<< Back | Home | Site Map

Hattah

Origin of name: From nearby Lake Hattah. Name of Keon & Orr's station 1856.

Station opened: 15-1-1903

Distance from Melbourne (via Castlemaine): 301 miles 10 chains 85 links; 499.114 km

Distance from Melbourne (via Ballan): 506.018 km

Height above Sea Level: 159 feet

Hattah was the common point for the various railway survey routes and was the end of the line when the first section of the railway from Woomelang to Mildura was opened on 15-1-1903. On 2-2-1903 two home signals were provided indicating that Hattah was a Train Staff and Ticket station, being a meeting point for regular trains from the south and construction trains from the north. A passenger platform with a shelter shed and portable buildings, crossing loop and a goods loop siding with an extension at the down end, were provided. A stationmaster was appointed with the opening of the station. A triangle for reversing steam locomotives on the down journey was constructed and rail laying was completed by 3-2-1903. Four departmental residences were provided on the down side.

Engineers drawing showing the location of the reversing triangle constructed at Hattah for steam locomotives. The triangle was provided in 1903 and dismantled in 1905. Source: Bruce McLean Collection

Fresh water was a most essential ingredient in the dry Mallee and it was only natural that the close proximity of Lake Hattah would determine the site of a station. A pump was established by the Construction Branch at Lake Hattah (vested jointly in the Victorian Railways and Water Supply Departments) and a cast-iron pipeline of 3 miles, 42 chains laid in a direct line to the railway in an easement 100 links wide.

Permewan Wright and Co. Ltd. were contracted for the conveyance, loading and unloading of 1,133 four inch pipes and 1,049 five inch pipes, all nine feet in length. Clydesdale Bros. Won contract No.11858 on 18-11-1902 to lay the pipeline and A. Challingworth won contract No. 11613 on 3-11-1902 to erect the tanks and water cranes at the station. Tenders were called frequently in local newspapers for the supply of 2 foot firewood or mallee roots for the pumping engine.

A 5000 gallon tank and water crane was located at each end of the railway yard. A temporary coal stage was also erected at the down end between the main line and the down end extension of No.2 road with a temporary timber ash pit on the main line. A refreshment room (most likely a portable building) was erected on the platform.

Hattah station nestled amidst peppercorn trees on 7-5-1982. Photo: Bruce McLean

The line to Mildura was opened with extensions to Nowingi on 25-5-1903, Yatpool on 30-9-1903 and Mildura on 27-11-1903.

On 4-8-1904, a Memorandum was sent from Mr. M. Kernot of the Board of Land and Works (Railway Construction Branch) to the Victorian Railways Chief Engineer of Way and Works, advising that about 250 bags of oats had been left in a temporary shed at Hattah, in charge of the Ganger who held the key. (The shed and contents would have been left after construction of the railway through Hattah was completed. Mr. Kernot asked that the store be pulled down and the galvanised iron, all other suitable material and all the oats be loaded up into trucks for despatch to Moe with the charge being made to the Construction Branch.

On 18-8-1904, 256 bags of oats, other stores and materials were forwarded from Hattah and received at Moe on 2-9-1904. About 20 bags were broken and rotten on the floor of the shed to be picked up and sent as soon as some bags were supplied.

On 6-9-1904, the balance of the oats and other material was sent from Hattah to Moe.

On 16-9-1904, the material was received at Moe in truck I4602 and consisted of 19 bags of oats, 52 Barrow planks (old), Ridging in 4 foot 6 inch lengths, galvanised iron in 29 foot 9 inch, 11 foot 8 inch, two foot 6 inch and 6 foot 4 inch sheets.

(The Moe to Walhalla line was under construction in 1904).

By 18-4-1904 the two home signals were removed creating a 110 miles safeworking section between Woomelang and Mildura which existed until 1911. Limit Boards replaced the signals by 4-9-1905.

The triangle was dismantled in February 1905, the work being completed by 30-2-1905. Sheep and cattle yards were provided on the up side but there was no goods platform.

The Commissioners authorised the removal of the temporary coal stage on 23-2-1907.

