The Richmond Kurrajong Railway

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Construction of the Richmond - Kurrajong Railway was intended to open for development that part of our city west of the Hawkesbury River. From its inception it had been realised that the railway would not be financially viable in its own right, rather, the State would derive benefit both from the enhancement of agricultural activities by improved access to markets, and from the creation of infrastructure for the tourism industry. Guesthouses would become an integral part of the economy of the Kurrajong district

The railway to Richmond had opened by Sir John Young on 29th November, 1864. Agitation for extension of the railway to Kurrajong began as earlier as 1883. Construction began in 1924, and the line was opened on 8th November, 1926.

The Nepean Sand and Gravel Company operated a quarry at Yarramundi Falls from April, 1925, with sand for the construction of the Sydney Harbour Bridge being carried by rail over the still uncompleted Kurrajong railway. A siding had been constructed for the Nepean Sand and Gravel Company on the Richmond lowlands. The company continued to use the line until 1945.

Upon leaving Richmond Station, Pansy, as the train was affectionately known, crossed East Market Street cutting across the corner of Richmond Park into March Street where it headed west between the northern footpath and the roadway. The line then crossed the Richmond lowlands

Following a land slip at North Richmond, and because of unprofitability of the line, the Kurrajong line dosed on 26th July, 1952 Interestingly, the cost of construction of the line had been 16,000 pounds less 0~ anticipated. One can only speculate as the history of the line had those extra funds been utilised to construct the railway to a higher standard.

The following extracts relating to the line have been taken from the Windsor and Richmond Gazette.

Although trains have been running on the new railway line from Richmond to Kurrajong for the past three weeks, the official opening of the extension did not take place until Sunday last the ceremony being performed by the Hon. M.M. Flannery, Minister for Works and Railways.

It has been stated in certain quarters that the cost of constructing the line exceeded the estimate threefold. This, however, is not correct. The original estimate, made in 1909, was 51,714 pounds, but in 1922, owing to the increase in wages, the 44-hour week, and other new conditions, a fresh estimate was made at 126,697 pounds.

The correct position, therefore, is that the line as at present constructed, was estimated to cost 126,697 pounds, and the work has been carried out for approximately 110,000 pounds.

All roads led to Kurrajong on Saturday, and it was not surprising after an agitation for a railway extending over nearly half a century, to find an enormous crowd of enthusiasts, residents from all parts of the district present at the official opening ceremony. Not only adults, but several hundred children from schools in the district took part It was made a gala day for the kiddies, and the crowd must have been a record in the history of Kurrajong.

The opening ceremony took place at the Kurrajong station, shortly after the arrival of the 11 a.m. train from Richmond. Mr. H.J. Peck President of the Kurrajong Railway League, m introducing the Minister, said he had no doubt that the people would take full advantage of the new means of transport...

The history of the movement for a railway line to Kurrajong is well known to our readers, but perhaps a little resume of the agitation would not go amiss here. The construction of the line from Richmond had been under consideration since September, 1909. At that time an estimate was made for a single line of railway on 1 in 30 grades, with 5-chain curves to carry a 24-ton locomotive, and to use the existing road bridge in order to cross the Hawkesbury River, the estimate being 51,714 pounds, or 6,286 pounds per mile. The works committee's inquiry was not concluded at the

expiry of Parliament in October, 1910. The cost of a concrete bridge to carry a railway at that time was estimated at 58,500 pounds.

The question was again taken up in 1913, and a fresh estimate prepared under the same conditions as to grades and curves. It was found the cost would be 61,589 pounds, or 7,186 pounds per mile. The proposal was recommended by the works committee and the Bill prepared.

After a lapse of six years, the work was authorised by Parliament, the necessary legislation being passed on November 26^th 1919, during the term of office of the National Government. In the Act the cost was stated to be 61,400 pounds, and in the course of their report the works committee stated that the district to be served was eminently suitable for the growth of citrus fruits, the carriage of which, along with firewood, vegetables and wattle bark would form the principal sources of revenue.

The district generally on account of its elevation and beautiful scenery is a highly attractive one from a tourist and residential point of view. Within the influence of the proposed line there is an area of 346,000 acres of which the greater portion -228,500 acres - remains untenanted. The average annual rainfall is about 41 inches. The committee considered that the prospect of increased development was favourable, and this largely actuated them into giving a favourable recommendation when the proposal was before them.

