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    Article includes:- proposal to make wooden rails;- key route from Sydney to Goulburn;

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RAILWAYS IN NEW SOUTH WALES.  

A PUBLIC meeting was held yesterday, at Mr. Lyons's room, to receive the Report of the Provisional Committee, appointed at a public meeting held the 29th January, to collect in- formation with respect to the expense and ad- vantages attendant upon the introduction of railways into New South Wales. The meet- ing, although we regret to say it was not so well attended as we anticipated, was most re- spectable. The Mayor, on the motion of Mr. James Macarthur, took the chair.

The SECRETARY (Mr. Dawes,) read the   advertisement calling the meeting together, which was as follows :- "The Provisional Committee, appointed by the public meeting, held in Sydney, on the 29th January last, to collect information relative to the introduction of railways in this colony, and to report there- on at a subsequent public meeting, hereby call a public meeting, to be held at the rooms of Mr. Samuel Lyons, George-street, Sydney, on Thursday, this day, 6th August, at three o'clock, for the purpose of receiving such re- port. - W. Dawes, Honorary Secretary."

At the request of the Mayor the SECRETARY then read the subjoined Report.

RAILWAYS.

The Provisional Committee, appointed by the public meeting held in Sydney on the 29th January, 1840, to collect information relative to the introduction of railways into New South Wales, beg to present to the public meeting called this day the following

REPORT

At the second meeting held by your Com- mittee, on the 6th February, a Sub-Committee was appointed, consisting of Dr. Nicholson, Major Christie, Messrs. Smith, Campbell, and Mansfield, to collect detailed information on the extent of traffic between Sydney and such parts of the interior as might be deemed eligi- ble for the introduction of railways.

It appearing to this Sub-Committee, at their first meeting, that an enquiry into the traffic   between Sydney and the northern, western, and southern parts of the colony, would be too wide and laborious to be instituted by a single Sub-Committee, they resolved on confining their own attention to what they deemed the most important line of the three - namely, that between Sydney and Goulburn.

Respecting the great southern line, the sub- committee, therefore, proceeded to collect all the information within their reach, as to the probable number of persons, and quantities of produce and merchandise now passing up and

down in the course of a year.

Their Report, dated March 26, was brought up on the 1st May, and being unanimously approved and adopted by that meeting of your Committee, was published in the Sydney Morn- ing Herald of the following day, for general in- formation ; and it will be seen that the Sub Committee, having enquired into the expense of forming railways in various countries, and having been informed by several civil engi- neers, that on the Goulburn line there are no serious engineering difficulties, the greater part of it being indeed of very easy construc- tion, are of opinion that the cost would not exceed £6000 per mile, making the required capital about £750,000. The estimates of the present traffic in goods and passengers, as col- lected from the replies to the circulars ad- dressed by them to various gentlemen having property on the proposed route, and beyond it, give an aggregate of £66,542 per annum; and   assuming that by the time the railway could be brought into complete operation the re- venue would have been increased to £100,000 per annum, and that the cost of working would be 40 per cent, of the income, the Sub- Committee show a net profit for the first year of £60,000, or at the rate of eight per cent, on the capital.

In adopting this Report, as already stated, your Committee of course expressed their ac- quiescence in the substantial accuracy of its conclusions; but from the information which has subsequently reached them, they are in- clined to think that the estimate of £6000 per mile for the construction of the line would be found considerably too high. They have rea- son to believe that wooden rails would be found to answer every purpose, and that wooden bridges and viaducts might be advan- tageously adopted ; and it is unnecessary to ob- serve, that in a country where timber of the best description for railways is so abundant as in New South Wales, this deviation from the English method would effect a very large

saving.

At the meeting held by your Committee on the 1st of May, when it was found that the original Sub-Comittee had, for the reason above mentioned, declined entering into the con- sideration of the northern and western lines, your Committee appointed two other Sub- committees-one for the northern, and the other for the western parts of the colony.

Neither of them has, however, as yet brought up a report. The gentlemen more im- mediately interested in the northern districts seem inclined to conduct the enquiry on their own separate account; whilst it is publicly known that the consideration of the Windsor

and Bathurst lines has been taken up by the

residents in those localities.

Your Committee have much pleasure in re- porting, that a preliminary survey of the southern route between Sydney and Goulburn, and of the western between Sydney and the Hawkesbury and Nepean, has been voluntarily made by Mr. Thomas Woore, who has pre- pared an elaborate map and report, both of which will be now laid before you.

By the route proposed by Mr. Woore, Syd- ney would be connected with Parramatta, Windsor, Penrith, the Cowpasture district, and Goulburn, by lines not exceeding in the aggregate 154½ miles, (the distance between Sydney and Goulburn being 122 miles,) whilst the range of country which would thus be brought within the operation of the railway contains a population of 112,000; and if the Port Phillip district may be considered as coming eventually within its scope, the number of persons would be no less that 142,000, out of a total population of 188,000.

Under the present circumstances of this country, however, the passenger-traffic would not be so productive of revenue as that of mer- chandise and colonial produce.

This is borne out by the estimates of the Sub-Committee, which give for the annual re- turn from goods an amount exceeding that from passengers by nearly one hundred percent.

It will be obvious to this meeting, that no decided steps can be taken toward the forma- tion of railways until an accurate survey shall have been made of the proposed lines ; and your Committee would therefore recommend that public subscriptions should be entered into for the liquidation of the expenses which such a survey would render unavoidable.

They would also recommend that a deputa- tion should be appointed to wait upon His Excellency the Governor, with the view of as- certaining to what extent the Government would be disposed to assist in the great under- taking of introducing railways into this colony.

