“terminating on the east side of Council street, opposite the shire hall”

Kew Railway Station 1928        Click to enlarge

Reporting on its inquiry into the many proposals which have been made for the provision of railway facilities for the Doncaster and Warrandyte districts, the Railways Standing Committee yesterday recommended to the Legislative Assembly the construction of a line from the present railhead at Kew to a point opposite the Doncaster Shire Hall. The proposed ex- tension will be six miles 29 chains long.

Assuming that the land for the line is provided free of cost by the people of the district, the estimated cost of the line is £494,970, of which £438,500 represents the cost of the actual construction and equipment of the line and stations, and £56,456 the cost of the necessary rolling stock. Argus 1928


Kew To Doncaster Route
Click to enlarge

The committee recommends that a betterment rate should be levied in the areas to be served by the line for a period of seven years to assist in meeting the estimated loss on the line. This loss is estimated at £22,611 for the first year, and the committee proposed that the total amount collected by the betterment rate should not exceed £16,000 a year, leaving £6,011 to be borne by the State.The route recommended by the committee is from the Kew railway, station by way of a tunnel about 35 chains long to a point near the corner of Malmsbury street, and Pakington street, with an island platform site near the corner of Derby street and Eglinton street, thence along the south side of Park crescent, joining the outer circle line on the west side at Belford road, thence along the outer circle line to East Kew, thence about parallel with Doncaster road on the south side to Koonung Koonung Creek, crossing Doncaster road opposite the golf links, and terminating on the east side of Council street, opposite the shire hall, and 500ft north of Doncaster road. The Committee proposes that eight stations should be provided on the line, the first near the of Derby and Eglinton streets, the second at Belford road, the third at the site of the present East Kew station, the fourth in Moody street, near Grenville street; the fifth on Balwyn road, near Doncaster road; the sixth on Greythorn road, near Doncaster road; the seventh on Doncaster road, opposite the golf links,and the last at the terminus of the line.

Comparison of Costs.

The cost of the line along the route recommended is £438,500, excluding land and rolling stock.The line will be six miles 29 chains long—more than half a mile shorter than the other route investigated. The operating costs are estimated at £56,284 a year on the route re- commended, and the revenue £28,273, leaving an annual loss of £22,011.

The Age September 1936

Kew-Doncaster Railway.
Various proposals for construction of a railway from Kew to Doncaster and beyond have been before Parliament on several “occasions.
The Railways Standing Committee (Mr. A. A. Dunstan, chairman) in 1928 recommended a line from Kew to Doncaster, at the estimated cost of £438.500. with £56.459 for rolling stock, plus cost of land necessary for construction of the line.
This proposed railway would serve a large area capable of first-class residential development, and would not overlap any existing service.
It would be undesirable to compel all transportation from a large area of potential
dense development to have only road ways available for communication to and from the city and other suburbs.
This area could house over 300,000 people under the best conditions, as no service caters so effectively for mass transportation as the electric railway. The effect which would be produced on the streets nearer the city in providing facilities for such ultimate development, if a railway were not provided, would be obvious.
The cost of new roads and ‘ widening older streets would far exceed any costs involved in supplying a railway.
The map of suburban lines will’ show the areas between the Heidelberg and Ringwood lines referred to above, which it might be stated is within the six and ten mile radius or the city. This would help to solve the slum problem to a great extent, and we would not copy older cities of the world with tenement houses —otherwise called flats — and could be financed out of the relief tax and not be come a burden , on the ratepayers who are paying into’ the fund now, and will be called upon to meet’ the expenditure later if a scheme is not carried out on similar lines to those of the above. —


  1. Harper says:

    They had no intention of building a railway to Doncaster after they had demolished the Kew station despite all the promises of politicians who kept using the prospect of a railway to Doncaster as an election tool. A lot of them are only in it for what they can steal from the community. They cost the the public $1.3 Billion by cancelling the desperately needed east west link

    • Chickadee says:

      There were was one more serious proposal which was to start at Victoria Park station and terminate near Blackburn Road about 500 metres north of Doncaster Road, East Doncaster. Land was acquired in King Street Templestowe to facilitate the line but later sold for housing by the Cain Government in the 80’s. The latest proposal, for a line to run along the centre strip of the eastern freeway and terminate at the Doncaster Park and Ride, was nothing more of a political stunt by the government to enhance their election prospects. VicRoad, who have jurisdiction over the freeway, and would want to use the median strip for the purpose of widening, were never consulted.

  2. Nick says:

    “It would be undesirable to compel all transportation from a large area of potential dense development to have only road ways available for communication to and from the city and other suburbs”…. Interesting comments back in 1936.
    How true today! In peak periods a train could seat over one hundred people in just one carriage so you would need about eight buses to match the carrying capacity of a four carriage train!

  3. Carbigang Elite says:

    Back in 2007, my accountant told me he had information that Manningham council had been assured by officials of the Victorian Government planning department that the ailing Doncaster Hill strategy could be saved by lifting restrictions on overseas citizens purchasing real estate in Australia. The 20/30, to which Manningham Council had been part of the planning, had been a disaster up until about 2012 because of there was no rail service and no local demand for vertical living and as a result most of the development sites within the overlay were on the market. Sure enough the Federal Investment Review Board came to the rescue by making it possible for overseas buyers, particularly from Asia, mostly from China, to purchase new or off the plan properties. This has resulted in not only about 90% of apartments being sold abroad but all the high rise sites for apartment buildings being sold to and developed by overseas companies.

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