of the Grain Elevators Board, Mr. I. Stoney, to inform him of his investigations.

Mr. Stoney and the Minister for Transport, Mr. R. Maclellan, flew to Mildura on 10-1-1979 and inspected Yelta and Millewa line storages. They also met deputations at Yelta and Pirlta and lunched with Mildura Shire councillors. For the Minister the visit was a new experience - he had never been to the Millewa and it was the first time he had seen wheat being unloaded at a silo.

Following the problems experienced with the size of the 1978/79 grain harvest a review of grain handling and storage procedures by the VicRail and the Grain Elevators Board produced some interesting results:

* Each of the main grains - wheat, barley and oats - have several vital divisions with barley for example, having seven distinct grades;

* Storage capacity for the G.E.B. became a problem as the harvest was predicted to be 3.5 million tonnes and it came in at more than 4 million tonnes;

* 70% of the 5,600 wagons used for the harvest were under load;

* More wagons were being loaded each day than could be unloaded;

* The GEB was to invest in the construction of ground storages with plastic lined walls holding the grain which is then covered with plastic and earth. The grain would be safe for five years.

Tenders were called in August 1979 by the G.E.B. for the construction of ten bunker storages in Victoria with Yelta being a selected site.

The scene at Yelta at the start of the 1979/1980 harvest. GY wagons are being loaded from the temporary silos and in the centre background work has commenced on the construction of a grain bunker. 24-11-1979. Photo: Bruce McLean

In December 1979 the Grain Elevators Board had to take action to cope with the grain overload in the Ouyen district. There was more grain being harvested than the available storage facilitities, despite four bunkers being made available in the area. Road transport was being used to take the pressure off the Ouyen storage system by by-passing Ouyen in favour of other sites.

Rolling downgrade with a string of empty GY grain wagons, T404 heads for Underbool on the Ouyen to Pinnaroo line on 24-12-1979. Photo: Norm Houghton

For the 1979/80 harvest, wheat from Yelta was being railed directly to Portland but there had been delays between Hamilton and Portland where the railway facilities were not able to cope with the traffic increase.

Due to the demands of the harvest season, the larger B and X class locomotives used to haul "The Vinelander" between Melbourne and Mildura were being changed over to smaller T class engines at Donald for the section to Mildura.

T400 shunts a rake of GH grain wagons into the silo siding at Panitya. 24-12-1979. Photo: Norm Houghton

The problems surfacing clearly for the G.E.B. storage system and the railway system, were twofold:

* Given favourable growing conditions, grain harvests were increasing each year due to disease eradication.

* The introduction of modern harvesting machinery meant that farmers were adjusting their road transport equipment to bring larger loadings to the silos which had not been upgraded to meet the increased unloading and storage requirements.

Millewa farmers became angry when delays and shortages of rail trucks began to have a material impact on their grain deliveries in mid-December. Promises made by the G.E.B. and politicians that "things would improve" after the last harvest, were completely discounted as Werrimull silo filled on 12-12-1979. The Chairman of the Werrimull Silo Committee, Mr. E. Robbins, said that the main trouble was that those who handled the wheat after the growers had harvested it were 20 years behind the times. He claimed they had not caught up with the improved methods of farmers whereby they could grow more wheat and get it off quicker. A bunker was being built at Karawinna but there was no equipment to work it.

Grain grower Eric Yates of Werrimull described in "Sunraysia Daily" newspaper that grain harvesting had changed and would continue to do so in the future. Amongst the points he made were:

* He now drove a powerful tractor pulling a harvester that cut a swathe 16 feet wide through the ripened wheat at around seven miles an hour;

* The cabin of the tractor was fitted with air-conditioning and a radio, but this added to the problem, as in the past, when it became too hot, work would stop until it cooled down. Now he keeps harvesting in complete comfort.

* Farmers would convert sheds on their properties to store grain as they cannot afford to take the risk of leaving the grain unharvested or wasting hours in long queues at silos.

At Carwarp, some farmers had been with the trucks waiting in line at the silos for three days after an area harvest of 8 bags to the acre. Their problems were exacerbated by farmers from New South Wales bringing their grain to Carwarp after the Yelta silos could not receive any more. The "local" growers were powerless to stop the "new growers" from coming to their silo. A new bunker at Carwarp was completed in late November but there was no equipment to make it operative.

