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The construction of a railway between Richmond and Kurrajong, a village located to the north-west of Sydney in the foothills of the Blue Mountains, did not receive Parliamentary authorisation until 1919, too late for its intended purpose. Such a railway might have carried the bulk of citrus produce from the district but by the time it opened, most of this traffic had gone to road transport. It might even have been part of an alternative route across the Blue Mountains but the line through Penrith was well established by this time. From its opening in November 1926 to the day it was finally abandoned in 1952, this rural railway remained a backwater.
In 1859, three alternative routes had been considered for the Great Western Railway between Sydney and Sodwalls, the section that crossed the difficult terrain of the Blue Mountains (the line west of Sodwalls to Bathurst would not be such a problem). Two proposals involved routes via Richmond. One of these would make use of the valley of the Grose River, then pass under the Darling Causeway (the ridge north of Mt Victoria) through a 3-mile long tunnel to Hartley The other would ascend the Kurrajong Range to follow Bell's Line of Road to Mount Wilson (Bell), Both were rejected because of the high cost of tunnelling and the third alternative via the main ridge west of Penrith was chosen.
The branch line to Richmond had opened as early as 1 December 1864 and, like the Camden line, it almost became a horse tramway but the Engineer-in-Chief, John Whitton would have nothing to do with that idea and his strong opposition was eventually vindicated when locomotives were used instead of the proposed trams. For over 125 years, trains have been running to Richmond but it was only for about 25 years that they ran further. Lobbying for an extension of the Richmond line to Kurrajong began as early as 1884 but the high cost of bridging the flood-prone Hawkesbury River, combined with the limited amount of agricultural land available, delayed construction.
During 1890, the proposed route via Bell's Line of Road was seriously reconsidered for an additional railway because the existing Main Western line was saturated with traffic. However, a combination of more powerful locomotives and partial duplication overcame the problem. The operation of steam trams from Richmond to Kurrajong was also considered, as was the use of Shay locomotives, specially designed to be light enough to cross the bridge over the Hawkesbury.
Finally, the political lobbying of the local orchardists paid off and the legislation authorising construction of a railway from Richmond to Kurrajong was passed by the New South Wales Parliament on 26 November 1919. Mr R. T. Ball, Minister for Railways, turned the first sod on 2 June 1923. The cost of construction was £110,000 and it was completed in time for regular passenger trains to begin running on the line on 8 November 1926, although the official opening ceremony did not take place until two weeks later. Residents were pleased with the frequency of service, which provided Kurrajong with seven trains each way on Mondays to Fridays, nine, return trips on Saturdays and five services on Sundays.
The opening ceremony was held at Kurrajong on 20 November 1926. The Hon. M. M. Flannery, Minister for Works and Railways, opened the line, while Mrs H. E. Peck cut the ribbon. Mr Bruce Walker, MLA, who had pushed for construction of the railway over many years, was also present platform -the back platform at Richmond-has now been straightened, so these days it is difficult to see where the line extended from what was formerly a curved platform. The 8-chain radius left-hand curve from the platform continued across East Market Street on a level crossing, which was protected by a station employee (under the supervision of the Station Master) with a red flag by day and a red light by night. The curve then reversed to an 8-chain radius right-hand one around Richmond oval , part of the park opposite the station.
Routing the railway through the park had led to considerable controversy and, during January 1924, a deputation (including Alderman J. Carter, the Mayor of Richmond) visited one of the Assistant Railway Commissioners (MrCann) to make an emotional plea for the park to be preserved. Under the headline
However, a letter to the Daily Telegraph put a different perspective on the issue. The writer referred to Richmond Park as:
".......a sadly neglected and unornamental grass square, unfenced and without any attempted division between Its borders and the un-kept footpath. Across the dusty tree- boarded [sic] square run numerous bare irreg-ular, foot-worn tracks, and there is a cricket pitch. However, the contention of the deputationists that "the growth of Richmond demanded the retention of every available breathing space" is absurd. Richmond has not grown - and 1 know it down to the last muddy or dusty lane-since 1, as a boy of eight, played in the park and, as for breathing spaces, there are many thousands of acres that are available for little else between the aerodrome, the racecourse and the town.
