The Railway Conquest of the World

by Frederick Arthur Ambrose Talbot

While this palliative met the situation up to a certain point, it was far from satisfactory. Consequently, a few years ago a huge project was evolved to supply the Coolgardie gold-fields with unlimited quantities of excellent water. A large dam was thrown across a rift on the western slope of the Darling range about 20 miles from Perth, whereby 4,600,000,000 gallons of water are banked up. The water is dispatched from this reservoir to the gold-fields 350 miles away through a pipe 30 inches in diameter, which is sufficient to ensure the inhabitants in the gold country receiving a steady and continuous supply of 5,000,000 gallons per day. At intervals along the line large intermediate tanks are provided, together with pumping plants. As the pipe-line runs alongside, and the pumping stations are situate beside the railway, the latter can now secure ample supplies of pure water, so that the Eastern Gold-fields railway is concerned no longer with troubles in this direction.

THE DEARTH OF SUITABLE WATER WAS THE SERIOUS PROBLEM IN THE EARLY DAYS OF THE COOLGARDIE GOLDFIELDS. AS THE RAILWAY COULD NOT HAUL SUPPLIES FROM THE COAST, THIS NOVEL CONDENSING PLANT WAS ERECTED

The above photograph shows one-half of the installation. In this way 60,000 gallons of fresh water were supplied per day at a cost of 37s. 6d., or $9, per 1000 gallons.

Great activity is being displayed now in opening up the country in suitable districts alongside the main line, where fruit-growing can be practised with distinct success. These agricultural roads are built lightly in the first instance to reduce capital outlay, the average cost being about £1,200, or $6,000, per mile, but these lines will be replaced by heavier metals as the land becomes settled.

The Western Australian railways now extend for about 2,500 miles through the State, and, in addition, private enterprise is represented by the Midland Railway Company, which runs from a point 10 miles out of Perth northwards for 276 miles to Walkaway, whence Geraldton is reached by a Government line. In addition, there are numerous short roads belonging to companies working the resources of the country, especially of timber, but one and all have adopted the narrow 3½ feet gauge so as to secure uniformity and intercommunication. Bearing in mind the undulating and easy nature of the country, railway constructional costs have not been heavy. On the trunk lines outside the Darling range the cost has varied from £3,000 to £4,000—$15,000 to $20,000—per mile, according to the distance from the coast. The heaviest expenditure was incurred in traversing the Darling Mountains, where the expenditure ranged between £4,000 and £7,500—$20,000 and $37,500—per mile.

During the past few years the question of building an Australian trans-continental railway has been brought to the fore, the idea being to link up the railways on the eastern, with those on the western, sides of the continent. Such a railway would be of far-reaching strategical importance, and Lord Kitchener, during his visit to the Antipodes, urged its necessity. The proposal comprises the connection of Kalgoorlie in the Coolgardie district with Fort Augusta in the neighbouring State of South Australia, whence Adelaide, Melbourne, Sydney and Rockhampton on the Queensland coast could be reached by rail from Perth. To complete such a scheme would entail the crossing of the edge of the Victoria desert, but as the physical character of the country does not offer any great difficulties, it is estimated that the 1,070 miles of line could be built for £5,000,000, or $25,000,000.

When the States were federated, Western Australia, feeling that it was cut off from its sister States, concluded that if it co-operated to form a homogeneous commonwealth, the construction of a trans-continental highway would follow as a matter of course. This anticipation caused the western state to throw in its lot with the other territories. Western Australia for a long time previous had cherished the idea of connecting itself physically with the east by means of the iron road, but it was not financially in the position to undertake the project unaided. Still it authorised one of its engineers, Mr. John Muir, to run through the country it was intended to traverse, and to report generally upon the feasibility of the scheme.

The journey undertaken by this engineer gives an interesting sidelight as to the task of surveying a new road in Australia, especially in the lesser-known hinterland. Mr. Muir organised a small party, with camels as the vehicles of transport. The beasts numbered twelve in all, five being utilised for riding purposes and the remainder as pack-animals, carrying the restricted requirements for the little party. They set out from the most easterly point to which the Western Australian railways had penetrated in the requisite direction. Leaving the gold-field country, they entered the great Victoria Desert. Water was the one difficulty they apprehended, for they knew from the experiences of various explorers in this arid belt that this commodity could be found only here and there. The camels, consequently, were restricted to short rations—one drink every five days, the party carrying sufficient of the liquid to meet its own needs during the intervals. The animals evidently did not appreciate these strict regulations, because the party, whenever they left a water-hole, had the greatest difficulty in persuading the camels to continue the journey, and even when they did resume the trail the beasts frequently stopped to turn their heads longingly in the direction of the last water station.

This small party covered 1000 miles, collecting valuable data, which, upon return, was investigated searchingly and compared with the information that other travellers had gathered when piercing the country at different times. As a result a comprehensive scheme was drawn up, and the possibilities of such through communication were revealed in no uncertain manner.