If you wander along the John Street heritage precinct, you will come across a quaint monument with a large wagon wheel reminding you of when the horse was king on the Yerranderie Road.
The Camden Teamster’s Memorial is on John Street, Camden. The memorial is between Macaria, a Victorian gentleman’s townhouse, and Tiffins Cottage, an early Victorian cottage. (I Willis 2023)
Before, motorised transport teams of between 13 and 16 horses pulled wagons along the Yerranderie Road that were no more than a goat track in places, up and down steep inclines, through bushfires, floods and droughts.
The Teamsters Memorial, an item of public art, is a tribute to the memory of these horses, the men who worked with them, and the district’s industrial and mining heritage.
Australian Town & Country Journal 30 August 1911
What was a teamster?
These hard-bitten characters could handle a team of up to 16 horses pulling a wagon loaded with up to 15 tons of ore.
Wikipedia defines a teamster as someone who drives a team, usually of oxen, horses, or mules, pulling a wagon in Australia, sometimes called a bullocky. In 1912, the term carrier was used to describe the teamster.
These men, and they were only men, were skilled horsemen with a tough, dangerous job. Teamsters were out in all weather, working dawn to dusk, and some died on the job.
Photograph from The Australasian Journal (Melbourne) published 1 October 1932.
The Camden teamsters carried ore from the Yerranderie Myall gold & silver fields to the Camden railhead between 1900 and 1925.
At its height, Yerranderie had a population of around 3000 people, with 16 mines extracting silver and lesser amounts of gold and lead. Between 1900 and 1926, over £2 million of silver was extracted from the Yerranderie fields.
Royalty on the Yerranderie Road
In the early days of mining operations, the teamsters were at the height of their reign. They were the royalty of the district and commanded their authority over the mine owners at Yerranderie. Without their services to cart ore from Yerranderie to the Camden railhead, mining operations at Yerranderie stopped.
The teamster would load his wagon at Yerranderie, unload at the top of the Bluff (at Nattai) and go back for another load. On his return to the Bluff, he would reload the remainder and head to the Camden railhead. This process would take about five days.
One of the information boards on the side of the memorial (I Willis 2023)
The horse teams
The horse teams would be between 13 and 16 horses carting a flat-top wagon with a load of 13 to 16 tons of ore.
In 1908, there were 54 horse teams on the Yerranderie Road carting to the Camden railhead.
Bennetts of St Marys NSW built a common flat-top wagon type used by the teamsters.
The going rate for carting ore was £2/ton. (1908) The rate varied little across the years the Yerranderie fields were operational.
The high cost of cartage meant that only the highest grade ore could be sent for refining at Sulphide Corporation at Cockle Creek on Lake Macquarie via the Camden railhead.
Lower-grade ore remained at the Yerranderie mines as waste. Partial treatment of the ore was tried with varying success.
One of the information boards on the side of the memorial (I Willis, 2023)
There was a serious attempt by the mine owners to bypass the stranglehold of the teamsters from 1906. The mine owners tried to have the state government build a light tramway to the top of the Bluff and, at one stage, from Thirlmere to Yerranderie (1910). The NSW Government was never really interested in any of these proposals.
In 1904, the idea of using camels to cart ore was floated. The idea did not last long.
The authority of the teamsters started to wane in the pre-war years, and there were moves to unionise and fix cartage rates by the Australian Carrier’s Union (1913)
Others plying the Yerranderie Road
The Yerranderie teamsters were not the only ones plying the Yerranderie Road.
There was a daily mail coach that ran between Camden and Yerranderie. The passenger fare was 12/6 one-way from Yerranderie to Camden (1908), which had come down from a height of 30 shillings.
Camden News, 9 November 1911
Bullock teams occasionally appeared on the Yerranderie Road, carting cedar logs extracted from the Kowmung area of the Blue Mountains (1911).
Bullock team on the Yerranderie Road coming up The Bluff carrying bales of wool (Facebook)
A local ecology
The teamsters and the horse teams supported a local ecology of farmers growing hay, blacksmiths at The Oaks and Camden, breeding horses, wheelwrights, wagon makers, and many others.
The memorial
The memorial has a rear wagon wheel, a front axle and two hubs. These are mounted on a steel frame set in a concrete base. The wheels are timber construction with a steel rim. There are three metal information boards.
Construction was completed by Eric Henderson of Ungarie, formerly a teamster who worked for Cook & Co.
The memorial was opened in 1977 by 95-year-old Mrs Jean McCubbin, the widow of a former teamster.
The opening of the Teamster’s Memorial in 1977. (Camden News 24 April 1977)
The memorial plaque commemorating the opening in 1977 (I Willis 2023)
The memorial was restored in 1995 and 2003.
Wheelwright Neil Johnston working on the wagon wheel from the memorial in the 2003 restoration project. (CHS)
The mythology of the horse team
The memorial is a wonderful, evocative reminder of times in the district when the horse was king.
A teamster and horse team on the ascent out of Burragorang Valley on the Yerranderie Road. The horse team is pulling a loaded flat-top wagon with silver ore. At the rear of the horse team is a passenger coach. (early 20th century, WHC&M)
Updated 29 December 2023. Originally posted on 21 December 2023 as ‘Camden Teamsters Memorial, when the horse was king on the Yerranderie Road’.
In July 1923, the first sod was turned at North Sydney, marking the commencement of the construction of the Sydney Harbour Bridge.
The crowd at the turning of the first sod for the construction of the Sydney Harbour Bridge in North Sydney in 1922 (SRNSW)
When construction started after the speeches and ceremonies, there was the destruction of over 500 houses in the North Sydney area. Neighbourhoods in Waverton and Milsons Point were destroyed.
Harold Cazneaux ‘The Old and the New’ 1920s NGA. This image shows some of the destruction of the houses necessary for the bridge’s construction.
Commissioning the bridge
When the bridge was commissioned in the early 1920s, it was the largest construction project ever undertaken in Australia. It was a bold concept and design and captured the Sydney imagination. It joined two parts of the emerging city and crossed the picturesque Port Jackson waterway.
The Sydney Harbour Bridge at night in 1961 (SRNSW)
Historian Peter Spearritt’s The Sydney Harbour Bridge A Lifestates that the idea of linking Dawes Point with the North Shore was first proposed in 1815 by ex-convict and government architect Francis Greenway. The first bridge sketch appeared in 1857 when the NSW Commissioner of Roads and Bridges, WC Bennett, proposed a pontoon. Other ideas included a tunnel under the harbour. Meanwhile, ferries plied between both sides of the harbour carrying millions of passengers yearly.
JE Bradfield
In the 1890s, a Sydney University-educated Queenslander joined the NSW Department of Public Works. He was engineer JE Bradfield. He was an enthusiastic bridge supporter and profoundly impacted the bridge story and the Sydney transport system.
Linking Sydney and North Sydney became political in the 1880s. Between 1880 and 1909, it was the subject of two Royal Commissions and advisory board reports.
JE Bradfield c1920s HC Krullti (NLA-136648686-1)
Bradfield put his first proposal for a Sydney Harbour Bridge in 1909. After a study trip to North America and England, his ideas were incorporated into the 1922 enabling legislation, theSydney Harbour Bridge Act1922 (NSW), passed by the New South Wales parliament.
In 1922 tenders were invited for both an arch and a cantilever-designed bridge, with English engineering firm Dorman, Long and Co winning the tender for their arch design. The bridge was to cost over £4 million.
Before construction began, hundreds of houses and businesses were demolished. Tenants were evicted while landlords received compensation. Construction started in 1923, and excavations began in 1925.
Nation-building project
There was great public interest during the construction of this nation-building project, with daily updates in the Sydney press and further afield. The construction of the Sydney Harbour Bridge was the great engineering wonder of its day.
The Sydney Harbour Bridge under construction in 1930 (SRNSW)
The two arches, one each from either side of the harbour, grew in height and were visible all over Sydney. The arches were eventually joined in 1930. The bridge deck was completed by the end of the following year.
Bridge Opening
The notoriety of the bridge was assured when Francis De Groot, from the New Guard, stole the moment and cut the ribbon with his sword at the official bridge opening in 1932. Just as NSW Premier Jack Lang was going to cut the ribbon de Groot rode through on a borrowed horse and captured all the glory – for that moment, anyway.
