New South Wales.

The development of the New South Wales railway system was, to a large extent, retarded by the Main Dividing Range which traverses the country from north to south and rises abruptly within a short distance of the coast, thus forming a serious obstacle to the construction of railways into the interior. The section of this Range near Sydney, known as “The Blue Mountains,” is extremely rugged, and in many places, cliffs of bare sandstone rise almost perpendicularly to a height of 2,000 feet above the valley below. It was not until 1813 that this mountain range was successfully crossed.

During the following year a cart road was built over the mountains, and, that the route was well chosen, has been demonstrated by the fact that, in after years, although the country was explored in all directions a better route could not be found for the location of the railway.

In 1845 a company, with a capital of £1,000,000, applied to the British Government for the necessary powers to construct railways in New South Wales but as steps had, in the meantime, been taken in Sydney, by leading residents, to form a company, having for its object the construction of railways, the English company abandoned its project. Trial surveys for a line to Goulburn, a town 136 miles south from Sydney, were then made. As is usual in such cases, the cost of the railway was considerably underestimated while the prospective earnings were unduly magnified. However, the Government, on being approached, granted financial aid and land for the right of way.

In October, 1849, the Sydney Railway Company Act was assented to, and steps were at once taken to proceed with the works. The Company's engineer proposed to construct the railway to Parramatta (which line was later to be continued westward over the Blue Mountains), 14 miles from Sydney, and a line branching off to the south, at 10 1/2 miles from Sydney.

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For the Sydney terminus he favoured the site now occupied by the “Central” Station, but subsequently a site half a mile to the west, was selected, thus placing the terminus, for the time being, outside of the city proper.

The engineer estimated the cost of the proposed lines at £56,300, but subsequent events proved that this estimate was far too low, even allowing for the increased cost of labour, due to the gold discoveries. He recommended the 5ft. 3in. gauge, and longitudinal timbers, laid upon cross bearers 5ft, apart, for the rails. These were to be faced with iron plates 2 1/2 in. × 1/2 in. and fastened down by 6in. spikes. To clear the line from accidental obstructions he suggested a wooden frame work running upon a pair of low wheels in front of the engine, one end being fastened to the fore axle, and the other sloping to within an inch of the rails. The device would resemble, in shape, the barrow used by warehouse porters.

On 3rd July, 1850, the ceremony of cutting the first turf of this, the first railway in Australia, was performed by the Hon. Mrs. Keith Stewart in the presence of the Governor-General.

The financial position of the Company was then far from being satisfactory and the directors decided to reduce their officers’ salaries. Mr. Shields, the engineer, resigned in consequence and was succeeded by Mr. Wallace, who arrived from England in 1851. Mr. Wallace recommended that the line to Parramatta be duplicated to meet the requirements of the anticipated traffic, that the permanent way be laid with the Barlow saddle back type rail, and, most important of all, the alteration of the adopted 5ft. 3in. gauge to 4ft. 8 1/2 ins.

The Barlow rail proved a failure in actual practice, and had to be replaced by a double headed rail shortly after the opening of the line.

The Company's financial position did not improve for there was no prospect of sufficient private capital being subscribed to carry out the works, as, according to the plans submitted by Mr. Wallace, the estimated cost (£39,000) of the line, Sydney to Parramatta, had risen to £188,000, and for a double track to £218,400.

After lengthy negotiations, and when it became clear that the Company's position was hopeless, an Act was passed enabling the government to purchase the Company's properties. The transfer was effected on 3rd September, 1855, the purchase price being the amount of the paid-up capital, £161,245, and a bonus of 7 per cent, amounting to £11,287.

The railway to Parramatta was opened on 25th September, 1855.

(to be continued.)