On leaving the park, the line crossed the footpath in March Street, then ran along the right-hand shoulder of this road to the edge of town, crossing the intersections of West Market Street, Bosworth Street and Chapel Street. This section of the right-of-way was also criticised because the street contained both a public school and a private hospital. Half the children playing in the park would have to cross the line on their way home, so there was a fear of an increase in "juvenile deaths" unless substantial fences were erected on either side of the line, one along the footpath and another along the road. One cynic suggested that there would be good business for both a laundry (because of the soot) and an optician (because people would need glasses to make sure they saw the train)
On leaving March Street, the railway continued in a straight line on its own right-of-way, descending on a 1 in 50 grade through a cutting that took it down to the flood plain of the Hawkesbury River The property owner here also had a grievance about the railway. He wanted the line diverted from its straight path so that 40 acres of his best breeding paddocks would not be divided from the main farm. The local newspaper reported Mr Percy Reynolds, the genial squire of "Hobartville", Richmond, went to Sydney on Friday to see the Railway Commissioners and point out to them that the route projected for the Kurrajong railway would seriously affect one of the most famous and world-wide breeding grounds for blood stock, unless moved in such a way as not to interfere with these high-strung animals, who, in their younger years, must not be flurried or frightened they are to come to anything.
However, it was Mr Reynolds's protests that did not conic to anything. The formation cut straight through his property, including some swampy areas, as it made its way across the alluvial soil of the level floodplain to the banks of the river.
Nepean Sand and Gravel Siding was located just before the line crossed the Old Kurrajong Road. Trains were running to this point by the first week of April 1925, 19 months before the line was completed to Kurrajong. When residents and reporters saw the long gravel trains making their way through Richmond, they began to feel that the railway had been constructed for the benefit of the Nepean Sand and Gravel Company and for Dorman Long and Company, builders of the Sydney Harbour Bridge, for whom the sand and gravel was being supplied at that time. They suspected that the extension to Kurrajong was probably just an afterthought. Once trains began running to Kurrajong, only the light 2-6-4 20 class tank locomotives were permitted to haul them beyond this siding.
About a quarter of a mile further on, the Nepean Sand and Gravel Company also mined sand from the river and its dead-end siding, known as the River Sand Siding, opened on 3 October 1928 at mileage 39.2. It was 24 chains long, had a loop of 530 feet and extended under the company's loading bins. But this enterprise turned out to be unprofitable, so the siding closed on 12 October 1936.
The Kurrajong line reached the eastern bank of the Hawkesbury River through a cutting, which might have created another problem. Such an earthwork would act as a channel through the levee bank and thus allow floodwater to pour from the river on to the nearby properties.
When a very short wooden platform, located on the eastern bank of the river, opened in 1928, it was named Nepean Bridge, a misnomer because the Nepean becomes the Hawkesbury at the junction of the Grose River, located about three miles upstream. In 1934 the name was changed to Phillip (displayed on a small wooden sign), probably in honour of a well-known local resident, whose first name was Phillip, although Governor Arthur Philip had given the Hawkesbury River its name, which honoured Charles Jenkinson, first Earl of Liverpool, Baron Hawkesbury and President of the Council of Trade and Plantations . The location was a popular place for picnics and swimming as the water here was clear and the river bed was sandy.
At this time, a total of six railway bridges crossed the Nepean-Hawkesbury River. One was located on the Main Southern line at Menangle, another on the Camden line between Camden and Elderslie, a third on the Main Western line between Penrith and Emu Plains, a trestle on Nepean Sand and Gravel's private railway to the sand island at Yarramundi Falls, the one here between Phillip and North Richmond on the Kurrajong line and a sixth at Brooklyn on the Main Northern line.
The bridge over the Hawkesbury for the Kurrajong Railway was erected on concrete piers that were extensions of those for the road bridge. These piers were linked by steel girders to support the railway, although the road was supported on concrete arches. Critics of the line had feared that the railway would be competing with road traffic on the 20-year old bridge but the Railway Commissioners decided to avoid potential accidents by building a separate structure.
Once the railway crossed the river, it left the road for a better grade, curving right, first to the north and then to the west on 8-chain radius curves. The grade of 1 in 36 was still quite steep for a railway A cutting took the line through the western river bank before it straightened to cross the fields on the approach to North Richmond. Trains crossed Bells Line of Road at 45O, then entered North Richmond station, which was located on the northern (Up) side of the line. The Railway's planners must have expect-ed considerable traffic from North Richmond because the station had a proper platform, 200 feet long, with a concrete and brick face, plus a shelter for waiting passengers. A goods siding, with an extension for loading stock, was located opposite the platform. However, the stock portion was closed in 1948 because of a lack of business. On leaving the station, the railway continued in a straight alignment through the town on gentle rising grades, crossing most of the streets at about 45O.
