| Historical notes: | STATEMENT OF COUNTRY
The Cowra Railway Station and Locomotive Depot Precinct is located on the Country of the Wiradjuri people (Horton 1996; Tindale 1974). To date no specific Aboriginal cultural heritage values have yet been identified as being associated with the land which forms this precinct. However, as this area was part of a riparian corridor pre-settlement, it was likely utilised by the Wiradjuri for hunting and gathering food resources and potentially camping on higher elevations.
COWRA RAILWAY STATION AND LOCOMOTIVE DEPOT PRECINCT
The below history for the Cowra Railway Station has primarily been extracted from the detailed history prepared by Lawrence Ryan for the Cowra Railway Station Conservation Management Plan (Ryan, Scobie, and Love 2003) and the Cowra Locomotive Depot Heritage Asset Action Plan (Palmer and Scobie 2023).
NSW RAILWAY SYSTEM 1870-1880s
After the construction of the first railway in NSW between Sydney and Parramatta in 1885, two major country lines were developed across the State: the Main Southern Railway (to Albury) and the Main Western Railway (to Bourke). By the late 1870s the former had reached Murrumburrah (1877), and the latter Blayney (1876) (Ryan, Scobie, and Love 2003:8).
In 1875, the Engineer-in-Chief of the NSW Railways, John Witton, recommended that a cross-country line be constructed to link these two main lines to reduce traffic and congestion. The Colonial Government approved investigation of this plan by surveyors and requested that a suitable route be found that passed as closely to Carcoar, Cowra, Grenfell, and Young as possible (Ryan, Scobie, and Love 2003:8).
After a specific route was found, the construction of the Blayney-Murrumburrah cross-country line was approved by Parliament in 1881. Construction was to be undertaken in three stages: Murrumburrah-Young, Young-Cowra, and Cowra-Blayney (Ryan, Scobie, and Love 2003:8).
Follow the completion of the Murrumburrah-Young section in 1885, the tender of Fishburn and Co. was accepted for the construction of the Young-Cowra section (47 miles). This contract included the erection of a railway bridge over the Lachlan River (Cowra Rail Bridge over Lachlan River - SHR 01031), and the construction of Cowra station, goods shed, engine shed, and associated yard (Ryan, Scobie, and Love 2003:8-9). The Cowra-Blayney section was completed in August 1887 and regular train services to Cowra station commenced in October 1887 (Ryan, Scobie, and Love 2003:9, 16).
The new line made Cowra an important trade centre and transport hub due to its access to both the Sydney and Melbourne markets. As surrounding towns petitioned for their own access, branch lines were developed over the following decades, first from Koorawatha to Grenfell in 1901 and then Cowra to Canowindra in 1910 (extended to Eugowra in 1922), increasing Cowra's importance. The reliable water supply offered by the Lachlan River was the critical reason Cowra station became the primary rail centre on the cross-country line (Ryan, Scobie, and Love 2003:9-12, 17).
RAILWAY STATION
Construction work commenced on Cowra Station in late-1886 and was completed by September 1887, officially opening on 1 November 1887. The station was designed as a Third Class 'standard roadside' type (now known as type 4) with a centre symmetrical building containing waiting rooms (general and ladies) and ticket office. Connected to this central building were two symmetrical wings, containing a porters and lamp room, as well as a covered yard (with tank beneath) to the north, and toilets with covered yard to the south (Ryan, Scobie, and Love 2003:14-16).
Over the following decades the station underwent a series of changes due to evolving requirements and the growing importance of Cowra as a transport hub. The historical trends that influenced the use of the station can be summarised into six periods:
- 1887-1901: Initial use.
- 1901-1910: Rising importance and major upgrades following opening of Grenfell branch line.
- 1910-1939: Further major upgrades following opening of Canowindra branch line.
- 1939-1945 (WWII): Increased station use due to restrictions on the use of private motor vehicles and traffic associated with the nearby Cowra Military Training camp and Prisoner of War Camp (SHR 00619).
- 1950s-1989: Decline of NSW country railway system caused by improved road transport system - removal of services and closure of station.
- 1989 onwards: Community use.
Major changes were prompted by the opening of the branch lines and the subsequent need for refreshment rooms to provide sustenance for waiting passengers during service transfers. The station was modified on four occasions in accordance with passenger demand for these services and changes in NSW Government Railways (NSWGR) personnel requirements. This has resulted in the original third class design of the station being substantially modified, particularly at the northern end (Ryan, Scobie, and Love 2003:17-28).
In 1989 all rail staff were removed from Cowra Station. From this point on only the Station Master's Office, the Ways and Works Inspector's Office, and the staff amenities block were used by visiting train crews. From 1993 the State Rail Authority (SRA) vacated the building completely (Ryan, Scobie, and Love 2003:30).