Francis De Goot at the opening 1932 newspaper clipping (Pylon Lookout)
Postage stamp, Australia, 1932 – Sydney Harbour Bridge (Australia Post)
At the time and later, the bridge was celebrated in song, poetry, stories, novels, postcards, paintings, photography, cartoons, commemorative booklets, biscuit tins, jigsaws, teapots, coffee cups, salt & pepper shakers, calendars, tea towels, cake icing, construction kits, pamphlets, brochures, newspaper supplements and even a bottle stopper.
The cover of the Pan Giant edition (1960) of Dymphana Cusack and Florence James’s romantic novel Come in Spinner (DoS)
The bridge story was recorded by photographers Harold Cazneaux, Henri Mallard and Frank Hurley, while artists Grace Cossington, Ure Smith, and Margaret Preston put a different slant on the story.
Harold Cazneaux – Arch of Steel 1947 (NGA)
Pylon Lookout
Bridge visitors could go up the Pylon Lookout from 1934. A 1950 advertisement proclaimed:
See Sydney from the Harbour Bridge Pylon Lookout. The highlight of a trip to Sydney is your visit to the Pylon Lookout. The Pylon Lookout has dozens of attractions to interest youngsters, school-children, youths and adults. Among the many features are…unusual souvenirs…See ’The Magic Picture’ – only one in the world – amusing, historical… Open every day 9.30am to 6pm.
The pylon lookout has been marked on this image by Lorenze Rychner (2018)
Few visitors realize the bridge can be crossed on foot in about 20 minutes and that the southeastern pylon is open to the public, rewarding a fairly short climb up a flight of stairs with wonderful, 360-degree views from a viewing platform. I’ve taken many visitors up there, and nobody has yet been less than enthralled.
Once inside the pylon, whether on the way up or down, one can study the fascinating displays showing how and when the bridge was constructed, what life was like for those who built it and what impact the bridge had on life in Sydney.
One of the crazy brave, and illegal activities taken up by young, energetic Sydneysiders as a rite of passage was to climb the bridge at night in the 1960s and 1970s. After scaling the man-proof fence and climbing up the inside on one of the girders, the young adventurers could walk up and along the top of the bridge arch. The result was a magnificent view of the Sydney night-time city skyline. Eventually, the BridgeClimb was opened in 1998, and everyone could legally take in the views.
Specs
One of the most unusual things linked to the harbour bridge is the official unit of measurement – one Sydharb. It is used to measure volume and is equivalent to 500 gigalitres and is the volume of water in Sydney Harbour.
An aerial view of Sydney Harbour with the bridge in 2009 (Wikimedia)
And just for the pedants and the record, the bridge was opened in 1932. It contains 6 million hand-driven rivets. The bridge toll was 6d. for a car, and for a horse and rider 3d.
The bridge is the world’s longest steel arch bridge. It is 1149 metres long, height 141 metres, width 49 metres, 134 metres above sea level and 16 men died during its construction. It took 272,000 litres of paint to give the bridge its first three coats, and the four pylons are only for decoration. (australia.gov.au)
Watch a video on the Sydney Harbour Bridge.
Made by the Cinema Branch 1933. Directed by Lyn T Maplestone. Officially opened on 19 March 1932, the Sydney Harbour Bridge was a massive engineering undertaking that transformed the city. This short film documents the construction of one of the world’s great landmarks in its various stages. It provides a fascinating glimpse of life around Sydney Harbour and Circular Quay in the twenties and thirties. The Cinema Branch regularly filmed events of special interest to the nation. There were at least 3 different films on the progress of the bridge. Sydney’s Harbour Bridge was filmed over several years and edited to celebrate the opening.
Video on the construction of the Sydney Harbour Bridge
Produced by the Sydney Division of the Institution of Engineers Australia on the 75th Anniversary of the Sydney Harbour Bridge (2007) Production by the Audio Visual Unit, UNSW.
Iconic status
The bridge has achieved iconic status and has transcended from being a symbol of Australian nationalism in the 1930s to a Sydney and Australian brand instantly recognisable the world over.
It is hard to imagine now, but in days gone by, the township of Camden was the centre of a large district. The Camden district became the centre of people’s daily lives for over a century and the basis of their sense of place and community identity.
Map of the Camden district in 1939 showing the extent of the area with Camden in the east. The silver mining centre of Yerranderie is in the west. (I Willis, 1996)
The Camden district ran from the Main Southern Railway around the estate village of Menangle into the gorges of the Burragorang Valley in the west. The southern boundary was the Razorback Ridge, and in the north, it faded out at Bringelly and Leppington.
The district grew to about 1200 square kilometres with a population of more than 5000 by the 1930s through farming and mining. Farming started with cereal cropping and sheep, which turned to dairying and mixed farming by the end of the 19th century. Silver mining started in the late 1890s in the Burragorang Valley, and coal mining from the 1930s.
Burragorang Valley (Sydneywater)
The district was centred on Camden, and there were several villages, including Cobbitty, Narellan, The Oaks, Oakdale, Yerranderie, Mt Hunter, Orangeville and Bringelly. The region comprised four local government areas – Camden Municipal Council, Wollondilly Shire Council, the southern end of Nepean Shire and the south-western edge of Campbelltown Municipality.
Cows and more
Before the Camden district was even an idea, the area was the home of ancient Aboriginal culture based on Dreamtime stories. The land of the Dharawal, Gundangara and the Dharug.
The Europeans turned up in their sailing ships. They brought new technologies, new ideas and new ways of doing things. The First Fleet cows did not think much of their new home in Sydney. They escaped and found heaven on the Indigenous-managed pastures of the Nepean River floodplain.
Map of Cowpastures SMH 13 August 1932
On discovering the cows, an inquisitive Governor Hunter visited the area and called it the Cow Pasture Plains. The Europeans seized the territory, allocated land grants, and displaced the Indigenous occupants. They created new land in their own vision of the world. A countryside comprised of large pseudo-English-style estates, an English-style common called The Cowpasture Reserve and English government men to work it called convicts. The foundations of the Camden district were set.
A river
The Nepean River was at the centre of the Cowpastures and the gatekeeper for the wild cattle. The Nepean River, which has an Aboriginal name of Yandha, was named by Governor Arthur Phillip in 1789 in honour of Evan Nepean, a British politician.
The Nepean River rises in the ancient sandstone country west of the Illawarra Escarpment and Mittagong Range around Robertson. The shallow V-shaped valleys were ideal locations for the Upper Nepean Scheme dams built on the tributaries to the Nepean, the Cordeaux, Avon, and Cataract.
View upon the Nepean River, at the Cow Pastures New South Wales Drawn and engraved by Joseph Lycett from his Views of Australia 1824-1825 (SLV)
The river’s catchment drains northerly and cuts through deep gorges in the Douglas Park area. It then emerges out of the sandstone country and onto the floodplain around the village of Menangle. The river continues in a northerly direction downstream to Camden, then Cobbitty, before re-entering the sandstone gorge country around Bents Basin, west of Bringelly.
The river floodplain and the surrounding hills provided ideal conditions for the woodland of ironbarks, grey box, wattles and a ground cover of native grasses and herbs. The woodland ecology loved the clays of Wianamatta shales that are generally away from the floodplain.
The ever-changing mood of the river has shaped the local landscape. People forget that the river could be an angry, raging, flooded torrent on a destructive course. Flooding shaped the settlement pattern in the eastern part of the district.
The RAAF Base Camden was located on the Nepean River floodplain. One of the hazards was flooding, as shown here in 1943. The town of Camden is shown on the far side of the flooded river. (Camden Museum)
A village is born
The river ford at the Nepean River crossing provided the location of the new village of Camden established by the Macarthur brothers, James and William. They planned the settlement on their estate of Camden Park in the 1830s and sold the first township lots in 1840. The village became the transport node for the district and developed into the area’s leading commercial and financial centre.
Vista of St. Johns Church from the Nepean River Floodplain 1910 Postcard (Camden Images)
Rural activity was concentrated in the new village of Camden. There were weekly livestock auctions, the annual agricultural show and the provision of a wide range of services. The town was the centre of law enforcement, health, education, communications and other services.
The voluntary community sector started under the direction of mentor James Macarthur. His family also determined the moral tone of the village by sponsoring local churches and endowing the villagers with parkland.
Camden’s Macarthur Park was endowed to the residents of Camden by Sibella Macarthur Onslow in the early 20th century (I Willis, 2016)
Manufacturing had a presence with a milk factory, a timber mill and a tweed mill on Edward Street that burnt down. Bakers and general merchants had customers as far away as the Burragorang Valley, Picton and Leppington, and the town was the publishing centre for weekly newspapers.