Raising the dust on the Meringur line, T359 leads 40 loaded GY grain wagons between the sites of Benetook and Thurla stations. 24-12-1979. Photo: Norm Houghton

The Victorian Railways were in trouble from every direction, but were actually at the mercy of the Grain Elevators Board capacity to unload at major destinations. The 1979/80 harvest ended up being a watershed for the future as the following details of trucking and storage problems shows:

Station	Situation 13-12-1979
Pirlta	GEB ordered 14 wagons per day, 10 provided
Merrinee	GEB ordered 14 wagons per day, 9 provided
Karawinna	GEB ordered 14 wagons per day, 13 provided Bunker constructed - available for use in a few days
Werrimull	GEB ordered 16 wagons per day, 9 provided
Yarrara	GEB ordered 15 wagons per day, 14 provided
Meringur	GEB ordered 20 wagons per day, 0 provided Bunker constructed
Kiamal	GEB ordered 14 wagons per day, 16 provided
Carwarp	GEB ordered 15 wagons per day, 6 provided Bunker constructed but no equipment to make operative
Yelta	Bunker constructed and in use
Torrita	Bunker under construction
Cowangie	Land cleared for bunker

T337 and T400 idle away at Ouyen station platform on 24-12-1979 prior to hauling 2,000 tons of wheat south. Photo: Norm Houghton

There were several meeting with the Grain Elevators Board by Mr. M. Whiting M.L.A. over the intake problem and it was felt that VicRail had done a good job given the exceptional circumstances of a crop that so far had returned 1,100,000 tonnes compared with 600,000 last harvest. Fifty new storage bunkers were being built around the State by the Grain Elevator's Board. The G.E.B. was reluctant to build new permanent storages because it would be criticised by farmers for over-capitalising at the grower's expense when there was a return to seasons of low yield crops.

Bunkers were made operational at Carwarp and Karawinna on 17-12-1979, the Carwarp bunker taking only 11 days to fill with 10,500 tonnes. The pattern of rail wagon delivery was altered to stations where they relied on silo storage only.

Grain harvest locomotive power parade at Ouyen. From left, T337 and T357 on empty grain trains, T359, Y141 on a Down goods, and T400 shut down. 23-12-1979. Photo: Norm Houghton

British rail consultants Transmark were employed by the Victorian government to conduct an independent inquiry into grain freight rates, basing their study on the 1977/78 harvest. As a result, the Victorian government announced on 27-6-1980 that grain freight would rise by 15%. The latest increase followed on from an increase of 18% applied before the 1979 harvest. Farmers were incensed at the increase and in the Millewa, it prompted farmers to consider alternate methods of transport, principally road, to the South Australian wheat terminal at Port Adelaide.

Mr. S. Pickering, representing farmers in the north-west on the grain council of the Victorian Farmers and Graziers Association, reported that the government had also commissioned the "Lonie Report" to investigate all aspects of freight and transport in Victoria.

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 26-9-1982 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.

There were 27 separate Study Reports, including a Report on Transport of Grain, but overall, the Lonie Report created great controversy, was widely criticised by the media and politicians with most criticism levelled at their superficial approach. The recommendations made in the Transport of Grain report included:

* The establishment of commercial freight rates covering the carriage of grain within Victoria and through Victoria with procedures by the Victorian Railways Board, Australian Wheat Board and Grain Elevators Board to cover the total absorption of all costs as soon as practicable.

* The three Authorities should negotiate long term contractual arrangements for rail haulage of grain by block train movement from nominated Victorian and Riverina locations on the basis that they will undertake the development of appropriate sub-terminal arrangements by the 1984/85 seasons, and the contractual arrangements will be designed to ensure that freight rates and conditions pertaining to the haulage of grain will be on fully commercial terms covering total absorption of costs involved.

* The Victorian Railways Board be no longer involved in the carriage of grain by motor vehicles, neither as a party to contracts, nor with responsibility for contract payments.

* The Victorian Railways Board responsibilities extend to rail haulage of grain only and that none of the Authorities to be involved in the ownership and/or operation of truck haulage fleets.

* Additional major sub-terminals should be constructed to reduce the number of rail receival points.

* The upgrading of selected rail tracks and associated equipment and the closure of rail tracks and rail facilities rendered obsolete as a result of the modernisation program should proceed immediately.