On leaving the village of North Richmond, the right-of-way ran largely through the property of farmers. Being classed as a "pioneer line", the route was unfenced and the rails were second-hand laid on wooden sleepers in ash ballast. Stopping and load-ing points called "halts"-they could hardly be called stations-were found on this sec-tion and the train would stop at these "halts" if required. Known at first only by their dis-tance from Sydney, they were given names during September and November of 1928- Red Cutting, Kemsleys, Thompson's Ridge, Nurri and Duffys.
The line was straight but rising on relatively gentle grades, until it reached Red Cutting, located on a short level section of track about a mile beyond North Richmond. Red Cutting (41 miles 40 chains) was indicated only by a full-size station nameboard standing next to the track. Named simply as a description of its location next to a short shallow cutting in the red earth, it had been made an official "halt" so that the local citrus farmers could send their oranges and lemons to Sydney. No platform was provided, so the guard would bring along a set of steps to assist passengers to board or alight from the train. There was nothing but bush and a telegraph line within sight of the railway. Passengers seated near windows on the train would watch the locals alight from a carriage, only to disappear into the nearby bush. Bushwalkers and scouts would sometimes make use of this stopping place on weekends. Two very slight curves, first to the right and then to the left, took the line to Redbank Creek, the red earth giving the banks that colour. The line levelled out to cross the creek and a concrete-arch culvert, about six feet high, allowed the stream to flow under the low embankment. From Redbank Creek, 8-chain radius curves on a 1 in 36 grade, first to the right, then to the left, marked the start of the steep climb into the foothills of the Blue Mountains.
Named after a local property owner, Kemsleys (42 miles) was located near the present Redbank Road. It was provided with a short wooden platform, only 16 feet long. Beyond this "halt", a short steep section was followed by an easier grade of 1 in 53, the line turning first to the right and then to the left on 20-chain radius curves, now followed by Redbank Road. The railway continued to climb on a straight stretch of track to Thompson's Ridge (42 miles 60 chains). Located on the grant of William Harrington, this stopping place was probably named after a local resident. The small wooden platform was provided when local residents offered to construct it around 1937 using materials supplied by the Railways Department. However, unlike the sign at Red Cutting, the one here was only small - you can't have everything! Thompson's Ridge is the only "halt" not mentioned in the 1928 Working timetable - it was not named until November, whereas the others had received their names during September. Much timber covered the foothills around the line at this point.
Just beyond Thompson's Ridge, the line began to climb the 1 in 30 grade (compensated on the sharp curves) that took it almost into Kurrajong. At first, the grade was on straight track but this soon changed to sharp curves down to 8 chains radius. Nurri (43 miles 10 chains) was named after R. Brenan's grant (on which it stood). A simple sign next to the track indicated the location.
The final halt before Kurrajong was Duffys (43 miles 60 chains), indicated by a small piece of timber on a post next to a cattle grid. This halt was named after a local settler. The scenery was impressive as the line was now well into the foothills of the Blue Mountains. Embankments and cuttings were a feature of the formation here and a ledge, excavated from the main Kurrajong Ridge, took the railway through orchards and small farms to the outskirts of Kurrajong itself.
Kurrajong station was located on a site carved from the side of the ridge on which the village is situated. The aboriginal name refers to a type of scrub that had bark suitable for making twine and fishing line. A concrete slab station building stood on the platform, while the track layout consisted of a run-round loop and a goods siding, serviced by a goods shed and hand-operated crane. The yard was protected by a Home signal and a Landmark that acted as a Distant signal. The terminus was 7 miles and 11 chains from Richmond, or 44 miles and 51 chains from Sydney Since leaving Phillip on the Hawkesbury River, the line had risen 480 feet to 509 feet above sea level in less than 5 miles.