Macarthur Bridge View from Nepean River Floodplain 2015 IWillis
The Hume Highway, formerly the Great South Road, ran through the town from the 1920s and brought the outside forces of modernism, consumerism, motoring, movies and the new-fangled-flying machines to the airfield. This reinforced the market town’s centrality as the district’s commercial capital.
Burragorang Valley
In the district’s western extremities, the rugged mountains made up the picturesque Burragorang Valley. Its deep gorges carried the Coxes, Wollondilly and Warragamba Rivers.
The majestic cliffs and Gothic beauty of the Burragorang Valley on the edges of the Wollondilly River in 1910 (WHP)
Access was always difficult from the time that the Europeans discovered its majestic beauty. The Jump Up at Nattai was infamous when Macquarie visited in 1815. The valley became an economic driver of the district, supplying silver and coal hidden in the dark recesses of the gorges. The Gothic landscape attracted tourists who stayed in one of the many guesthouses to sup the valley’s hypnotic beauty.
Guesthouses were very popular with tourists to the Burragorang Valley before the valley was flooded after the construction of Warragamba Dam. Here showing Burragorang Valley House in the 1920s (The Oaks Historical Society)
The outside world was linked to the valley through the Camden railhead and the daily Camden mail coach from the 1890s. Later replaced by a mail car and bus.
Romancing the landscape
The district landscape was romanticised by writers, artists, poets and others over the decades. The area’s Englishness was first recognised in the 1820s. The district was branded as a ‘Little England’ most famously during the 1927 visit of the Duchess of York when she compared the area to her home.
The valley was popular with writers. In the 1950s, one old timer, an original Burragoranger, Claude N Lee, wrote about the valley in ‘An Old-Timer at Burragorang Look-out’. He wrote:
Yes. this is a good lookout. mate,
What memories it recalls …
For all those miles of water.
Sure he doesn’t care a damn;
He sees the same old valley still,
Through eyes now moist and dim
The lovely fertile valley
That, for years, was home to him.
St Johns Church at the top of John Street overlooking the village of Camden around 1895 C Kerry (Camden Images)
By the 1980s, the Sydney urban octopus had started to strangle the country town and some yearned for the old days. They created a country town idyll. In 2007 local singer song-writer Jessie Fairweather penned ‘Still My Country Home’. She wrote:
When I wake up,
I find myself at ease,
As I walk outside I hear the birds,
They’re singing in the trees.
Any then maybe
Just another day
But to me I can’t have it any other way,
Cause no matter when I roam
I know that Camden’s still my country home.
The end of a district and the birth of a region
The seeds of the destruction of the Camden district were laid as early as the 1940s with the decision to flood the valley with the construction of the Warragamba Dam. The Camden railhead was closed in the early 1960s, and the Hume Highway moved out of the town centre in the early 1970s.
Macarthur Regional Tourist Promotion by Camden and Campbelltown Councils
A new regionalism was born in the late 1940s with the creation of the federal electorate of Macarthur, then strengthened by a new regional weekly newspaper, The Macarthur Advertiser, in the 1950s. The government-sponsored and ill-fated Macarthur Growth Centre of the early 1970s aided regional growth and heralded the arrival of Sydney’s rural-urban fringe.
Today Macarthur regionalism is entrenched with government and business branding in an area defined by the Camden, Campbelltown and Wollondilly Local Government Areas. The Camden district has become a distant memory, with remnants dotting the landscape and reminding us of the past.
In the mid-19th century, a prominent member of the country gentry from Camden district was directly connected to the first railway in New South Wales. The identity was TC Barker from Maryland at Bringelly and one of the founding directors of the Sydney Railway Company.
One of the Sydney Railway Company directors was Thomas Barker, who established Maryland at Bringelly in the 1850s. He developed the farm Maryland as a Sydney gentleman’s country retreat and started building his hilltop homestead in 1854. Barker was a skilled engineer and millwright and built a large windmill at Darlinghurst in 1826. He had extensive landholdings in the Yass District, on the Goulburn Plains and along the Murrumbidgee, and our local area in the Cowpastures. A successful Sydney businessman and philanthropist, he was one of the earliest promoters of railways in New South Wales. He paid for the survey between Sydney and Goulburn and several other colonial gentlemen.
Another company director was Charles Cowper, a New South Wales politician who owned Wivenhoe. Cowper was the railway manager but quit when the NSW colonial government appointed the attorney-general as company president. The company ran into financial issues with cost overruns as the price of land rose during the gold rush. The government extended a loan to the company £150,000 and appointed three additional directors. Cowper returned to politics and convinced the government to take over the floundering project, which it did in 1854. The company had the honour of being the first railway company nationalised in the British Empire. Cost overruns meant that the 1849 estimate of £2,348 a mile eventually blew out to over £40,000 a mile. (Birch 1957)
A forgotten anniversary of Sydney’s Central Railway Station
26 September 1855
On 26 September 1855, the first train left the Sydney terminus, a ‘tin shed’, with great pomp and ceremony and thus began the great railways of New South Wales. The ‘tin shed’ railway terminus was replaced by two further railway station buildings, one opened in 1874 and the current imposing Victorian edifice of brick and sandstone in 1906.
The current 1906 Central Railway Station is the third station on the site. It is a grand Victorian structure in the tradition of British railway stations demonstrating to the world the importance of rail travel in New South Wales at the beginning of the 20th century.
A marvellous day goes down in history
The colonial newspaper, the Sydney Morning Herald, reported on the 1855 railway opening in glowing terms as a marvel. The Herald reporter maintained that it demonstrated how the colony of New South Wales could match the rest of the world with a magnificent achievement only a decade after convict transportation had been abolished. The newspaper report started this way:
The event yesterday was the triumph, not only of science over natural difficulties, but of the spirit of enlightenment and civilisation over prejudice and worldly mindedness.The great agent of civilization, the best and most effective servant progress, has been retained by the antipodean colonies of Australia within the same quarter century in which he became the liveried civilized vassal Europe. We have established a railway in this colony – we have achieved the great distinction which ranks us with those country who live and progress under impulses which modern science has seemed to indicate will work out the destinies of our race. (SMH, 27 September 1855)
The importance of the event to New South Wales cannot be underestimated only 32 years after the world’s first public railway. The Stockton and Darlington Railway was the first public railway to use steam locomotives and take passengers. The line opened in 1823 and eventually closed in 1863.
The remains of the first Sydney railway station in 1871. The platform on the RHS later became the George Street Platform (No 11) (SARNSW)
Tin Shed
The original site of the 1855 ‘tin shed’ station was in ‘Cleveland Paddock’ located between Cleveland and Devonshire Streets and known as Redfern Station as it was near Redfern. The present Redfern station was officially called Eveleigh, yet the name Redfern Station for the Sydney Terminal stuck for both the first and second ‘Sydney’ stations. It was indeed a ‘tin shed’ – a corrugated iron shed with a 30m long single wooden platform and was the terminus for the line for passengers from Parramatta. (Upton 2013)
According to Sydney Trains, the 1855 terminus was south of the present Central Railway Station, on the south side of the Devonshire Street tunnel. The oldest surviving structure from this period on the New South Wales rail system is the ‘overbridge’ running under Railway Square to Darling Harbour. Last used as a railway in 1984, it is now known as the Goods Line and is part of Sydney’s urban walkways and an extension of the existing Devonshire Street pedestrian tunnel.
21-gun salute
At the official opening, the Governor’s Vice-Regal train left the Sydney terminus at 11.20 am to a 21-gun salute and great cheers from the crowd. Over 3,500 passengers travelled on the train service between Sydney and Parramatta Junction at Granville on the first day, with intermediate stations at Newtown, Ashfield, Burwood and Homebush. Trains left the Sydney terminal at 9, 11, 12, 1, 4.45, and 5 and departed from Parramatta Junction at 10 am and 2, 3, 4 and 5.30 in the afternoon. (Birch 1957)
The journey of 14 miles took around 50 minutes, and first-class tickets cost 4/-, Second 3/-, and Third 2/-.
According to State Archives and Records, in the first full year of operation, the rail service was used by over 350,000 passengers.
Toing and froing on rail gauge
The rail gauge used in the project determined the future of railways in New South Wales for the next 150 years. The Sydney Railway Company initially hired Irish-born engineer FW Shields who favoured 5 ft 6 in. Still, in 1850 he persuaded the colonial government to change to the Irish national gauge 5 ft 3 ins, which the British Government agreed to in 1851. Shields quit after a dispute in 1850, and Scottish engineer J Wallace was appointed. Wallace preferred the British Standard Gauge for 4 ft 8½ ins, and in 1853 orders were forwarded to Great Britain for rolling stock, locomotives and rails on the British Standard Gauge. The rail gauge has remained the same ever since.