Since this time the station has been leased to a range of community groups including the Cowra Antique Vehicle Club, Lachlan Valley Railway Society, Cowra Musical and Dramatic Society, Cowra Eisteddfod, and Cowra Historical Society.
FIRST LOCOMOTIVE DEPOT AND GOODS YARD
A locomotive depot was added to the north of the station within the railway corridor in 1887. It initially comprised a two-road engine shed, 50 feet diameter turntable, and coal stage and was used for minor running repairs and tests. It was provided with permanent staff in 1889 turning the station into a change-over point for crews and locomotives making Cowra the base for rail operations along the line. In recognition of this and to support resting crews, a barracks (rest house) was built to the northwest of the depot in 1889, on the embankment above the rail corridor. The original Engine Shed, destroyed by fire in October 1897, was replaced by a longer version along with a new store and office building. By 1915 the facility was upgraded to a full locomotive depot, allocated a permanent fleet of locomotives and engines, and had over 100 staff. The following year it was designated as Depot No. 26 in a new statewide coding system (Ryan 1993:51-54; Ryan, Scobie, and Love 2003:37)
By the 1920s the small size of the facilities at the locomotive depot became insufficient to handle the increased traffic on the main and branch lines. These difficulties resulted in the construction of a new major locomotive depot to the south of the station (see section below). During the construction of the new facilities from 1921-4 both the new and old depot operated simultaneously. After the new facilities came into full operation the engine shed and coal stage were demolished in 1925 and the turntable transferred to Culcairn for reuse in 1928. The store and office were occupied by the Brake Examiner who continued to use this building until 1986. It has remained abandoned since this time (Ryan 1993:55-56; Ryan, Scobie, and Love 2003:35-6).
Despite the construction of the new depot, the rest house remained in its original location adjacent the goods yard resulting in substantial travel times for overnighting crews. Over time it was upgraded and extended to provide additional facilities for staff. However, by the 1970s crews viewed the accommodation offered by the rest house inadequate and preferred to stay in hotels. The barracks became disused after 1983 and were demolished in 1985 (Ryan 1993:56; Ryan, Scobie, and Love 2003:38-39).
A carriage shed was constructed in 1896 adjacent to the First Locomotive Depot on an extension of the Goods Siding. This building was used for the storage of carriages. The shed fell into disuse after 1970 and was demolished in 1982 (Ryan, Scobie, and Love 2003:34).
A goods yard and siding with goods shed and attached office, covered platform, 20-ton weighbridge with office, and 5-ton jib crane with platform was constructed in 1887 to the north of the First Locomotive Depot. The goods shed was extended in 1944, but by the 1970s was in poor condition. It was subsequently demolished and replaced by a Freight Centre in 1979 that consisted of a steel structure on a substantial concrete foundation. The Freight Centre remained in operation until 1992. It was removed in c.2020 (Ryan, Scobie, and Love 2003: 31, 33-34).
RAILWAY INSTITUTE
The Railway and Tramway Institute was formed during the late nineteenth century by the Railway Commissioners. It was a self-help organisation through which rail staff and their families could increase their general and professional knowledge and also served as a social club (Ryan 1993:147-8).
From 1917 the Railway Institute embarked on a building program to expand its presence in country areas. It initially relied on reusing existing buildings (such as disused Schools of Art or Mechanics Institutes) for new branch buildings. However, in 1919 it developed a specific building type based on designs implemented at Cowra, Orange, and Armidale. This accorded with NSW railway policy that required different building types in station forecourts to have distinct designs. This new design was subsequently used across the state throughout the 1920s (Sharp 2016:34-35).
A local branch of the Railway Institute had formed in August 1919 at Cowra with meetings and classes being held at the Cowra Literary Institute. Soon afterwards the Institute Director in Sydney approved construction of a new institute building on a parcel of land to the south of the station forecourt. The new four-room building with library was opened in March 1921. Membership of the local branch grew to over 200 by the mid-1920s (Ryan 1993:147-8).
A range of railway and general education subjects were taught by the local branch. Further courses were offered by correspondence and through institute carriages which travelled across the state. Social events organised by the institute included tennis and cricket competitions (at the locomotive depot), dances, family gatherings, and annual Christmas parties. The popularity of the institute led to the building being enlarged and provided with a kitchen in 1938 (Ryan 1993:148; Ryan, Scobie, and Love 2003:36-37).
Decreasing staff numbers saw interest in the institute wane in the 1960s. By 1968 the local branch had folded and the institute building was largely disused. The Cowra and District Historical Society leased the building as a museum until 1970. In the late 1970s the Cowra Ballet School occupied the building and remained until the 2000s (Ryan 1993:148; Ryan, Scobie, and Love 2003:36-37).
