Stonequarry Creek railway viaduct, Picton

About

Stonequarry Creek railway viaduct is a heritage-listed railway viaduct over the Stonequarry Creek located on the Main Southern railway in the south-western Sydney town of Picton in the Wollondilly Shire local government area of New South Wales, Australia. It was designed by John Whitton as the Engineer-in-Chief for Railways and was built from 1863 to 1867 by Murnin and Brown. It is also known as Stonequarry Creek Railway Viaduct and Picton railway viaduct over Stonequarry Creek. The property is owned by Transport Asset Holding Entity, an agency of the Government of New South Wales. It was added to the New South Wales State Heritage Register on 2 April 1999.

The town of Picton was named by Major Henry Colden Antill after Sir Thomas Picton in 1841. The location was previously known as "Stonequarry". The Duke of Wellington described Picton as a "rough foul-mouthed devil as ever lived" but very capable. He was "respected for his courage and feared for his irrascible temperament". He was chiefly remembered for his exploits under Wellington in the Iberian Peninsular War displaying great bravery and persistence. He was killed at the Battle of Waterloo and was the most senior officer to die there. He was buried in the family vault at St. George's, Hanover Square in London. In 1859 Picton was re-interred in St. Paul's Cathedral, London, lying close to the body of the Duke of Wellington.

The Stonequarry Creek railway viaduct was built for the Picton to Goulburn railway extension, 1862-1869.

John Whitton signed the plans in July 1862 but the first contractor failed so Murnin and Brown took over the contract in December 1863. The work was supervised by George Cowdery (a future Engineer-in-Chief for Existing Lines) and was opened for traffic on 28 February 1867 for the first section of extension to Mittagong. It cost A£ 10,437.

It is the oldest railway arch bridge in New South Wales and the first one built for two tracks, the second is over James Street, Lithgow. Economic constraints forced Whitton to build the others for single track. They were progressively bypassed by double track brick arch bridges whereas Stonequarry Creek viaduct continues its original function.

The viaduct is accessible from Menangle Street via Webster Street.

The town of Picton was named by Major Henry Colden Antill after Sir Thomas Picton in 1841. The location was previously known as "Stonequarry". The Duke of Wellington described Picton as a "rough foul-mouthed devil as ever lived" but very capable. He was "respected for his courage and feared for his irrascible temperament". He was chiefly remembered for his exploits under Wellington in the Iberian Peninsular War displaying great bravery and persistence. He was killed at the Battle of Waterloo and was the most senior officer to die there. He was buried in the family vault at St. George's, Hanover Square in London. In 1859 Picton was re-interred in St. Paul's Cathedral, London, lying close to the body of the Duke of Wellington.

The Stonequarry Creek railway viaduct was built for the Picton to Goulburn railway extension, 1862-1869.

John Whitton signed the plans in July 1862 but the first contractor failed so Murnin and Brown took over the contract in December 1863. The work was supervised by George Cowdery (a future Engineer-in-Chief for Existing Lines) and was opened for traffic on 28 February 1867 for the first section of extension to Mittagong. It cost A£ 10,437.

It is the oldest railway arch bridge in New South Wales and the first one built for two tracks, the second is over James Street, Lithgow. Economic constraints forced Whitton to build the others for single track. They were progressively bypassed by double track brick arch bridges whereas Stonequarry Creek viaduct continues its original function.

The viaduct is accessible from Menangle Street via Webster Street.

A sandstone viaduct carrying the double track Main South Railway (was great Southern Railway) over Stonequarry Creek just south of Picton railway station. It is south of the station in terms of the general direction of the line, although it is actually north of the station because the line runs north at this point.

There are five arches of 12 metres (40 ft) clear span which together with pier widths and abutments gives the viaduct a total length of 84 metres (276 ft). The middle arch is the highest above the creek bed at 24 metres (78 ft).

The piers are solid stone, founded at shollw depth into rock, tapering to the springing levels of the arches which are solid semi-circular, 6 metres (20 ft) radius and 1 metre (2 ft 6 in) thick.

At the piers, the internal "V" formed by the adjoining arches is filled by stone rubble to about 5 metres (15 ft) and dished to form a drain. There is a pipe drain down the middle which dishcharges at the springing level. By this arrangement the ballastered tracks are drained and do not get water logged.

There is a low stone parapet wall on each side of the viaduct supplemented by a timber fence for the safety of train shunters.

The abutments are U-shaped in plan with three internal buttresses.

As at 15 March 2006, the viaduct is in excellent condition and carries rail traffic that is considerably heavier and faster than when built. No strengthening works or modification have been necessary. The viaduct retains its original fabric and function.

There have been only minor railway attachments to suit changing operations over the years, but those that remain do not detract from the significance of the bridge.

As at 15 March 2006, the viaduct is in excellent condition and carries rail traffic that is considerably heavier and faster than when built. No strengthening works or modification have been necessary. The viaduct retains its original fabric and function.