Harden Murrumburrah railway history

Engine 3609 at Harden railway station, 15 December 1938. Photograph: W.R.B. Johnson.

Chronology

The following is a chronology of events relating to the State government operated railway line and associated facilities in the area of Harden and Murrumburrah, New South Wales, Australia. Construction of the line through Murrumburrah, and the related branch line to Young, commenced in 1875 with a single line and substantially continued through to duplication in 1918. It forms part of the mainline between Melbourne and Sydney, extending north to Brisbane.

There is some confusion over the names Murrumburrah and Harden in connection with railway stations and related facilities, especially during the years of constructions between 1875-1880. The present-day township of Murrumburrah, primarily located west of Merrimboola Creek / Currawong Creek, was formed around 1848 and known according to its original Aboriginal designation as Murrimboola. It used that name until 1860 when it was changed to Murrumburrah. When the railway construction came through from Yass between 1875-77 a railway station was built just over a mile from the town on the hill to the north-east, in the location of the present-day (2026) railway station. This location provided flatish space for future expansion of railway facilities such as engine sheds, coal bunkers and water towers. At the time it was called the Murrumburrah railway station. When it was decided to construct a railway station closer to town, but on a 1 in 40 slope, near Vernon Street and the Roman Catholic church, the name was changed in 1878 to North Murrumburrah railway station. The following year (1879) the second railway station next to Murrumburrah township was opened near Vernon Street and given the name Murrumburrah railway station. In order to remove confusion, the North Murrumburrah site was then renamed Harden railway station in 1880 and thereafter a township arose around the railway precinct which quickly developed as an important stopover on the Sydney to Melbourne line. The Vernon Street Murrumburrah railway station was closed in 1976 and slowly dismantled over the following years. It's utility had always been compromised by the steep slope of the line there, often making it difficult for passenger trains to take off when heading south, and necessitating freight trains getting a run-up prior to taking in the slope. Harden railway station remains in operation, though is no longer staffed.

Within this chronology the terminology regarding directions in relation to the railway stations and line is: easterly (north) and westerly (south). Related are the terms "up" and "down" which refer to travel towards Central Station, Sydney, or away, respectively.

1875

* Railway tracks arrive in Murrumburrah as part of the official State government construction of line from Central Station, Sydney. The firm of A. and R. Amos had secured the contract for construction of the line and bridges from Yass through to Cootamundra (Stage 1) and then on to Wagga Wagga (Stage 2). The original single line through Murrumburrah is illustrated in the combined 1890 map and 2026 aerial view of the site below. The path of the later 1918 duplicated line can also be seen.

Path of the Murrumburrah railway line construction, 1875-77 (overlay), with post 1918 duplication seen underneath. Sources: 1890 plan of Murrumburrah + Google Maps 2026.

1877

* An original plan of the railway route through Murrumburrah, between Iris and Bathurst streets, revealed the location of the original wooded bridge crossing Murrumboola Creek / Currawong Creek. Refer the more detailed description at 13 November 1877 below. Source: State Rail Archives and Kass 2009. This route was changed in 1918 to provide a gentler slope and duplication of the line.

Original route 1877 (above). Source: SRNSW R560/14, Great Southern Rly, 159. Modern day map overlay, skirting Roberts Park, Murrumburrah (below).

* 12 March - Murrumburrah railway station officially opened. It is located on flat land adjacent to the present-day Harden township. The station buildings fronted onto Station Street.

Murrumburrah Railway Station, looking at the entrance, from the west on Station Street, circa 1880s. Source: Buckley 2026.

In association with duplication of the line in 1918, the station buildings were transformed into an island platform currently (2026) connected by a pedestrian underpass on the northern side of the platform.

* 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. by 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 from 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 11d 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 Creek 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.

* 11 May, Yass Courier. The opening of the Murrumburrah railway station during 1877 coincided with the Metropolitan Intercolonial Exhibition in Sydney, held in May of that year. The local effect was noted by a Yass Courier correspondent as follows:

Murrumburrah

.....During the Exhibition period, now nigh over, the rush of passengers by the coaches to catch the night trains has been something extraordinary. The regular coaches from Young and Wagga Wagga, and Slater's private one from the latter place, used to come in every evening laden with passengers to the Criterion Hotel, where, after tea, the passengers were coached off to the station. From the Commercial Hotel also a conveyance was commonly started. About midnight again, and in the early morning hours, coaches were out to bring up returning passengers, whose numbers taxed the accommodating powers of the hotels to the utmost. Looking at these pleasure-seekers on their downward journey of some ten or a dozen hours, and thinking of their return trip, with all its crowding in the carriages and at the hostelries, which were not built in view of such "rushes," I truly pitied the whole lot — the passengers, the coachmen, grooms, waiters, horses, railway officials — from the stationmaster to the engine-driver, stoker, and porter. In fact, my pity extended to the whole Sydney Exhibition and all connected there with, including the prize cattle. Beyond this temporary disturbance there does not appear to have been any very great change in the town since the station was opened. It is true we see a great many new faces, and one or two old ones have disappeared....