Of the vast importance of such an under- taking, to the Government as well as to the colonists, and in some sense to the mother country as well as to New South Wales, it would, indeed, be super- fluous for your Committee to speak at any length. In developing the resources of the colony, and multiplying its facilities for the production of wealth, railways would of course subserve the interests of the Colonial Treasury, and extend our commercial intercourse with Great Britain.

It is therefore not too much to expect, that with reference to its own financial policy, in- dependently of the higher considerations of the social and moral advantages which this im- portant portion of her Majesty's dominions could not fail to derive from the introduction of railways, the Government should look upon this enterprise with a favourable eye, and ex- tend to its conductors whatever assistance they can reasonably desire.

Your Committee have thus endeavoured to discharge the duty entrusted to them by their fellow-colonists. And in concluding their re- port, they would beg to assure this meeting, that the more they have examined this great question, the more reason have they seen for entertaining the conviction, that the construc-  

tion of railways in New South Wales would require but a comparatively small outlay, and that, on the line to which their attention has been chiefly directed, the returns would yield a liberal and a progressively increasing profit on the capital invested.

CHARLES NICHOLSON,

Chairman,

Sydney, 6th August, 1846.  

The report of Mr. Woore, as a necessary adjunct of the Report of the Committee, was then read by Mr. Woore, at the suggestion of

Mr. James Macarthur.

MR. WOORE'S REPORT

With the view of ascertaining the facilities attending the formation of railroads as the means of communica- tions throughout the counties of Cumberland, Camden, and Argyle, in the colony of New South Wales. I have   personally examined every line that is supposed to be available tor such a purpose, and will now endeavour to

describe their relative merits.

Owing to the country being covered with timber and brushwood, it would be impossible to carry on a minute survey until that has been cleared away, consequently I have confined myself to tracing the different lines, with the object of ascertaining where the most practicable lies, that a pathway be cleared along it to enable the

levels to be taken.

The directions of those lines are shown on a map I   have prepared for the purpose, which I now lay before you, and it is for you to determine which of them shall

be adopted.

In connecting Sydney with Goulburn, there appear to be three distinct lines through Cumberland and a part of Camden, in which county they unite in the neigh- bourhood of Bong Bong, and from thence to Goulburn there is but one; that these lines may be the better un-   derstood, I shall designate them as the eastern, the western, and the central lines

To commence with the eastern, it has been asserted that there is a good line for a railway passing along the coast ranges, consequently I examined that line; but   after tracing it upwards of sixty miles I found the   obstacles and disadvantages so great as compared with other lines I had previously examined, that I gave it up.

This line, after leaving Sydney, passes over a sandy ridge in front of Mrs. Chisholm's cottage, near New   Town, where some cutting would be required, then along the edge of Botany Swamps to Cook's River, which it would cross at the dam, then in a south- westerly direction, to George's River, crossing it near to Rocky Point, on an extensive embankment, as piles can- not be driven owing to the bottom being rocky; then ascending old Matty's Road, passes through Bottle Forest,   which is a solitary spot of good soil, extending over 300 acres (an oasis in the desert) it would then follow up the ridge, which lies between Wooronora Creek and Port Hacking Creek, the first three miles of which are gene-

rally level, but the following ten are very uneven, as the ridge forms a succession ot rocky heights and hollows, that although the outline is generally level, considerable expense would be caused in forming it into a railroad;   the next five miles slightly ascends, running principally through swamps that give rise to the Wooronora Creek, George's, and the Cataract Rivers. These swamps are   composed of peat, soft and boggy, impassable in wet weather, consequently there would be considerable ex- pense attending the formation of a railroad across them - either by means of piles or embankment. The line must then pass along the very edge of the cliffs over Wollon- gong, to avoid the heads of the Cordeaux and Cataract

Rivers, which rise within a few feet of the cliffs. From thence it has been supposed it could be carried on to Bong Bong, but the country is of much too broken a nature to allow of this being easily effected. There does not appear to be a single advantage attending this route, unless it is that of connecting Wollongong and the coast to the southward with it, if this be practicable, however, the expense would be great, and in the present state of the colony   the return very limited, more particularly as we should have to compete with the steam-boats.

On the other hand, the outlay in forming the road would be very great, as in addition to the difficulties in crossing Cook and George's Rivers, the making of the road along the ridge between Wooronora and Port Hacking Creek, and of crossing the swamps, there is scarcely any timber to construct the rails, sleepers, and fencing off - the country being a perfect desert; but were these difficulties overcome, I should still think it would not be advisable to adopt this route, as it is so totally unconnected with the located parts of the colony - and the route is in itself of so sterile a nature that it is incapable of being rendered productive.

The central line, or that known as Sir Thomas Mit- chell's new line, by the Pheasant's Nest, also crosses Cook's River, by the dam, but on leaving it, takes a more westerly direction than the eastern line, runs through a rocky hill opposite the dam, then follows the line of the Wollongong Road through Connally's land, and by Storie's garden - near which it must cross two deep gullies, both falling into George's River; then   along a narrow ridge which divides the falls of George's River from Salt Pan Creek; then descending rather a steep gradient to George's River, it must cross it on em- bankment, as the bottom is too rocky for pile-driving; the width here is said to be 400 yards. It would then ascend another steep gradient of 1½ miles out of the river, and following the Wattagong Road to about a mile from where it crosses the Wooroowra; from thence it passes up the ridge that lies between Wooro- ana and George's River. About twelve miles from the rise out of George's River to this point the line is pretty   level and straight, but from thence to Appin it must cross Dahlia Creek, George's River, and Tuggerah Creek, besides several tributaries to them, each of which forms an extensive chasm from a mile to two miles wide, and from 400 to 500 feet deep. Sir Tho- mas's road, in order to pass these obstacles at all, is obliged to make considerable detours, which are always

to be avoided in railways.    