Hattah was re-established as a Train Staff and Ticket station by 4-12-1911 to facilitate water trains being filled for use on the construction of the Ouyen to Kow Plains (Cowangie) line. Up and Down Home Signals were provided by 29-1-1912. Approval for removal of Location boards was issued on 14-3-1912.

Tenders for labour only were called in 1912 for the erection of fencing between Hattah and Irymple. The passenger platform was extended to 301 feet and electric staff working for the section Ouyen to Hattah was introduced by 4-10-1915. Hattah remained the end of electric staff working until 16-12-1925, when the miniature Electric Staff was installed between Hattah and Carwarp.

The van goods shed on the down end of the passenger platform at Hattah. Note also the water tank and gent's toilet. 7-5-1982. Photo: Bruce McLean

Relaying of the main line with 80 pound rails had extended from Ouyen by June 1928.

On 5-3-1930 the Stationmaster was withdrawn and the station operated under Caretaker conditions.

In a report by the Engineer of Water Supply on 3-2-1938 it was indicated that there were two 10,000 gallon combined tanks and spouts in No. 4 road for filling water trucks. Two 5,000 tanks and spouts were at the up and down end on the mainline. Water was also supplied to a trough on the main road near Lake Hattah and was paid for by the Shire of Mildura at 5 shillings per month. (The main road referred to above became known as Old Calder Highway when a more direct route parallel to the railway was constructed).

This 1940's or 1950's view of Hattah station building, loading ramp and departmental residences is from an old, undated magazine. Source: Bruce McLean Collection

The livestock trucking yards were demolished in July 1961.

Engine requirements at Hattah. Driver G. Cullen manoeuvres the down end water crane over the tender of J507 at Hattah on 25-4-1967. Photo: Courtesy George Cullen

A gypsum loading ramp was provided at some time in the 1960's and was used by road trucks for loading rail wagons. In the financial year ending 30-6-1970, 8,500 tons of gypsum was railed from Hattah.

Hattah station reserve showing three departmental residences and the site of a recently moved residence, the station platform and buildings, gypsum loading ramp (centre of goods siding) and the relationship of the station to the junction of the Calder and (then) Murray Valley Highways. 1970. Photo: Victorian Railways

The Down end of Hattah station reserve. A locomotive water tank is located at the points in the main line and the dead end extension of No.2 track can be noted. The light mark around the station reserve fence line is a ploughed fire break. 1970. Photo: Victorian Railways

Relaying of the track between Hattah and Mildura was again undertaken in 1972 when 60 men began work in January, relaying about a mile a day. Ballast was railed from Carisbrook daily with 21 trucks each loaded with 15 tons of ballast. The bluestone ballast was being applied for the first time between Hattah and Mildura, replacing locally mined limestone.

Tenders were invited on 31-7-1973 for the sale and removal of departmental residence No. 1779.

Residents of Hattah were without water for 14 days during September 1977 when the pump which supplied water from Lake Hattah broke down and there was a delay getting a replacement.

The Victorian Railways still maintained the water supply, even though water was not required following the withdrawal of steam locomotives. Permission was granted to a local grazier Mr. H. McArthur, by the National Parks Service, to place an emergency pump supplied by Mildura Shire Council at the water's edge on the railway easement. The railways approved connection into their concrete water tank and system.

The inlet pipe to the Victorian Railways water supply at Lake Hattah. 30-6-1996. Photo: Bruce McLean

The trestle that supported the pipe leading to the inlet created at Lake Hattah by the Victorian Railways. The trestle was restored in 2000 by a group called "Friends of Hattah". 13-5-2001. Photo: Bruce McLean

At the time of withdrawal of steam locomotives in 1969, the Victorian Railways offered the water facilities to any acceptable body for a nominal charge. In October 1977 the offer was remade, stating they were not prepared to continue being the water authority for the handful of people living in the area. Mildura Shire Council indicated there were insufficient users for the formation of a water trust and suggested the State Rivers and Water Supply Commission would do the job effectively - although the Commission did not appear happy to take over the water supply. The Minister for Transport (Mr. P. Spyker) announced in November 1990 that the assets of the Hattah water supply would be transferred to a local committee of management.