* 1 November - the railway line was officially opened from Murrumburrah to Cootamundra, heading south (south westerly).

* 13 November, Tuesday, Cootamundra Herald:

Extension of the Railway to Cootamundra.

(S. M. Herald's Special Reporter)

On Thursday the extension of the Great Southern Railway, from Murrumburrah to Cootamundra, was opened by the Hon. John Lackey, Minister for Justice and Public Instruction, acting for the Hon. Edward Combes, Minister for Public Works, who was prevented from being present. By this extension the Southern Line is lengthened twenty-five miles, which makes the whole distance from Sydney that now can be travelled by rail 253 miles, and considerably reduces the extent of country which the over land traveller to Melbourne has to cross by means of one of Cobb's coaches.

The twenty five miles of railway from Murrumburrah to Cootamundra formed the last portion of Messrs. A. and R. Amos's contract No. 2, from Yass to Cootamundra, a total length of line, now handed over to the Government, of 641 miles. The works on the piece of railway just opened do not present any marked features different from those of previous extensions. The country travelled through is not a level one; but by the use of gradients of 1 in 40, and curves of 20 chains radius, the engineers have managed to avoid any very heavy labour.

The broken nature of the country has made a large number of waterways necessary, but they are mostly of a moderate size. The largest opening is that over the Murrumburrah creek [Merrimboola Creek / Currawong Creek], where there is a timber bridge of about 250 feet in length. The heaviest cutting, containing some 50,000 cubic yards, is also not far from Murrumburrah.

From Murrumburrah Station, which is 1351 feet above the level of the sea, the line proceeds towards the Murrumburrah creek, crossing the creek a mile and a quarter from the station by the timber bridge, which is but 1327 feet above the level of the sea, the fall from the Murrumburrah station to this point having been as much as 25 feet. The line then ascends on a gradient of 1 in 40 for a mile and three quarters, reaching a height of 1480 feet — and here is the heaviest cutting of some 50,000 yards and 39 feet deep. From this point the line begins to descend again, and continues descending to Demondrille creek, where there is a bridge over four openings 26 feet span. Connaughtman's creek is the next watercourse in the way....

As no image has been located of the 1877 250 ft long wood bridge at Murrumburrah crossing Merrimboola Creek / Currawong Creek, it may have been similar to the 420 ft long Bredbo railway bridge (1881-1889) illustrated below, though of a smaller scale.

Bredbo wooden railway viaduct, 1881-1889.

The Bredbo bridge is the oldest surviving example in New South Wales. Note the solid brick pylons at each end of the bridge, likely set on a concrete plinth base. Remnants of two such structures can be seen at the Murrumburrah site on Currawong Creek, adjacent to Roberts Park. The wooden bridge was in use at Murrumburrah for some four decades, from 1877 through to duplication of the line and construction of a four-arched viaduct along a different route in 1918.

1878

* 5 September - Murrumburrah railway station (on the site of the present-day Harden railway station) is renamed North Murrumburrah.

1879

* 15 September - Murrumburrah railway station opens, located on the northern side of Murrumburrah township just off Vernon Street and on a slight slope heading south (westerly). This 1 in 40 slope makes it difficult for trains to depart from the station and adjacent flour mill when travelling west. Source: Wikipedia.

1880

* 1 September - North Murrumburrah railway station is renamed Harden railway station.

1883

* 1 December, Burrangong Argus:

Murrumburrah. From a Correspondent.

.... A deputation, of a representative character, from Murrumburrah, waited on the Minister for Works, about three months since [c.September], to urge the carrying out of certain very important works at the railway platform here, and also at the sidings, as was the stopping of mixed trains by signal only. With respect to the latter, the gentleman forming the deputation were wantonly and grossly insulted by the Minister, but with regard to the improvements to the siding he promised to hare them effected without delay, if the officers had no serious objection. Up to the present, however, no one has been sent to report on the proposed additions, and tho inconvenience to the farmers and others using the siding, consequent upon the insufficient accommodation afforded is daily increasing- An expenditure of about £30 would be ample to give the necessary enlargement, but it is probable that after paying £36,000 for a cesspit at Redfern the Minister cannot see his way to expend so much at a small place as Murrumburrah, when the receipts for passengers and goods exceed £15,000 per annum.

