KriV SOUTH WALES. 



Coast line was finished as far as Nowra, and tlie brancli of the 

 AV'estern line to Forbes was also brought into operation. These are 

 the principal developments of the system ; but there are other 

 branches in operation^ and in time the isolated Lismore line will have 

 to be connected with the Northern system^ though it presents many 

 difficulties and will be a costly Avork. 



Other extensions are in contemplation, but they are all of the " light 

 railway " character, as it is the present object of the Eailway Admin- 

 istration to keep down any inflation of the capital account as much as 

 possible. Instead of an average of over £14,000 a mile, the purpose 

 is to construct agricultural and pastoi'al lines costing from £2,000 to 

 £3,000 per mile only, and of such a character will be the authorised 

 extension of the Northern branch from Narrabri to Moree. There is 

 also the proposed extension from Forbes to Condobolin, along the 

 course of the River Lachlan, and before many years are passed an ex- 

 tension of the Western system across the Darling to Broken Hill will 

 have to be undertaken. This important work, which will place Sydney 

 in direct communication with the South Australian system, should not 

 be carried too far to the northward if it is to intercept the wool and 

 other traffic now flowing southward to Melbourne and Adelaide. In 

 addition to which, it ought to be possible to obtain a substantial par- 

 ticipation in the carriage of Broken Hill ore to the coal and of coal 

 to Broken Hill, thus filling the trucks upon both journeys. But these 

 lines ujjon the Western plains will none of them involve much in the 

 nature of costly construction, with the exception of the crossing of the 

 Darling. 



However, it is not the jjurpose of these pages to sketch out the 

 future of New South Wales extension. 



TAe Af'poinUnent of Rail r- ay Commissioners. 



The rapid opening of new lines prior to 1888, some of them con- 

 structed without sufficient regard to the prospects of an early remunera- 

 tive traffic, an excess of political influence, an unwise effort to keep 

 down working expenses by restricting renewals, and the need of more 

 harmonious and expert control, resulted in an undue waste of resources 

 and a certain amount of deterioration ; and it was found that while the 

 capital expenditure had nearly doubled, the net earnings had not in- 

 creased. Hence, it was determined to secure the best technical know- 

 ledge available in the United Kingdom, and to place the entire system 

 under the control of a responsible body of Railway Commissioners, as 

 far removed as possible from political influences. The Government 

 Railways Act of 1888 was duly passed, and Mr. E. M. C Eddy, whose 

 services to the London and North-western, and Caledonian Railways 

 had been generally and warmly recognised, received the appointment 

 of Chief Commissioner. With him were associated Mr. Charles Oliver 

 and Mr. W. M. Fehon, and these three gentlemen have, during the past 

 seven years, had the control of the completed railways. The respon- 

 sibility in respect to the construction of new linos still rests with the 

 Parliament, but even in that case a report is required from the Com- 

 missioners, and no new work has been authorised upon which they have 

 advised adversely. 