The whole of this line is through a similar desert to that described on the eastern - without timber, and not worth traversing by roads of any description.

Besides these difficulties, the line must cross over Broughton's pass in the Cataract, and the Pheasant's Nest in the Nepean Rivers - which alone are serious obstacles to a railway; but when taken in conjunction   with the others, and the unsoundness of the ground in Bargo, I consider them sufficient to render the line wholly impracticable, at least without an enormous out- lay of capital.

This line has also the disadvantage of being uncon- nected with the located parts of Cumberland, from which a large portion of the revenue of a railway may be expected to arise.

The western line, on the contrary, carries a main trunk into the centre of the county of Cumberland - from whence diverge short branches to Windsor, Pen-       rith, Vermont, and Ellerslie.

The Vermont branch I propose extending through the fine country of the Oaks, Bong Bong, and the valley of the Wollondily to Goulburn, and the Windsor branch to Bathurst, if practicable; thereby distributing the advantages attending a railway equally through- out the three counties, and collecting all the intercourse

in them.

This line, starting from the head of Darling Harbour, in Sydney, will cross the Ultimo estate, leaving the house a few rods to the northward, then over Blackwattle Swamp, on a viaduct, and across Parramatta-street on a skew bridge; enter Grose Farm at the round watch-house that stands at the junction of the Cook's River Road; then pass up a fall immediately to the right of the Cook's River Road, skirt the northern extremity of  

O'Connell Town, leaving Mr. Gray's cottage to the   southward; then through Holt's land, along the fence   of Mr. Wilford's garden, and again through Holt's land, crossing Jones's Valley on a viaduct, under which will pass the road to Petersham: it then passes to the   northward of Mr Kenny's cottage, running round the base of the high hill in the Petersham estate, where two slight cuttings and embankments will be required, leaving the house and cleared paddocks to the north- ward; then across Long Cove Creek, where a viaduct will be required, and along the ridge in the Canter- bury estate, which divides the waters that fall into Cook's River, from those into the Parramatta River, crossing the road leading to the Sugar Company's establishment, then down a fall immediately to the southward of the village of Ashfield, and across the  

Liverpool Road, at the eastern extremity of the Seven-Mile Hollow, entering the Burwood estate at the southern corner of a grant to the late S. Terry, and passing through it, leaving Mr. Rowley's garden about 10 chains to the northward, crossing Powell's Creek at the brick kilns, about twenty chains from the Parra- matta Road; then through Underwood's and Pott's land, to Mrs. Conolly's cottage, passing about ten rods to the southward ot it; then crossing the Parramatta Road, in a hollow about 60 rods further on; it will then pass down a fall in the Homebush estate, cross Has- lam's Creek about 40 rods to the northward of the   bridge, then in a direct line towards Parramatta, through Mr Blaxland's, find Mrs. Macarthur's estates, crossing Duck River on a wooden viaduct.

On Clay Cliff Creek, immediately adjoining the Messrs. Byrnes's mills, appears to be the best posi- tion for the station, as fresh water is here convenient, and it is near the town, without interfering with its buildings, at the head of the navigation; and as on   leaving Parramatta, the line will pass to the southward of the hills on which the flag-staff stands, this spot is in

the most direct line.

The station would be 12½ miles from the terminus at Sydney.

On leaving it, the line would pass through the gar- den attached to the cottage in which Dr. Anderson lives, leaving the house to the left; it would then cross the head of Clay Cliff Creek, pass through Mr. Har- ris's land, leaving his house to the left; then across the main road to Sydney, skirting the eastern extremity of the Race Course, it will pass into the valley imme-  

diately to the eastward ot the hills extending from Prospect to Parramatta, up this valley, and between the   head of Prospect Creek and the hills, which leaves the  

hill to the northward; then through Lawson's and Terry's lands, crossing Eastern Creek to the left of Terry's old stockyard; then through a hollow in Hayes'  

land, passing close to the left of his house, and cross- ing a small creek there, to Rope's Creek, at the north- west corner of a grant to Kable, now in possession of

Mr. Robert Johnston.

At this place a station may be formed with advan- tage, twenty-five miles from the terminus at Sydney: from this station the Penrith and Windsor branches would take off.

The Penrith branch runs through Erskine Park, passing hy the north-west corner pin of the same, crosses the South Creek into Marsden's land, leaving his house about 60 rods to the southward; then across   the corner of Captain O'Connell's land, over a ridge, where some slight cutting will be required through the corner of Gaudall's 200 acre grant; then through Forster's, now Smith's, land, crossing the North Road in a hollow about fifty rods to the southward of where it crosses the Western Road;   then down a fall through Tindall's land, leaving his house, the church, and town of Penrith, about sixty rods to the northward, passing on to the Hawkesbury River to where the punt crosses.

This branch would be 8½ miles long.  

The direction the Windsor Branch ought to take I   am not quite decided about. It appears that the pre- sent road to Bathurst is very mountainous, and that it is likely a much better line may be found more to the northward, one even applicable to railway purposes. Should this be the case, the direction of this branch should be governed by that leading on to Bathurst, which, I am told by a surveyor, would cross the Hawkesbury River near to Richmond; but not having   examined that country, I cannot give an opinion; therefore, although I have traced the line between Rope's Creek and Windsor, I will let the subject rest  

till further information has been obtained.

Leaving Hope's Creek station, the main line passes through Mr. Allan's farm into the road to Fleurs, after crossing a creek there, along that road till it encounters the Mulgoa Road, which it crosses, then through Driver's land to the South Creek at Howlett's house on

Cox's land.