The sooner the management of our railways is taken out of the hands of ignorant ex-bullock punchers and billiard markers, and placed under the control of a competent head the better it will be for the public. The Traffic Department at present is so ' muddled' that it is more expeditious to bring goods by team than by rail. To illustrate what I mean by this it is only necessary to point out a case that occurred a short time back. A contractor here ordered a truck of bricks from Binalong, 20 miles distant the bricks were loaded, and allowed to remain in the yard at Binalong for 21 days. This seems almost incredible, but it is nevertheless a fact, Now Mr. Goodchap, " how is that for high.

Saturday last was pay day on the new rail way line, Murrumburrah to Young. A number of the navvies paid a visit to Mr. Hooper's Hotel at Demondrille, near the junction, and while the genial host was engaged serving some ten or twelve of them, two or three others carried off out of the bar, unobserved, a barrel containing 45 gallons of beer. Mr. Hooper did not miss the beer till next morning. On Monday the cask was found quite empty, and placed where the owner could easily find it..... November 20th.

1884

* Construction of a two-level Refreshment Room was begun, with an "American Bar" added in the 1890s.

1885

* March - Opening of the Murrumburrah to Young line, branching off six miles west of Harden railway station at Demondrille.

* 20 June, Burrangong Argus:

Small Debts Court

Johnstone v. Spence — Balance due 6s 5d. Mr. O'Donnell for defendant. Plaintiff [Johnstone] is the landlord of the Railway Hotel, Murrumburrah. Defendant [Spence] is the porter in charge of the railway station or platform here. Plaintiff stated that he travelled by train from Young on the night of 14th April last without a ticket, being too late to obtain one at Young before the departure of the train. He occupied a first-class carriage, and was accompanied by Mr. Patrick McGlone (in the employ of McSharry and Co.). On the arrival of the train at Murrumburrah plaintiff was the first passenger to alight on the platform, and defendant, who opened the carriage door for him, demanded his ticket. Plaintiff said he had no ticket, and handed half-a-sovereign to defendant to take the fare - 3s 7d. McGlone at same time handed defendant 4s to take his fare, he also being unable to get a ticket at Young. Defendant being in a hurry to attend the passengers and get the train away, did not tender the change to either plaintiff or McGlone, and the night being wet they left the platform without it.

On the following morning Mr. McGlone applied to the defendant for a ticket to Cootamundra, and defendant recognised him, gave him 5d change, remarking at the same time that he had Johnston's change ready for him. Johnston, however, did not apply for his change till about three weeks since, when defendant had refused to give his little boy a parcel, on which there was 6d to pay, without the money. Plaintiff then demanded his change 6s 5d, but defendant denied owing it, and not only so, but actually applied to plaintiff for his fare, saying that he had travelled without a ticket and owed 3s 7d, and if at not once paid would report the matter to the traffic manager.

Mr. P. McGlone corroborated plaintiff's case, by stating that the defendant had told him on the 15th April that he (defendant) owed Johnston change of half-a-sovereign received the previous night. Defendant swore that he did not receive any money from plaintiff on the night in question. The Bench gave plaintiff a verdict for the amount claimed 6s 5d, finding costs of the court 5s, but declined to allow costs for the witness McGlone.

1889

* Photograph of Harden railway station, looking southeasterly.

Harden railway station, 1889. Source: Wikipedia.

1890

* Map of Murrumburrah and Harden, showing the original route of the railway line, comprising a 45 degree angle bend from the Harden railway station to the north, over slightly falling ground to the south towards Murrumburrah railway station, via a 250 ft long wooden bridge over Merrimboola / Currawong creek.

Murrumburrah and Harden, 1890.

1891

* 28 August - In a collision between a trolly and a train near the bridge between Murrumburrah and Demondrille, Inspector Thomas Cornthwaite and a Mr. Jones were killed. Subsequent investigations and an inquest were held.

* 12 September - The Murrumburrah Fatality, The Burrangong Argus. A detailed account of the inquest and its findings.

1893

* Small map of Harden and Murrumburrah, showing rail line and stations.

Harden and Murrumburrah, 1893.