The following February 1980 report relates to the Grain Elevator's Board Northern Region grain traffic:

Yelta Line	376 GY's were loaded at Yelta during the grain receival period. An earth-walled storage at Yelta holds 9,900 tonnes of wheat which will require 450 GY's to shift. The GEB expect to commence this out loading during March. 10,450 tonnes held in an earth-walled storage at Carwarp will require a further 475 GY's although it is expected that most of this grain will be loaded at Carwarp and all other stations between Gama and Carwarp.
Pinnaroo Line	127 GY equivalents were loaded at Panitya with all stations showing similar figures. Earth walled storages at Cowangie and Torrita hold between them 18,500 tonnes.
Meringur Line	Only 27 GY wagons were out loaded at Meringur however sidings nearer to Redcliffs accounted for much higher numbers. Earth-walled storages at Karawinna and Meringur contain 15,900 tonnes.

The 1980 harvest was another good crop and the movement of grain by VicRail commenced on 3-11-1980 with trains running once a day, six days a week from Mildura to Yelta and from 10-11-1980, Mildura to Meringur and Redcliffs to Meringur. Excessive heat in early December created problems for some diesel-electric locomotives.

In August 1980 the G.E.B. announced the acceptance of a tender for the construction of two 13,600 tonne silos and an elevator at Yelta. Construction commenced in September 1980 and the $1.2 million facility was officially opened by the Chairman of the Grain Elevators Board (Mr. K. Gross) on 12-10-1981, ensuring continuation of grain movements on the Yelta line.

T365 pulls off the Meringur branch line onto the main line at Redcliffs with a grain train consisting of tarped GY wagons and GH four-wheel hopper wagons converted from GY wagons. 29-11-1980. Photo: Bruce McLean

T361 stands at Ouyen ready to depart with an up grain train. 28-12-1980. Photo: Bruce McLean

Grain Elevators Board waybill attached to wagon GY2 at Mildura showing current season ASW grain in transit from Yelta to Fidelity Feed at Ballarat on 28-1-1982. Photo: Bruce McLean

The 1982/83 grain season was seriously affected by drought with production in Victoria down to 10% of normal.

Angry Mallee grain growers emphatically rejected a 15% rail freight increase by V/Line and 18½% grain handling charge increase by the Grain Elevators Board, at a protest meeting held in Ouyen on 27-9-1983. Both increases were directed by the State government. A call was made by the meeting for the government to deregulate the movement by rail to allow for private enterprise to compete with an "inefficient rail system". The meeting, held at the Ouyen Community Centre, was attended by about 250 grain growers from the Millewa, Swan Hill, Ouyen and Manangatang districts. Speakers included the Chairman of the grains division of the Victorian Farmers and Graziers Association, Mr. M. Cock; Chairman of the Grain Elevators Board, Mr. C. Semmler; and newly appointed General Manager of the Freight Services Division of the State Transport Authority (V/Line), Mr. S. Beevor. Mr. Beevor was given a rowdy reception by the growers. A motion rejecting both increases was passed by a large majority. Other grower protest meetings were held at Bendigo and Yarrawonga.

T366 and T399 prepare to depart Mildura with a grain train from Yelta with a mix of bogie and fixed wheel grain wagons. 17-11-1984. Photo: Bruce McLean

The movement of barley from the Yelta and Carwarp silos to Dunolly began in earnest in the middle of November 1983. Dunolly was the major storage point for grain before delivery to sea ports.

The 1983 grain harvest was another record crop. At the end of December, silo sites were a hive of activity. Bunkers set up at stations along the Meringur and Pinnaroo lines were originally set up for silo overflows, but were now being used increasingly for storage until trains were scheduled to transport the grain to major receival points such as Dunolly.

There was some criticism of the grain handling by rail, however it was pointed out by V/Line that four million tonnes of grain had been received into the rail system in three weeks less time than for the whole of the record 1979/80 season with rail grain movements averaging 14% higher than for the same stage during the 1979/80 season.

Grain trains at Dunolly. T354, T334, T389 are standing in No.2 road. T408, T382, T361 are standing in No.3 road. The extensive storage silos dominate the Dunolly landscape. 23-2-1984. Photo: Bruce McLean

Victorian Farmers and Graziers Association representative on the State Transport Authority Board, Mr. S. Pickering of Meringur, when commenting in "Sunraysia Daily" on 24-5-1984 on the record grain payments of almost $9 million to district grain growers in the Millewa and Yelta areas, advised that the Board had approved:

* 150 new bottom discharge hopper wagons with 540 targeted for use by the next harvest, replacing GY wagons;

* 25 new locomotives valued at $2 million each, the first being delivered in November 1984.

