CELEBRATING 100 YEARS 1911-2011
TORONTO STATION LAKE MACQUARIE-NSW
DULCIE HARTLEY
Foreword
When European settlers first arrived at Toronto they were no doubt inspired by its setting. The lake and its many pretty bays would no doubt have been a key part of their vision for the settlement and soon became a prime reason for people from far and wide to visit and recreate on the shores of Lake Macquarie.
The town has grown into a major commercial and residential centre but still strongly embraces its connection to the lake. This vision couldn’t have been realised without innovations in transport, and the Fassifern -Toronto rail line was a key part of this progress.
The railway served until it was overtaken by changing technology and the public’s increasing reliance on private motor cars. The public service provided by the rail line continues, albeit in the form of buses linking the broader community to main-line rail services at Fassifern. The rail corridor itself still serves its community, having become a popular walking and cycling path.
As the saying goes, the only thing that doesn’t change is change itself, and this was true of the life and ultimate demise of the Fassifern-Toronto railway. In so many ways it is hard to imagine what life was like in those early settlement days. This booklet allows us to peer back into those times to learn more about our community and to get a hint of what those early days were like. It is a fascinating history that well deserves the light that this booklet sheds on it.
I pay tribute to the members of the Lake Macquarie and District Historical Society who give tirelessly of their time to record our history and preserve our heritage. In particular I thank Dulcie Hartley for her years of commitment to researching and recording stories of our past in a way that brings characters and events to life.
Greg Piper, Mayor of Lake Macquarie, Member for Lake Macquarie
Introduction
The year 2011 is a very significant one for Toronto. It is the Centenary of the construction of the Railway Station and the 120th Anniversary of the opening of the private tramway from Fassifern Station. In common with many other country towns of the time, the railway line played a significant role in Toronto’s early development. After 99 years of service, the branch line service was terminated in 1990, just one year short of a century. There were times in the early days when its future was in doubt and its performance abysmal. However, from the first decade of the 20th Century through the 1960s it was a very popular and well patronised service.
The Land Development Company
Motivation for construction of the line was the development of a vast residential estate and popular holiday resort. In 1885 the Excelsior Land, Investment & Building Co & Bank Ltd purchased the old Threlkeld Grant of 1,280 acres (517ha). Shortly afterwards the Excelsior Company purchased 100ft (30m) of foreshore land, formerly part of the Public Reserve, and this was included in the new residential subdivision of Toronto. The Company named it Toronto’ after the Canadian city on Lake Ontario from which the champion sculler Edward Hanlon came to defend his title in Sydney in 1886.1
The Excelsior Company’s attractive sales booklet, published in 1887, stated that an exclusive suburb was planned, with business and professional men urged to purchase land and build superior homes, and many did just that. Some had previously resided on The Hill in Newcastle, until driven out by the coal dust and sand drift, after which they moved to rural Mayfield (North Waratah) where they erected mansions in the Crebert Street area. Unfortunately for these residents, industries became prevalent in this district, mainly due to the close proximity of the Hunter River and its shipping facilities. The resultant industrial pollution motivated people to relocate to the new salubrious suburb of Toronto. An additional factor was the 1893 bank failure and economic depression which affected most businesses adversely. The operating costs of many large Mayfield properties became prohibitive, resulting in an exodus to more modest dwellings at Toronto. These businessmen were to become the commuters of the 1890s, as they travelled to their places of commerce and professional chambers by way of the branch railway line between Toronto and Fassifern.
The Excelsior Company had earlier realised the restriction to water access would be an impediment to the progress of the estate, and promotional brochures mentioned that a branch tramway was proposed connecting with the Great Northern Line. The hotel was built at the end of 1887, and several villa residences erected soon after for rental as holiday accommodation. It was estimated that an expenditure of £22,000 ($44,000) would be required for the tramway, exclusive of the purchase price of the Estate.
In 1887 the new rail line between synty wcastle was completed, except for the Hawkesbury River Bridge which was finished in 1889. An early report of a train ride from Newcastle on the new rail line mentioned arriving at Lake Macquarie Station (later Fassifern Station). Situated nearby was the government water supply for the engines used on the rail construction, including a large pump and water tanks holding several thousands of gallons. At the time it was expected that Lake Macquarie Station would be unmanned, with only a platform and a waiting shed. ‘It is situated between two high wooden bridges, one on the northern end 80ft long and 30ft high’ that span ‘what is known as LT Creek’, and the other bridge of similar dimensions crossing another watercourse.
Original plan for the tram line terminating at the Pier, adjacent to Toronto Hotel
The Tramway
On 24 October 1888 the Excelsior Company made application to Parliament for a Bill to authorise construction of a tramway (3ft wide), to run from Lake Macquarie Station, now known as ‘Fassifern’, to the Toronto Hotel. On 10 October 1889, the Toronto Tramway Act was passed authorising the construction of a 3ft (0.9m) line for the conveyance of passengers. This was later amended by a Private Bill passed on 12 August 1890, altering the gauge to 4ft 8½inches (1.3m), and allowing the Railway Commissioners use of the line, provided they gave 12 hours notice. The original Act had specified a different route to the later one, providing for the line from Fassifern to come down the centre of The Boulevarde to Toronto Pier. [Perhaps this is the reason for the generous width of The Boulevarde). Other changes to the Act provided for more extensive use by the public of the Tramway and an increase to 66ft (20m) in the width of land required for the wider gauge line
In 1887 the new rail line between synty wcastle was completed, except for the Hawkesbury River Bridge which was finished in 1889. An early report of a train ride from Newcastle on the new rail line mentioned arriving at Lake Macquarie Station (later Fassifern Station). Situated nearby was the government water supply for the engines used on the rail construction, including a large pump and water tanks holding several thousands of gallons. At the time it was expected that Lake Macquarie Station would be unmanned, with only a platform and a waiting shed. ‘It is situated between two high wooden bridges, one on the northern end 80ft long and 30ft high’ that span ‘what is known as LT Creek’, and the other bridge of similar dimensions crossing another watercourse.