1895

* 23 October, The Australian Star, Sydney:

Death in a Train

Murrumburrah, Tuesday. An inquest was held yesterday on the body of an old man named John Allen, who died in the mail train on Saturday night between Murrumburrah and Harden stations. The evidence showed that Allen was a pauper being forwarded to tho Parramatta Asylum from Wagga Wagga. A verdict of death from natural causes was returned.

1900

* Site of Murrumburrah railway station is moved. The extent of this move is unknown. Source: NSWrail.net.

circa 1910

* Photograph of Harden locomotive sheds, no date [circa 1910s], postcard.

Engine Sheds, Harden, circa 1910s, postcard.

Engine Sheds, Harden, circa 1910s.

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

Harden railway station, 1889. Source: Facebook.

1912

* April - Railway Commissioners visit Harden Murrumburrah to assess local needs regarding expansion of track and facilities.

1913

* Barracks and resting place for loco drivers built at Harden railway station. Also a loco turntable around this time.

1914

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

* The railway line from Sydney to Murrumburrah (part of the Main Southern Line) is duplicated progressively between 1914 and 1922. The specific upgrade at Harden railway station (formerly Murrumburrah) was completed in 1914, with further sections up to Demondrille finalized by 1922.

1918

* 8 May, Australian Town and Country Journal, Sydney:

TRAINS AND TRAMS.

Report of the Commissioners. .... The report of the Railway Commissioners for the quarter ended March 31 was issued last week. The Commissioners report the permanent way, bridges, buildings, etc., to be in good order. Good progress has been made with the duplication and deviation works, one mile 50 chains of duplication, between Harden and Murrumburrah, having been opened for traffic.

* A four-arches viaduct is built for the Sydney to Melbourne railway line duplication over Currawong Creek at Murrumburrah. Its opening is reported in May.

Currawong Creek, Murrumburrah railway viaduct. Source: Facebook.

In association with this construction work, the original 1878 wooden bridge was demolished and a new route for the line is selected. This began at Harden railway station and followed a route skirting the present-day Murrumburrah Showground before curving around through a cutting and across embankments on either side of the viaduct to connect up with the original line near the Murrumburrah railway station. The old line had taken a route through the showground and northern side of Roberts Park (illustrated above). The new route had less of a slope and facilitated run-up in order to assist with the difficult slope leading to Demondrille.

1926

* 272 people employed by the railways at Harden.

Harden rail yard, looking north, circa 1930s.

1928

* 9 July, The Gundagai Independent:

MURRUMBURRAH

Mr. Charlie Armstrong, guard, residing at Harden, was on a special wheat train, known as 66B, and whilst shunting at Conibaning last week, got caught between two trucks whilst attending to the automatic coupling. His left arm. was crushed at the elbow; The train crew brought him on. At Stockinbingal, first aid was rendered by Ganger H. Murphy and Fettler A. Meehan, both of whom are certificated ambulance men. They made the guard as comfortable as possible, and he was then brought on to Harden, and afterwards to the Young District Hospital for an' X-ray. The bones seemed to have been crushed at the elbow. Mr. Armstrong is a married man.

1930

* February - Murrumburrah flooding inundates the railway line in two places and nearly reaches the top of the Currawong Creek four-arched viaduct. Source: Oakley & Jones 2020, Section 6.6.7.

circa 1930

* Murrumburrah railway station from platform 2 (photograph) looking south.

Murrumburrah railway station, circa 1930. Source: Wikipedia.

1938

* 15 December - photograph of the 3609 Cootamundra day train at Harden railway station, taken by W.R.B. Johnson. Source: Facebook. Illustrated at top of article. Travelling "up" to Sydney.

1944

* 20 September, Singleton Argus:

ENGINE AND TENDER LEAVE RAILS MISHAP AT MURRUMBURRAH

A 226-ton engine [P-57] and tender left the rails at Murrumburrah on Monday [18 September], ploughed up the track for 100 yards, and stopped on a bridge with a heavy steel girder preventing it from toppling 30ft. below. Six goods trucks of the train were derailed, and some of the wheels of five other trucks got on the permanent way. The train crew escaped injury, although they were shaken. The fire man of the engine jumped from the cabin and injured a shoulder.

Murrumburrah is between Harden and Cootamundra, on the Albury - Sydney line, and to enable trains to get through, one track was cleared by relief gangs. There was only a short delay to trains between Albury and Sydney. Railway officials said that had the engine continued for another five yards it would have crashed to the bottom of the viaduct.