Locomotive No 1
New South Wales Government Locomotive No 1 on display at the Powerhouse Museum, Sydney. (Wikimedia/Hpeterswald 2012)
One of the locomotives ordered from Great Britain in 1853 was Locomotive No 1, which is on display at the Powerhouse Museum in Ultimo. According to the Powerhouse Museum, the locomotive was built in.
England by Robert Stephenson & Co., Newcastle-on-Tyne, designed by J. E. McConnell of the London and North-Western Railway Company, and is a very rare survivor of a McConnell goods express locomotive of the early 1850s.
maas.museum/event/locomotive-no-1/#:~:text=Plan Your Experience-,Locomotive No.,Sydney to Parramatta in 1863.
The locomotive arrived with four others in January 1855 and worked the line for 22 years. It was withdrawn from service in 1877, hauling passengers and freight between Sydney, Campbelltown, Penrith and Richmond.
The locomotive is considered extremely rare and the only example of its type worldwide.
Railway fever
New South Wales did not have the first steam railway in Australia; that honour went to the colony of Victoria. According to the National Museum of Australia, Melbourne’s first steam railway line opened on 12 September 1854. and ran between Flinders Street Station to Sandridge, now known as Port Melbourne. It was 2.5 miles (about four-kilometre) long and operated by the Melbourne and Hobson’s Bay Railway Company. A steam engine was made by Melbourne’s Robertson, Martin and Smith Engineering Works and was the first to be produced in the Southern Hemisphere. The line is still used today and is part of Melbourne’s light rail tram services.
The desire for a railway in New South Wales was not new, and promoters, including Thomas Barker, had lobbied for a railway line from Sydney to Goulburn was first proposed in 1846. (SMH, 27 September 1855)
The first sod on the Sydney-Parramatta railway was turned on 3 July 1850 in the Cleveland Paddock by the Hon Mrs Keith Stewart in the ‘presence of his late Excellency Sir Charles Augustus FitzRoy and a large concourse of people’. (SMH, 27 September 1855) The inclement weather with continuous rain was a warning and foreboding of the project’s difficulties over the next five years.
The first section of the railway was constructed between Ashfield and Haslem’s Creek for £10,000. Works included earthworks, fencing and bridges for a single line and, interestingly, did not include the cost of the rails from the United Kingdom. Progress was slow and ran into problems with labour shortages after the discovery of gold at Bathurst in 1852. The contractor ‘abandoned the contract’ when labour costs escalated, and not even an offer by the colonial government of an increase of 30% in funding was not enough to save the project. (SMH, 27 September 1855)
Ceremony of turning the first turf of the first railway in Australia, by the Hon. Mrs Keith Stewart … [picture] / from an original sketch by John Rae Esqre. Sydney Mail, October 1877. (NLA)
References
Birch, A. (1957). “The Sydney Railway Company, 1848-1855.” Journal and Proceedings of the Royal Australian Historical Society 3: 49-92.
Upton, S. (2013) “Central Railway Station: Through the Lens.”
Updated 5 June 2023; Originally posted 12 August 2022
On the Camden Town Centre edges are two white concrete posts with numbers and letters. What are they, and what do the letters mean?
These white concrete posts are mileposts from when the Hume Highway ran up the centre of Camden along Argyle Street. The letters indicate destinations and the numbers are distance in miles. These items are part of Camden’s engineering heritage.
A concrete milepost on the southern end of the Camden Town Centre on the road verge of the former Hume Highway, now the Old Hume Highway. (I Willis, 2021)
The letters: M is Mittagong, S is Sydney, L is Liverpool, and C is Camden. The distance is a mile: an imperial unit of measure from before the time of metric measurement. The mile here is a statute mile which is 5280 feet or 1.609 km, as opposed to a nautical mile used in air and sea transport and is different.
The English mile
Mileposts dated back to the Roman Empire and were placed alongside the Roman roads. Distances were measured from the city of Rome. The mile originated from the Roman mille passus, or “thousand paces,” which measured 5,000 Roman feet.
The first mileposts along English roads appeared in 1593 and were standardised in England under the reign of Elizabeth I. The English mile was a different length from the Scottish mile and the Irish mile. These measures were not standardised in the British Commonwealth and the US until 1959. (Sydney Morning Herald, 22 August 1935. https://www.britannica.com/science/mile)
In the colony of New South Wales, the first sandstone milestones were located on the Parramatta, Liverpool and South Head Roads from 1816 on the instructions of Governor Macquarie. Milestones provided accurate reference marks along with the expanding public road system for travellers on coaches. (Crofts and Crofts, 2013)
Macquarie Obelisk
In the colonial period, Governor Macquarie’s Obelisk of Distances was erected in 1818 as the official starting point for all distances in NSW. It was located in what was then the centre of Sydney and is now Macquarie Place. The monument was also ‘a symbolic peg’ as the furthest extent of the British Empire in the early 1800s.
Obelisk of Distances in Macquarie Place Sydney was designed by Francis Greenway and built-in 1818 under the orders of Governor Macquarie c1926 (SLNSW)
The placement of milestones in colonial NSW set a precedent. They were placed along the left-hand or southern side of the roadway, with the destination facing Sydney. The posts were meant to be seen by travellers coming from either direction to measure their distance from Sydney for the benefit of stagecoach drivers. They also ensured the driver was on the correct road, as many were bush tracks. (Crofts and Crofts, 2013)
Concrete mileposts
The two concrete mileposts in Camden were part of the road improvements by the NSW Department of Main Roads in 1934.
The decision to implement a programme of mileposting followed the first annual conference of state road authorities in February 1934 held in Melbourne. The meeting decided to adopt uniform national procedures for mileposting and road warning signs for roadworks, among other matters. It was felt that uniformity of services would help interstate travellers. (DMR, 1934)
A concrete milepost on the northern entry to the Camden Town Centre on the roadside verge of the former Hume Highway ran along Argyle Street Camden. (I Willis, 2021)
In 1934 the department allocated £134 to the program in the Sydney area. (DMR, 1934)
The DMR Main Roads magazine stated that
In the days before the advent of the motor vehicle, when travel by road was slow and was done on foot, on horseback, or in horse-drawn carriage, few things gave greater service, or were more eagerly looked for, than the mileposts. (DMR, 1934a)
According to the Department of Main Roads, mileposting before 1934 provided signs that gave directions and the distance of important towns. Mileposts had lost their importance to the traveller because the car speedometer gave ‘progressive mileage’ stated a departmental report. (DMR, 1934a)
Road maintenance
Mileposting in 1934 was implemented with one specific aim.
The purpose of the mileposts now is to provide a convenient system of reference marks along the road for the use of those whose responsibility is to maintain the roads in a proper state. (DMR, 1934a)
The stated purpose was for the milepost to be a reference point along the road to give a precise position for any roadwork needed. Information to travellers was only secondary. (DMR, 1934a)
Mileposting to 1934 had been haphazard, with much work generated at a local level and many gaps. Road maintenance was a secondary consideration, with information for travellers paramount. Much work was ‘incomplete’. Groups of mileposts were only based around important towns, sometimes following main roads and sometimes not. (DMR, 1934a)
The 1934 mileposting project was partly triggered by the 1928 classification of all roads in NSW into state highways, trunk roads and ordinary roads.
The 1928 changes saw The Great Southern Road through Camden renamed the Hume Highway in 1928. The 1929 Razorback Deviation shifted the highway to the east, away from the former Great South Road (now Cawdor Road). (DMR, 1934a)
Different types of mileposts were used in 1934 for different purposes. Concrete posts were used in Sydney and country towns like Camden, and timber posts were used elsewhere.
Specifications and drawings for mileposts as outlined in the Department of Main Roads journal Main Roads (May 1934), where the DMR mileposting project was detailed for all roads in NSW (Main Roads 1934a)
There was a strict protocol for the letters and numbers on the posts, with letters and numbers incised and painted black and distances measured from the post office, sometimes not. Posts were placed on the left-hand side of roadways leading from Sydney or the coast, as they were in colonial times.
Posts were located with a clear view from the roadway of 200 feet with specific instructions on distances from roadways and locations for cuttings and embankments. On bridges, the mileposts were clamped to the handrails.
In mid-1934, the NRMA suggested the mileposts on the different highways should be painted in various colours. (Kiama Reporter and Illawarra Journal, 20 June 1934) The suggestion was not taken up.