Since the Authorising Bill was passed in 1919 some 40 returned soldiers and their families have been settled, and statistics further furnished show very considerable increases in freight tonnage and passenger traffic to and

from Richmond - the major portion of the increases being attributable to development at Kurrajong.

The occurrence of the war in 1914-18 with the consequent financial difficulties, however, was responsible for another interval. Then m 1922 wages having risen to 15/9 per day, and the hours having been reduced to 44 per week a further estimate was made, showing a cost of 82,686 pounds. It was then decided that the grades should be 1 in 50 against the load and 1 in 30 with the load, and curves 8 chains radius.

Also that a steel bridge should be built across the river, as the existing concrete structure would not carry a heavier engine than 24 tons. This bridge was estimated to cost 19,305 pounds, and including this structure and under the new conditions for grades and curves, the cost became 126,697 pounds, or 17,794 pounds per mile.

The money was provided on the Loans Estimates for 1922-23 to enable the work to be commenced. There was some little delay, however, in actually starting the job, owing to the fad that a permanent survey was required. This was obtained and the first sod for the line was turned by the Hon. R.T. Ball, Minister for Works and Railways in June, 1923, and operations actually commenced about November, 1926.

The expenditure on the line to date has been approximately 120,000 pounds, of which about 10,000 pounds represents value of plant upon the work. It is not expected that the final statement will show a greater expenditure than 110,000 pounds. On the latest estimates it will be seen,

therefore, that despite figures previously quoted and the suggestions made in certain quarters that the cost of the line had exceeded the estimate, it is expected that the work will be shown to cost actually 16,000 pounds less.

Perfectly good and up-to-date methods were adopted in building the line, and some of the work such as earthworks, was done at very cheap rates...

With regard to the traffic prospects m 1913, when the proposal was referred to the works committee, the estimated revenue was given as 1,536 pounds, and the estimated annual expenditure 3,758 pounds, showing a difference (loss) of 2,222 pounds. In 1919, when the Authorising Act was passed, the estimated revenue was given as 1,600 pounds, and the estimated annual expenditure at 5,070 pounds, showing a difference (loss) of 3,470 pounds.

The recommendation to construct the line was based largely on a statement by the then Chief Railway Commissioner, Mr. T.R. Johnson, in the following terms: "Viewed from a commercial standpoint the estimated earnings would not cover the cost of maintenance and running expenses, leaving the interest charge un-provided for. But from a State standpoint allowing for development and the loss at present sustained by fruitgrowers, owing to the absence of railway communication, consideration as indicated might be extended."

The traffic on the line will consist chiefly of fruit vegetables, fireword, timber, etc., the district being mainly devoted to fruit-growing.

The construction of the line is in no small measure due to the splendid work done by Mr. LB. Walker, M.L.A. We say again that the brunt of the battle in the fight for the Kurrajong railway fell to the lot of Mr. Walker, and this is borne out by the statement made by Mr. R.T. Ball, at the. banquet on Saturday, when he remarked that during his term of office as Minister for Works and Railways, our popular member was the biggest nuisance he had. Certainly the members of the Kurrajong Railway League and others have done a lot for the cause, but we say without fear of contradiction that they would never have got the railway in a generation of cats had it not been for the efforts of Mr. R. Bruce Walker. We understand that a movement was on foot to recognise Mr. Walker's efforts in the matter, and it is a pity that cold water was thrown on the scheme by some who, now that the railway is an established fact, take all the credit for it.

... The Hon. M.M. Flannery, M.L.A. said ... the first sod was turned when the National Party occupied the treasury benches, and it was completed during the reign of the Labor Government.. For some time he agreed that the line probably would not pay, but if any Government declined to construct a line of railway until an assurance was forthcoming that it would pay, very few railway lines would be built.. He held that borrowed money should be spent on the construction of developmental lines, and that the Main Roads Board, instead of making roads along lines of railway, should construct good roads as feeders to the railways.