Here a branch line to Ellerslie will take off, - this branch will pass up the right bank of the South Creek,   through Captain King's land, then through Mr. Bell's,   and a small piece of government land, crosses the Brin- gelly Road near the South Creek bridge on that road, still following up the right bank of the creek to No- norrah, where it crosses it, and passes between Nonorrah     House and the Creek, then across the Tea tree Creek, within forty rods of Blackman's dairy station, passing up its bed to the ridge, which divides the waters of the

South Creek from Narellan Creek, crossing the Cob- berty Road at the junction of the North Road, and pass- ing through a corner of Orielton estate, and also a cor- ner of the Wivenhoe estate, into Kirkham; descending through it, the line crosses the road leading from the Cowpastures to Cobberty, and passes within about twenty chains of the cottage and farm establishment, crosses Narellan Creek, then close past an angle of it, runs into the village of Ellerslie at the Cowpasture bridge.

This branch is 10½ miles long.

The main line, after crossing South Creek, will pro- ceed through Captain King's land, passing along Mr. Kennerley's fence, and by his south-west corner pin, through William Brown's cleared paddock, then gently ascend to the gap in the western extremity of the cut hills through Hutchinson's land, crossing the North Road about one hundred rods to the eastward of a newly cleared avenue opened to the Retreat Farm; then   through Liddington's land, leaving the dwelling house   to the left, crossing the Cobbity Road on the top of the ridge, then descends a fall through the Vermont Estate, leading to the Bringelly Creek, passing between Wallace's and Thompson's huts, then parallel to the creek, leaving it about half a mile to the westward, and crossing the Nepean River, opposite Cusack's house on the old government cattle station, by a stone bridge, the span of which would be about 70 feet, the foundation here is of rock, with plenty of stone on the spot for the erection, the banks are high out of the reach of floods, the line then ascends along the face of the Eurethe range, by a side cutting of nearly a mile long; it then gains the   ridge, along which it passes through T. Hughes's land,

till it reaches the level of the Oaks country.  

This ascent is about six miles in length, and is the heaviest and longest gradient on the line, but one that I   think locomotives can overcome; but should it be found on further examination to be too steep, a more gentle one may be obtained by following the ranges further to the northward, and connecting the Goulburn line with the Penrith branch, or by following up Tim- bester range, near to Brownlow Hills, neither of which, however, is so applicable as the first, provided the ascent can be easily overcome. The line then runs along the level of the Oaks, leaving the Hardwich estate to the left, and crosses the Werriberri Creek, at Mrs. Han- cock's land, where a wooden viaduct would be required, as the creek is deep and wide. It then crosses Major Russel's farm, through Mr. Wild's, leaving his dwelling house to the right about 100 rods; then along Werri- berri Creek, through Messrs. Wilkinson's, Inglis's, and West's farms, leaving West's house 50 rods to the left, over Monkey Creek, in Carmody and Partell's land, where it crosses a ridge, which divides the waters running into Werriberri Creek from those into Stone- quarry Creek through Blackwell's into government land, where it crosses Cedar Creek, then along a level to the eastern extremity of the Lagoons, leaving several small farms at the head of the Myrtle Creek, about two miles to the eastward from the northern lagoon. The line passes along the ridge that divides Bargo River from the Natai River for about ten miles; it then heads the falls in Bargo River, and passing over a level country, crosses two gullies that form the head of the Bargo River; here   two wooden viaducts similar to that over Werriberri Creek will be required. The line then passes within a quarter of a mile of the base of the Black ranges, and leaves a small conical hill, called the Sugar-loaf, about 15 chains to the left; it then descends a short way, and crosses the head of the Natai River, which is here but a small creek, then along the flat to Mrs. Cutter's inn, where it crosses the Goulburn road, and immediately begins to ascend along the face of Gibraltar, where some side cutting will be required. It then passes through the gap in Mittagong range, where about ten or twelve feet deep of cutting will be required; it then descends through the Bendooly estate, leaving Mr. Oxley's station to the right; along the bank of Oxley's Creek, crossing the Wingecaribbee River immediately below the junc-   tion of the Creek; then through Hutchison's and   Waite's land, leaving Waite's house a few rods to the right; then through Nicholson's land, crossing the mid- way rivulet, and passing close to his dwelling house, crossing the Bong Bong road, into a small farm adjoin- ing the township of Sutton Forest, then by the township unto Underwood's and Badgery's land, leaving Ivy Hall about twenty chains to the right, crossing the road to Barker's through Moore's land into Gray's, crossing the back line of the latter's grant about ten rods from his south-east corner pin, between two hills on Gray's land, and crossing the Goulburn road in a hollow immediately to the southward of Gray's inn; it will then descend behind the inn, passing through a gap in the range, where some cutting will be required; then along the edge of two deep gullies, which form the head of the Long Swamp, gradually descending into the swamp along the side of the Hongmy Rock range, where some side cutting will be required, then along the edge of the swamp about three miles, crossing an arm of it of about 50 yards wide on poles, and another arm 400 yards wide also on poles, then through a gravelly scrub nearly level to Paddy's River, which it crosses at a small farm of Mr. Robert Campbell's, on a bridge of about 60 feet span;   it then ascends along the side of a hill, and passes through a gap on the range, where some cutting will be necessary, and the stuff thrown into a hollow; it then descends a slight gradient to the level of the Wollon- dilly River, passing up its right bank, about 5½ miles through Peters and Wilmot's land, also the Limestone Reserve, then close past the lower fence of Mr. Stuckey's garden, leaving his house to the left, and round the base of Stuckey's Hill, where some side cutting will be required, in order to skirt the hill and avoid a sharp turn in the Wollondilly River; it will then continue up the right bank 2½ miles further, when it will cross the river in Major Lockyer's land, where some rocks lie very conveniently to erect piers to support three arches; it will then pass up the left bank of the river about five miles, through government land, and recross it about a mile above the Towrang Stockade, by a stone bridge, the main span of which will be about 60 feet, with three   smaller arches, two on the south side and one on the north, to carry off the floods, but a wooden viaduct may be applied on each side of the main arch. It will also cross a hollow on the banks of the river, 70 yards wide, and 12 feet deep, on a wooden viaduct, and over a creek where a small wooden viaduct w¡ll be required; it then     runs up the right bank of the river, passing through Pasmore's, Cole's, Lockyer's, and government land, along the face of the hill adjoining Mr. Stewart's house, where some side cutting will be required; leaving Mr. Stewart's house to the right, it crosses the Mulwarry Ponds on a wooden viaduct, and terminates on the go-   vernment land between the old and new townships of   Goulburn, from whence the line may be conveniently carried on to Yass at sume future period.

