prominent old settlers would agree to spend the requisite large sums of money. Indeed, some of the most influential men were the chief obstacles in the path of development. But when the expenditure of loan moneys had temporarily relieved the depression, they gave way to the general sentiment, and even lent it their aid. The depression, as usual, disappeared as unconsciously and inadvertently as it appeared. The public works policy, the remarkable growth of settlement, the discoveries of gold, and the increase in population, brought in the tide with a slow but regular flow. Unfortunately, nothing could galvanise the agricultural industry.
Governor Ord assisted the public works movement, but his short administration was quiet as a cloister and as devoid of incident, and when he retired—in April, 1880—the circumstance was almost unnoted by the people. A certain interest is always felt in the personality of a new Governor, and colonists are wont to look expectantly to his advent. On this occasion one whom they already knew was appointed. Sir William C.F. Robinson, K.C.M.G., returned in April, 1880. With his previous knowledge of the colony he was well able to appreciate and support the course of events. Upon occasion he used the power of veto reposed in him by the Crown more often than certain councillors appreciated. At the same time he improved on the negative virtues of his previous administration, and took a personal interest in the colony, and was socially popular. He was a fair business man—a quality more valuable in a country ruled by representative government than other. His successor was Governor Broome, who arrived in June, 1885.
Mr. John Robb, the contractor for the railway from Fremantle to Guildford, completed the work within three months of his contract time. The line was formally opened on 1st March, 1881, by Governor Robinson. Though nearly all the officers and men were strange to their duties, many never having seen a railway before, no serious accidents were at first chronicled. This novel mode of traffic was viewed with eager interest by the townspeople of Fremantle, Perth, and Guildford, who gathered in large crowds to witness the trial journey. A new feature had entered their lives, and the passenger traffic was for some time very brisk. Up to December, 1881, the receipts amounted to £6,583, and the expenditure to £6,477, leaving the small profit of £105 for ten months' running. The goods traffic was exceedingly small—£1,201—due to the popularity of river traffic. Sandalwood and other products from the eastern districts were unloaded at Guildford, placed in boats, and carried down the river to the ship's side at Fremantle. Teamsters, also, with loading for Perth invariably preferred to travel right through to that centre rather than discharge at Guildford. The length of the line was nineteen miles, and the nett cost up to 30th June, 1881, £123,504, exclusive of preliminary surveys (£2,000). The colony now possessed fifty-three miles of Government railways, with thirty-seven miles of privately-owned lines. The profits from the Fremantle-Guildford and Geraldton-Northampton Railways were not, for a few years, sufficient to pay the interest on the loans floated for their construction. The low prices of lead and copper had compelled the cessation of operations on many of the northern mines.
The loan of £200,000 at 4½ per cent., provided for by Act of Parliament in 1878, was floated in London. The Act was amended in the clauses relating to repayment in 1879, by the advice of the Secretary for the Colonies. It was determined to continue the railway to the eastern districts in the hope that by so doing the first section would be made to pay better. The question of the line of route to be followed was excitedly discussed in the Council, public meetings, and in the press. Three routes were advocated—via Spencer's Brook to Northam, via Chidlow's Well to Northam, and via Chittering to Newcastle. A bill passed the Council in 1881 authorising the construction of the railway to Chidlow's Well and York, and after the sanction of the Secretary for the Colonies was obtained a further loan bill—on this occasion for £150,000 (4 per cent.)—was carried, partly for the railway and partly to repay money taken from the general revenue for public works purposes. There had been in previous years a singular misconception as to the exact state of the finances. In September, 1876, Mr. Lefroy, the Acting Colonial Secretary, assured the House that there was surplus to the credit of the colony of £26,119, and it was decided by the Council to appropriate a portion of this sum to the construction of the Eucla telegraph line. In 1879 Mr. Carey asserted that the figures were totally wrong, and that the balance was actually on the other side. An examination was made of the public accounts, which adduced that at the end of 1876 there was a deficit of £17,885, which, through incorrect estimates, had been accumulating until, at the beginning of 1879, the indebtedness of the colony, apart from loans, amounted to £35,000. The Government brought forward a tariff bill, and proposed to tax flour and generally raise the duties to make up the deficiency. There was an acrimonious debate on the whole question. At the end of 1879 even the later estimates were found to be incorrect, and the liabilities were set down at £79,897, but before July, 1880, the sum of £12,236 of this amount was paid off. By July, 1881, the deficit was reduced to £59,844. The 1881 loan bill provided for the repayment of the sum taken out of the general revenue for the Eucla line, and in July, 1882, Governor Robinson was able to announce that the deficit had been liquidated, and the ledger balanced.
Tenders for the construction of the second section of the Eastern Railway—Guildford to Chidlow's Well—were opened in December, 1881, and that of J. Wright—£53,043—was accepted. Work was commenced early in March, 1882. Property holders asked excessive prices for their land required for the line, and considerable difficulty was experienced in arranging terms. Mr. Mason, the Acting Commissioner of Railways, estimated the total cost of the extension to York, including equipment, at £192,350, or £3,990 per mile. The chief engineering difficulties were situated on the Darling Range. While work was proceeding awkward complications arose in the traffic on the Fremantle-Guildford line. On 18th January, 1882, the engines broke down, and traffic was entirely suspended. This was at first blamed to the unsuitability of the locomotives, but subsequent enquiry by the traffic manager showed that the boilers had been neglected since the opening of the line, and that the stoppage was due to negligence on the part of the men in not obtaining in time a supply of proper water. A committee, consisting of Messrs. E.A. Stone, J. Manning, and W. Padbury, was appointed, and discovered several instances of neglectful supervision and careless working. Corrosive matter was allowed to accumulate in the tubes, and the boilers had only been washed out once a week.
The work on the eastern extension was continued with as much vigour as the rigid economy pursued would allow. But the funds at the disposal of the Government were insufficient to complete the undertaking, and a loan bill for £254,000 (4 per cent.) was passed by the Council in 1882. A landslip at a cutting about eight miles from Guildford necessitated a deviation, demanding an additional expenditure. On 11th March, 1884, the line was opened to Chidlow's Well, the cost of this section being £80,472. Owing to the non-arrival of engines from England the running was not for