Map produced by V/Line showing grain storages throughout the State including central receival points, storages on railway lines and storages off railway lines for the 1983/84 harvest. Source: V/Line News

With the establishment of bunker storages, there was a gradual easing of the railway task into an-all year round operation instead of a heavily concentrated period during and immediately after the harvest. In 1984, for example, grain trains could be found running regularly throughout the year on the Meringur line, whereas in the past the line would be dormant for many months.

In the last afternoon sun on 29-8-1984, Y152 and T407 are approaching Bambill with a long train of GY wagons from Meringur and Yarrara. The load would eventually be built up to 2,300 tonnes. Photo: John Page

A familiar site for many years on the Meringur branch line as another loaded train of GY wagons heads for the mainline and onto an export destination. Locomotives are Y152 and T407 and the brake van VVDY3 (formerly ZF3). Near Bambill. 29-8-1984. Photo: John Page

The 1984/85 grain harvest commenced in the north-west of the State at the end of November with the V/Line grain train services scheduled to provide 18 trains a day during the December and January peaks. Ten trains a day took export grain to Geelong; five others went to Portland and the others to domestic users and sub-terminals. In the last season, 14 central receiving points were established with smaller silos operating on a "fill and close" basis. This proved to be successful and the system was extended to include Woomelang, Speed and five other sites.

The Chairman and Managing Director of V/Line, Mr. K. Fitzmaurice, announced on 17-1-1985 that more than 80% of the 1984/85 grain harvest had been moved in bogie hopper wagons and had used the four-wheel GY wagons for less than 10% of movements. Grain receivals for the harvest at that time had exceeded 3 million tonnes.

Between 1979 and 1984 about 800 GH wagons were converted from the open GY wagons. The GH wagons were a temporary measure to increase the number of vehicles with bottom discharge and to decrease the costs of tarpaulin replacement and repair. In 1980 two sets of Gloucester Suspension Units were fitted to test vehicles GH 155 and GH 336. Tests were conducted to 70mph (115km/hr) but nothing further developed from the experiment. The vehicles are believed to have carried the equipment until scrapped about eight years later. One of the test vehicles, GH155, was captured at Mildura on 20-7-1985. Photo: Bruce McLean

Close up view of the Gloucester Suspension Unit fitted to grain wagon GH155. Mildura 20-7-1985. Photo: Bruce McLean

CANAC, the consulting arm of the Canadian National Railways, carried out a detailed study of the State's grain receival, storage and handling procedures. A Grain Handling Review Group was formed by the Minister for Transport, Mr. T. Roper, comprising representatives from the Ministry of Transport, Victorian Farmers and Graziers Association, Australian Wheat Board, Australian Barley Board and the Grain Elevators Board. In August 1985, the Minister stated that the Review Group was completing a strategy for the establishment of a state-wide system of Central Receival Points to be served by block trains of bogie hopper-type wagons to provide a high standard of efficient transport to export facilities at the ports. The Minister also reported that consultation had taken place with the Road Construction Authority and local councils to assess road pavement costs that would be incurred with the closure of light rail lines proposed in the report.

In 1985 it was announced that two-man crews would be progressively introduced, phasing out the role of guard and guard's vans. 35VVCP (formerly 35CP) takes its place at the end of a rake of GY grain wagons at Ouyen on 2-10-1985. Photo: Bruce McLean

T333 stands at the head of a rake of empty GY four-wheel grain wagons at Dunolly on 3-10-1985. This train is heading north to collect grain off the Meringur line as GY wagons were the only permitted rolling stock allowed on the branch for grain movements. Photo: Bruce McLean

Mallee farmers were faced with a choice of transporting their 1986 grain harvest to Port Adelaide by road rather than by V/Line grain trains to the Geelong port. It was estimated that about 30 Queensland semi-trailers were plying the roads between Mallee farms and the Adelaide docks. The reasons given were purely economic and despite reductions in rail freight rates, road contractors continued to undercut V/Line charges. Road transport and handling costs were about $2 to $4 less per tonne than rail transport and Victorian silo charges. There was also an issue of reduced quality in the Victorian yields that was resulting in downgrading by Victorian standards but passed at full rating in South Australia, consequently attracting a substantially higher price per tonne.

Representatives from V/Line argued that the railway system was underpinning the road freight charges and provided the competition to keep the charges low. Steps had been taken to upgrade facilities at Ouyen with the establishment of a new Central Receival Point, but it would require the tonnage through the silo if rates were to be kept low.