The regular train on the railway consisted of a 20 class tank locomotive hauling two carriages, one of which was a CCA as used on the Camden line, while the other would usually be a typical American suburban car with open end platforms. Like its counterpart on the Camden line, this little train was nicknamed Pansy by the local people. The CCA carriage was divided into five compartments, with doorways in the centre aisle to separate them. One was allocated to the guard, luggage and parcels, while the others catered for the four classes of accommodation provided on NSW country trains, Like you, 1 always thought there were only two classes-in fact, when my father was asked why he always travelled second class, he would reply: "Because there's no third!" For the record, the four classes were: Ist class smoking Ist class non-smoking, 2nd class smoking and 2nd class non-smoking. Of course, they were all the same: the seat padding was of the same material and all endured smoke once the train started! However, this was typical of branch-line travel on the New South Wales Government Railways and 1 can remember travelling from Moree to Mungindi during 1970 in CPH rail motor No. 4, which had a wooden sign on two seats indicating that they were first class-and that was the only difference! The main advantage of travelling first class was that you associated with a better class of passenger (perhaps someone like "Hyacinth Bucket" from the television comedy "Keeping Up Appearances"). On the Kurrajong line, both passengers and crew would pay little attention to the signs. It was a friendly railway where class distinction was only a technicality of Railway by-laws.
The journey for the seven miles from Richmond was normally timetabled to take from 30 to 35 minutes, the time taken for the Manly Ferries to travel their seven miles from Sydney and a thousand miles from care. More time was allowed for mixed trains as they might be required to shunt at Nepean Sand and Gravel Siding or North Richmond.
The short trains destined for Kurrajong would connect with longer trains from Sydney that pulled into the main platform at Richmond station (now known as Platform 2). However, trains of up to five cars would run to Kurrajong on public holidays. Phillip station would be well patronised on such occasions because of the popularity of the picnic spot on the banks of the Hawkesbury River. Bushwalkers would take advantage of the "halts" between North Richmond and Kurrajong. Sometimes the extra cars would be relayed to Kurrajong on two or three "Down" trips to be combined into a five-car train for the most patronised return trip.
The maximum load for the 20 class locomotives on "Down" trips was just 130 tons for both passenger and mixed trains, "Up" trains could reach 195 tons but mixed trains had to have their brakes pinned down as they descended the 1 in 30 grades. The speed limit was just 20 mph with a 10 mph maximum through the park opposite Richmond station and along March Street, where engine drivers were warned that they "must keep a sharp lookout for vehicular and pedestrian traffic, being prepared to reduce speed, or stop, if necessary". The 20 class were permitted to haul 250 tons from the Nepean Sand and Gravel Siding into Richmond, although the 50 class Standard Goods 2-8-Os that usually hauled the sand and gravel trains were permitted to haul 640 tons up the 1 in 50 grade. Speed for these locomotives was limited to just 10 mph and this was reduced to just 5 mph along March Street and through the park to Richmond. (NB All trains go "Up" to Sydney.)
Safeworking was by means of Ordinary Train Staff (round in shape and red in colour) for the section Richmond-Kurrajong but Telephone Line Clear working could be used between Richmond and the Gravel Sidings while the Staff was at Kurrajong.
The locos were generally fitted with cowcatchers and headlights and some, such as 2016, had been used on the former Rogans Hill line.
The coming of the railway had provided an impetus to development of the Kurrajong District. In addition to the orchards and small farms, a new source of income was introduced when several large homes were converted into guest-houses to cater for holidaymakers. The one managed by Mrs Smith and her daughters was known as "Appidais" (Happy Days)!
However, very little freight ended up being carried on the line beyond the river, although provision was made in the timetable for mixed trains-passenger trains with goods wagons attached. Sometimes the mixed trains ran with only a brakevan coupled to the two passenger cars. Any fruit traffic offering would be loaded into this brakevan. Even before the railway opened, many of the orchardists and farmers had purchased trucks and where taking their own produce direct to the Sydney markets. The road taxes imposed by the State Transport (Co-ordination) Act, which were designed to prevent competition with the railways, did not apply to Kurrajong because the village was located just inside the 50-mile radius that enclosed a tax-free zone.
At a meeting in Kurrajong on 19 June 1934, Mr. D.J. Howse, Chief Passenger and Freight Agent for the New South Wales Railways, pointed out the losses that had been incurred on the railway over the past five years. He offered the local producers special bulk handling rates, the use of crates provided by the Railways and a special charge between Kurrajong and Darling Harbour of 8/6 a ton. Mr E B. McKenzie said "that few growers would be prepared to relinquish the right to travel to the markets by truck and thus see their produce sold. It was an opportunity to check on the activities of their agents."