Mr. R.B. Walker, M.L.A. (said) Mr Wood referred to the matter of extending the life of Parliament to five years, but with regard to the life of the present Parliament he hoped it would end tomorrow... He also claimed.. they had the best land in the world at Kurrajong and some day their

railway would be extended to go over the mountains and into the golden west He appealed to Colo Shire Council to give the people access to the railway at Longleat. It would not cost much to construct a road, and he felt sure the Commissioners would put in a platform at Longleat if the Shire Council would assist them. In conclusion, he congratulated the people on the consummation of so many years agitation, and honestly and sincerely believed that in time the Kurrajong railway will be one of the best paying assets in the State.

Major J. Shand, M.L.A., ... said that after an agitation extending over 45 years, the people of Kurrajong had achieved their objective. The completion of the line added to the metropolis one of the most salubrious sanatoria in Australia. People who lived at Kurrajong, and who enjoyed the beautiful mountain breezes, were famed for their longevity, and he noticed some veterans around the festive board that afternoon who were over 80 years of age, but who would tell you they felt like 18. He urged them to invest their money in the beautiful Kurrajong, because it would return great dividends when the population when the population of Sydney increased to two millions, which according to the present rate of increase, would be in 1941. Before then it was probable that their railway would be electrified to carry the population which was rapidly spreading westward...

(Windsor & Richmond Gazette 26th November 1926)

The opening of the railway service to Kurrajong m 1926 brought a fresh impetus to the development of the area, already studded with attractive orchards and farmlets, and introduced a new source of income for a number of families for holiday makers.

Several of the larger homes in the area, in response to an insistent demand for this facility, were converted into guest houses, and were building up a good connection when the depression hit the country and handicapped development for a number of years.

As more prosperous times finally returned, more guest houses were opened, and they were unable to cater for the overflowing demands made on them at the Easter and Christmas holidays, while doing a steady and profitable trade at other times of the year.

It is evident therefore, that Kurrajong and surrounding centres have not yet had a real chance to develop fully the attractions they can offer to non-residents, and are but on the eve of the great future in respect which was mentioned in the opening comments of this article.

Add to the attractions already mentioned, the beautiful English-type gardens which flourish in such a climate, and, within half an hours drive, some of the most historic places in Australia, and there are all the requirements for an enthralling visit or holiday for the city dweller and interstate traveller - a gold mine merely awaiting development

(Windsor & Richmond Gazette 16th July 1952)

A decision by the Commissioner for Railways to discontinue the railway service between Richmond and Kurrajong touched off a storm of protest in the district and brought a record attendance to a huge protest meeting at Kurrajong on Thursday evening, when a committee was appointed to interview the Minister for Transport and lead the fight to have the service restored.

From all sections of the 100 square miles of closely settled area affected by the decision, 250 residents were unanimous on the urgent need for restoration of the service at the earliest possible moment as being vital to the future welfare and development of the district concerned...

Concerning removal of the slip which blocked the line, it was claimed that this could be removed by bulldozers in a matter of hours (though we understand that on later inspection by the committee appointed, this was found to be rather on the optimistic side).

Speakers also said that trouble had been experienced with this particular section ever since the line was constructed, as the rails were laid over a "boghole" and should have never been placed there in the first instance. These speakers claimed that a slight re-routing of the line would remove this difficulty for all time.

[Windsor& Richmond Gazette 27th August 1952

The Commissioner of Railways officially advised Mr B.S.L. Deane, M.LA. this morning that the Richmond-Kurrajong railway will not be restored.

Repairs to the cutting the Commissioner stated, would cost 2,000 pounds, while painting of the bridge across the Hawkesbury at North Richmond was estimated to cost 8,000 pounds. In addition to this substantial repairs were necessary to the bridge, and the line was in need of re-sleepering in various parts.

The Commissioner stated that the demand for services of the line was relatively small, and that in 1951 the income was only 6,664 pounds, which did not nearly meet the working expenses, without taking into account interest charges on capital expenditure.

Interviewed by telephone this morning, Mr Deane said, "The Government has shown a callous disregard for the needs of the people of the Kurrajong district. It has made no alternative proposals for the conveyance of workers and schoolchildren, and this week I will request the Government to give immediate attention to this matter."

When advised of the Commissioner's decision this morning, Mr N. Minturn, of Kurrajong, said he felt sure Kurrajong citizens would not let the matter rest.

[Windsor & Richmond Gazette 17th September 1952

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