* 21 September, Thursday, Murrumburrah Signal and County of Harden Advocate:

Derailed Goods Train Ploughs Line

Prompt action of railway officer averts further disaster

After ploughing up the permanent way for about 100 yards and damaging the platform at Murrumburrah railway station on Monday, a P-57 engine and tender weighing about 200 tons, with a thousand ton load behind it, came to rest on the subway viaduct near the station, and only a miracle saved it from falling 20 feet to the roadway below. Nine trucks, loaded with potatoes, tinned fruits and other produce were derailed and the goods strewn on the line. Some of the trucks swung sideways and fouled the down line, dislocating the train service for some hours. At the point where the accident happened a gang of men were busily engaged re-sleepering the line, and they had to jump for their lives when the goods train bore down on them. Sleepers were smashed to matchwood and the heavy steel rails were badly bent and buckled by the heavy load.

The goods train was in charge of Mr Beer (driver), Mr Gorman (fireman), and Mr Phillips (guard) all of Goulburn. As the train jolted along the platform and appeared almost certain to plunge over the viaduct to the road below, Mr Gorman leaped from the engine to save himself, but driver Beer and guard Phillips stuck to their post and brought the train to a standstill on the viaduct. The steel railing on the viaduct was hit by the engine and knocked six inches out of place, and the rails were buckled for several hundred yards ahead of the train. The train crew got a severe buffeting, and suffered from shock, necessitating them going off duty for a few days.

Quick thinking by Mr Sid Wilkinson, Goods Shed officer, who was in charge during the temporary absence of Stationmaster Longmore, brought about a great save from further destruction. Immediately he saw what was happening, he contacted Harden South signal box and inquired if there were any trains due out of Harden. He was told that a goods train was already half-way to Murrumburrah. He endeavoured to put the signals against the oncoming train, but to his dismay found the interlocking signal system had been broken by the derailment. He rushed out of the signal box and sent a messenger 'post haste' along the line with a red flag to stop the oncoming train, which eventually pulled up about 30 yards from the derailed train. By this action, Mr Wilkinson saved a big smash, as the trains increase their speed approaching Murrumburrah, to climb the hill into Demondrille.

The breakdown gang from Harden was soon on the spot, but it was seen that the job of righting the engine and tender was too big, so a larger crane was requisitioned from Eveleigh, and arrived late on Monday night. It took all day Tuesday to get the engine and tender back on the rails. The work of getting the trucks back on the road was carried out by the Harden gang.

A sensation was caused on Tuesday morning when the tender was being detached from the engine. An oxy-welding plant was brought into play to break the coupling and when it broke the tender lurched dangerously to the side of the viaduct and for a moment it was thought it would go over. The railway staff is to be complimented upon the efficiency shown in such a predicament, and the down line was ready for use a few hours after the derailment. Luckily the train was not a passenger one and no one was seriously injured.

1946

* 29 May, Daily Advertiser, Wagga Wagga:

Murrumburrah

Charles Howell, railway employee, when seeing a friend off at Harden railway station on Friday night, slipped and fell under the moving train. The fireman noticed the accident and immediately stopped the train, which was delayed 30 minutes to jack the carriage up, Howell remained conscious throughout and smoked his pipe. A doctor was in attendance until the patient was removed by ambulance to the hospital when his leg was amputated at the hip. Mr. Howell had only six weeks to go until his retirement from the service. Latest reports are that he is doing well.

1950

* 18 April - A frail 68 year old farmer Ernest William Handcock died of a heart attack whilst on a train near Harden. He had been to see a doctor in Sydney and was returning home to Merriwar.

1957

* Harden's Railway Refreshment Room closes.

c.1960

A photograph featuring engine 2532 (Beyer Peacock & Co., Manchester, circa 1884) is known, possibly from 1960, the year in which the engine was withdrawn.

Engine 2533 passenger train at Harden railway station, c.1960.

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.

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References

Buckley, Phillip, Hardly Known - Harden Railway Station, Facebook, 22 March 2026.

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

Demondrille Junction railway ruins and signal box, New South Wales Government State Heritage Inventory, accessed 26 May 2026.

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.

Lucas, Theo, Murrumburrah to Young railway history and decline, Facebook, 23 January 2023.

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

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

Oakley, Ben and Rhys Hardwick Jones, Murrumburrah Flood Study, WMAwater for Hilltops Council, November 2020, 150p.

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, A. and R. Amos, Wikipedia, accessed 27 May 2026.

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

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

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Last updated: 28 May 2026

Michael Organ, Australia

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