One supplier of the concrete mileposts was the Hume Pipe Coy (Aust) Ltd. (Main Roads, August 1938)
Wooden Mileposts
In the Camden area, the Camden Heritage Inventory states there were wooden mileposts along Cawdor Road, formerly The Great South Road. They pre-date the concrete mileposts.
Timber milepost c1927 on the verge of The Great South Road, now Cawdor Road. (2021 I Willis)
In a 2002 survey for the Heritage Inventory, the three Cawdor Road timber mileposts were intact.
The posts were local hardwood cut by a sawmill in Edward Street in the late 1920s and delivered to The Great South Road (Cawdor Road) site by Camden teamster Les Nixon. (NSWSHI)
In a recent search, I could only locate one intact timber milepost in fairly poor condition.
This timber milepost c.1929-1934 is located on the former Hume Highway at South Camden, now Remembrance Drive. This milepost is located on the 1929 Hume Highway Razorback deviation that moved the main road from the Great South Road, now Cawdor Road. (I Willis, 2021)
This timber milepost c.1929-1934 is located on the former Hume Highway at South Camden, now Remembrance Drive. This milepost is not on the Wollondilly Shire Council heritage inventory. The milepost is on the roadside verge adjacent to the Camden Valley Inn. (I Willis, 2021)
References
CROFTS, R. & CROFTS, S. 2013. Discovering Australia’s Historical Milemarkers and Boundary Stones, Sydney, Roberts and Sandra Crofts.
DMR 1934. Department of Main Roads Ninth Annual Report for the year ending 30th June 1934. Sydney: NSW Legislative Assembly.
DMR 1934a. The Mileposting on Main Roads. Main Roads, 5.
Updated on 15 August 2023. Originally posted on 13 November 2021 as ‘Capturing the distance of the past’.
Walking over the Cowpastures bridge, you have a vista of the tranquil water of the Nepean River impounded behind the Camden weir. The tranquillity belies the raging torrent that can cover the bridge at flood times.
Plaque located in the Rotary Cowpasture Reserve in Argyle Street Camden adjacent to the Cowpasture Bridge commemorating the opening of the reconstructed bridge after the 1975 flood (I Willis 2021)
On the bridge’s western end is a small park where a plaque celebrates the 1976 reconstruction of the bridge. A flood had turned the timber bridge deck into a twisted mess twelve months earlier.
The plaque states:
Cowpasture Bridge
Originally opened in 1901 this bridge was extensively damaged by flood in June 1975.
Following repair it was re-opened by The Hon J JC Bruxner MLA, Minister for Transport and Highways, 9th April 1976.
Ald RB Ferguson, Mayor. Camden Municipal Council.
REA Rofe Esq. MLA, Member for State Electorate of Nepean.
AF Schmidt Esq., Commissioner for Main Roads, New South Wales.
Plaque, Argyle Street, Camden.
The twisted Cowpasture bridge timber deck after the 1975 flood closed access across the river for many months. (Camden Images)
Choke-point
The low-level Cowpasture bridge is a pinch point for moving goods and people across the river. Its closure at flood times has created a choke-point that disrupts daily life. Other low-level bridges in the local area at Menangle, Cobbitty, and Macquarie Grove Road have suffered the same problem.
The eastern approach to the Cowpastures Bridge on Camden Valley Way with signage for the Cowpasture Bridge in the early morning (I Willis, 2017)
The access issue was only solved with the opening of the high-level Macarthur Bridge in 1973. The bridge is an essential example of Camden’s engineering heritage and was built as part of the local region’s NSW Askin Governments New Cities structure plan.
Economic importance of access
Access to the southern side of the Nepean River has been an issue since European settlement and the discovery of Wild Cattle in 1795. Governor Hunter named the Cowpastures in 1796, and it became a restricted reserve in 1803 to stop cattle poaching.
The issue of access across the river was illustrated in 1810 when a party led by Governor Macquarie visited the area. Macquarie wrote in his journal on 16 November 1810:
There being very little Water in the River at this time, we crossed it at the usual Ford in our Carriage with great ease and safety.
A bridge at last – ‘a paltry affair’
As the colonial frontier moved beyond the Cowpastures, there was increased traffic across the Nepean River, sometimes reported as the Cowpastures River. (SMH, 2 October 1861). The frontier conflicts between Europeans and Indigenous people calmed on the Cowpastures after the 1816 massacre. (Karskens, 2015) The process of settler colonialism and its insatiable appetite for territory increased traffic through the Cowpastures in the 1820s.
The river crossing required a more permanent solution for the increased traffic along the Great South Road. The first Cowpasture bridge was built in 1826, and then new bridges followed in 1861, 1900 and 1976. Each tried to solve the same access problem (SMH, 2 October 1861).
This sketch of the 1826 Cowpasture Bridge was attributed to Thomas Wore of Harrington Grove in 1842. St John’s Church is on the hill consecrated in 1849. Historic Sketch Discovered: Camden Village in 1842, The Sydney Morning Herald, Saturday, 10 June 1933, p.9 (illustrated is a previously unpublished sketch of an almost identical drawing to (Cowpastures) Bridge & Village of Camden.) http://trove.nla.gov.au/ndp/del/page/1151602
A low-level bridge was first raised in 1823 when Surveyor-General John Oxley of Kirkham objected to a bridge at Bird’s Eye Corner river crossing (Menangle). The final decision was to build a crossing halfway between the Belgenny Crossing and Oxley’s Macquarie Grove. (Villy, 62-63)
Work began on the low-level Cowpasture bridge in 1824 and finished in 1826. Construction was supervised by convict Samuel Wainwright and built below the crown of the riverbank. There was no shortage of sceptics, and a band of local ‘gentlemen’ thought the bridge would collapse in the 1826 flood. (Villy, 62-63) They were wrong.
A convict was stationed at the bridge as a caretaker to remove the bridge rails in flood. In 1827 a toll was introduced on the bridge, with the right-to-collect sold for £70. Crossing the bridge on a Sunday was forbidden; offenders were fined and cattle impounded. (Starr, 16-17)
Repairs were carried out on the bridge after floods in 1835 (Starr: 17), and in the 1840s ‘landowners, carriers and mail contractors’ complained. They were concerned that the bridge was submerged by floodwater ‘on every occasion’ and in a recent deluge, ‘the Bridge was sixteen feet underwater and the neighbouring flats, a complete sea for miles’. (Starr: 17)
Several memoirs described the bridge as ‘a very a paltry affair’ (Starr: 23) and a ‘primitive structure’ (Sydney Mail, 5 February 1913).
In 1852 a portion of the bridge washed away, and there were terrible floods in February and April 1860. There was a need to replace the ‘dilapidated’ bridge. (SMH, 2 October 1861)
The timber truss Camden Bridge across the Nepean River with Thompson’s Woollen Mill on the right of the image in 1861. (Camden Images)
Tenders were called in early-1860 for a new five-span timber truss bridge (NSW Government Gazette, 6 April 1860), and it was under construction by September. The construction tender was won by Campbelltown building contractors Cobb and Bocking (SMH, 21 September 1860; SMH, 2 October 1861), who also built the low-level timber truss bridge at Menangle in 1855. (RMSHC, 2019; Liston, 85)
A grand affair
There was much fanfare at the new bridge opening on Monday, 30 September 1861, at 3 pm. There was conjecture about the crowd size. The Empire claimed a crowd of 50 people, while the Sydney Morning Herald boasted 200 present. (Empire, 3 October 1861; SMH 2 October 1861).
Whatever the crowd, there were a host of speeches and Mrs Bleecke, the wife of Camden doctor Dr Bleecke, christened the new bridge the ‘Camden bridge’ by breaking a bottle of Camden wine on the timbers. Then, the crowd let out three loud hearty cheers (SMH 2 October 1861).
At the end of the official proceedings, the men, 40 in number, adjourned to the Camden Inn, owned by Mr Galvin, for a ‘first-rate’ sit-down lunch. The meal was accompanied by a host of speeches and much imbibement. Many toasts started with ‘The Queen’ and ‘Prince Albert’. The ladies were left ‘to amuse themselves as best they could until the evening’ (SMH 2 October 1861).
The festivities at lunch were followed in the evening by a ‘grand’ ball held at Mr Thompson’s woollen mill. The floor had been cleared on orders of Mr Thompson, and the space was decorated with ‘evergreens’ and ‘flowers’ and brilliantly lit by kerosene lamps. (SMH 2 October 1861)
According to the Sydney press, the Camden populace had ‘seldom’ seen an event like it. One hundred thirty-four people attended the ball. Festivities on into the night with a ‘great profusion’ of food and dancing, winding up at 4 am the following day. Locals declared they ‘had never spent a happier or pleasanter day’ (SMH 2 October 1861).