By this line the distance from Sydney to the Clay Cliff Station, at Parramatta, is 12½ miles, and from thence to Rope's Creek Station is 11½ miles, making the distance from Sydney to Rope's Creek 25 miles; from   thence to Windsor is 13½ miles, making the whole dis- tance from Sydney to Windsor 38½ miles; from Rope's     Creek to the Punt, at Penrith, is 8½ miles, making the whole distance from Sydney, to the Punt at Penrith, 33½ miles; the distance from Rope's Creek to Ellerslie, is 16   miles, making the whole distance from Sydney to El- lerslie, 41 miles; the distance from Rope's Creek to Vermont is 15½ miles, making the whole distance from Sydney to Vermont, 40½ miles; from Sydney to Bong   Bong, 81 miles; and from Sydney to Goulburn, 122  

miles.

In adding these togother, it will be found as fol-

lows :-

Sydney to Goulburn....122 miles Windsor branch...........13½ "      

Ellerslie ditto...............10½ "     Penrith ditto................8½ "  

Total............ 154½

Of railway to connect Windsor, Penrith, Ellerslie, Ver- mont, the Oaks and Stonequarry districts, Bong Bong, and Goulburn, with Sydney.

Whereas the distances by the present lines of road

are

From Sydney to Parramatta ... 14  

" Windsor..........39     " Penrith...........33  

" Goulburn.......125     " Bong Bong......80       " Camden..........39  

Of these 154½ miles of railway 52 miles run through government land, and 102½ miles through private pro-

perty.

Twenty miles is already cleared of timber, and 134½

miles to be cleared.

Supposing the line to be three chains wide, or 198 feet, and 154½ miles long, it would contain 3708 acres, 2460 of which would be through private property, and 1248 acres through government property.

In the course of the line, with the exception of the Windsor branch, there are besides the formation of the road, eight deep cuttings, and seven side cuttings.

The erections are, five termini, seven stations, two brick or stone viaducts, four first class wooden viaducts,   ten second class wooden viaducts, eight first-class   bridges, twenty three second-class bridges, eighty three   third-class bridges, seventy-four culverts, and about     eighty accommodation bridges.  

The termini are at Sydney, Goulburn, Penrith, Ellers-

lie and Windsor.

The stations at Parramatta, Rope's Creek, Vermont,   the Oaks, Bong Bong, Gray's Inn, Goulburn Road, Wol-   londilly River, about Peter's land.

The brick or stone viaducts are to be at the head of Darling Harbour, and across Black wattle Swamp.

The first-class wooden viaducts are to be over Jones's   Valley, near Petersham, the Werriberi Creek, and two over the heads of Bargo River.

The first-class bridges are, the skew bridge over Par-   ramatta street, over the Parramatta road, at Homebush; over the Parramatta road, at Parramatta; over the Nepean, at Vermont; over the Wollondilly, at Lockyer's;   over the Wollondilly, at Towrang; over Liverpool Road,    

at Seven-mile Hollow.  

The other bridges, culverts, and viaducts, are dispersed      

over the line.

GRADIENTS.

Now having run over the direction of the line, I will endeavour to give a description of the gradients on it, although in the absence of the application of instru- ments to ascertain the levels, and instruments as I have before said, it is impossible to use, until a pathway is cleared along the line, (my description cannot be very   definite). However, I trust I shall be able to show that   on comparison with the most level lines in England, gradients that may be worked by locomotives with facility are to be obtained on this line at comparatively a trifling expense; in fact, that we shall be able to use   the natural gradients of the country without cuttings   or embankments, excepting a few instances, these gradients may not he capable of affording the extreme velocity that is acquired in England, but I have no doubt they will admirably answer the purposes of this colony, where I do not think that extreme velocity is desire-

able.

The amount of velocity we shall acquire, and the ex-   pense of forming and working the line, are only to be obtained by a careful survey of the gradients.

The line on leaving the terminus at the head of Darling Harbour, will descend through Grose Farm,   nearly parallel to the Newtown Road, till it gains the ridge near O'Connell Town; it will then run on nearly a   level to the Canterbury estate, when it will descend into   the Seven Mile Hollow, near Ashfield, and again ascend the ridge into the Burwood Estate, through which it   passes on a level, till it approaches Homebush, when it   again descends to the banks of the Parramatta River, at which point, it is on a level as where it started from. These four gradients I consider nearly alike, and as vou are all familiar with the ascent on Grose Farm, you can     judge of it as well as myself. Those who have travelled   on railroads in England, must recollect that of late years there has been a vast improvement in the power of loco- motives, and by the adaptation of wooden rails, steep

ascents are now travelled that were thought to be im- practicable a few years back. I am of opinion that these gradients may be easily worked.

