In this, the second instalment of his article on “The Inauguration of the Australian Railways,” Mr. Vogel concludes his interesting account of pioneer railway construction in New South Wales.

The opening up of the extensive coal measures at Newcastle, a seaport sixty miles north of Sydney, and the increasing settlement of the fertile Hunter River Valley, were factors of major importance in the early railway history of Australia. Lack of cheap and reliable communication here (as elsewhere) was proving a serious drawback to development, for the average cost of cartage was two shillings per ton mile, and the time of delivery uncertain.

Undaunted by the difficulties experienced by the Sydney Railway Company (referred to in my previous article), a movement for the construction of a railway between Newcastle and Maitland, a town on the Hunter River, twenty miles inland, was taken up with a view to securing a portion of the northern district trade. This would be carried by rail to Newcastle, and thence by large ships to Sydney, instead of being collected by small craft on the lower Hunter River, and conveyed by them to Sydney.

This movement took definite shape at a meeting help in April, 1853, when a committee was appointed, and the proposed capital of £100,000 was subscribed for the construction of the railway. The Government was asked to grant concessions similar to those granted the Sydney Railway Company.

After the passing of an Act, in October, 1853, incorporating the “Hunter River Railway Company,” the Government, granted land to be used for railway purposes only, financial aid, and, also, permission to bring to the Colony 500 railway labourers. (These labourers had to repay £13 of their passage money, but their families were brought out free.)

However, this company soon experienced the same difficulties as the Sydney company, and the Government, recognising that the colonists would not advance and funds for railway purposes unless the Government guaranteed interest and also capital in excess of that subscribed by private individuals, decided to acquire this company's property also, the purchase price being the amount of paid-up capital only, viz., £54,337.

Change of Engineers.

The company's engineer, Mr. Wallace, resigned in February, 1852, and was succeeded by page 45 Mr, John Whitton as engineer. Mr. Whitton (who was in England) arrived in the colony at the end af 1852. Shortly before his arrival the Governor-General, Sir William Denison, had submitted to the Executive Council proposals to the effect that railways using steam locomotives should be continued southwards from Sydney for thirty-three miles only, westward for twenty miles (beyond the junction with the southern line), and northward, from Newcastle, for thirty miles. Beyond these points horse-tramways, laid on existing roads, were to be constructed, at an estimated cost of £4,000 per mile, including rolling stock. The proposal covered 83 miles of steam railways and 627 miles of horse-tramways.

Mr. Whitton strongly opposed these proposals, pointing out that there were many grades of 1 in 8 on the western road, and that, under such conditions, traffic could not be worked satisfactorily. He recommended that a railway, worked by steam locomotives, should be built over the Blue Mountains.

The Governor-General combated this proposal, and, in support of his views, stated that a company of sappers and miners of the Royal Engineers, under the direction of Captain Hawkins, R.E., had made careful surveys, and had proved that a railway, as suggested by Mr. Whitton, was thoroughly impacticable.

The question remained in abeyance for some time, as Mr. Whitton hoped to convince Sir William Denison's successor, Sir John Young, of the superiority of his proposal to construct a 4ft. 8 ½in. gauge steam railway across the mountains.

At that time it was generally considered that such a railway could not be constructed over the rugged ridges of the dividing range, excepting at exorbitant cost, but, on that point, Mr. Whitton's opinions could not be shaken.

Across the Blue Mountains to Bathurst.

In 1860 he submitted proposals for the extension of the western line, at £25,211 per mile, across the Blue Mountains to Bathurst, and of the southern line, at £18,760 per mile, from Picton to Goulburn. These were to be first class railways, with the best permanent way and the easiest curves and gradients.

The Government, however, rejected these proposals as being too costly, maintaining that the resources of the colony would not justify such heavy expenditure, and decided that means for cheaper transport facilities be devised. In consequence the construction of horse-tramways and cheap narrow-gauge railways received very strong support.

In 1861, the Governor-General, Sir John Young, directed Captain Ward, R.E., to mark out a line from Picton to Goulburn, a distance of 81 miles, that should cost no more than £300,000 and be adapted to carry locomotive engines of 13 tons weight, including water. Moreover, the gradients were not to be steeper than 1 in 20, and the curves not sharper than 200 yards in radius, excepting in positions where it may appear to be more economical to surmount slopes by horse traction, stationary engines, or zig-zags.

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Mr. Whitton strongly opposed this latter proposal, and conclusively proved that the suggested amount was totally inadequate to construct any description of railway which would be serviceable to the colony. Nevertheless, in order to satisfy the demand for cheap railways, he revised his previous estimates for first-class lines and submitted, although very reluctantly, greatly reduced plans and estimates for cheaper construction.

The Gauge Question.

Mr. Whitton favoured the Irish gauge, 5ft. 3in., and desired to make the New South Wales gauge conform to that of the neighbouring colonies of Victoria and South Australia, but, as the 4ft. 8 ½in. gauge was favoured locally, he accepted the situation, and, subsequently, fought most strenuously for its retention. It is due entirely to his determined resistance, that the State was spared from having different gauges thrust upon it.

So convincing was Mr. Whitton's report that Parliament approved of his proposals, and he successfully carried the railways not only to Goulburn and over the Blue Mountains to Bathurst, but also to the northern railway extension.

When the extension of the railway from Goulburn to the Victorian border, and that from Bathurst towards the Western Plains was considered, great efforts were made for the adoption of cheap narrow gauge railways and two-feet horse-tramways, and with a view to ascertaining the best means of facilitating inland traffic, a Parliamentary Select Committee was appointed in 1870 to report upon the question. After taking a great deal of evidence, the Committee recommended that the Main Trunk lines should not be continued beyond Goulburn, Bathurst and Murrurundi in the north. Beyond these towns 3ft gauge railways, laid with 5lbs, rails, were to be constructed at an estimated cost of £1,000 per mile.

Fortunately, New South Wales had in Mr. Whitton, Engineer-in-Chief for Railways, a gentleman of ability, indomitable perseverance, and unquestionable integrity. He fought very stubbornly against the recommended break of gauge in New South Wales and the adoption of cheap and inferior railways.

Mr. Whitton had the trial surveys revised, with the result that, by modifying earth and structural works, the estimates for the construction of the extensions beyond the towns named, could be reduced to £7,000 per mile for railways built to the 4ft. 8 ½in. gauge and laid with 70lbs. rails. The Government approved of the proposal, and the mistake of narrow gauge railways of very inferior construction was finally averted.

Ten Years of Progress.

Railway construction proceeded very slowly during the first twenty years, only 473 miles being opened for traffic in 1875.

On the occasion of the opening of the line to Bathurst, in 1876, the then Governor, Sir H. Robinson, delivered a stirring speech on the necessity of extending the railways into the interior. As a result of this, greater activity was displayed in railway construction, and, during the following ten years, not less than 1,259 miles were opened for traffic.

The connection of the New South Wales railways system with that of Victoria was effected in June, 1883, and that between New South Wales and Queensland in January, 1888.

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