Construction of two jumbo silos at Ouyen was well advanced by 20-7-1986. Track alterations in the yard and the opening of the silos as a Central Receiving Point were ready for the 1986 harvest. Photo: Bruce McLean

Changes in the handling of grain and the rail infrastructure supporting grain traffic resulted in the system being 20% more efficient in 1987 than it was in 1980. Consolidation of the grain network using central receiving points (CRP's), together with the commencement of light line upgrades, and other improvements to sidings and tracks, have all been part of V/Lines push to make Victoria's grain movements more efficient with savings passed onto growers.

V/Line invested $125 million in the grain network between 1983 and 1986 and the agenda in 1987 added significantly to that investment:

* Upgrading of the Portland line with easier gradients and more crossing loops (completed);

* Major upgrading of the Mildura line with more crossing loops and longer loops for crossing trains;

* Purchase of the Geelong rail loop and an outlay of $57 million on new track work, signalling and sidings associated with CRP's;

* Estimated $26.2 million upgrading the following light lines in the grain network:-

Woorinen - Piangil, Horsham - East Natimuk, Shepparton - Dookie, Heywood - Mount Gambier, Manangatang - Robinvale and Mildura - Yelta. The cost of upgrading Mildura to Yelta was $3.4 million.

The upgrading of the Mildura line involved construction of two 850 metre long crossing loops at Sulky Loop and Tourello Loop (named after former stations near the loops); extending loops at Maryborough (to 930 metres) and Dunolly (to 800 metres); closing Bealiba and Cope Cope crossing loops; extending and upgrading crossing loops at Emu and Sutherland to 850 metres; a new 835 metre crossing loop at Donald; removal of crossing loops at Litchfield and Curyo; extending crossing loops at Watchem and Birchip to 850 metres; retaining the existing loops at Woomelang and Speed; extending Ouyen loop to 850 metres with major yard alterations; retaining the existing loops at Hattah and Redcliffs; and closing the crossing loop at Irymple.

These projects were the third part of the CANAC proposals - the first being the introduction of CRP's and fill and close storages and the second being the acquisition of bigger locomotives and rolling stock.

Before the upgrading of the Mildura to Yelta line had commenced, V/Line decided to get in early and send some bogie VHGY grain wagons to Yelta for a special despatch of safflower from the Yelta silos. The first VHGY wagons were taken out on the line on 11-4-1987, with the siding at Merbein being used to hold some of the wagons.

The first VHGY wagons to venture onto the Yelta line were taken out on 11-4-1987 for the loading of safflower from the Yelta silos. The siding at Merbein was used to hold six of the wagons. Photo: Bruce McLean

The first use of VHGY wagons at the Yelta silos for loading of safflower. 11-4-1987. Photo: Bruce McLean

The 1987/88 grain operations introduced a number of refinements and modifications to the grain running program. Exact timetabled train movements with appropriate locomotives and the right sets of rolling stock for every line were introduced with six trains a day to Geelong in the peak harvest period consisting of five bogie wagon block trains with either 31 or 40 wagons per train and one 45 GH four-wheel wagon train. Three block trains of 50 bogie wagons each ran to Portland every day.

To gain a clearer picture of the grain transport revolution, the following table provides a comparison between pre/post 1983 grain operations:

Source: ARHS (Victorian Division) Newsrail

B69, T372, T355, T387 are ready to depart Mildura with a block train of GH grain wagons. 9-4-1988. Photo: Bruce McLean

On 24-6-1987, V/Line placed advertisements in newspapers throughout Victoria for contract road vehicles to cart bulk grain from Grain Elevators Board facilities to ports and storage areas. The advertisements stated that during season 1985/86, 317,000 tonnes of grain were carted by road and during season 1986/87 approximately 260,000 tonnes were carted by road.

An urgent requirement for 340 tonnes of barley for loading at Portland by V/line road contractors on 14-9-1987 provided an early indicator of the effects of the intended closure of the Redcliffs to Meringur line. Trucks with 40 tonne loads were using the parallel roadway with a load limit of 20 tonnes and a pavement only 12 feet wide causing concern to the Shire of Mildura. Mr. Whiting M.L.A. was irate that V/Line had decided it was quicker to move the barley by road from Meringur to Carwarp instead of rail and the way the Shire of Mildura was treated. (Mr. Whiting subsequently learned that it cost $2 a tonne more than normal for the movement). Both Mr. Whiting and the Mildura Shire Engineer, Mr. D. Kirby, said the hit-run operation was a foot in the door for permanent road haulage in the Millewa where there was an average grain movement of around 100,000 tonnes a year. Mr. Whiting called on the government to review its decision to close the line and upgrade the existing rails with bluestone ballast or limestone obtained locally.

