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Ouyen

Origin of name: Aboriginal - Ghost or Ghost Waterhole; also Short; Wild Duck.

Station opened: 15-1-1903

Distance from Melbourne (via Castlemaine): 288 miles 67 chains 74 links; 464.854 km

Distance from Melbourne (via Ballan): 471.758 km

Height above Sea Level: 165 feet

A station was first planned in the vicinity of the present day Ouyen about a mile south at a distance of 128 miles 67 chains 13 links (construction mileage) from Woomelang. The present site of Ouyen was 128 miles 42 chains 0 links from Woomelang.

Ouyen was one of the original stations on the line when it was opened on 15-1-1903, however it was available for goods traffic during construction of the line from 1-11-1902. A galvanised iron shelter shed bearing the legend "Ouyen" in large painted letters was erected on a 200 foot long low level platform soon after the opening of the line. A kerosene lamp was attached to the shed. Ouyen was a canvas tent town at this time and it is likely that this shed was the only dwelling during the construction of the line. A goods siding was most likely provided.

The original low level platform and mallee shed provided at Ouyen in 1902 during construction of the railway to Mildura. Ouyen at the time was not settled and consisted of mallee scrub and a water hole. Photo: Bob Whitehead Collection

Limit Boards were erected in 1905 as no signals were provided. In 1906 tenders were called for the construction of two employees residences. Instructions were issued on 17-5-1907 to erect a goods platform.

Ouyen was selected as the site for the junction of a new railway line to open up the mallee country between the Mildura line and the South Australian border. This would be the first railway line in Victoria to be constructed ahead of settlement. Construction of the first section from Ouyen to Kow Plains (Cowangie) commenced on 11-1-1909.

Wagons standing on the new branch line to Kow Plains (Cowangie) where it diverges from the main line at Ouyen. Circa 1901. Source: From "Ouyen and its Future" booklet, 1911

Additional tracks were provided for the construction of the new line and Ouyen was opened as a safeworking staff and ticket station on 26-6-1909. The junction for the new branch line was at the up end of the station yard. Home signals were installed on the main line.

Ouyen station in 1909 with high level platform, safeworking building, original mallee shed and wooden office building. Photo: Ouyen Local History Resource Centre Collection

The mallee waiting shed was relocated to join a wooden office on a raised platform approved by the Commissioners on 3-4-1909.

A stationmaster was appointed and a telegraphic instrument provided. The year 1909 saw Ouyen transform into an important railway centre and mallee township.

Another view of Ouyen station. Note the station building and verandah - a more permanent structure than the previous photograph, indicating that this building may have been in place until 1914 after the branch line to Murrayville was opened. The other small building to the left houses the signal frame for controlling the signals installed when Ouyen became a junction and Staff Station. Photo: Victorian Railways H2953

Titled "Station Street, Ouyen", this view also shows the new high level platform constructed in 1909. The building on the platform was for safeworking and accommodated the signal levers. Photo: Victorian Railways H3888

This view shows the down (northern) end of the platform with the Coffee Palace and other commercial enterprises on Farrell Street (Calder Highway) about 1909. Note the toilets, possibly for the use of gentlemen. Photo: Victorian Railways

Heavy rain has inundated the entrance to Ouyen railway station, Farrell Street, and the land surrounding the Coffee Palace and other buildings. This scene appears to be about 1909 when compared with the photograph above. Photo: Victorian Railways

The Railway Construction branch commenced to operate trains on the Kow Plains line as far as Tutye during 1911. The line was officially opened to Cowangie and Murrayville on 25-6- 1912.

On 4-10-1912, instructions were issued to extend the passenger platform, provide barriers, erect a van goods shed, lamp room, extensions to the goods platform and provide a new goods shed. The instructions also provided for new portable buildings for the locomotive depot. These works were completed by 24-11-1913. The locomotive depot was located at the down end of the yard, opposite the present silos.

Looking at Ouyen station and yard from the down end. Circa 1915. Photo: Ouyen Local History Resource Centre Collection

On 10-11-1912 instructions were issued for the construction of a 50 foot x 30 foot coal stage to be erected at the locomotive depot. Instructions were issued on 6-1-1914 to advise that the new coal stage could be used and the old coal stage removed. Construction of three 50 foot long ash pits and a 53 foot long turntable (available for use by 18-2-1913) was also undertaken. These facilities were all in place by 31-3-1913 to facilitate locomotive working on the new branch line as well as local requirements.