After leaving the station at Clay Cliff Creek, there is an imperceptible ascent for a distance of twenty-five   miles, with the exception of the slight rise at the Race Course at Parramatta, which may be altogether avoided   if necessary.  

Throughout this distance, there is not the slightest cut- ing required, and the soil is of that firm nature, that I

anprehend little will be required but to clear the line,   and lay the sleepers and rails on it.  

In the neighbourhood of Vermont, the line must pass over a low part in the cut hills, consequently there will be an ascent and descent there, which I think will be again similar to that at Grose Farm; here some side   cutting will be required to form the road.

The line then passes, over a level of about two miles to the Nepean River, and immediately after crossing it, begins the ascent of the Eurethe Range, first by a side cutting along its face of nearly a mile, then on the top of the ridge for about five miles, in all six miles, when it will reach the level of the Oaks country. This is the heaviest gradient upon the line, but what the extent of it is I will not pretend to say, as my eye is not sufficiently practised to approximate the truth; how-   ever, I am strongly inclined to think that it may be worked with locomotives to advantage; but in the ab-   sence of knowledge of the exact quantity of the gra- dient, and of the extent of power in the improved loco- motive engines travelling on wooden rails, it is impos- able to come to a correct opinion on the subject; but should this ascent be found to be too steep, there are other means at hand of gaining the height, the value of which can only be obtained by minute examina-

tion.

Having gained the level of the Oaks country, the line here lightly ascends seven miles up the banks of the Wer- riberri Creek, at the head of which it must cross a ridge     that divides these waters from the stone quarry; on this ridge, a slight cutting may be required.

Then, after lightly ascending the ridge about two miles, it commences an almost imperceptible ascent which extends for 10 miles, when it rather increases for six miles; then along a level six miles further; in all this distance (22 miles) there is not an obstacle in the way, with the exception of two gulleys, the heads of Bargo River, and these may be easily crossed on wooden via-  

ducts.  

The country is so firm and level, that there will be little required but to clear the line, and lay the sleepers and rails upon it.

The line will then descend about half-a-mile, on which some side cuttings will be required, and pass over the flat opposite Chalker's inn, on the Goulburn Road, to Mrs. Cutter's inn; behind this it will begin to ascend   along the face of Gibraltar, till it reaches the gap in Mittagong Range, through which it goes and descends through Mr. Oxley's land to the Wingecarribee River.

The ascent to this gap is, I think, the next heaviest gradient on the line, but not much more than that at Grose Farm, if it is any; the descent through Bendoola   is less: the heaviest cutting will be in the gap, say 12 feet deep, but of short length.

The line again imperceptibly ascends 6½ miles to Sutton Forest Church, then rather increases to Ivy Hall two miles, descending half-a-mile from thence, it passes along a level to Gray's Inn on the Goulburn Road,

four miles.

After leaving Gray's, it descends rather a steep gra- dient something similar to that at Gibraltar, to the Long Swamp then passing along the edge ot it, and over a level country to Paddy's River, of three miles.

After crossing Paddy's River it must ascend over a low part in the hills, and then descend to the banks of the Wollondilly River, up which it very gradually ascends through a distance of 25 miles to Goulburn.

By this sketch it will be seen that there is but one heavy gradient on the line - that at the Eurethe Range - which has been already described; two others - that at Gibraltar, and that descending to the Long Swamp, not so steep - and only ten others of any importance; the remainder of the line is a light but a continual

ascent.

This line differs from all that has been executed in Eng- land, from the circumstance of one of the termini being situated about 200 feet above the other, to gain this height with the greatest case, I have endeavoured in selecting the country through which the line passes, to keep continually ascending throughout the whole, so as to spread the perpendicular height over as great a space

as possible.

The branch to Penrith is quite level, with the excep-   tion of one ridge to be got over, which is not of any amount; a slight cutting will be required there; the

greater portion of the line need only be cleared and the

rails laid down.

The branch to Ellerslie is somewhat similar, only one rise to be got over, the remainder being level.  

The Windsor branch I shall say nothing of until I ob-

tain further information.

Throughout the line, timber of all description is plentiful.

Coal may be obtained with facility at Black Bob's Creek, near Bong Bong, and I believe at Browlow

Hill.

ROUGH ESTIMATE - RAILS OF WOOD. Purchase of land for terminus and viaducts in

Sydney....£5,000   Clearing 3228 acres, being 134½ miles, 198 feet

wide, at 20s per acre....3,228   Making 8 cuttings, £2000 each....16,000  

" 7 side cuttings, £1500 each....10,500   " 154½ miles of road, at £300 per mile....46,350  

Draining ditto, £50 per mile....7,725       Building 8 first class bridges, £2000 each....16,000  

" 24 second class ditto, £800 each....19,200     " 83 third class ditto, £300 each....24,900   " 80 accommodation ditto, £300 each....16,000   " 74 culverts, £30 each....2,220     " 2 first class viaducts....10,000   " 4 second class ditto, £400 each....1,000   " 10 third class ditto, £100 each....1,000   " 7 stations, £800 each...5,600   " 5 termini, £2000 each...10,000   275,000 sleepers, 9 feet long (rough squared)

being for 2 lines on 154½ miles, each 6 feet

from centre to centre, 5s, each....68,000   3,270,000 feet of scantling, 8 x 4, at 12s. per  

100....19,620   Laying sleepers and rails, £200 per mile....30,900   309 miles of fencing, at 2s. 3d. per rod....5,560 Locomotives, carriages, turntables, &c.....50,000   Unforeseen expenses....50,000  

£419,403 or £2714 per mile.