The railway to Camden
In 1882 when the railway line was built between Campbelltown and Camden, the track was laid across the timber bridge deck. This reduced the width of the roadway to 15 feet, and traffic had to stop when a train needed to cross the bridge. (Camden News, 27 June 1901)
According to the Camden press, passengers were regularly notified at Redfern Station (now known as Central Station) with a sign saying ‘traffic to Camden stopped at Camden bridge’ due to frequent flooding. The bridge’s timber deck was ‘well below the banks of the river’. (Camden News, 27 June 1901)
The existing 1860 timber truss bridge was constructed for light road traffic and continually posed problems for the railway. Only the lightest railway locomotives could use the bridge, and the heavy grades of the branch line at Kenny Hill meant that the train was restricted to a few cars. (Camden News, 27 June 1901).
In 1900 a new steel girder bridge was constructed to take the weight of two locomotives. The specifications for the bridge are:
five steel girder spans each of 45 feet on concrete piers;
178 feet of timbers beam spans;
making a total length of 403 feet;
the bridge deck was seven feet higher than the 1860 timber truss bridge deck;
construction was supervised by the Bridge Branch of the NSW Public Works Department;
Flood time was an exciting time for rail passengers going to Camden. When the bridge closed, railway passengers got an exhilarating boat ride across the flooded Nepean River. The train would stop at Elderslie Railway Station, climbing aboard the railway rowing boat. Passengers would take their lives in their hands and be ferried across the flooded river by the boatman. The rowing boat was given to the Camden Municipal Council in 1889 (Pictorial History Camden: 87)
This image shows the new 1900 Camden Bridge with concrete piers and steel girders, which replaced the 1860 timber truss bridge. (SLNSW) The bridge was opened in June 1901 by the NSW Minister for Works, the Hon EW O’Sullivan, assisted by the Member for Camden, the Hon John Kidd, at a ceremony at Camden Railway Station. (Camden News, 20 June 1901) This was followed by an official lunch at the Camden School of Arts for around 70 guests who purchased tickets. (Camden News, 13 June 1901)
Flooded Cowpasture Bridge in 2022
This photograph shows the Cowpasture Bridge under floodwater on 3 March 2022 on the eastern approaches along Camden Valley Way. The height of the Nepean River at the Camden Weir just downstream from the Cowpasture Bridge reached a peak this morning (3/3/22) of 10.01 metres at 9.42am, and the river level was falling at the time this photograph was taken. The Bureau of Meteorology’s river heights are classified by the Bureau of Meteorology as: 6.8 metres is minor flooding; 8.30 metres is moderate; 13.00 metres is major flooding. The river level at the Camden Weir in the days leading up to this photograph ranged from 1.8 metres on 27/2/22 to 2.3 metres on 2/3/22. (I Willis 2022)
This image was taken at the intersection of Camden Valley Way and Macarthur Road on the northern end of the Cowpasture Bridge, which was inundated by the Nepean River. The time was Tuesday, 9 March 2022, at 9.00am, when the height of the Nepean River at Camden Weir was 11.9 metres and classified as a major flood. (I Willis, 2022)
This image was taken at the corner of Camden Valley Way and Macarthur Road, towards the Cowpasture Bridge, on Thursday, 7 April 2022, at around 9.00pm. The Nepean River rose to a maximum of 12.21 metres at the Camden Weir mid-evening. The river rose quickly on Thursday, and the Cowpasture Bridge was closed at 12.30pm on Thursday, 7/4/22. The bridge was re-opened to traffic on Friday afternoon after the river had dropped below the level of the bridge decking. (I Willis, 2022)
Updated 28 April 2023, 9 April 2022, 3 March 2022, 19 November 2021; Originally posted as ‘Access Denied, flooding at the Cowpasture Bridge’ on 22 October 2021.
Camden Airfield has a number of historic hangars from the Second World War. They are called Bellman hangars.
They are a British designed transportable hangar that were erected at the airfield. Camden had six Bellman hangars by mid-1942.
A Bellman Hangar at Camden Airfield built in 1941 and used by the RAAF Central Flying School as part of the Empire Air Training Scheme to train aircrew for the European war campaign. These remaining hangars are part the unique aviation archaeology and heritage at the existing Camden Airfield. (I Willis, 2014)
Australia had very close links with United Kingdom at the time as part of the British Empire. The country relied heavily on the UK for its defence needs and Camden airfield played a small part in that story.
The tenders for the of the supply of the hangars, according to Dunn, were called in mid-1940 by the Australian Government’s Department of Supply and Development. Overall 283 Bellman hangars were supplied to a variety of sites across Australia and New Guinea. The final cost to the Commonwealth Government for the supply of the hangars was around £1,500 each.
Over 85 per cent of the Bellman hangars in Australia were supplied by Waddingtons (Clyde). Waddingtons got into financial trouble with the Bellman supply contract and under the wartime regulations the Commonwealth Government took a controlling interest in the firm. The government discovered that there were all sorts problems with supplying the hangars, although they were a ‘simple product’. The problems were eventually sorted out and the hangars were all supplied.
RAAF Training Squadron at Camden Airfield with one of the main aircraft used for training at the time a Tiger Moth in 1942. The control tower is shown to the left of the image and the Bellman hangars behind. (LG Fromm)
Under wartime regulations Waddington’s was a protected industry and supplied a variety of wartime contracts in the engineering field. They included railway wagons, ocean-going lighters, ‘Igloo‘ hangars, pontoons, landing barges, and buses. Waddingtons was completely taken over by the Commonwealth Government in 1946 and renamed Commonwealth Engineering Co Ltd. Interestingly, in the 1920s the principals of Waddingtons ran a business called Smith and Waddington which made ‘custom’ car bodies for imported chassis of Rolls Royce, Hudson, Wolseley and Fiat in a factory on Parramatta Road, Camperdown.
The Bellman hangars were only ever meant to be temporary, and they were supposed to be capable of being erected and dismantled by unskilled labour with simple equipment. Dunn maintains that the Bellman hangars were 95 feet wide (1 feet = 0.304 metres), 122 feet long, 17 feet high, covered an area of 10,000 square feet (1 square foot = 0.092 square metres), consisted of 60 tons of steel, at an average cost of £3,365 (erected), had 80 major components and could accommodate 5 Barracuda aircraft.
Waddingtons supplied Bellman hangars to around 25 airfields and other locations in New South Wales (from Camden to Temora), 15 in Queensland (from Cairns to Kingaroy), 17 in Victoria (including Ascot Vale and Port Melbourne), 4 in South Australia (including Mallala and Mt Gambier), 8 in WA (from Canarvon to Kalgoorlie), 3 in Tasmania (including Western Junction), 1 in the ACT (Kingston), 3 in the Northern Territory (including Gorrie and Wynellie) and Port Moresby in Papua New Guinea.
Initially Bellman hangars were designed in the United Kingdom with canvas panelled doors and canvas under the eaves, although steel-framed and clad doors were introduced after heavy snowfalls at Thornaby Airfield in the winter of 1937. The time taken to erect the UK hangar including levelling the ground, laying door tracks, erecting the steelwork and fitting the original oiled canvas Callender doors, was 500 man hours.
The British Ministry of Defence states that there are over 100 Bellman hangars still in existence in throughout the UK that were built around the Second World War in 2014. They were originally constructed by provide a fast, economical solution to a need for hangars. It is described as being a lightweight structure made from steel lattice frames, to form 14 bays giving an overall length of 53 metres and width of 29 metres.
The Airfields of Britain Conservation Conservation Trust states that Bellman hangars were only one type used in the United Kingdom during the war and between 1938 and 1940 over 400 were built for use. One of their disadvantages was their lack of roof height.
According to some reports there are 14 surviving Bellman hangars at RAAF Base Wagga, at least three at Point Cook (RAAF Williams), one at RAAF Base Fairbairn, Canberra Airport, four at HMAS Albatross, Nowra, a number at Auburn, Bankstown and Camden. For the enthusiast there is an interesting article on Bellman hangars on Wikepedia.
Updated 14 August 2021. Originally posted 15 July 2014.
The Macarthur Bridge across the Nepean River is one of the most critical parts of the economic and social infrastructure in the Macarthur area on Sydney’s south-western rural-urban fringe.
