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ERA OF WATER TRANSPORT

As the Wallis Lake entrance began to assume the form of a village its prime need was communication with market and supply of the larger world outside. That era was one of water transport.

First because the hinterland was covered with dense brush and forest and second having forced a way into the vicinity of the inland settlement's of Taree (about 30 kilometres from Forster / Tuncurry), Wingham and the like. One would still be a long day's drive from Hexham (in Newcastle) and again a sea voyage to the city from there or at least from the traveller's point of view, a long, long journey back through Morisset to Peat's Ferry then to Sydney.

One invariably faced the overnight journey by sea on a variety of different craft and hoped the fair weather played fair and the navigator was as skilled as he thought he was.

Still looking back on that era with the number of ships both large and small lying on the floor of the sea between here and Sydney it could be called a hazardous trip especially from the farmers' point of view when one bad night could destroy his whole year's production and income such as a cargo of grain, or pigs or the like was lost.

Then as the farmers farmed and the soil was lost to the rivers and ended up as bars across the rivers, making their navigation only possible at the right tide and state of the sea, any cargo of a perishable nature like meats, fish, eggs and vegetables could rapidly reach a condition debarring them from market so people longed for a faster and more secure form of transport.

The bridging of the Hawkesbury held rail travel up for some time but eventually this gap was bridged but in the meantime Newcastle was being exploited as a port and the Hunter River Railway Company had begun to establish rail links in that area. In l857 a line to Maitland then l863 to Singleton, had shown what could be done.

There began an era of agitation for the railway up the coastal strip finally resulting in a survey of the possibility being made in l886, followed by an exploration of two routes in 1889.

There was a scheme for establishment in three sections: -

1. to the Manning,

2. to Coffs Harbour, and then

3. to Grafton.

The whole thing being found feasible, there remained one problem.

That being, where was the 'take-off' point? Should it come through to Morpeth, Seaham, Bulahdelah, Larry's Flat to Wingham or further westward through Maitland, Paterson, Dungog, Gloucester, Larry's Flat to Wingham?

The more easterly of the two routes lost in the final selection because the crossing of the Hunter River would need to be across navigable water, thus requiring a costly opening bridge and the lands through which it was sited were of poor quality.

The fact that the rail line would 'open up' the country was not as valid as the westerly route.

It was not until December of 1902, that plans and estimates were completed and the following costs were forecast for the 'A' section of line which again was divided into three separate contracts; Maitland to Dungog 290,250 pounds, ($580,500), Dungog to Gloucester 342307 pounds, ($684,614),and Gloucester to Taree 483486 pounds, ($966,972).

Tenders were called in January 1904 and although the two lower sections of the line were awarded to tenderers, they finally had to abandon their work on the job and the whole job finally rested on the Public Works Department.

TAREE RAILWAY OPENED 1913

The work was done in sections each being officially opened on completion - to Dungog August 14, 1911; to Gloucester, November 4, 1911; and to Taree February 4, 1913.

Total cost for the job was 6,460,760 pounds , ($12,921,520), an amount 2,000, 588 pounds, ($4,001,176) in excess of the estimates of eleven years before - which if we compare with similar undertaking in later years was not too bad.

The opening of the line was the cause of much jubilation by the public for rapid safe transit to the city and back meant business was far more rapidly conducted; speedy safe transport of farm produce and the opening of small wayside villages along the line where produce could be entrained without the need for travelling to the nearest wharf or large town.

DECLINE OF COASTAL SHIPPING

But the coming of the railway effectively killed the coastal shipping, for despite the fact that it was always cheaper its failure under weather, tidal conditions and misadventure was high.

DECLINE IN THE TIMBER INDUSTRY

A second effect was the transmigration of the timber industry - now no longer tied to the coastal streams where water transport was available. Mills now moved into the forest and instead of transport of raw logs to the mill at wharf-side, it was transport of the finished product from mill in the forest to the railhead. This saw the decline of quite a few of the timber-villages along the coast. Such place as Nerani, Failford, Coolongolook tended to shrink once their chief industry - timber - was easier to handle from other centres.

Road transport from forest to railhead and from the villages to the railhead by bus, hire car and the like became the next development.

ROADS VERSES RAILWAYS

The next development then was public transport as feeder line to the railways, but as time went by this broke down, generally through political interference. In an endeavour to give the railway exclusive rights to human transport the imposition of taxes and the failure to allow bus transport by Government edict had placed natural development in a false position.

In the United States of America, where no such legislation was made (generally because the rail was privately owned and not government controlled) the roads systems were developed to carry greater loads and business developed, with feeder services, which make transcontinental bus travel available practically doorstep to doorstep thoughout the country. While rail travel still exists accomodation has been upgraded to capture some of the travelling public.

However, many rail lines which, because of the better road transport, proved uneconomic and have been closed down.

Our own system has been allowed to swallow huge sums of money to subsidise redundant services, which the public through commerce and travellers, have paid additional to uphold this arrangement. (This was written in 1983)

Recent attempts to upgrade the rail system, again at huge costs to those who use it are being watched with interest. However, when one finds no available public transport to bridge the 35 km. journey to the railhead, then a timetable suitable to travellers further up the line, and finally suffers our "latest luxury accommodation" which still contrasts sharply with that of other countries, one feels there was a place for private enterprise to have a "fair go" at competition down the years. At least our buses compare favourably with those so successful elsewhere.