Mr. E. C. SUTTOR, in moving the first resolu- tion, stated that whatever difference of opinion   might prevail as to the different lines of road which presented the greatest advantages; there could be, he apprehended, no difference re- specting the general eligibility of the adapta- tion of railways to the circumstances of New South Wales, and also as to the desirability of collecting information on which lines of railway   might be commenced and prosecuted. In the absence of such information, it was only rea- sonable to expect that people would withhold their support from such undertakings; but he   felt satisfied that the collection and publica- tion of all information connected with railways in New South Wales would be most favourable to their introduction. He would therefore move "That the Report now read be received and adopted; and that the best thanks of this   meeting be presented to the Provisional Com- mittee for the enquires they have instituted, and the information they have collected."

Mr. FAIRFAX seconded the resolution, which was put and carried unanimously.

JAMES MACARTHUR, Esq., in rising to propose the resolution, which had been assigned to his care, did not think it necessary to enter into any detailed statement of the numerous and great advantages which must accrue to the colony from the introduction of the great sys- tem of railways. By a great system of rail- ways, he meant that which would involve the connexion of the greatest number of population, the greatest extent of fertile and improved country, by the means of transit most easy and effectual, and by the line on which the fewest natural impediments opposed themselves.   "Without railways it was his opinion that the colony could do but little. Deprived of the means of traffic and communication, which abounded in European nations. Nature seemed to point out the way by which that commu- nication must be established, for all the pur- poses of commerce must be by railway. He could not but think from all the information he had been enabled to glean from books, that the appliance of the modern discovery which had enlightened the age with regard to the construction and working of railroads - parti- cularly as adopted in America, and even in many of the branch lines in Great Britain, that railroads might be introduced at a much more moderate cost than was formerly  

considered possible. Allusions had been made to this part of the subject by the Press, and the comments of the Church of England British Quarterly Review, had been com- mented upon in the Sydney Morning Herald.  

The advantages of the economical considera- tions which scientific improvements had en- gendered, were forcibly commented upon in the Review, and if they could be made applica- ble to the State of England, surely much more so would they be applicable here. He thought it perfectly unnecessary to say anything in support of an economical system; but he felt bound to   state that he perfectly agreed with the learned mover of the previous resolution, that it was most important that the utmost information on the subject should be laid before the public. That the most searching investigation should be made as to the means of constructing rail- ways, and their probable success, before either as individuals or as a community they should embark in such an undertaking. That in-

quiries the most diligent should be

made - information the most accurate and extensive should be obtained, previous to the, attempt to introduce into New South Wales a system in which were so largely involved the great interests of the colony and of the empire.   It was most necessary that no deception should exist on this point - that people should act ho- nestly and fairly, on their own convictions, as to the advantages or disadvantages of railways;   and it was on this account that he had the more pleasure in moving the resolution entrusted to him, because he felt that he could lay his hand upon his heart, in signifying his gratitude - the gratitude which the community at large owed to Mr. Woore - for the efforts which he had made to furnish information, and which he had to so large an extent successfully afforded. He

did not mean to say that Mr. Woore had fur-   nished them with that description of finished survey which it would be necessary to accom- plish before the line could be commenced. Before the great work was begun it would, perhaps be necessary that the gra-

dients should be ascertained, and the  

system of levelling determined; but   he must say, that he thought that Mr. Woore had done much to lessen the difficulties of such a survey, in the comprehensive plan he had laid before them; a plan which would apply   not only to the line proposed by the Commit- tee, but to the northern and western lines. He would take on himself to state, from infor- mation he had received, that the Deputy Sur- veyor-General of the Colony had expressed an opinion, that the line proposed by Mr. Woore might, by a branch to Richmond, be made available as the great line to the northern dis- tricts, even to the country which had been opened by Leichhardt; and highly as that great man's services were and ought to be appreciated, he must say, that the surveyor who would first so far master the difficulties and dangers of the country, as to render the introduction of railways practicable, would scarcely stand second to that great explorer. He might be asked, relying so strongly as he did on Mr. Woore'a plan, what were the qualifications of that gentleman for the task he had thus voluntarily undertaken. He would reply, that he held in his hand an en- graved map of a great and most laborious work of Mr. Woore. It was a survey of the Prince of Wales Islands, Penang, and the Malacca Straits, and developed the greatest degree of industry, talent, and acquirement. True, it was a marine survey; but he ventured to   assert that the knowledge which Mr. Woore had brought to bear upon the depths in that survey, would be as judiciously and ably ap- plied in surveying the heights of Australia. (Mr. Macarthur here read extracts from two letters from Captain Beaufort, R. N, and Hydrographer to the Navy, to Mr. Woore, complimentary to the map before alluded to, and expressive of a high opinion of his talents. To refer, however, again to the subject of sur- vey, he thought the meeting would agree with him that a detailed survey must cost money and labour, and the best mode of appreciating the services which Mr. Woore had rendered, would be by putting down a sum of money by means of which the necessary steps for an accurate survey of the proposed line might be taken. He thought the Govern- ment, who were the greatest landholders, and who would therefore derive a large share of the advantage attendant on the formation of railways, ought to come forward with a hand- some contribution; but, in the first instance,   it was necessary that individuals should come forward, and he trusted a good round sum of money would be raised. He would now move "That the best thanks of the meet-   ing be presented to Thomas Woore, Esq, for the laborious survey he has made, and

for the Map and Report he has now pre-

sented."

Major LOCKYER seconded the resolution, which was put by the Chairman, and carried unanimously.  