Only the day before the meeting, the Secretary of the Motor Van Owners' Association of New South Wales, Mr R. J. Fitzgerald, had told the press of an orchardist who would send his produce by road even if it cost him 20/- a ton. He said it was impossible for the Railways to handle the fruit as carefully and quickly as road. In addition, the road trucks provided a backloading service, the drivers making purchases in the city for the producers. By returning with fertiliser for the farmers and goods for the town's businesses, the trucking firms were able to achieve considerable economics. In February 1935, the Minister for Transport, Colonel M. Bruxner, made an offer of 6/8 a ton, or 2d. a case, for transport from Kurrajong to Darling Harbour. " He said that the patronage of growers was necessary to keep the line open." However, three years earlier Colonel Bruxner had defended road trucks in State Parliament (9 March 1932) when he said:
These lorries are mainly used by orchardists for bringing fruit to the market; it is the only proper way of bringing fruit to the market. It should not be first loaded onto the lorry, taken to the railway station, put on the train and then carted to the market, so that by the time it gets there, it is pulp."
Also, by using road trucks the farmers were able to avoid the Sydney Master Fruit Carrier Association, which had a monopoly on the cartage of fruit between Darling Harbour and the City Markets. During September 1934, representations concerning the travelling arrangements for school children were made to the NSW Government through the Member for Hawkesbury, Ronald Walker, the son of Bruce Walker, the former Local Member who had fought hard for the Kurrajong Railway. The Hawkesbury and Nepean Districts Federation of Progress and Kindred Associations wanted one afternoon trip of Pansy (the Kurrajong train) to be extended to Riverstone, where it would connect with Stumpy, the train that terminated at Riverstone for the benefit of' employees of the Meatworks. This would provide a better service for students returning home from Parramatta Intermediate High School. Also, around this time, suggestions were being made that a rail motor service be provided between Blacktown and Kurrajong during offpeak periods.
The Railway Department showed little interest in either of these schemes because of the cost involved and the losses being made on the line. A rail motor did operate between Blacktown and Richmond during the early 1940s but was replaced by a conventional suburban steam train from 13 February 1942 when patronage increased above its capacity. In December 1934, the local Progress Association pointed out that large crowds were travelling to Kurrajong on the Friday evening before summer weekends. The boarding houses were also receiving very heavy bookings during school holidays. They suggested that extra carriages should be provided because up to 400 people had arrived at the village on one train! During April 1937, suggestions were made that through carriages from Kurrajong to Sydney should be provided on some trains. The Railway's Department replied that track arrangements in the yard at Richmond were not suitable for the shunting of carriages from one train to another. Complaints were also made at this time about the fact that off-peak excursion "shoppers' tickets" were not available between Richmond and Kurrajong. The Railway Department treated the Kurrajong extension a country line and this special fare for suburban trains did not apply. Many Kurrajong passengers found that it was cheaper to buy a second ticket at Richmond rather than to buy a through ticket from Kurrajong to Sydney! In later years, the Kurrajong line was included in the Metropolitan System for fare purposes and, from 10 October 1941, school-age children could travel from any suburban station to Kurrajong (and return) for sixpence. When pensioners' half-fare concessions were introduced for suburban travel a few week later on 1 November, they also applied to Kurrajong.
Level crossing accidents occurred all too frequently on the Richmond line and the Kurrajong extension was not immune from these seemingly inevitable collisions. A fatal level crossing accident occurred at North Richmond on 25 July 1938. The driver and passenger travelling in a truck down Bell's Line of Road towards Richmond saw the Kurrajong-bound passenger train, made up of the usual 20 class locomotive and two passenger cars approaching the level crossing which was protected by "Stop, Look and Listen" signs. The truck driver realised that it was too late to stop and intended to cross the line in front of the train. However, his passenger, in a panic, applied the hand-brake, causing the truck to skid to a halt right on the crossing. The passenger, Victor Henry Sullivan, was killed in the collision but the driver survived.
At about 6.30 p.m. on 29 January 1944, the train from Kurrajong collided with a utility truck on the East Market Street level crossing just outside Richmond station. The vehicle, which had been travelling south, was crushed against the station platform. Elma Hanson, aged 61, was killed and six other people were injured. The driver, Elma's husband (Henry), claimed that he did not see the train approaching from the park. Apparently, the train had breached regulations by proceeding across the road without waiting for the porter to flag down the traffic.