An aerial photograph of the down end of Ouyen showing the original locomotive depot. The tracks leading to the coal stage and turntable can be clearly discerned. At the far left, the track serving the Way and Works depot can be noted. The black mark across the view is the shadow from the silos. 21-9-1951. Photo: Victorian Railways

The site of the original steam locomotive depot at the down end of Ouyen station yard as it appeared in 1966. Photo: Bruce McLean

The siding that served the original Ouyen locomotive depot and in later years, an oil depot, was still in position on 7-1-2002. It also serves as a lead to the maintenance depot siding. Photo: Bruce McLean

During 1913 and 1914, a new wooden station building replaced the original buildings, the passenger and goods platforms were extended, a goods shed built and a crane installed. The platform was lit up with air gas by 27-6-1913.

In 1913/14 the track arrangements were altered and enlarged with the addition of two more tracks (Nos. 5 and 6 roads) and the connection to the Murrayville branch line altered with the provision of a double cross-over between the main line and No.2 road. Two long dead end sidings were constructed at the down end parallel to the main line and another dead end extension was located off No.5 road at the down end to serve sheep and cattle yards and cool stores operated by William Angliss & Co. A six ton capacity crane and a 15 ton private cart weighbridge were also in the goods yard.

Locomotive DD 636 on the Up Mildura Express arriving at Ouyen. A new station building, goods shed, crane and two additional tracks in the yard, were provided during 1913-14, the station building remaining in use until replaced in 1939. Source: Valentine Series Post Card, John Thompson Collection

A severe shortage of water occurred when the Ouyen town dam dried up in December 1914. Two 4,000 gallon water tanks were provided in the railway yards and were filled daily by a water train from Mildura. (A typical water train for Mallee destinations between Mildura and Woomelang and Ouyen and Murrayville, consisted of 35 wagons each with a capacity ranging from 800 to 2,400 gallons.) A caretaker was placed in charge of the tanks and water could be purchased at the rate of 6 pence per 100 gallons.

Electric staff working was introduced between Speed - Ouyen and Ouyen - Hattah by 4-10-1915.

A Way and Works depot was established at the down end of the yards on the eastern side during February 1921. A 50 feet x 25 feet carpenter's shop, paint and oil stores and timber storage rack were erected. An additional building for the Way and Works branch was relocated from St. Arnaud in March 1921. This building was originally intended to be moved to Woomelang, but was reconsidered for Ouyen after a fire at the St. Arnaud depot.

The Way & Works office. The Way & Works presence at Ouyen was quite significant with the Road Foreman based here and as well as general maintenance staff known as the "Bridge Gang". 18-8-1979. Photo: Bruce McLean

A new track was laid into the works depot leading from a dead end extension from the locomotive depot to provide standing space for workmen's sleeping carriages. Another siding served a Pintsch Gas store. Three additional employees residences were constructed, bring the number to twenty one.

By the 1921 wheat season, Ouyen was a busy junction station with up to four loaded trains in the yard at one time. Wheat and other goods passing through the yards amounted from 1600 to 2000 tons a day with approximately 9000 bags of wheat arriving daily from the Murrayville line. One mixed and at least three extra goods trains were being run on the line to Murrayville and Pinnaroo, with single and double-headed locomotives. Wheat trains were double-headed from Ouyen to Donald. At this time the staff at Ouyen consisted of a Stationmaster, his clerks and porters, a shed man and his assistants, eight guards, a yard porter, two platform operators, loco controller, a works master, carpenter staff, a goods foreman and others.

Accommodation was provided for 26 men in 18 tents placed in the railway yards.

There were eight DD engines allocated to Ouyen depot and on average 12 engines were replenished with coal every 24 hours at the coal stage, with day and night shifts moving about 23 tons of coal a week. With wheat trains, two passenger trains and two mixed and perishable goods trains and water trains, fourteen or fifteen trains were reported to be passing through Ouyen every 24 hours. With the closure of the wheat season, the locomotives were reduced to two.

