Some years later the Commonwealth sanctioned the completion of a more exhaustive survey, Mr. H. Deane, M.INST.C.E., formerly engineer-in-chief to the New South Wales railways, being placed in charge of the whole undertaking. The enterprise was divided into two sections, the Federal Government undertaking to complete the task from Coolgardie to the eastern frontier of Western Australia, while South Australia decided to complete the work so far as it affected its own territory. Mr. John Muir, who had been through the country previously for the Western Australian Government, was selected by the chief engineer as first lieutenant on the former division, and he enrolled four other surveyors.
For this task no less than 91 camels were acquired. Of this total 36 animals were deputed to haul three team-wagons, a like number were subdivided into three strings of pack-animals, three carried stakes for locating the line, while the others were used for various purposes. An important task was the distribution of stores to the extent of 18 tons along the route for the survey party, together with ample supplies of water for both man and beast, the water stations being spaced at intervals of 7 miles.
To plot the route the chief surveyor set out ahead of the main party. He ran the line by the aid of a compass, and checked his work by means of stellar observations. The last camel in his train was required to haul a heavy bullock-chain, the free extremity of which was knotted, and as this dragged over the ground it left a trail which could be picked up and followed easily by the main party following in the rear. The latter measured the distance by chains and took levels at frequent points, and these were checked constantly. This survey party moved forward at the rate of 6 miles per day, and it covered the Western Australian section of 455 miles in 89 days.
The South Australian Government engineers experienced greater difficulty in completing their part of the work, for on their section, extending over 608 miles, the scarcity of water was felt acutely. They were caught by the intensely hot summer, which dried up all available founts of supply speedily, and consequently the men and the 80 camels could not advance very rapidly, their daily movement averaging about 3 miles. In due course they gained the inter-state boundary and picked up the last stake indicating the route left by the party which had advanced westwards from Kalgoorlie.
A sum of £20,000, or $100,000, was expended upon this preliminary work. In addition to location, other valuable details were secured, the most important of which was in regard to the economic possibilities of the territory traversed. Far from much of the country being sterile, as previous reports had indicated, it was ascertained that, under proper scientific farming, it could be brought to a high standard of fertility and productiveness. There is one long doubtful stretch of 107 miles through a waterless plain, but if it were possible to adopt irrigation, there are great hopes that this country might be found excellent for grazing purposes.
The standard gauge was advocated for the trans-continental highway, and it was pointed out that if this connection were forged, not only would the line prove of distinct military value, but that it would possess great commercial attractions as well. For instance, there is a considerable and increasing trade between the Coolgardie gold-fields country and the eastern States, which has to be carried out by steamer at present, involving a long, tedious journey, whereas by rail the two centres would be brought within direct and accelerated connection of one another. Another feature was emphasised also, and that was the great saving in time possible by dispatching the European mails and passenger traffic overland from east to west, instead of by sea as at present.
The Commonwealth appears resolved to carry the scheme to fulfilment, especially in view of Lord Kitchener’s strong advocacy of the project, and when this is accomplished passengers landing at Fremantle will be able to travel by rail so far as Rockhampton in Queensland, a distance of 3,800 miles. Owing to the varying gauges in Australia, such a journey would involve no less than five changes of carriages at least, and this is the one great disadvantage connected with the scheme.
In order to observe railway engineering in its most spectacular form in the Antipodes one must cross the Tasman Sea into New Zealand. The England of the South is provided with a backbone of lofty and extremely broken ridges. Indeed, the advance of the railway-builder through this country has been beset with abnormal obstacles which recall the conquests of the Rocky and Cascade mountains in North America. The most outstanding feature on the whole network of railways operated by the Government is the amazing number of bridges, the cost of which must represent a huge sum. In the early days chasms and gorges which the railway was forced to cross were spanned by wooden structures, but these have since been replaced by substantial and often lofty steel structures. Whenever the engineer has essayed to leave the coast on either side of the island, the mountains have reared up to dispute his advance, and it has been only by dint of great effort that the metals have been carried over these great barriers.
At the present time the country has one gigantic project in hand which is without a parallel south of the Equator. This is the Otira tunnel, which is being driven for 5½ miles under the gorge of the same name. This great work occurs on the line which is destined to connect Christchurch on the east, with Greymouth on the west, coast of the South Island. The two points are separated by the Southern Alps, many peaks of which jut 12,000 feet into the clouds. This undertaking was commenced by private enterprise, but when 35 miles of the line had been completed, the physical difficulties to be overcome were found to be so great that the company shrank from attempting the apparently impossible, and accordingly the ambitious idea was abandoned.
The result was that the Government took the railway over and determined to penetrate the mountain chain at all hazards. The Otira tunnel, though the most notable feature, is but one of many notable works, for the bridges and smaller tunnels compel just as much attention. To give some idea of their frequency and character it may be mentioned that, in a short length of 9 miles, there are 4 high steel viaducts, one of which carries the rails 236 feet above the floor of the gorge, and no less than 17 short tunnels, the longest of which is about 2000 feet, while there is scarcely a mile of level line! The grades on this railway in some cases are very severe, that through the Otira tunnel itself being 2 per cent., or 1 in 50.