2. RICHMOND TO KURRAJONG

Local agitation for the further extension of the Richmond branch for another six miles to serve the foothills of Kurrajong Mountain, commenced as early as 1884,but the high cost of bridging the Hawkesbury River, with its frequent and heavy floods, together with the rather limited area of good land available, delayed its inception for many years. In 1890 it was seriously considered as part of an ambitious scheme for construction a second railway to Lithgow, but via Bell's Line of Road, to relieve the Blue Mountain section of the Western line, which was rapidly nearing complete saturation as the rail heads were pushed further west. This position however, was relieved by the introduction of more powerful locomotives, and later, by partial duplication of the Western line. At one time, it was seriously proposed to construct a steam tramway to Kurrajong from Richmond, and the new road bridge over the Hawkesbury was designed to carry steam motors, while later, It was proposed to use Shay engines light enough to traverse this bridge.

In 1924 the long delayed construction actually commenced, but the time for this railway had now passed, owing to the advent of the road motor vehicle, far more suited to the "kitchen garden" type of traffic of the district destined for the nearby metropolis. The Kurrajong Extension is, therefore, little more than a quiet backwater among the busy lines of the system. but its primitiveness is an attraction to the railway enthusiast. The extension was officially opened between Richmond and Kurrajong on November 8, 1926, although metal trains ran as far as Nepean Gravel Siding some 12 months earlier.

Description of Route

The extension leaves Richmond yard from a short "back" platform at the rear of the station building, crosses East Market Street on the level by an open crossing, the trains being flagged by the S.M. in person passes round the outside of the oval in the local park with the reverse of the two eight chain curves, and passes down March Street to its western end, the only case of such location in N.S.W. Railways, now the Rogan's Hill line is no more. The Camden line runs in places on the road reserve but not actually in the formed surface itself. Parenthetically, there is no Up Distant nor Landmark for Richmond, the only other case being at Port Kembla. The line then enters a separate right-of-way, and descends to the river flats, crossing the Hawkesbury River on a separate structure alongside the road bridge previously referred to; then ascending the far bark it enters the tiny village of North Richmond, where originally, there was the only intermediate passenger platform and siding, except the Gravel Siding. After a mile of easy grades the 3-mile climb, mostly 1 In 30 compensated, to Kurrajong commences, the curves being mostly of 8 chains radius. The line is unfenced and is laid with miscellaneous second-hand rails, with ash ballast, while by- Nepean Gravel Siding, only class engines are run. The service consists of one, or more combination American type car, and trucks as required, run as a shuttle to and from Richmond, though on public holidays, a limited number of through cars are worked from Sydney and return, to accommodate the heavy traffic to Phillip at the Hawkesbury River, where the sandy bottom makes a fine swimming place. Ordinary Train Staff working is in force, and when trains are run to the Gravel Siding while the Staff is at the Kurrajong end, special Telephone Line Clear working is permitted. The gravel train with its 50 class engine presents a most unusual sign to the visitor while working in the street. For some time, owing to truck shortage, the gravel traffic has boon handled by road vehicles. The guard does all booking at the Intermediate platform and Halts, but there is an officer at Kurrajong.

Stations and-Sidings

NEPEAN GRAVEL SIDING was opened in November, 1925 before the opening of the extension, and originally served the crushing plant of the Nepean Sand and Gravel Company, the, materials being transported from the Company's gravel pit at Yarramundi Falls, at the meeting of the Grose with the Nepean and Hawkesbury Rivers, by means of an aerial ropeway. In the following year the company constructed a 3 mile railway to replace the unsatisfactory aerial and its private locomotives all ex-N.S.W. Railways, hauled the departmental trucks over the branch. The main line points are locked by token key, so there are no main line signals, but there is a single armed post protecting Departmental engines shunting from the company's trains, the signal being placed at Stop before Departmental trains enter the exchange sidings.

Nepean Sand Siding was opened October 3. 1928 and later was known as River Sand Siding, but the enterprise failed and siding was closed on October, 12, 1936.