Harden Murrumburrah railway history

Harden Murrumburrah: Aboriginal heritage | Allsopp & Barnes Families | Cinema / Picture Theatres | Council Chambers | Fossil animals | Guillaux - flying into Harden 1914 | Historic Buildings | Hotels, Pubs & Inns | McMahon's Reef Goldfield | Platypus | Postal Services | Railways | Sheep |

Introduction

..........

--------------------

Chronology

NB: Within this chronology the terminology regarding directions in relation to the railway stations and line is easterly (north) and westerly (south).

1875

* Railway tracks arrive in Harden and Murrumburrah upon extending south from Binalong.

1877

* 12 March - Murrumburrah railway station opens. It is located on flat land adjacent to present-day Harden township. Source: Wikipedia.

* 17 March, Saturday, Australian Town & Country Journal, Sydney:

Opening of the Railway to Murrumburrah.

(FROM OUR SPECIAL CORRESPONDENT.)

Murrumburrah, Monday.

The Hon. John Lackey, Minister of Public Works ; the Hon. A. H. Palmer, M.L.A. (Queensland); the Hon. Gordon Sandeman, M.L.C. (Queensland); Charles J. Byrnes, Esq, M.L.A., Mayor of Parramatta ; Walter Hall, and W. Cunningham, Esq., who left Sydney last evening at 5 p.m. hy special train, train arrived at Goulburn at 10 4.0 p.m. The party on arrival at Goulburn were driven to Payton's Hotel, and at 8.15 this morning left by special train for Murrumburrah, to attend the opening of the railway extension from Binalong to that town.

_ A number of passengers were received at the wayside stations, and at Yass the train took up a brass band, which played appropriate airs on the journey. The country is looking dry, but the farmers give an excellent, account of the late harvest, the yield averaging 20 to 30 bushels per acre. At Binalong an extra train, gaily decorated, with evergreens, & c, was taken on.

The engineering difficulties of the extension thus opened have not been very formidable. The line from Binalong crosses Binalong Creek by a bridge 140 feet long, from whence there is a considerable ascent, reaching its highest level at the foot of Mount Bobara, about five miles from Binalong. The descent is almost continuous to Rocky Ponds Creek, a distance of seven miles from Binalong, where the Government has erected a large tank, with powerful pumping machinery, for supplying the locomotives with water. Up to Rocky Ponds, where there are a few inexpensive cuttings, the works are comparatively light. A platform has been built close by, that will be known as Galong. From this point the line passes through the Cunningham Plains Estate, to the township of Cunningham, a distance of some five miles, along which the works are light and the gradients easy. At Cunningham, a platform has been erected, which is mentioned as Cuningar in the new railway time table. From hence the railway was parallel to the public high road. The Murrumburrah railway station is a mile from the township, but there is plenty of room for population settling down in the immediate vicinity of the line. A little beyond is the camp and working plant of the contractors, Messrs. A, and R. Amos, who are rapidly carrying on the extension from Murrumburrah to Cootamundra. The total distance of the new extension is 20 miles ; it cost under .£7000 a mile, and Messrs. Amos and Co. have satisfactorily performed the contract. On arrival of the train at Murrumburrah about 1000 people were present. Flags were flying in every direction, and a great demonstration was made.

Mr. Lackey was welcomed on alighting by Jas. Watson, Esq.. M.L.A, for the electorate, and Mr. D. H. Campbell, of Cunninghame's Plains. Mr. Welman drove Mr. Lackey and party in a four-in hand drag fr om the station to the town, one and a half mile distant. Messrs. Amos and Co. entertained between five and six hundred navvies and their wives and families, at the Railway works in honor of the opening.

THE BANQUET.

