CHAPTER XIII,

CONSTRUCTION AND WORKING.

CONTENTS.-Statutory rules and orders-Location and grading-Gauge-Land -Width of formation and other dimensions-Ballast-Permanent-way-Timber trestles-Fencing-Level-crossings-Station yards on single line-Signalling and interlocking-Platforms-Turntables-Water supply-Station buildings-Mileposts and gradient boards-Rolling-stock-Instructions for a light line in India -Approximate cost of light railways in England-Speed-Brake-power-Methods of working single-line traffic-Mixed trains-Fuel consumptionWorking expenses-Main line assistance-Terms of working-Economy in staff.

Construction of Railway.-In Appendix IX. will be found the Statutory Rules and Orders made by the Board of Trade with respect to applications to the Light Railways Commissioners for orders authorising light railways. Instructions are given regarding the notice to be published in a local newspaper of an intended application for an order; the deposit of the draft order, plan, book of reference, section, estimate, and index plan with local authorities and Govern. ment departments; the scales to be adopted on the plans and sections; the previous service of notice on landowners, lessees, and others; the form in which the estimate is to be submitted; the documents to accompany the application; the fees to be lodged with the Commissioners, etc. Applications must be made to the Commissioners in the month of May or November. The order, if provisionally settled by them, requires confirmation by the Board of Trade.

Before a railway can be opened for public traffic, it must be inspected in accordance with Act 5 & 6 Vict. cap. 55, ss. 4, 5, 6; Act 34 & 35 Vict. cap. 78, s. 5; and Act 36 & 37 Vict. cap. 76, s. 6. It has been seriously suggested that light railways, on which the axle-load is limited to 8 tons and the speed to 12 miles an hour, should be free of all control whatever; but it is only reasonable that the Board of Trade should reserve the right of inspection-in order that they may be assured that their requirements are carried out and their regulations observed-and of imposing such additional conditions for the convenience and safety of the public as may from time to time appear to be necessary.

Economy in construction depends primarily upon the location and grading of the line. In light-railway work especially, direct alignment is of minor importance; every traffic point within reach must

be secured, although this may add considerably to the length of the line; saving in distance must be sacrificed to the economy of avoiding heavy works and keeping down the cost of construction. With lighter traffic and shorter trains, moderate undulations of grade may be more readily accepted. A capable driver will know how to take advantage of the acceleration of gravity, if the track is good enough to allow him to raise speed sufficiently to "run at a hill," as Mr A. M. Wellington expresses it. Sharper curves open the way to flexibility of alignment and saving in earth-work in difficult country. The tendency to exaggerate the resistance due to curvature, and to allow too liberal compensation on that account in grading the section, may seriously handicap a promising project. Physical difficulties may often be economically dealt with, in the first instance, by bringing them to a head at one point-by "bunching" grades, adopting special methods of surmounting them, zigzags, etc., instead of spreading their treatment over a long section; and improvements in grade and curvature may be made afterwards, when expenditure on them is justified by the requirements of the traffic and the expansion of the revenue of the line. It may sometimes be economical to lay the light railway on a public road, but not generally.

The first temptation to be considered, in the desire for economy, will probably be that of adopting a narrow gauge, and (as has been pointed out in the previous chapter) this does undoubtedly afford an opportunity of saving in several details. It must be borne in mind, however, that facility in running round sharp curves, such as occur in hilly country or with light lines laid on roads, depends rather upon. the maximum rigid wheel-base than the gauge; that the occupation of roads is almost as great with a narrow gauge, on account of the width of the stock; and that the adoption of a smaller gauge will scarcely relieve the permanent-way and bridges, unless it is accompanied by a reduction of axle load, and unless a maximum load per foot of wheel-base is also prescribed. But the question has been discussed elsewhere. It need only be observed here that a difference of gauge should not lightly be accepted if there is any reasonable chance of an exchange of traffic with standard lines.

The occupation of land, by rent or by purchase, at its agricultural value was one of the concessions desired by the advocates of light railways. Under Section 13 (1) of the Act, the compensation may be determined by a single arbitrator nominated by the parties, and the betterment of the property by the light railway is to be taken into account as a set-off. The lawyers will get less, and the owner will get a fair price for his land. Enough land should be taken up in the first instance to leave room for probable future developments lest, having itself raised the value of the adjacent land, the light railway should have to pay for it accordingly hereafter.

In India land and earth-works-two items which bulk so largely in estimates for English railways-are not so costly. Frequently the

land is waste, and the price of cultivated land, although it is liberally assessed, is not excessive. Earth-work is cheap for two reasons-(1) because Indian wages are low, and (2) because land can be temporarily acquired outside the permanent land, and embankments made up with earth from borrow-pits dug at the foot of the slope instead of with spoil brought a long lead from cutting.

On single lines in Europe, 4 ft. 8 in. gauge, the width of formation may be thus determined

Gauge,

2 Rail-heads,

Outside edge of rails to toe of slope of ballast,
Berms,

Width of formation,

ft. in.
4 8

0251

9 8

4 0

18 10

On double line the width of formation will be greater by 5 ft. 2 in. plus the actual clearance between tracks-"the six-foot"-which may be 6 ft. or more.

In India the following dimensions apply :

TABLE.

A.-Absolute for any railway for all new works.

B.-Recommended for all except unimportant branches.