Original plan for the tram line terminating at the Pier, adjacent to Toronto Hotel
The Tramway
On 24 October 1888 the Excelsior Company made application to Parliament for a Bill to authorise construction of a tramway (3ft wide), to run from Lake Macquarie Station, now known as ‘Fassifern’, to the Toronto Hotel. On 10 October 1889, the Toronto Tramway Act was passed authorising the construction of a 3ft (0.9m) line for the conveyance of passengers. This was later amended by a Private Bill passed on 12 August 1890, altering the gauge to 4ft 8½inches (1.3m), and allowing the Railway Commissioners use of the line, provided they gave 12 hours notice. The original Act had specified a different route to the later one, providing for the line from Fassifern to come down the centre of The Boulevarde to Toronto Pier. [Perhaps this is the reason for the generous width of The Boulevarde). Other changes to the Act provided for more extensive use by the public of the Tramway and an increase to 66ft (20m) in the width of land required for the wider gauge line
John H Laycock, the Excelsior Company’s Surveyor, designed the route for the tramway. This passed through the subdivision of ‘Lorne’ [Fassifern and part of Fennell Bay), once owned by Judge Ernest Brougham Docker and subdivided by his brother-in-law Surveyor Joseph J Tucker. The Excelsior Company purchased land at Lorne, as well as at Blackalls for the tramway. Four bridges of varying lengths were constructed along the route, 108ft (32m), 136ft (41m), 122ft (37m) and 106ft (32m). The line followed the natural contours of the land, with grades and curves that were to create limitations for rolling stock.
Engine No 29, built by Manning Wardle in 1864 -Purchased by the Excelsior Company in 1891 Lake Macquarie & District Historical Society Inc. Collection
In January of 1891 the Company purchased from New South Wales Government Railways (NSWGR) for £725 ($1,450) a second hand 0-6-0 saddle tank engine No 29, which had been built in 1864 by Manning Wardle. This locomotive had formerly been used in Sydney by Thomas Saywell’s Tramway and Estates Ltd on the Rockdale to Lady Robinson Beach Line. No 29 was to ply the Toronto line until 1900 after which it was sold to the Public Works Department, to be finally scrapped in 1929. A new side door opening carriage built by J Bennett of Camperdown, with seating for 20 First Class and 40 Second Class passengers was also purchased at this time, together with a four wheel truck. After a very satisfactory test run, the Railway Commissioner agreed to run through trains from Newcastle on Sundays and holidays, while the Excelsior Company’s trains met NSWGR trains at Fassifern daily.
Grand Opening
Company’s train. It was a larg The great day arrived on 7 March 1891, when the line was opened midst pomp and ceremony. The official party left Newcastle at 8.15am and travelled to Fassifern, where they were met by the Excelsior many local people, including the Mayors of Newcastle and Wallsend large group with officials from Sydney and The Chairman of the Excelsior Company ceremoniously broke a bottle traffic’. The official party rode along the new line to the Toronto Hotel, of champagne on the iron platform of the car declaring the line opened for the trip taking only six minutes. They later ‘partook of an excellent luncheon’ at the Toronto Hotel and, after the toast ‘Success to the Toronto Railway’, were taken on a cruise around the lake in a commodious and handsome steam launch’. The Manager of the Toronto Hotel, Samuel Fisher, had prepared an excellent banquet for the 100 invited guests, including the Excelsior Company’s Manager W Jarrett, Sub-Manager B Cook and Directors Messrs Cary, Thornley, Renwick and Rofe. Members of Parliament, Messrs Wheeler and Slattery also attended, together with Mr Fehon, Commissioner of Railways, 11
The tramway line was not as expensive as had first been expected and the Excelsior Company expended £10,000 ($20,000), plus £950 ($1,900) extra for the conversion work at Fassifern. Provision for reversing was provided adjacent to Fassifern Station on a separate spur siding with a run around loop. A small island platform was constructed for passengers. The line was 2% miles long (4.4km), and ran through the most picturesque country, skirting the lake and then proceeding over the swampland that was a haven for waterbirds. 12 There were several setting down points, the first at Blackalls, the second at Fennells beside Mudd Creek, and the third known as Bower’s and also ‘the Town Platform’, just west of the level crossing of Cary Street. Hoyles was another setting down point. waterfront to the 300ft (91m) Hotel Platform where there was a The line followed the rudimentary waiting shed. On alighting, the passengers then climbed the steps leading up the cliff to the hotel. These steps are still to be found along the foreshore. The line proceeded along the waterfront to terminate near the engine shed where there were water tanks for the locomotives. Fares from Toronto Pier were 2d to Bowers, 3d to Blackalls and 4d to Fassifern. 13
Newcastle so ‘Toronto should soon become the popular resort of pleasure The Railway Commissioner decided to run a daily service from seekers from all parts of Australia’ 14 Eventually this service seemed to run only on demand. The Railway Timetable for February 1892 shows that the Excelsior Company ran six trips each way daily, Monday to Saturday. On Sunday the Government Railway ran two return trains each way, direct from Newcastle. 15
for the steam train during the week. on loan from New South Wales Government Tramways, was substituted In 1898, as an economy measure, a horse drawn tramcar No 199
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