The banquet was held at Dillon's Commercial Hotel. The spread was a very creditable one, but the committee only made provision for 50, and 70 were present, in addition to a number who had purchased tickets and could not gain sittings. The chair was occupied by Mr. Richard H Roberts, J.P., and the vice-chairs by Mr. Wm. John Watson, J.P., and Mr. D. H Campbell, J P. Mr. Lackey sat on the chairman's right, and Mr. A H. Palmer on his left. Among others present were noticed Mr. Gordon Sandeman, M.L.C. (Queensland), Mr. C. J. Byrnes, M.L.A, Mr. James Watson, M.L.A , Mr. Wm. Connolly, J.P., Rev. Mr. Adock and Rev. Father Finnigan; Messrs. J. Nagle Ryan, JP,, Welman, Pearson, Brown, J. A. Murphy, Trennery, Harris, W. D. Campbell, Captain Davis, JP., J.Allan, JP., J. Gordon, A and R Amos, T. G. and M. Barnes,S. Bell, John Russell, G. Firth, Rev. Mr Dunne, & c. After the usual loyal toasts, including the health of his Excellency the Governor had been given and heartily received.

The CHAIRMAN proposed "The Health of the Ministry," coupling with it the name of the Hon. John Lackey. (Cheers.) He regretted that the Hon. John Robertson was not there that day. (Hear, hear.) The father of free selection had done a great deal for the district of Murrumburrah, and had it not been for his efforts in settling the people on the land the railway would not have been open to their town to-day. (Hear, hear.) As Minister for Public Works and Railways, they had in Mr. Lackey a very energetic and able Minister. He proposed " The Ministry." (Applause.) 