SECOND LOCOMOTIVE DEPOT
The NSWGR began organising the construction of a new depot as early as 1918 when they had 24 acres resumed by gazette on the south side of Cowra (ARHS Plans 2025). Construction commenced on the new facilities in 1921 with the main buildings being completed by 1922. While this allowed the new depot to assume some operational tasks, the new facility was unable to take over all operations from the old depot until the second half of 1924. From this time the new depot maintained all passenger and goods services along the cross-country line, as well as mixed services on the associated branch lines. An array of servicing and repair work could be undertaken including tone-ups, minor running repairs, major repairs and complete overhauls (Ryan 1993:56, 58, 61)
The new facilities included a 75' turntable with 24 connecting roads, four road roundhouse with attached blacksmith's shop, elevated coal bunker with 800-ton capacity, de-ashing plant, sand furnace, offices, stores, meal room, ambulance room, ablutions block, and water tanks and columns. Connection between the station and new depot was managed via two long sidings named the arrival and departure roads, which parallelled the main line. By 1926 the staff consisted of 115 employees, and the depot had an allotment of 18 engines (Ryan 1993:56-59).
Soon after operations commenced at the new depot the staff began a beautification scheme involving tree planting, the creation of a recreation ground, and the laying out of a memorial garden. The recreation grounds were seven acres in extent and included four tennis courts, a cricket ground with concrete pitch, and a shelter shed. The memorial garden was kept in magnificent condition during the 1930s-1950s by chargeman Robert Schubert and fireman Gordon Hesse. It won a long series of awards in the Mechanical Branch annual garden competitions over this period, first in the local section (1936-1939), and then the special section (1940-1959). The centrepiece of the garden was a memorial fountain to depot employees who died in WWI that was built using various surplus locomotive parts. It was officially unveiled on Armistice Day 1925 (Ryan 1993:58-9).
Unfortunately, the showpiece gardens fell into disarray during the 1970s and early 1980s before being revived by the Lachlan Valley Railway Society (LVR). Anzac Day services were held at the fountain until the 1950s and where then reinstated in 1991 by LVR and continue today (Ryan 1993:61)
The elevated coal bunker featured 16 x 50-ton bins with retractable chutes. It was top-loaded by coal wagons shunted up an earthen ramp and trestle incline to the top of the bunker. The multiple bins with chutes allowed more than one engine to be coaled at one time. Engines were usually coaled on arrival, and then had their fires attended to at the de-ashing plant, prior to heading to the roundhouse for servicing (Ryan 1993:58).
The large amount of repair work carried out at Cowra led to the roundhouse being extended during the second half of 1949. This increased the amount of sheltered accommodation to 8 roads (Ryan 1993:61).
The introduction of diesel traction to the cross-country line necessitated a range of changes to the Cowra depot. Most prominently a full-sized diesel fuelling plant was erected on the arrival road. A new opening was also provided in the rear wall of the roundhouse, adjacent turntable road 3, to allow diesel engines too long for the turntable to be placed under the sheltered accommodation for servicing and repair. Two special movable stages were also added to the roundhouse to assist in the cleaning of diesel locomotives. Both the elevated coal bunker and elevated de-ashing plant, being specialist facilities for the operation of steam locomotives, were no longer regularly required and were both condemned and demolished in 1974. The shift to diesel resulted in a decline in full-time staff as many jobs associated with steam locomotives were no longer required. This situation never reversed as Cowra did not become a major diesel locomotive stabling point (Ryan 1993:64, 66-7).
Cowra subsequently lost its full depot status in February 1968, becoming a sub-depot of Bathurst depot. The following year several sidings were decommissioned. Staff began to be transferred from Cowra and from July 1985 none of the facilities at the depot remained in use by the State Rail Authority (SRA). A small number of enginemen were transferred to Cowra Station before they were made redundant in September 1989 (Ryan 1985:67).
Formed in Forbes in 1973 as a rail preservation group the Lachlan Valley Railway Society was originally associated with the Lachlan Vintage Village. At first the locomotives they owned were stabled at Parkes Locomotive Depot before the NSW Public Transport Commission asked that they be removed from this active depot. Instead, an agreement was reached in 1977 for LVR to occupy the abandoned coal sidings at Cowra Locomotive Depot. From this time, they began operating tourist rail journeys on the cross-country and branch lines. LVR assumed management of the main depot facilities as SRA wound down its operations, taking over full control in 1985. With the help of State Government grants the LRV began restoring their fleet of engines and the depot facilities. LRV has continued to manage the depot since this time, conserving the rail heritage of Cowra (Ryan 1993:155-158). |