The Victorian Railways pump house at Lake Hattah. 30-6-1996. Photo: Bruce McLean

The remains of the pump engine in the former Victorian Railways pump house at Lake Hattah. 30-6-1996. Photo: Bruce McLean

A group called "Friends of Hattah" in conjunction with Parks Victoria, has restored the pump house and pipe line trestle at Lake Hattah. The pump house shows a sign crediting their preservation activities. 13-5-2001. Photo: Bruce McLean

Hattah played host to B77 on 6-2-1976 following a derailment near Kiamal. The locomotive remained shut down in the siding for two days. The wagons in the siding are for gypsum traffic, the gypsum loading bank being visible to the front left of B77. Photo: Bruce McLean

Hattah station and sidings on 18-8-1979. A loading bank for gypsum can be seen on the siding, the gang shed is in the centre background and the station was complete with amenities. Photo: Bruce McLean

Hattah station and yard looking in the down direction towards Mildura 7-5-1982. Note the gypsum loading ramp and ramped goods platform on the siding. Although trains were permitted to cross at Hattah, No.2 road was not provided for passing trains. Photo: Bruce McLean

The up end of Hattah looking towards Ouyen. Note the gang shed in the mid-distance. 7-5-1982. Photo: Bruce McLean

Mr.S.Croughan, who spent 37 years at Hattah before retiring on 29-4-1983, was an operating porter from 15-6-1946 until his appointment as Assistant Stationmaster sometime before 1955. Mr. Croughan and other employees living at Hattah were often the recipients of prizes for their residences and gardens in the Ouyen Works Foreman's district.

Hattah Assistant Station Master (although his hat badge proclaims Station Assistant 4474 following reclassification of the station in 1983) Mr. Stan Croughan on his second last day before retirement after moving to the mallee station in 1946. 28-4-1983. Photo: Sunraysia Daily - newspaper cutting sourced from Bruce McLean Collection

A radio communication repeater tower was installed at the station in early 1984.

Tenders were called for the purchase and removal of the vangoods shed on 21-1-1987, the purchase and removal of the 32,000 litre overhead water tank and stand on 13-8-1988, and the purchase and removal of the timber patrolman's portable hut on 22-10-1988. The tank and stand was removed on 3-2-1989. (A report by an inspecting engineer in 1984 reported that the bottom of the tank had rusted through and was unsafe).

Down end of Hattah looking in the up direction 16-2-1974. There were water tanks at each end of the Hattah yard supplied by a pipeline from Lake Hattah. The down end tank shown here was removed in 1989. Photo: Bruce McLean

More than 1000 sleepers had to be replaced when a fire in the mallee scrub south of Hattah crossed the railway just before 6 p.m. on 8-2-1989. About 2 km of track was damaged. Gangs replaced every third or fourth sleeper to enable trains to pass through the area by 11 a.m. the following day.

On 10-8-1989 the down end main line points were moved 193 metres further out and the loop was extended to 485 metres long.

Down end of the goods siding dead end at Hattah on 7-5-1982. The down end of the yard was extensively altered in 1989. The vertical white post appears to be by courtesy of the Shire of Mildura or VicRoads. Photo: Bruce McLean

The down end of the Hattah yard was extended in 1989 to increase the length of No.2 road loop, the dead end at the down end was abolished and the short loop siding that originally served the loading ramp was also abolished. The work was undertaken in August 1989.

The down end of Hattah showing the new points in the main line and the extended loop siding. 4-9-1989. Photo: Bruce McLean

Another view of the extended loop at Hattah looking in the up direction. The former length of the loop can be determined by the set of points in the mid-distance. 4-9-1989. Photo: Bruce McLean

An updated view of Hattah station showing the state of the station facilities following cessation of passenger services in 1993. 30-3-1996. Photo: Bruce McLean

A 25-11-1998, Reflectorised Red and Green Spectacles were fitted to the Up and Down Signals.

The down home signal at Hattah located on the up side of the track. 20-4-2002. Photo: Bruce McLean