The Hon. JOHN LACKEY returned thanks for the warm reception accorded to him, and regretted that, in the peculiar position of political affairs, his colleagues could not be with them. He took advantage of the opening of the railway to enter into a short history of railway construction in this colony. As the Southern line was the first railway projected in the Australian colonies, a few facts connected with its highest progress may not be without interest. It is now 31years since the first movement for the introduction of railways in this colony took place, and we are often blamed for the slow progress we have made in railway construction during that period, and unfavourable comparisons are made with the rate of progress in the neighbouring colony of Victoria. But it must be remembered that the railways have not been the property of the colony for the whole of that period that we have had infinitely more difficulties to contend with than our neighbours. Our railways were started by private companies, who had to spend some years in preliminary arrangements, and they had scarcely accepted the first contract for four and a-half miles, from Hasting's Creek towards Sydney, when the discovery of the goldfields in the Bathurst district upset the calculations of the contractor and the directors, interfered with the progress, and largely increased the cost of the works, and nine years after the first movement, or in 1855, only fourteen miles, viz. to Parramatta, were opened for traffic, at the enormous cost (at the end of 1875) of £56,657 per mile. It is this which swells the average cost per mile of our railways to £14,821, while the present cost per mile, including earthworks, fencing, laying permanent way, sleepers, and ballast, for the following extension, is as follows :-Goulburn to Yass, £3590 per mile; Yass to Cootamundra, £3414 per mile ; Cootamundra to Wagga, £3353 per mile ; Bathurst to Orange, £3584 per mile ; Murrurundi to Tamworth, £3480 per mile ; and considering the nature of the country through which these extensions are carried and the first-class character of the works, I believe tho prices will compare favourably with the railways in Victoria or any country in the world. Nor, when we take into consideration the engineering difficulties, has the rate of progress been very slow; for from tho opening of the line to Parramatta, it has averaged about twenty miles per annum. It is often asserted that the only difficulties met with were on the Western line; but on tho Southern line in a distance of 15 miles from the Picton station, an elevation of 1500 feet had to be overcome, and for three miles there is a continuous incline of 1 inch in 30, probably one of the heaviest continuous pulls on any railway with which I am acquainted. Having disposed of the cost of construction and the rate of progress, let us see whether our railways are worth the money expended on them. To quote from the latest official document-the report of the Commissioner to the end of the last year-we find that a total length of 437 miles were open, and 251½ miles in progress ; that the total receipts during 1875 were £614,648, of which £296,174 or 48.18 per cent of the earnings were expended in maintenance and workings, leaving a profit of £318,474, equal to £4 7s lld per cent interest on the capital expended; and as we can now borrow at 4 per cent, there can be no difficulty in finding funds for the further extension of our railways. And we find from the same report that the further our railways have been extended, the more profitable they have become. It would be impossible to enumerate all the benefits to be derived from the extension of the railway to this place. Let any one present contrast the journey between Sydney and Murrumburrah in the good old times of rickety coaches and bullock teams with the journey now made by the iron horse, and he will be able to estimate the triumph of this day. It is not the mere reduction in fares that has to be considered though that has been great-we must take into account the saving of time, which is equivalent to money, the enhancement in the value of land, the development of our resources, the saving of the cost of refreshments on the journey by coach, and the immeasurable superiority in the comfort and safety of the conveyance. He would not be guilty of supposing that the hearty demonstration that awaited them that day would not be accorded equally to any other Ministry in this British community. Notwithstanding the drought, he saw sufficient wealth to enable him to fully realise the benefits to be derived by railway communication between Murrumburrah and the metropolis. The Ministry of which he was a member had now been in power two years, and if the administration had not been successful the fault did not rest with them. They had to contend with obstacles never before equalled in this or any other country. (Hear, hear ) The Government had a good working majority, but the Opposition used the forms of the House night after night to bring about a change of. Ministry, and a change of power. Was it any wonder under these circumstances that these tactics ultimately succeeded in wearing out the patience of hon members, and bringing about the present state of affairs. It was now clear that the end of it will be a general election or a change of Ministry. It was not his province to say which. But he was sure the Governor would grant an application to appeal to the country, and that was the only fair way of settling which was right. (Hear, hear.) He had no doubt of what the result of an appeal to the people would be. (Cheers.) Again referring to railway matters, he said that it was ridiculous to point to the United States, with its population of 40,000,000, while ours was not yet a million. Eminent engineers had pronounced our railway works equal to any in the world. We have now got over the great mountain chain, which for years was a formidable barrier, and we could push on our railways into the wealthiest parts of the colony. Railways at £7000 per mile were the cheapest kinds of roads we could construct. He hoped the day was not far distant when our railway vans from such districts as Murrumburrah would go down loaded every day with wheat, wine, and wool. (Hear, hear.) He next proceeded to show that the railway policy of the Government was such as should give satisfaction to the country. When the present Government came into power, there were 286 miles of railway under construction, but there was no money available for fresh railway extensions, and as it was February, 1875, and no provision had been made for the expenditure of that year, it was necessary to have a short session. There were, moreover, no completed railway trial surveys, and the Government were consequently unable to propose a railway scheme, besides which the contractors were already complaining that in consequence of there being so many contracts on hand at the same time, they were unable to procure labour and could not complete the works within the prescribed time. The Government, however, hurried on the trial surveys, and be mentioned as evidence that the Government wanted to push on those works, that there were 1195 miles of trial surveys made during their term of office (hear, hear), which is so much done towards railway extension. When the Government had been in power ten months only, they submitted to Parliament proposals for the construction of 315 miles of railway, and on the 22nd August last, obtained a vote for 265 miles of this work. Since that period, officers have been preparing plans and books of reference as rapidly as possible to lay before Parliament. What then, he asked, becomes of the accusation that the Government had done nothing towards railway extension in this country ? (Hear, hear.) Tenders could be called in May next (for all plans, &c, were ready) for the following extensions:-Wagga Wagga to Albury, 82 miles ; Orange towards Dubbo, 40 miles; Junee towards Narandera, 62 miles; Weiriss Greek to Gunnedah, 41 miles ; total, 225 miles. The remaining portion of tho line-Orange to Dubbo, 46 miles, would be ready for receiving tenders in July, and from Hanging Rock to Deniliquin, 125 miles, in October next. Plans and books of reference can be laid before Parliament of the railway between Wagga Wagga and Albury and between Hanging Rock and Deniliquin immediately, and on all the other extensions in March and April next. These facts and figures showed that there were no grounds for the statements made against them. No matter what Government was in power, he hoped that they would show as much interest in railway extension as the present. (Hear, hear.) 

He again wished the people all prosperity in connection with the extension and opening of the railway to Murrumburrah. The toasts of " The Parliament of New South Wales," "The health of Mr. Watson, M.L.A," and "The Officers and Engineers of the Railway Department," followed, and were responded to. Mr, CAMPBELL proposed " The Contractors," and Mr. Amos, who replied, stated that they would open the line to Wagga Wagga in ten or twelve months. Other toasts followed, and brought the pleasant proceedings to a close.