During the prolonged drought in 1921, up to 100,000 gallons of water a day was being trucked in from Hattah and Mildura for pouring into the Ouyen railway dam. This was reduced to about 20,000 gallons a day from Mildura after the State Rivers and Water Supply Commission connected the dam to the Ouyen town water supply channel in May 1921.

Sometimes over 200 trucks were in the yard, requiring constant shunting operations. The railway authorities were required to police the yards to prevent children from crawling under trucks as a "short cut" to the opposite side. A footbridge to cross the yards was sought from the Commissioners to alleviate the problem, without success.

Departmental engineers were surveying the Ouyen yards in July 1921 to examine enlargement of the yards to cope with the wheat traffic expected the following year. One proposal was to convert the platform to an "island" by running an additional track around the front of the station.

During the Commissioner's inspection of Ouyen in September 1921, the Chairman, Mr. Harold Clapp, advised that plans were in hand for a new station for Ouyen that would include provision for refreshment rooms.

To provide accommodation for additional staff required for the wheat season, a weatherboard and fibrocement rest house was completed in December 1921. The rest house comprised 24 bedrooms, each furnished with a wooden bed, wardrobe, mattress, blankets and quilts, a dining room to seat 36 in one sitting, and a bathroom with showers and hand basins. The detached kitchen was connected to the main building by a fly proof corridor. A Kaustine system was provided for sanitary requirements. At the time of opening, cooking and domestic arrangements were in the hands of Mrs. Anderson and her daughter.

A section of the Ouyen railway rest house on 18-8-1979, shortly before removal. Photo: Bruce McLean

Eight departmental residences had been constructed near the point of divergence of the Murrayville and Mildura lines and it was announced in November 1921 that there was likely to be another 12 constructed to encourage married men to take up duty at Ouyen.

Plans for a new station were announced in March 1922. A footbridge was shown crossing over railway yards, however there was considerable debate over its placement, objections being made to the ramp being directly opposite the Victoria Hotel. The preferred site was opposite Pickering Street and this was subsequently agreed to when officers presented revised plans to representatives of Walpeup Shire Council, Ouyen Progress Association and the Victorian Farmers Union on 26-7-1922. A newspaper reported in January 1923 that materials for the new station building "have lain stacked in the yard for nearly two years".

By January 1923, the rest house was extended to 45 bedrooms. The dining room was also extended and meals were made available to the public.

A Refreshment room was provided from 27-8-1923 following the withdrawal of refreshments on trains.

The Chairman of Commissioners, Mr. H.W. Clapp, informed a deputation at Ouyen on 3-9-1923 that new station building at a cost of 62,000 pounds had been taken off their estimates and that no expansion of the rail yards would take place that year. Three months later Commissioner Miscamble was at Ouyen in his motor inspection car and advised that the long-awaited pedestrian footbridge across the railway yards was to be constructed of steel. Construction commenced in February 1924 was completed later that year.

In March 1926, a pump and pipeline was extended from the railway dam to a standpipe erected over the Murrayville branch line for filling of tank wagons used by water trains. Electric lights replaced gas lights in the station buildings in April 1926. Gas lights continued to be used in the yards.

The government's Loan Application Bill introduced in December 1924, included an amount of 34,000 pounds for improved station yard and additional locomotive facilities. The December 1926 Railway Loan Application Bill, provided 12,969 pounds for improvements including the purchase of land near the junction of the Murrayville line for the installation of a new 70 foot turntable in 1927 and the construction of a new engine shed, coal stage with elevated track for unloading coal, depressed track for clearing of ashes and water facilities.

Diagram of the track arrangements for the 1927 steam locomotive depot at Ouyen. Source: Bruce McLean Collection

Locomotive Depot at Ouyen with N406 and N400 in the shed. 4-1-1960 Photo: Peter Charrett

From 28-2-1927, A2 Class locomotives were available to run to Ouyen, the main line having been re-laid with 80 pound rails. The new turntable was in operation despite the fact that construction of the six stall locomotive shed did not commence until February 1928. Relaying of heavier rails towards Kiamal was resumed by November 1927. A photograph of the coal stage taken in 1954 shows the water tank at the down end and two old locomotive tenders used for additional water storage on the coal stage deck at the up end.

A guard's room was added to the station buildings and the ladies waiting room was converted into a soft drinks booth for dispensing fruit juices in December 1929.