The completed installation of the new down end points and lengthened crossing loop at Carwarp on a day when thunderstorms had just cleared the area. 20-6-1987. Photo: Bruce McLean

The new track work at the up end of Carwarp. Note the elevated track for assisting with the movement of empty grain wagons to the silo filling point. 20-6-1987. Photo: Bruce McLean

Loaded grain wagons on the down end extension of the silo road. Note the gradient in favour of loaded wagons to assist with wagon manoeuvres. 8-11-1987. Photo: Bruce McLean

This is the grain wagon graveyard at Sims Metal in Brooklyn, Melbourne. GY and GH wagons surplus to grain handling requirements following the widespread use of bogie hopper wagons brought an end to the 4-wheel wagon stock. 14-10-1987. Photo: Bruce McLean

The partly upgraded Mildura to Yelta line was open for traffic after a temporary closure, on 6-10-1988. More than 1500 tonnes of grain was loaded at Yelta on 6-10-1988 and another 1125 tonnes the following day. The section from Merbein to Yelta had not been completed and a speed restriction of 25 kph applied.

V/Line announced on 7-10-1988 that farmers in the Millewa area would be offered a farm pick up of grain to either of the Central Receival Points (C.R.P.'s) at Yelta or Carwarp. V/Line based staff at Werrimull and canvassed farmers to determine options for cartage of grain ex farm to silo or C.R.P.. Rates and conditions were for the new paddock to port service were explained.

Grain delivery incentives were announced by the Grain Elevator's Board on 11-11-1988 for the 1988/89 season. The incentives varied for wheat and barley and were only available in the north western region of Victoria at silos along the Ouyen to Panitya line, Redcliffs to Meringur line as well as at Speed, Carwarp and Yelta. The incentives were developed with the view of retaining Victorian grown grain in the Victorian handling and storage system. V/Line contributed financially to the operation of the grain delivery incentive scheme because of the revenue benefits received and was supported by the trial pick up service on the Meringur line.

By 25-11-1988, V/Line, through an operational centre set up at Werrimull, had persuaded 62 out of 142 grain farmers to use the new pick up system. During November every grower in the district had received a visit from a V/Line representative. Although denied that the scheme was intended to ensure the closure of the Redcliffs to Meringur line, the Group General Manager of Freight Services, Mr. D. Murphy, claimed that it was a matter of "lets try something different this harvest and see if it works".

Article on Millewa grain delivery initiative from V/Line News, March 1989 edition. Source: Bruce McLean Collection

Another article from the March 1989 issue of V/Line News covering the grain harvest traffic on the Mildura line. Source: Bruce McLean Collection

The first grain trains for the 1989/1990 harvest were scheduled from Yelta and Carwarp in the first week of November, however problems began to quickly emerge before the end of the month when the harvest was at its peak. The Grain Elevators Board came under fire from the V/Line country grains manager at Ballarat, Mr. D. Vendy, for not ordering enough wagons to deal with the unexpected volume of grain. Mr. Vendy stated that locomotives and wagons were available. He also acknowledged that there was a problem with the bulk of the wheat harvest being classified under the one Australian Standard White category. ASW storage facilities were full to overflowing whilst facilities for higher grade hard wheat were far from capacity.

The barley harvest far exceeded any previous year and taxed transport and storage to capacity with both Ouyen and Carwarp full. Malting barley overflow from Ouyen was sent to Nunga and Galah silos.

The transportation of the harvest, despite early problems because of the unexpected higher yields, was considered very successful.

Grain trains from Yelta were usually double-headed by G Class locomotives, running express through Mildura to Carwarp and picking up at stations en route to Geelong.

G541 departs from Carwarp on 4-12-1989 with another load of grain during the 1989/90 Mallee grain harvest. Photo: Bruce McLean

The V/Line farm pick up arrangement appeared to go from strength to strength and advance meetings to refine the transport process commenced in the Mallee on 17-10-1990. The meetings involved representatives from V/Line, the Australian Wheat Board, Australian Barley Board and Grain Elevators Board.