Murrumburrah is one of the oldest townships beyond Yass in the southern district. It has a population of nearly 200, but it is an important centre, for this is the nearest railway terminus for Young, Grenfell, Jugiong, &c. Murrumburrah is only 18 miles from Young. In the town there are two hotels, the Criterion and Commercial ; two stores, Barnes's being the principal, and a good flour-mill. The township is watered by the Currawang Creek.

The party returned to Sydney in the afternoon. At Galong a platform, a few miles from Binalong, Mr. Lackey and his friends were welcomed by one of the oldest residents of the district, Mr. John Nagle Ryan, who was the first representative of the Lachlan (which includes Murrumburrah) in Parliament, under responsible Government. Mr. Ryan invited the party under the shade of a huge gum tree, and champagne and claret, having been uncorked, the health of Mr. Ryan was proposed in a few appropriate remarks by Mr. William Connolly, J.P., of Goulburn, and responded to heartily by the company.

* 1 November - line opened from Murrumburrah to Cootamundra, heading south (easterly).

1878

* 5 September - Murrumburrah railway station is renamed North Murrumburrah.

1879

* 15 September - Murrumburrah railway station opens. It is located on the northern side of Murrumburrah township and is located on a slight slope heading south (westerly). This is difficult for trains to depart when travelling west. It closes in 1976. Source: Wikipedia.

1880

* 1 September - North Murrumburrah railway station is closed and dismantled and replaced by Harden railway station located on a flat piece of land to the east in Harden.

1885

* Harden railway station becomes a junction with the branch line to Young, branching off six miles west of the line at Demondrille.

* A four-arches viaduct is built for the Sydney to Melbourne railway line over Currawong Creek at Murrumburrah.

Currawong Creek, Murrumburrah railway viaduct. Source: Facebook.

1889

* Photograph of Harden railway station, looking southeasterly.

Harden railway station, 1889. Source: Wikipedia.

1900

* Site of Murrumburrah railway station is moved. Source: NSWrail.net.

circa 1910

* Photograph of Harden railway station, circa 1910, perhaps just prior to conversion to an island platform.

Harden railway station, 1889. Source: Facebook.

1914

* Harden railway station is converted to an island platform as part of the duplication of the line from Sydney to Melbourne.

1926

* 272 people employed by the railways at Harden.

circa 1930

* Murrumburrah railway station from platform 2 (photograph). Source: Wikipedia.

Murrumburrah railway station, circa 1930. Source: Wikipedia.

1976

* 8 February - Murrumburrah railway station closes.

1980

* Photograph of Murrumburrah railway station, looking north (easterly). Source: Graeme Skeet, NSWrail.net.

Murrumburrah railway station, 1980. Source: Graeme Skeet, NSWrail.net.

1999

* 2 April - Harden railway station is added to the New South Wales Heritage Register.

2009

* Closure of the Harden / Demondrille / Young line.

---------------------

References

Currawong Creek, Murrumburrah railway viaduct, photograph, Explored Visions by GD, Facebook, 30 December 2016.

Harden railway station, 1889, photograph, Wikipedia, accessed 26 May 2026.

Harden railway station and yard group, New South Wales Government State Heritage Inventory, accessed 26 May 2026.

Kass, Terry, A Thematic History of Harden Shire, Graham Edds & Associates, Kurrajong, July 2009, 149p.

Murrumburrah Station, NSWRail.net, accessed 26 May 2026.

Murrumburrah railway station from platform 2, circa 1930, Wikipedia, accessed 26 May 2026.

Organ, Michael and Martin Lang, Currawong Creek, Murrumburrah - bush regeneration project 2026, blogger.com, 24 May 2026.

Railway Viaduct, Murrumburrah, State Heritage Inventory, New South Wales state government, Sydney, accessed 25 May 2026.

Wikipedia, Harden Railway Station, Wikipedia, accessed 26 May 2026.

-----, Murrumburrah Railway Station, Wikipedia, accessed 26 May 2026.

----------------------

Last updated: 26 May 2026

Michael Organ, Australia