Ouyen yard also contained two ganger's tool sheds and two motor sheds for track inspection trolleys of which two were allocated to Ouyen.

Following the closure of Woomelang as an engine stabling point on 21-9-1931, the locomotives were rostered to Donald and Ouyen. It was decided to dismantle the shed in 1933, and by 5-9-1934 approval was given for the loco shed office to be removed to Ouyen for use as a Victorian Railways Institute building. The V.R.I. also obtained the station buildings from Carina and Panitya, both buildings being dismantled by working bees of volunteer railway workers.

In 1935 it was announced that the station building would be replaced with one from another station to provide a floor space of about 900 feet compared with the 600 feet in use. Work commenced in August 1938.

Ouyen station 1960. The building was transferred to Ouyen from another location and was available for use in 1938. Photo: Victorian Railways

There were major alterations to the up end of the yard in 1939. The up home signal on the branch line was moved 480 yards further out on 5-9-1939, and on 6-9-1939, the crossover from No.1 road to the branch line was abolished, a new connection from No.1 road to the branch line was located on the up side of the level crossing, the down departure home signal for the branch line was abolished and a new bracket post with home signals for the main line and branch line was provided. Additional sheep loading facilities, including a ramp for discharging sheep brought in by motor trucks, were provided at Ouyen trucking yards in 1939. The dead end siding serving the stockyards was extended by 440 feet to allow the Grain Elevators Board to construct a 65,000 bushel concrete silo by November 1939.

The G.E.B. grain silos at the down end of the yard. 18-8-1979. Photo: Bruce McLean

The connections between Nos. 1 and 2 roads to the works siding was abolished on 17-12-1942 and a new crossover from No.1 road to the works siding was provided and secured by an annett lock. No.4 road was extended by 1500 feet at the down end and No.5 road was connected to the new siding on 23-12-1942.

A Refreshment Room and kitchen was added to the station in 1939. Ouyen also had claim to the unique establishment of the Victorian Railways' only Country Hostel, or Rest House. It was able to accommodate 40 and was managed by a married couple who also operated the refreshment rooms, and later, kiosk on the platform for the supply of light refreshments to passengers.

Improvements were made to lighting in the station yard in 1944.

A 102 horsepower diesel railcar was based at Ouyen from 24-8-1948 to provide passenger services on the Ouyen - Pinnaroo line. This service lasted for just on 20 years before withdrawal of the service on 1-11-1968.

A public address system was installed along the passenger platform in January 1950.

On 5-10-1954 Acting Driver-in-Charge, Mr. A. Barratt, advised that an average of four locomotives per day were using the 137 foot long locomotive coal stage. Due to settlement under the tracks where the rails are supported to enable ash to be cleared from beneath locomotives, a pig sty made of sleepers was provided to augment the rail pier construction (refer Photograph). The depressed road appears to have been reconstructed in part in 1955, although the Rolling Stock Branch recommended a new ash pit of standard design. With diesel locomotives displacing steam power by this time, a new ash pit would have been a wasted investment.

The 137 foot coal stage at Ouyen. Note the "pig-sty" of old sleepers supporting the rails over the ash pit in front of the structure. Note also the two former steam locomotive tenders located on the deck of the coal stage. Photo: Victorian Railways

Cr. A.R. Mansell M.L.C. made representations to the Victorian Railways Commissioners regarding a buffet car on Mildura line trains and upgraded refreshment facilities at Ouyen. He received a detailed response in January 1956. The response made the following points:

1. Additional restaurant cars would have to be constructed if a service was to be introduced on the Mildura line.

2. The provision of restaurant cars on the Mildura line could not be justified even if some increased patronage was obtained as the result of a more attractive service.

3. An investigation into the provision of improved facilities at Ouyen for sales of pies and sandwiches at the kiosk on the platform, would necessitate enlarging the premises. Operating costs would be greater while the existing business would merely be divided between the kiosk and the refreshment room. The Ouyen refreshment rooms were already operating at a loss.

The Railway Commissioners toured north-west Victoria and inspected Ouyen station on 25-10-1956. In order to meet criticism of the refreshment facilities at Ouyen, the Chief Commissioner, Mr. Brownbill announced that coffee and tea urns would be installed at Ouyen station kiosk to relieve congestion. He also stated that there was no possibility of the Commissioners placing a buffet car on the Mildura line. Policy was to reduce this type of service rather than expand it.