The bridge can also be regarded as one of the most items of engineering heritage in the Camden Local Government Area. The bridge provides a high-level flood-free crossing of the Nepean River which can isolate the township of Camden when the numerous low-level bridges in the area are flooded.
The low-level bridges are the Cowpasture Bridge (Camden), the Cobbitty Bridge and the Menangle Bridge.
Macarthur Bridge View from Nepean River floodplain upstream from the Camden township in New South Wales (IWillis 2015)
History and Description
The Macarthur Bridge is named after one of the Camden district’s first land grantees John Macarthur and their pastoral holding of Camden Park, which the family still occupy. There are many descendants of the Macarthur family in the Camden district.
These were exciting plans that were never fully realized by the planners. The New Cities Plan turned into a developer’s dream and hastened Sydney’s urban sprawl into the southern reaches of the Cumberland Plain. The Macarthur Region is one of those legacies.
The New Cities Campbelltown Camden Appin Structure Plan of 1973 was completed by the NSW State Planning Authority of the Askin Government.
The Macarthur bridge guaranteed flood free access from the Burragorang Valley coalfields to the Main Southern Railway at Glenlee for American shipping magnate Daniel Ludwig’s Clutha Development Corporation.
This development was considered important given the defeat of the Askin Liberal Government’s support for a proposal by Clutha for a rail link between the Burragorang coalfields and the Illawarra coastline. The Askin government passed special enabling legislation, which turned into one of the first environmental disputes in the Sydney basin in the early 1970s.
The Construction of the Macarthur Bridge (RMS 1973, 71/2 mins)
The high-level Macarthur Bridge allowed the diversion of coal trucks from the Burragorang Valley coalfields away from Camden’s main street, passing across the low-level Cowpasture Bridge from 1973. Coal trucks then travelled along Druitt Lane and over the Macarthur Bridge to the Glenlee Washery at Spring Farm.
The flooding by the Nepean River of the road access to the township of Camden at the low-level Cowpasture Bridge had been a perennial problem since the town’s foundation in 1840.
Cowpasture Nepean River Road Rail Bridge 1900 (Postcard Camden Images)
In 2002 the NSW Minister for Transport replied to a question in parliament from Dr Elizabeth Kernohan, Member for Camden, about the bridge. The Minister stated
I am advised that Macarthur Bridge was built in the early 1970’s on the basis that most of the long distance traffic would use the F5. I am advised that the primary function of the Macarthur Bridge was for use as a flood relief route. It was built parallel to the Cowpasture Bridge at Camden to take the full traffic load when the Cowpasture Bridge is impassable.
I am advised by the Roads and Traffic Authority (RTA) that the bridge referred to was not specifically designed to be widened at a later date. (NSW Parliament, 8 May 2002)
Specifications
The Macarthur Bridge is a 26-span, 3380 feet (approximately 1.12 km) long concrete structure that carries the Camden Bypass across the Nepean River and its flood plain. The bridge was built between 1971 and 1973, originally to carry Hume Highway traffic, on a flood-free alignment around Camden.
The Camden Bypass
The Camden Bypass is the former Hume Highway alignment between the localities of Cross Roads and Camden. It is marked as State Route 89. The proper route is from Cross Roads, skirting Camden via the Camden Bypass and ending at Remembrance Drive, another part of the former Hume Highway near Camden South.
The Camden Bypass was in turn bypassed in December 1980 when the section of what was then called the South Western Freeway (route F5) from Campbelltown to Yerrinbool was opened. It has grown in importance as a major arterial road linking the Hume Motorway, WestLink M7 and M5 South Western Motorway interchange at Prestons, near Liverpool, with Camden.
The Macarthur Bridge northern approaches from the Camden Bypass (1Willis, 2015)
Open to traffic and construction details
The official plaque on the bridge states:
Macarthur Bridge.
The bridge was designed by the staff of the Department of Main Roads and is the longest structure built by the Department since its inception in 1925. Length (Overall) 3380 feet comprising 26 spans each of 130 feet long. Width between kerbs 30 feet with one footway 5 feet wide. Piled foundations (max 90 feet deep) were constructed by the Department’s Bridge construction organisation. Piers and superstructure by contact by John Holland (Constructions) Pty Ltd. Total cost of bridge £2,600,000.
RJS Thomas Commissioner for Main Roads
AF Schmids Assistant Commissioner for Main Roads
GV Fawkner Engineer-in-Chief
FC Cook Engineer (Bridges)
Department of Main Roads, New South Wales
Open to traffic on 26 March 1973
Memories
Facebook 30 June 2021
Annette DingleI remember the day it opened, the school ( Camden south) walked to it . I lived in the street under it ( it was a dead end back then ) we use to play in the “tunnels “ under the bridge. You could only go so far before there was no air . Fun times
Old photographs are a window into a more authentic past
Old photographs of Camden provide an entry to a world that was apparently more authentic than the present. They are a window into a captured moment in the past by local photographers.
Roy Dowle is one of the most important local photographers from Camden’s past, and his collection of glass plates. Trish Hill and Allen Seymour have outlined how The Oaks Historical Society digitized Dowle’s glass plates.
In addition Covid has prompted an increase in nostalgia for the authentic past.
In response to today’s COVID-19 crisis, we are turning to old movies, letter writing and vintage fashion trends more than ever. Nostalgia is a defence mechanism against upheaval.
One way nostalgia for the past can be satisfied is by old photographs.
A glass plate negative from the Roy Dowle Collection at The Oaks Historical Society. (TOHS)
The viewer of an old photograph is a time traveller into another world and is given a snapshot of a moment frozen in time. The observer has a glimpse of a world before the present.
For the viewer, observing photographs is a form of nostalgia, where they create a romanticized version of the past accompanied by feelings that the present is not quite as good as an earlier period.
Photographs provide a rare glimpse of a particular second in time, which will never again be repeated. This is especially true for events that occurred before the development of television or digital technologies.
According to Peter Mylrea Camden’s most important photographers have included: W Macarthur; JB Mummery; HP Reeves; HT Lock; W Norton; J Donnellan; C Kerry; W Jackson; W Thwaites; CA Sibert; OV Coleman; AE Cash; R Cash; HE Perkins; R Dowle; J Driscoll. (Mylrea 2005)
The photographic work of Roy Dowle has found its way to The Oaks Historical Society and his collection of glass plates negative have been digitized by the society. The following article on the Dowle collection has been written by two members of The Oaks Historical Society.
Digitizing The Roy Dowle Photographic Collection
Trish Hill and Allen Seymour
Roy William Dowle was born in 1893, the first child to Charles and Madeline Dowle (nee Dominish) and his siblings were Frank (1896), Edgar (1898) and Leonard (1904). Charles Dowle purchased their “Collingwood” property in Quarry Road, at The Oaks around the time of Roy’s birth. It is presumed that Roy lived there until his marriage to Emily J Smith in 1915.
Portrait of Roy and Emily Dowle in the 1920s. Roy was a keen photographer in the Camden district, and his collection of glass plate negatives is now with The Oaks Historical Society at the Wollondilly Heritage Centre. (TOHS)
Roy & Emily’s home was in Camden at the top of Barsden Street. Roy was a photographer and the Camden News of March 26th, 1914 records that he received an award for photography in the amateur section at the Camden show.
In 1937 he supplied photographs of Camden to the Council for use by the railways in their passenger carriages. Roy worked for Whitemans, and in 1943 he was called on to make a presentation to Charles Whiteman when the latter retired. The Dowle’s also had a holiday home at Erowal Bay – St George’s Basin.
Roy died in 1955, but fortunately, a large number of his glass and film negatives survived. These were donated to the Wollondilly Heritage Centre in 2016 by Roy’s grand-daughter. An index book came with the collection, but unfortunately, a lot of the negatives were not in their original boxes, making identification of the people difficult. The photographs range in age from around 1910 to the 1940s.
The Wollondilly Heritage Centre was successful in obtaining a New South Wales Community Heritage grant in 2019 to digitize the collection which consists of 1100 glass plate negatives and a further 120 plastic film negatives.
There was considerable work in preparing the negatives for digitizing, as they all had to be cleaned and numbered. This was done by volunteers from the centre over several weeks, and they were then transported in batches to Digital Masters at Balgowlah for digitizing. Most were still in excellent condition, and the quality of the scanned images is superb.
Roy photographed a lot of people, with weddings, babies and young children being popular subjects. He also photographed local buildings and houses, views, animals, local events such as parades or sporting events.
