Observers' Field Reports 173 



rabbit fence was very slow on account of numerous creeks and swamps, as well as patches 

 of sand and scattered tree stumps. So rough was the going that on one occasion a 

 whole day was consumed in going 28 miles. 



It was found at Esperance that further progress along the coast was quite impossible 

 with the car, and so by the kind assistance of the Surveyor-General arrangements 

 were made with the State Steamship Company that the steamship Eucla should remain 

 at Israelite Bay long enough to permit me to make a series of magnetic observations. 

 Unfortunately the day was overcast so that determination of declination was impossible. 



In order to use the car from Esperance to Eucla, it was necessary first to go north- 

 ward to Norseman, and thence eastward by way of Balladonia. After provisioning at 

 Norseman for the long overland journey, we started on June 3. For the first 130 miles 

 the track was generally fair, though there were some sandy patches. The most serious 

 trouble was caused by tree stumps which occurred frequently along the cleared track 

 through the bush, and were often quite hidden by clumps of salt bush. Our front axle 

 was badly bent by one just before reaching Fraser's Range on the first day. Fortunately 

 repairs could be made at the station, and we proceeded the following day to Balladonia. 

 An effort was made here to secure camels to make the trip into Eyre along the coast, 

 as this road is impassable except by camels. In this I was unsuccessful and decided to 

 proceed in the car by a more northerly route to Eucla, where I arrived on June 10. 

 Observations here were delayed by several days of severe sandstorm, and it was June 15 

 when we were ready to begin the return journey. 



After a succession of accidents to the car it was decided, when about 60 miles north 

 of Norseman, to send the car to Perth by rail where it could best be put in order for 

 succeeding work. We accordingly terminated this portion of our work at Perth June 30. 



On July 31,1 again left Perth in the motor-car and proceeded eastward to the rabbit 

 fence by way of York and Merredin, to 21-Mile Hut, where observations were made 

 on August 2. The rabbit fence was followed northward as far as the gate opening 

 westward to Cue, where we directed our course to Meekatharra and Nannine, and thence 

 our progress was along the Nullagine Stock-Route to Nullagine and Marble Bar. This 

 trip was made without incident more serious than becoming fast in a salt marsh near 

 Nannine, when we had to walk 6 miles to secure a man and team of horses to pull the 

 car out to hard ground. Along the stock-route the track is in general moderately good 

 though cut up in places by the cattle. Crossing several creeks was the most serious 

 difficulty and required strenuous exertions in which we were assisted in some cases by 

 the natives. The road from Nullagine to Marble Bar is extremely hilly, but the surface 

 is generally good, and the creeks have been spinifexed for the motor-lorry which runs 

 once a week. The road from Marble Bar to Port Hedland is considered passable for 

 the first 80 miles; after that and until Port Hedland is reached there is very heavy sand. 

 Only one car has been known to have made this run, and then only by the illegal pro- 

 ceeding of traveling on the railway track over the sandy stretches. It was therefore 

 imperative at this stage to send the car by rail to Port Hedland, from which point it 

 was shipped in charge of the driver to Perth. 



Having disposed of the motor-car, I made a short trip by sailboat to Ballaballa, 

 and later by steamer to Broome and Derby. The Mission lugger W. S. Park picked me 

 up at Derby, and carried me to Port George IV, and returning by way of Montgomery 

 Islands, and Sunday Island in the Buccaneer Archipelago, enabled me to make magnetic 

 observations at those places. On my arrival at Broome I took the first southbound 

 steamer and arrived at Cottesloe on October 23. 



The distance between stations on this work is considerably greater than has been 

 the custom when travel has been by caravan, and the cost per station has been higher 

 than would have resulted from a more compact distribution. Many of the tracks had 