Advertisement published in "Sunraysia Daily" promoting meetings for V/Line Grain Pick Up for the 1990/91 harvest. Source: Bruce McLean Collection

Tenders for the carriage of bulk grain from Grain Elevators Board facilities at Pirlta, Karawinna, Werrimull, Yarrara and Meringur to Carwarp were advertised on 16-1-1991.

In the 1990/91 grain season, V/Line shifted over 170,000 tonnes of grain with their "paddock to port" scheme and for the 1991/92 harvest, extended the scheme to the Robinvale area, adding to the Meringur line, Wentworth, Patchewollock and Balranald areas already covered.

Advertisment published in "Sunraysia Daily" promoting V/Line grain farm pick-up for 1991 harvest. Source: Bruce McLean Collection

The 1991 harvest was completed by the end of December. The Grain Elevators Board reported that the final intake of grain was 380,000 tonnes, compared with 600,000 tonnes from the previous harvest. Lower crop yields and privatisation had resulted in a lower intake into the Board's system, with Carwarp only taking about half as much as the last season.

The movement of grain from Yelta by 1991 was usually in the form of a G Class locomotive and 20 x VHGF grain hopper wagons. On arrival at Yelta the locomotive would run around the wagons, shunt them under the loading chutes, assist the loading operation by moving forward as each wagon filled, and when the task was completed, return to Mildura. In previous years, the locomotive would take the train out early in the morning, and return light engine to Mildura. It would return to Yelta light engine early in the afternoon to pick up the loaded wagons. Loading at Yelta was assisted by a tractor pushing a single truck under the loading chute in operation.

Tenders were called for the cartage of grain by road from GEB facilities into and throughout Victoria to V/Line central receiving points, ports and private mills. An average of 400,000 tonnes per season had been carted by road transport over the last three years.

Fast Grain Pick-up campaign for 1992 grain harvest in "Sunraysia Daily" - October 1992. Source: Bruce McLean Collection

The first grain received from the 1992 harvest came into the Carwarp silos on 16-11-1992. It was anticipated that the 1992 harvest would double the low 1991 harvest.

The Minister for Public Transport, Mr. A. Brown, announced in September 1993, that the Dimboola to Yaapeet, Murtoa to Hopetoun and Ararat to Portland lines would be converted from broad to standard gauge in association with the conversion of the Melbourne to Adelaide to standard gauge. Conversion of the lines to standard gauge commenced in March 1995 and was completed by 18-5-1995. The government also announced that conversion of the Ararat to Maryborough line would commence and a third rail for standard gauge trains would be added to the Maryborough to Dunolly section. With conversion of the Melbourne to Adelaide line completed, Victoria now had a separate grain division exclusively on standard gauge.

G530 stands at the head of a long train of grain hoppers at the Ouyen silo complex on 11-12-1994. Photo: Bruce McLean

Above average yields and good prices were the rewards for farmers after the 1995 Northern Mallee grain harvest. The Northern Mallee region of the Vicgrain Eastern Zone included the Millewa area, around Ouyen and the Murrayville line. Three full block trains of 40 wagons a day were run seven days a week moving grain to Geelong.

In 1996 V/Line Freight introduced a new color scheme on grain wagons. VHGX146 in the new grey and orange colors was noted at Ouyen on 5-8-1996. Photo: Bruce McLean

V/Line Freight and the Australian Wheat Board announced in January 1997 that a five year grain transport contract had been signed. Under the agreement, V/Line would transport 95% of grains being transported to Geelong or Portland for export or to Melbourne for the domestic market. The new contract continued the incentives and penalties that began in 1993. These included surcharges for short-notice orders, benefits to encourage prompt loading and unloading of wagons and greater use of electronic data to reduce administration costs.

The first agreement with the Wheat Board was signed in 1990 and a seamless grain transport service developed. On farm pick-up service was expanded to cover selected grain growing regions in Victoria, southern New South Wales and the east of South Australia.

In February 1997, a rake of hopper wagons formerly used for dolomite and fertiliser traffic, were sent to Mildura for clearance tests at Yelta, Carwarp and Ouyen silos. The wagons, originally built for quarry products in 1974, were unsuccessful for grain traffic. Prior to the tests the wagons were completely overhauled and painted in the new V/Line Freight color scheme. 7-2-1997. Photo: Bruce McLean

Board directors were appointed to a new rail freight body called V/Line Freight Corporation in January 1997. V/Line Freight Corporation, set up as an independent body from the Public Transport Corporation, commenced on 1-7-1997.