N404 is at the head of a rail laying train having arrived at Ouyen tender-first. In this 1960 view, N404 is standing near the long footbridge spanning the extensive yard, constructed in 1927. The first N Class locomotive to Ouyen was authorised in 1927. Photo: Victorian Railways

The Ouyen refreshment rooms closed from Sunday 12-2-1961. A kiosk was set up on the platform as a replacement.

For many years, Mildura Shire Council had been pressing for a buffet car to be added to the Mildura line trains but without any form of success. In July 1964, they stepped up their campaign to get the Commissioner's to reverse their steadfast attitude against a buffet car, and to illustrate the inconvenience of the refreshment services provided for Mildura line travellers, "Sunraysia Daily" carried a story on 10-8-1964 describing the conditions at Ouyen. Train passengers purchased refreshments at a kiosk on the platform and then either ate on the train or at a table set up on the platform between the kiosk and the waiting room. Sugar basins on the table had lids to keep out dust and flies and often there was dust swirling around passengers as they ate and drank.

Tenders were invited in March 1967 for the purchase and removal of the steam locomotive shed at Ouyen. The shed was dismantled in December 1967.

Ouyen station on a wet day in December 1967 from the traditional advantage point of the footbridge. Photo: Bruce McLean

The footbridge crossing the yards at Ouyen. Also in this December 1967 view on a wet day is the goods shed and office. Photo: Bruce McLean

The Morse Telegraph system was abolished at Ouyen by 1-4-1969.

Following dieselisation of the Mildura line and the withdrawal of steam locomotives, the locomotive facilities were demolished with the turntable being removed by 2-12-1969.

The last days of steam at Ouyen are close as K192 stands on No.1 road of the demolished locomotive shed on a wet day in December 1967. K192 was withdrawn on 2-7-1968 and was sold to the Wonthaggi Apex and Rotary Clubs for preservation. Photo: Bruce McLean

Steam locomotives were phased out of the area north of Maryborough with the withdrawal of the last steam locomotives from Ouyen. J507 ran the last steam-hauled goods to Pinnaroo on 29-12-1967 when it worked the 1 a.m. ex Ouyen and return. J526 departed Ouyen at 7 a.m. on 4-1-1968 towing J507. At Donald, J501 and K192 were attached (dead) and the locomotives proceeded to Maryborough. The following day the convoy departed for Ballarat.

A village of Victorian Railways departmental residences on the Up side of Ouyen near the junction point of the main line to Mildura and the branch line from Ouyen to Pinnaroo. 1970. Photo: Victorian Railways

New stock trucking yards were established at the Ouyen saleyards in 1969 near the old locomotive depot site, replacing the original facilities located in the station goods yard at the Down end. As a result, no fewer than 600 wagons were railed from Ouyen during the first year compared with the 100 - 150 a year before the yards were shifted.

In this view, the former steam locomotive depot coal stage and arrival/departure tracks at the left have recently been cleared and a new siding has been constructed for the relocated stockyards. The branch line to Pinnaroo curves through the photo and the track to the right leads to Melbourne. 1970. Photo: Victorian Railways

The siding constructed on the site of the old steam locomotive access tracks in 1969 for the re-located stock loading ramps and yards. The mound on the right is a remaining part of the coal stage embankment. 5-2-1981. Photo: Bruce McLean

The junction of the Ouyen to Pinnaroo line (centre of the three tracks on the left) and the Ouyen Highway level crossing at the Up end of the station reserve. 1970. Photo: Victorian Railways

Ouyen station precinct showing the VRI Hall and Employee's rest house facing the Calder Highway, station platform and buildings, footbridge spanning the station yard and goods shed. The yard also features plenty of rolling stock. 1970. Photo: Victorian Railways

The level crossing at the up end for the Ouyen Highway was provided with flashing lights on 11-10-1973. The home signals on the bracket post were converted to lights.