Dr. NICHOLSON, M L C., moved, "That the following gentlemen be deputed to wait upon His Excellency the Governor, for the purpose of ascertaining to what extent the Government would be disposed to assist in the introduction of railways into this colony:- The honorable the Speaker of the Legislative Council, the Right Worshipful the Mayor of Sydney, Charles Cowper. Esq., M.L C., William Walker, Esq., James Macarthur, Esq., Rev. Ralph Mansfield, Thomas Barker, Esq., and Thomas Woore, Esq." He thought there could but be one opinion as to the advantages attendant on the application of communication by railway in New South Wales, and he should not therefore trespass upon the time of the meeting by descanting upon them. It was a subject on which the Government of the country was as much in- terested as individuals. The subject of roads continually presented itself to the Government in various shapes, and it was most desirable that some plan should be adopted by which they might be constructed to the development of the resources, and the permanent advantage of the colony. His late Excellency, at an in- terview which he had held with some gentle- men interested in the introduction of railroads into the colony, had expressed himself favourably towards them, and had promised to use his exertions in promoting their introduction, by recommending the free grant of those lands belonging to the Crown which they might pass through. He might also state, as a fact with which he had lately be- come acquainted, that the Right Honorable Mr. Gladstone, Secretary of State for the Co- lonies, had addressed letters to the governors of the colonies, instructing them to encourage, the formation of those lines of railroad which appeared to be projected on legitimate and substantial grounds; and he had also forwarded   papers containing valuable information for the use of the Government, and of course of the public generally, connected with the subject. He might also state that he had gone further in his approval of the introduction of this im- portant improvement: for he believed he had   authorised the Governor to assent to any rail- way project which he thought desirable to be carried out, without waiting for the approval of Her Majesty's Government. It was to be remembered too, that the Government had at its disposal a large staff of surveyors, which it might be willing to lend, in advancing a system of such great national importance;   and it was, therefore, only matter of prudence that they should apply for such aid as the Government might be disposed to render them. He fully concurred in every observa- tion that had been made by Mr. Macarthur in   praise of Mr. Woore, and on rendering to him that tribute of gratitude to which he was so justly entitled; but he must also state, that it was not the object of that meeting to pledge itself to any survey. It would be open to others to follow in the same course, and it was  

a question not of individual interest, but of national importance that the best line should be decided on. The survey of Mr. Woore was of the most encouraging kind - far more so than might have been expected: for it showed   them that they possessed a line of road in which no difficulties except of a trivial cha- racter presented themselves. If, too, reliance was to be placed on his estimate, that the rail- road of wood could be constiucted for from £2000 to £3000 per mile, it would be seen that the construction of the common roads, properly metalled, would be as expensive; and   when the advantages of railroad transit was taken into consideration, he could not doubt that the importance of the present movement would be fully felt.

W. LITHGOW, Esq., M.L C, seconded the resolution, which was put and carried unani-

mously.

CHARLES COWPER, Esq., M.L.C.: The Com-   mittee appointed at a previous public meeting having completed their labours, and their Re- port having been received and adopted, it next  

became them to consider what steps were next to be taken to forward the great and important object they had in view. It had been justly remarked, by the gentleman who had moved the first resolution, that it was most important that full and correct information should be ac- quired; and unless an accurate survey were   made, and laid before the publie, he felt per- suaded that extensive support could not be ex- pected. He quite agreed that they were much indebted to the labours of Mr. Woore; for   without his plan, which had been read to the meeting, and the map by which it was accompanied, the report of the Com- mittee would necessarily have been very meagre. But the survey of Mr. Woore, as that gentleman had himself told them, could not be relied upon as a sufficient guide to enable them to commence operations. He had been obliged to make his survey of the country, as he found it, without making that minute and expensive investigation which was imperatively required, in a project of such magnitude. It therefore was incumbent in  

them to devise means for meeting the expenses of such a preliminary survey as would give full confidence in the undertaking. Without this,

it was impossible to advance with prudence a   step further: for he at least joined with Mr.   Macarthur in saying, that he should be sorry to advocate any line of railroad, with respect to   which the fullest and most ample information had not been given. It was the want of such information, he felt, that had kept back the public from an attempt, which in advance of the labours of the Committee had been made to form a Company for one line of railroad. No persons would join in such an undertaking, whilst they felt that they might be involved in responsibilities which did not fairly belong to them, and the

expenses of a survey hanging over the heads    

of provisional directors, was sufficient to deter them from proceeding otherwise than most warily. He had, therefore, much pleasure in moving, "That a subscription be now entered   into for defraying the expenses of a survey of the southern and western lines, extending from Sydney to Goulburn, and to the Hawkesbury and Nepean Rivers, respectively.

W. WALKER, Esq., seconded the resolution, which was passed unanimously.

Major LOCKYER moved, that a provisional Committee, consisting of the undermentioned gentlemen, be now appointed, for the purpose of collecting subscriptions for a survey, and causing such survey to be made whenever they shall deem the amount subscribed suffi- cient to meet the necessary expense, and that they do report to a public meeting, to be hereafter held: Dr. Nicholson,   Speaker of the Legislative Council, the Mayor, James Macarthur, Esq., Rev. R. Mansfield,     Thomas Barker, Esq., W. Walker, Esq.,   W. Lithgow, Esq., M.L.C., Samuel Lyons, Esq., F. Unwin, Esq., Charles Cowper, Esq., M.L.C., D. J. Coghill, Esq., Major Lockyer, Wm Dawes, Esq., Hon. Sec.

Wm. Walker, Esq., accepted the office of

Treasurer.

The Mayor having vacated the chair, it was taken by the Honorable the Speaker of the Legislative Council, when Mr. Unwin moved a vote of thanks to his Worship, which having been unanimously responded to, the meeting

separated.

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