The closing date of the Kurrajong line was not set in advance. Heavy rain on the weekend of 12 and 13 June 1952 caused the Hawkesbury River to flood. As always, when the river rose above the level of the North Richmond bridge, the railway service to Kurrajong was suspended. A floodboat, operated by Rus Silk, ferried passengers and mail, in daylight hours only, to the western bank, where the local bus took over. More flooding occurred in the weeks that followed. The Windsor and Richmond Gazette reported during August:
It is almost incredible to mention yet another flood - the third within three weeks - and one could almost remark in the words of a well known radio character, "You wouldn't read about it!" But there it is; this time a cyclonic disturbance caused torrential rain and gales, resulting in a flood. "Pansy" is certainly having a rather extended holiday, and we in Kurrajong are most grateful to our efficient 'bus service for keeping us in contact with the outside world. For all that, we have a soft spot for "Pansy", and will he pleased to have her running again within the very near future.
However, the heavy rains had caused another problem. Part of the final cutting on the branch, located between the Distant Landmark and the terminus, collapsed towards the end of July. This section of the formation had been causing problems since construction because the rails had been laid over a "Boghole". Attempts were made to reopen the line but as fast as the landslides were cleared, more slips occurred. It was not expected that the line could be successfully cleared until a prolonged period of fine weather had allowed the ground to dry out.
When an announcement was finally made that the line would be closed, a large public protest meeting, with a record attendance of 250 people, was held in Kurrajong. Speakers paid tribute to the excellent services being provided by the local bus proprietors but said that road transport could not cope with the traffic needs of the district, nor could buses reach some of the settlements where residents depended wholly on the railway for transport.
The State Member for Hawkesbury, Mr B. S, L. Deane, MLA, took the strong feeling of the meeting to the Legislative Assembly. During the debate that followed, Mr J. Charmers, Member for the neighbouring Hartley electorate, made himself very unpopular when he stated that the railway should never have been built because the local orchardists had not patronised the line but had sent their fruit by road. However, a speaker at the public meeting had pointed out that fruit was not being accepted for consignment at Kurrajong at this time because no suitable rail wagons were available. An acute shortage of rolling stock had been a problem throughout the railway system since World War II and probably explains why a large amount of freight was transferring to road transport despite the licence fees and charges imposed under the State Transport (Co-ordination) Act. The Minister for Transport, Mr W F Sheahan, appeared to be evasive in his answers to Mr Deane's questions.
Further parliamentary debate occurred when Mr Deane pointed out that a ticket to Kurrajong, No. 1356, had been sold at Wynyard on 22 August 1952, even though the line was still out of commission.
On 27 August 1952, an item from a Kurra-jong correspondent, published in the "District Doings" section of the Windsor and Richmond Gazette, reported:
"Our bus proprietor, Mr M. A. Duffy, who did such a grand job in the past few weeks conveying passengers and mail to and from Richmond with his two small 'buses whilst our train was out of action due to floods has now purchased a much bigger 'bus. We wish him every success."
It appears that Mr Duffy realised that the increased patronage on his buses was going to bepermanent.
On the morning of 17 September 1952, Mr Deane received official notification from the new Commissioner for Railways, Mr Reg Winsor, that the Kurmjong line would not be restored. Mr Winsor had been appointed Commissioner for Railways from 1 September and immediately began an economy drive that would lead to retrenchments and other cost savings. There was no way that he going to reopen the Kurrajong line. He informed Mr Deane that repairs to the cutting near Kurrajong would cost £2000, painting of' the bridge over the Hawkesbury would cost £3000 and that resleepering of various parts of the line would be required. Income from the line in 1951 had only been £6664.
The date of closure was officially set at 26 July 1952, although trains had not run regularly since 6 July because of the flooding and landslides. On 19 November 1952, the Windsor and Richmond Gazette recorded a tribute to the Station Master at Kurrajong in its "District Doings" section:
1t is with regret that we farewell Mr and Mrs O'Sullivan. Mr O'Sullivan was our local Station Master for some time prior to the closing down of the line between Kurrajong and Richmond. He was at all times most courteous and helpful, and won the esteem of all who came in contact with him. He has now been transferred to Clarendon Station and we extend to them both our very good wishes for the future.