Buildings photographed include St Johns church (inside also), Camden Hospital (even inside shots), Camden Inn, Plough & Harrow Hotel, Narellan Hotel, Oakdale wine shop, Maloney’s store, Narellan school, Mt Hunter school, Camden railway station, Camden Milk Depot, Mater Dei and others.
The unveiling of the Mt Hunter war memorial (pictured) was also covered by Roy, along with Mt Hunter School and some beautiful interior shots which show honour boards with photos of local soldiers.
The opening of the Mount Hunter Soldier’s War Memorial, opposite the public school took place on Saturday, 24 September 1921, at 2.30pm. The official unveiling ceremony was carried out by Brigadier-General GM Macarthur Onslow. The memorial listed 40 names of local servicemen. Afternoon tea was provided by ‘the ladies’ at 1/- with all money going to the memorial fund. (Camden News, 15 September 1921, 22 September 1921. Image Roy Dowle Collection)
Some really fascinating photos are of children in fancy dress, and two that stand out, are of the same girl dressed firstly as a wedding cake, and then as a lampshade!! A number of the houses have been identified as still being in Camden, and other more easily identified homes include “Edithville” in Mitchell street, the former Methodist parsonage in Menangle Road and Harrington Park house.
Among the groups photographed are St John’s Choir, returned servicemen, cricket teams, football teams, Masonic dinner, the Royal Forrester’s, staff and children from Macquarie House, visiting school teachers and Sunday school groups. One photograph of a group of three male cyclists picnicking may be one of the first selfies, as we believe the centre one is Roy himself, holding a string which runs to the camera. Soldiers were another popular subject, and there are also some women dressed as soldiers. Roy also copied photos. This was done by photographing it, and a lot of the soldier photos have been copied this way.
Some of the views are of Wollongong, Bulli, Burragorang, Douglas Park, Theresa Park, Chellaston Street and some great shots taken from St Johns steeple. There are also numerous flood scenes around Camden. Animals didn’t escape Roy’s camera, and there are shots of cattle, horses, poultry, dogs. Even a camel. Some other remarkable photos are of a shop window display featuring Persil washing powder. Some of these have been dated to 1910.
The bullock team of Davy Nolan at Mount Hunter with a load of produce. (Roy Dowle Collection)
A lot of the film negatives show his holidays, with some taken at their holiday home, while others are taken whilst on a trip to the north, and scenes have been identified as Cessnock, Dungog, Taree, Kew & Paterson. There are some photos of Warragamba Dam in the very early stages before any concrete was poured, and a magnificent shot of the winding drums of the overhead cableway.
Several of Roy’s photos have already appeared on the Back Page and in numerous publications on local history because his subjects were local and numerous copies of them have survived in private collections.
The scanned photos can be viewed on a computer or in albums at the Wollondilly Heritage Centre & Museum, which opens on Saturdays, Sundays & public holidays.
Check out old photographs from the Roy Dowle Collection at the Wollondilly Heritage Centre Website Click here.
References
Peter Mylrea 2005, ‘Some Photographers of Camden’. Camden History, vol 1, no 10, September.
Updated 12 June 2023. Originally posted on 19 August 2020 as ‘Old Photographs’
One of the most popular memories of the Camden area by locals and visitors alike is the Camden tram, affectionately known as ‘Pansy’. It has always had an enthusiastic bunch of supporters. They positively drool about it and overlook its foibles. Old timers tell and retell Pansy stories to anyone who wants to listen.
The Camden train affectionately known as Pansy crossing the Hume Highway at Narellan. (L Manny/Camden Images)
Fans gloss over its short comings. All the stories are laced with a pinch of nostalgia and a touch of the romantic. It was a vital part of local life. So why does this old locomotive conjure up such a strident bunch of supporters?
Steam engines and locomotives bring back memories of the glory days of industrialisation and the great days of Australian nationalism in the late Victorian and early 20th century. Great monstrous engines that hissed, spat and groaned. They were mighty machines that were living beings. They had a life and soul of their own. They were responsible for creating the wealth of the British Empire. And Pansy is part of that story.
The Camden train affectionately known as Pansy, here showing a small tank locomotive in the late 1950s. (L Manny/Camden Images)
The Camden branch line was operated by the New South Wales Railways from 1882 to its closure in 1963. The Camden tram was one of a number of standard gauge light rail lines in the Sydney area. The tank locomotive worked a mixed service that took freight and passengers.
Local railway stations
The branch line was thirteen kilometres and had eight stations after leaving Campbelltown station, where it joined the Main Southern Railway. The stations were Maryfields, Kenny Hill, Curran’s Hill, Narellan, Graham’s Hill, Kirkham, Elderslie and finally arriving at Camden.
Most of the stations were no more than a short rudimentary wooden platform with a shelter shed that were unmanned. Others like Camden had a longer platform and an associated goods handling facility. Pansy 1963 on its last run Pansy was a regular part of daily life for those who lived near the line. Locals in the Camden township would listen for the loco’s whistle and know that the morning papers had arrived from Sydney. Legend has it that the engine driver would hold the train for regulars who were running late for work on their way to the city, especially local lasses.
The Camden train, affectionately known as Pansy, crossing the Nepean River Bridge in 1900. Elderslie is shown in the rear of the image. (Postcard/Camden Images)
Some of Camden’s better off families sent their children to high school at Parramatta and Homebush each morning on the train. Pansy would chug past the milk factory at the entry to Camden township as local dairy farmers were unloading their cans of milk from their horse and dray. Tourists from Sydney would be dropped off on Friday afternoon at Camden station to be bused to their holiday boarding houses in Burragorang Valley.
Timetable
The first passenger service left Camden station left at 5.47am to connect with the Sydney service onthe Main Southern Line. On the return journey the last passenger service from Campbelltown left at 9.44pm. During the Second World War the tram provided transport for many servicemen (Army, RAAF) who were based at local military establishments.
Airmen from Camden airfield would catch the train to Sydney for weekend leave, and would be joined by soldiers from Narellan military base and Studley Park Eastern Command Training School. Camden station and good yards were located adjacent to Edward Street, with a siding to the Camden Vale milk factory. Coal from the Burragorang Valley mines was loaded at Camden yard from 1937, although this was transferred to Narellan in 1941 and eventually the Main Southern Line at Glenlee in the late 1950s. But even by the 1940s the limitations of the narrow gauge line for caring freight were showing cracks.
The writing was on the wall for a while
From its enthusiastic opening the tram never really lived up to its predictions. The mixed goods and passenger service was of limited value. Its light gauge restricted the loads and the grade of the line, particularly over Kenny Hill, severely limited its capabilities. Even in 1939 there were already signs of the eventual demise of the branch line with more coal leaving the district by road than rail.
Its days were numbered and the writing was on the wall. Its death blow was delivered by the Heffron ALP Government in 1963 as a cost cutting exercise and a drive from modernization of the railway system across the state. Diesel was the new god.
The Camden train locomotive coming into Campbelltown railway station in the late 1950s (L Manny/Camden Images)
Railway heritage and archaeology
For current enthusiasts with a keen eye there are remnants of the embankments and cuttings for the narrow gauge line still visible in the area. As visitors leave the Camden township travelling north along Camden Valley Way (old Hume Highway) embankments, culverts and earthworks are still visible in the farm paddocks on the Nepean River floodplain.
You can make out the right of way as it crosses Kirkham Lane and heads towards Narellan before disappearing into a housing estate. For those with a sharp eye a cutting is still evident on the northern side of Narellan Road at Kenny Hill just as you take then entry ramp onto the freeway going to Sydney. It appears as a bench above the roadway and is evident for a short distance. (for details see Peter Mylrea, ‘Camden Campbelltown Railway’, Camden History March 2009, p. 254263).
A number of streets in Curran’s Hill are connected to the history of Pansy. Tramway Drive is close to the route of the train and a number of other streets are named after past railway employees, for example, Paddy Miller. The Camden Community Band celebrates the legend of Pansy in their repertoire. They play a tune called The Camden Tram written by Buddy Williams a Camden resident of the 1960s.
Visit the real thing
Are you interested in seeing the real deal? Do you want to see what all the fuss is about for yourself? Go and inspect the real Pansy: ‘the steam locomotive 2029 and a small composite multi-class 13/09/2015 The glory of steam, Pansy, the Camden tram carriage’. They are on display at the New South Wales Transport Museum and Trainworks, Barbour Rd Thirlmere NSW 2572 (02) 4681 8001
The Camden Community Band added the tune ‘The Camden Train’ to its repertoire. The lyrics tell an interesting story about Pansy, the locomotive. It was written by Camden local Buddy Williams about the time of the last run on of the train in 1963.
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