In February 1997, V/Line Freight decided to trial surplus hopper wagons for grain transport. The wagons had previously been used in dolomite and fertiliser traffic and the test at Yelta, Carwarp and Ouyen silos was principally to ascertain clearances with loading chutes. The trails were unsuccessful and the wagons were not used for grain traffic.

A rake of the wagons was stored at Ouyen for over 12 months however they were returned to traffic and were noted being filled with grain at Carwarp on 4-5-1998. It is understood that some modifications were made to the wagons although this has not been verified.

Five hundred tonnes of feed grain for farmers affected by floods in East Gippsland was sent by rail from Tempy to Sale on 1-7-1998. The shipment was arranged by the Victorian Farmer's Federation.

The Victorian Government announced on 22-2-1999 that Freight Victoria had been selected as the successful purchaser of V/Line Freight Corporation under a 15 years renewable lease to operate and maintain Victoria's country rail network from 1-5-1999.

GRAIN FACILITY CAPACITIES

Location	1939 Concrete (Geelong) Silos (bushels)	June 1970 (S) Silos (BH) Bulkhead (H) Horizontal (bushels)	June 1977 (S) Silos (BH) Bulkhead (H) Horizontal (tonnes)	June 1983 Site Silo Capacity (tonnes)	Additional Silos since 1983 (tonnes)
Mildura and Yelta Line
Woomelang	150,000	(S) 310,000 (BH) 70,000	(S) 8,400 (BH) 6,000	10,380	16,000?
Lascelles	110,000	(S) 265,000 (H) 200,000	(S) 7,200 (H) 5,400	12,580	-
Gama	65,000	(S) 150,000 (H) 100,000	(S) 4,100 (H) 2,700	6,850	-
Turriff	-	(S) 110,000 (H) 200,000	(S) 3,000 (H) 5,400	6,700	-
Speed	65,000	(S) 70,000 (BH) 70,000	(S) 1,900 (BH) 1,900	3,900	16,000?
Tempy	65,000	(S) 215,000	(S) 5,800	10,000	-
Nunga	-	(S) 110,000 (H) 100,000	(S) 3,000 (H) 2,700	5,730	-
Ouyen	65,000	(S) 215,000	(S) 5,800	5,950	1986 -16,000
Kiamal	-	(S) 110,000 (BH) 70,000 (H) 160,000	(S) 3,000 (BH) 1,900 (H) 4,400	9,430	-
Carwarp	-	##(S) 245,000 (H) 100,000	(S) 6,600 (H) 2,700	9,450	-
Yelta	-	-	-	13,600	-
Murrayville Line
Galah	65,000	(S) 215,000 (H) 220,000	(S) 5,800 (H) 6,300	12,380	-
Walpeup	110,000	(S) 200,000	(S) 5,500	7,650	-
Torrita	-	(S) 110,000	(S) 3,000	5,230	-
Underbool	110,000	(S) 215,000 (BH) 70,000 (H) 220,000	(S) 3,300 (H) 6,000	9,200	-
Linga	65,000	(S) 70,000	(S) 1,900	4,000	-
Tutye	65,000	(S) 70,000	(S) 3,300 (H) 6,000	6,700	-
Cowangie	110,000	(S) 120,000 (BH) 70,000	(S) 3,300 (BH) 1,900	5,200	-
Murrayville	110,000	(S) 265,000 (H) 230,000	(S) 7,200 (H) 6,300	13,550	-
Carina	65,000	(S) 70,000 (BH) 70,000	(S) 1,900 (BH) 1,900	4,000	-
Panitya	110,000	(S) 120,000	(S) 3,300	7,440	-
Morkalla Line
Pirlta	-	(S) 80,000	(S) 2,200	4,450	-
Merrinee	-	#(S) 100,000	(S) 2,700	7,930	-
Karawinna	65,000	(S) 70,000 (BH) 70,000	(S) 1,900 (BH) 1,900 (H) 2,700	4,000	-
Werrimull	65,000	(S) 215,000	(S) 5,800 (H) 6,300	12,350	-
Yarrara	-	#(S) 100,000	(S) 2,700	7,830	-
Meringur	-	(S) 110,000 (BH) 70,000	(S) 3,000 (BH) 1,900 (H) 8,300	13,330	-

# Behlen type ##Includes Behlen type Sources: Victorian Railways Directory of Stations, Weekly Notices