152 
MAGAZINE- OF SCIENCE AND ART. 
such an increase of traffic may be anticipated as will 
ma.ke the gross annual receipts equal to £82,000. 
Against this must be set the gross expenditure, wliich 
I estimate at £66,800 for the year. 
1 Ins expenditure is not in proportion to the present: 
hut I hope strict economy and care will prevent the 
amount stated being exceeded. 
The estimated surplus revenue over working expenses 
will therefore be £15,200; and as the total capital ex¬ 
pended mil amount to £1,175,89-1, the interest will he 
a * the rate of 1*28 per cent, upon it. 
outstau ding claims connected with the land have 
still, how ever, to be charged to the capital account. 
. * * ie annual charge upon the revenue, to meet the 
interest due upon the capital, will be £43,GOO, in round 
numbers. 
THE EXTENSIONS PROPOSED. 
In accordance, as I am informed, with the wishes of 
the Legislature, as expressed last Session, means have 
been taken to ascertain the practicability' and cost of 
lurther extensions— 
Allies. 
From Canipbellto’.vn to Pieton, about . 19 
Parramatta to Penrith, with a branch to Windsor 34 
West -Maitland, towards Singleton. 1 S£ 
103,444 14 
59,670 13 7 
362,907 11 8 
303,236 18 1 
71t 
ihc details are not yet sufficiently worked out to 
enable me to state the precise sum each lino will cost; 
but-1 shall be in a position to submit this to yon before 
the House is called upon to consider the policy of pro¬ 
viding for their execution 
Sufficient, however, lias been done to permit me to 
say, that the cost of the line as far as Mcnanglo would 
not exceed, without the land, £10,000 per mile: the 
worst gradient being 1 in 80, and the smallest radius 
ot a curve 40 chains. 
ihe cost of the line from Menangle to Pieton will 
not exceed, without the laud, £12,009 per mile, includ¬ 
ing a sum of £15,000 for a bridge over the Nepean ; 
the worst gradient being 1 in 70, and the least radius 
of a curve 20 chains. 
The cost of the line from Parramatta to Penrith, 
■with a branch to Windsor, will he about, without the 
land, £9,000 per mile; the worst gradient 1 in 80, and 
the smallest radius of a curve 30 chains. 
The sections of the line from West Maitland towards 
bmgletou are not yet completed, but the cost will pro¬ 
bably not exceed £9,000 per mile. 
3 he entire sum required for these extensions, includ¬ 
ing land and additional rollingstock, is approximately 
estimated at £831,500 for an additional length of nearly 
/2 miles ot railway, or £12,000 per mile in round 
numbers, 
ihe amonuts charged against existing railways have 
been furnished to me by the Accountant from the books 
of the department; for the information connected with 
the extensions in progress and proposed, I am indebted 
to the Engiiicer-in-Chief. 
Tiiii question of the advisability of constructing these 
additional lines has had my anxious consideration. 
Unfortunately, the principal data required for its 
solution, viz., the amount of existing traffic upon the 
different roads has never been accurately ascertained. 
I have made use, however, of the returns of 1855-6 as 
the best to be had, and I trust experience may prove 
that the estimates founded upon them do not give too 
high results. These are as follows: supposing the 
Southern Railway open to Pieton- the Western to 
Penrith and Windsor, and the Northern towards 
Singleton : the details will be found in the Appendix 
marked A. The estimates are based upon the exist¬ 
ing rates, in which it is not desirable to propose any 
alteration until farther experience has shewn how fair 
they meet the present wants of the country. 
Estimated Annual Receipts from 
Traffic .. £201.774 0 10 
Expenditure . 158,000 O 0 
Rcreipts over working expenses. 43,774 0 10 
Interest on Capital at 5 per cent. «. „ ,, ~ 
Annual charge on Revenue to defrav 
Interest ... 
Estimated gain to community by im¬ 
proved communications’ pe’r an. 
Gain to community by the construc¬ 
tion of Railways after payment 
of all expenses, per annum. 
The above statement shews, that when the entire of 
the Railways existing, in progress, and at present pro- 
posed, are in work, an annual charge of £59,6/0 13s. 
7d. will be required on the Revenue to meet the 
interest on the capital expended, in addition to the 
assumed receipts over working expenses. 
This presumes, however, that there would be no 
augmentation of the reported goorh traffic of the country; 
in proportion as this improved, the accounts would 
shew a more favourable balance. 
By extending to Penrith and Windsor, and Pieton, 
and towards 8ingIeton, it may fairly be assumed the 
entire land traffic between Sydney and the west and 
south, and Newcastle, and ’ the ’Northern Districts, 
would bo conveyed along the rail ; and the increased 
facility of transport repay the public for the vearlv 
vote of £59,670, while required. 
r ‘hen the data on which the above calculations are 
founded be considered as sufficiently reliable, it follows 
that these extensions may he proceeded with. 
Before turning to the condition of the existing roads, 
there is one other proposed extension that demands 
attention, viz., to bring the Railway into Jlyde Park 
from Rejfera, and to make the terminal station in the 
Park. The reasons urged in favour of this measure 
are; the great inconvenience to the public of the 
distance to the present terminus, the central position 
of Hyde Park, and the pTobable consequent increase 
of passengers, especially to and from the Suburban 
Districts. 
It is rather a question for the Government than for 
me, how far it may be judicious to encroach with a 
Railway upon what has always, I understand, been 
looked upon as one of “ the lungs " of Sydney. 
Ihe plans and sections are nor in a sufficient forward 
state to be. laid beforn you ; hut I am informed by the 
Engineer-in-Chief that the line at present projected 
would pass over Devonshire-street by a bridge, through 
the west side of Carter's Police Barracks, over Hay- ' 
street by' a bridge, and across Elizabeth-street by 
another bridge, at its junction with Market-lane; then 
across GouJ burn-street, and, passing under Liverpool- 
street by a bridge, enter Hyde Park ; the terminal 4 
station being on the side opposite Market-street. The 
sharpest curve would have a radius of 30 chains, and 
the steepest gradient would he I in 70. 
The only land requiring to be purchased would be 
about 550 yards run lroui Elizaheth-street to Liver- 
pool-street, containing an acre and a half, more or 
less. 
The station buildings might be put at £20.000, but 
this should be reduced by an amount equal ro the 
capital of the rent required for offices for the Railway 
Department, and might therefore be omitted in the 
calculation of cost. 
The expense of a double liue, including the land, 
may be assumed at £65,000 ; but this sum is not sub¬ 
mitted as an estimate; it is merely intended to give 
a general idea of cost. 
I have not sufficient data to enable me to decide 
how far this line would pay, but I believe it would 
pay working expenses, and perhaps the yearly' interest 
on the capital also. 
The site is not advantageous for a goods station; it 
is 82 feet above the level of the Circular Quay, the 
gradient to which would necessarily be steep, and the 
cost of any line heavy, yet it is of serious consequence 
to facilitate the transit of goods between the Harbour 
and Railway. 
I 