Ouyen station office and passenger platform. 18-8-1979. Photo: Bruce McLean

An audio-visual talk was presented by the Chairman of the Victorian Railways Board in Ouyen on 29-4-1974. His theme was the construction of the Melbourne underground loop and what it will mean to the Victorian Railways. Ouyen was selected as a venue for the talk as it was away from the main railway centres and offered an opportunity for railway staff from a broad area to attend.

In June 1978, the Victorian Railways Board announced that Ouyen was to be established as one of 15 regional freight centres in the state. The Ouyen freight centre would serve along the Murrayville line to the South Australian border, south to Woomelang, Boigbeat to Kulwin and Patchewollock. Other freight centres were at Donald and Mildura.

A large canopy was constructed to provide a covered loading area at the freight centre.

The Ouyen Works and Signals Storehouse was closed from 24-5-1979.

The Down end of Ouyen station reserve showing the Way and Works depot in the bottom centre with its own siding, departmental residences, grain silos and storage tracks on the site of the original steam locomotive depot opposite the silos. 1970. Photo: Victorian Railways

The Down end of Ouyen yard showing the site of the first steam locomotive depot. Accommodation rolling stock for the track relaying gang is standing on a temporary track. 1970. Photo: Victorian Railways

Ouyen goods shed and office viewed from the footbridge. The new Freight Centre canopy was built to the right of the shed. 18-8-1979. Photo: Bruce McLean

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

Rail services in north-west Victoria were disrupted on 9-6-1980 when two wagons loaded with containers on a goods train to Mildura derailed at 1.15 a.m. at the up end of the yard near the Mallee Highway level crossing. The derailment blocked the main line and a passenger train destined for Pinnaroo, the weed poison train, the Mildura-bound "Fruit Flier" goods and "The Vinelander" passenger train were delayed. The line was reopened by 10.30 a.m. after a mobile crane assisted to get the truck back on the rails.

Flashing lights were installed at the Williams Street level crossing on 29-9-1982 and the down home signal was altered from mechanical to a light signal.

Ouyen was equipped with an 8 tonne mobile crane by December 1983.

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

Following a review of freight centres it was announced in December 1983 that the Ouyen Freight Centre would be replaced by a road Depot. Revenue 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 while expenditure rose from $66,700 to $228,000. Six staff were employed at the centre. This decision was then deferred until a review was undertaken of all freight centres. A Consultative Committee met in Ouyen on 8-2-1984 with community and business groups and it was announced in May 1984 by the Minister for Transport, Mr. S.Crabb, that Ouyen's freight centre would come under the control of the Station Master rather than a Freight Manager as the present freight volume was not sufficient to warrant permanent exclusive staff. Formal establishment of the Ouyen "Freightgate" was announced in October 1984 with operations commencing from 1-2-1985. According to Mr. K. Wright, Member for North Western province the retrenchment of the freight centre manager would enable the freight centre to operate at a profit in 1986/87.

In July 1984 it was announced that lack of a suitable site was delaying plans for the Grain Elevators Board to construct two 8,000 tonne bins to augment the existing 4,000 and 1,900 tonne facilities in Ouyen station grounds. Funds had been directed to new silos at Manangatang and Speed. According to the G.E.B. the Ouyen silos were adequate for average crop tonnages but storage problems would arise with big harvests.

V/Line announced that livestock would no longer be carried by rail from 1-10-1986. Ouyen saleyards had regularly consigned large volumes of sheep and cattle, however V/Line claimed that livestock represented only one percent of freight revenue and the traffic was no longer viable.

Five railway departmental residences were demolished to make way for the construction of two steel Jumbo silos of 16,000 tonnes capacity. Work commenced in July 1986 and they were completed by November 1986. The Premier (Mr.J. Cain) and Minister for Agriculture and Rural Affairs (Mr. E. Walker) inspected the silos on 6-1-87.

Construction of the first of two jumbo silos by the Grain Elevators Board at Ouyen was well advanced by 20-7-1986. Photo: John Page

Whilst construction of the new Jumbo silos was taking place, the opportunity was taken to rearrange the grain handling sidings at the down end of the yard as part of the CANAC grain handling recommendations. The three dead end sidings were altered to have one dead end against the silos, and the other two tracks formed into a loop to enable an arriving train to release its locomotive. This work was undertaken during July 1986.