Richmond Oval, plus many of the buildings that the line passed in Richmond township, survive to the present day, As mentioned earlier, the railway followed March Street on the right-hand road shoulder as far as the Chapel Street intersection, then continued in a direct line down to the Hawkesbury River on its own right-of-way, the railway formation having now been taken over by the Kurrajong Road. The original Kurrajong Road had been a continuation of Windsor Street, located to the north of the line. At Ridges Lane on the floodplain, it turned left and crossed to the south side of the railway near the exchange sidings for the private Yarramundi Falls line (Nepean Gravel Siding). Old Kurrajong Road then changed direction yet again, this time to the right and headed towards the river in a north-westerly direction, while Yarramundi Lane, which paralleled the Yarramundi Falls line, continued straight on towards the south.
Some of the civil engineering works on the Kurrajong line remain intact. Old Kurrajong Road and the railway came together to cross the river and, from under the bridge, the steel spans for the railway are clearly visible next to the concrete arches for the road, the road having been widened so that it makes use of both. On crossing the river, the railway moved to the right away from the road in a northerly direction so that it could get a better grade. Here, the land around the line is being developed into a heritage park, although part of the cutting is still clearly visible, especially where Beaumont Avenue makes use of the formation. The line passed the location of the Hawkesbury Sporting Club and North Richmond Park (in Beaumont Avenue) as it curved around to face the west. North Richmond station was located near the intersection of Grose Vale Road and Bells Line of Road (a continuation of Kurrajong Road). The old alignment crosses Bells Line of Road and William Street at 45O then passes the site of North Richmond Public School. Charles Street, Elizabeth Street, Campbell Street (at the scout hall) and Bradley Road are also crossed at an angle-the town, which had been built first, was at an angle to the railway. However, Susella Crescent and Merrick Place are crossed almost at right angles, close to their intersections with Pecks Road. A new street, O'Dea Place, marks the site where the old formation leaves the town to enter the fields and three houses in this street have been built on the alignment of the railway. The formation crosses O'Dea Place near its intersection with Pecks Road, then passes through the homesites on the southern side of the street. The railway had been on a straight alignment all the way from North Richmond station to Red Cutting and four or five poles from a new electricity transmission line (next to an older one) stand in a straight line that marks the centre of the formation as it leaves North Richmond to enter the countryside. By lining up the poles, it is possible to get an accurate picture of the alignment of the railway in this area. The formation continues in a straight line as it passes through a farmer's gate, then crosses a low embankment, where a small concrete culvert about two feet high allowed a creek to flow under the line. To the south, a higher and longer mound of' earth forms the wall of a dam on the farm. The "Red Cutting" still exists but is now covered in grass, the field in which it is located being used for the grazing of dairy cattle.
The embankment over Redbank Creek is still in place, as is the large arched concrete culvert through which the stream still flows. Dairy cattle wander along the embankment, on which a gate is provided to separate the fields As the formation makes its way towards Redbank Road, it crosses Redbank Lane, a dirt road that would only suit 4-wheel drive vehicles. Kemsleys "halt" was located in this area.
The formation follows Redbank Road for about a mile, passing the site of the new Kuyper Christian School, until it reaches Thompson's Ridge. As the long 1 in 30 grade (compensated for the tight curves) begins, the formation turns away from the road into the fields. One farmer has utilised a railway embankment as the wall of a dam. The formation curves back towards Greggs Road (now a continuation of Redbank Road), crossing Tates Lane, then the road. The alignment straightens as it enters a short section of bush before reaching a new housing settlement in Kurmjong. Impressive modern houses, located at the western end of Robertson Street, have taken advantage of the view by being situated on the curved ledge that had been excavated for the railway from the side of the main ridge. One house in particular, positioned on the corner of Robertson Street and Drummond Street, looks magnificent as it stands high on the formation. The old alignment crosses Drummond Street (just up the hill from its intersection with Robertson Street) and enters a cutting, which it follows to the terminus.
An electricity substation takes advantage of the flat land available at the site of the former railway yard, carved from the side of the ridge on which the few small businesses that form the town are located. A special heritage sign, complete with photograph, has been erected at the intersection of old Bells Line of Road, Grose Vale Road and Timms Hill Road, to show where Kurrajong Station once stood. A sign on the gate indicates it should be kept closed because horses graze here. Public transport to Richmond is now provided by Westbus.