The new track arrangements for the handling of grain wagons at the down end of Ouyen station yard. 20-7-1986. Photo: Bruce McLean

The down end of the Ouyen railway yards during construction of two jumbo silos and alterations to the grain handling tracks, both to the left of the view. 20-7-1986. Photo: John Page

Portable building attached to the Ouyen Way and Works depot. 20-7-1986. Photo: Bruce McLean

The Murrayville line junction was rationalised at the end of 1988. The connection to the branch line to No.1 road and the crossover to No.2 road was abolished on 7-12-1988. At the same time the stock yard siding was abolished and the compound points at the up end were replaced by a simple turnout. A new crossover from the main line to No.2 road was provided on the up side of the Ouyen Highway level crossing.

The down end points were replaced by trailable points on 7-3-1989. Train Order Working was introduced between Dunolly and Mildura on 19-3-1989 and the electric staff working to Speed and Hattah was abolished. Ouyen was established as an Intermediate Train Order Terminal station.

G514, A60 and T388 on the down Mildura-bound "Sunraysia Fresh" at Ouyen. 7-3-1992. Photo: Bruce McLean

Workmen's Sleeper 70W standing on the Way & Works siding at Ouyen. Note the legend "Not for Traffic. Steamrail Use Only". 7-3-1992. Photo: Bruce McLean

The Public Transport Corporation offered voluntary redundancy packages to staff at Ouyen station in December 1992 as part of a program to reduce the number of operating staff including freight handlers, train examiners and station assistants. This coincided with the announcement on 6-1-1993 that the Mildura line passenger service was to be withdrawn. Three freight positions were indicated for Ouyen. The staff whose jobs were no longer required accepted redundancy packages from the Public Transport Commission.

During 1993, structural alterations were made to the long footbridge over the station yard. The ramp on the west side rebuilt, reducing the overall length of the footbridge.

G511 stands at the head of a train load of wagons loaded with gypsum from Cowangie. Ouyen. 20-2-1993. Photo: Bruce McLean

The down end of Ouyen yard with X36 on a Mildura-bound goods train standing in the yard and G516 stabled near the silos. 20-2-1993. Photo: Bruce McLean

Tenders were called on 3-3-1993 for the carriage of goods and parcels under contract to V/Line from Ouyen Freightgate to all towns along the Ouyen to Pinnaroo line, Mittyack, Nandaly, Lascelles, Manangatang, Patchewollock, Hopetoun, Tempy, Speed, Woomelang, Sea Lake, Berriwillock, Nullawil and Culgoa.

The Ouyen Freightgate was closed in 1994 and a contract was awarded to Shaddock Carriers of Ouyen to provide a Monday to Saturday door to door service for V/Line clients, operating from Mildura Freightgate. The contract called for Monday, Wednesday and Friday deliveries to Tempy, Speed and Murrayville with a sub-contractor providing a service along the Murrayville line. The rationalisation of Ouyen was to avoid the necessity of providing staff, palletised lifting equipment etc. as Ouyen was only one hour's drive from Mildura. This is despite the fact that the goods and parcels in question stand at Ouyen during a crew change.

The late afternoon sun catches A85 and G512 at Ouyen. A85 is on the up gypsum working to Geelong and G512 is standing at the head of another southbound grain train. 27-4-1995. Photo: Bruce McLean

A new era in the history of railways in Victoria when the Victorian Government announced on 22-2-1999 that Freight Victoria had been selected from a number of bidders as the successful purchaser of V/Line Freight Corporation. Freight Victoria took over on 1-5-1999 and the two operational staff at Ouyen station were made redundant leaving no one to perform signalling and shunting duties. Contract staff were subsequently employed.

The 2001/2001 harvest was a record yield with reported receivals totalling 4.9 million tonnes which saw many sites particularly in northern Victoria and the Mallee smash daily receival records at peak periods. Graincorp recorded that on third of the harvest was received by the 13 largest facilities, including Ouyen (102,760 tonnes).

In 2001, the Ouyen Freightgate operations were taken over by Wakefield's Transport of Merbein.

Ouyen station yard with Wakefield's Transport, Merbein, now in charge of the Ouyen Freightgate operation. The locomotives in the yard are G534, G525, X53, S310. 20-4-2002. Photo: Bruce McLean

Victorian Railways News Letter - August 1960 Source: Bruce McLean Collection