The Haputale and Bandarawela Extensions of the Ceylon Government Railway, with Notes Upon Other Railways Recently Constructed in the Colony.” by FRANCISJOHN WARING, M

272 WARING ON TIIE CEYLON GOVERNMENT RAILWAYS. [Selected

SECT.11.-OTHER SELECTED PAPERS.

(Paper No. 3010.)

‘I The Haputale and Bandarawela Extensions of the Ceylon Government Railway, with Notes upon other Railways Recently Constructed in the Colony.” By FRANCISJOHN WARING, M. Inst. C.E. THEobject of the present Paper is to supplement those presented to the Institution by Mr. J. R. Mosse, M. Inst. C.E., in 1880,’ and by the Author in 1887,2 by an account of the recent extensions to the CeylonGovernment Railways, all of whichare of 5 feet 6 inches gauge, with particular reference to the Haputale and Bandarawela Railways, where the magnitude of the works, entailed by the difficult country traversed, offers special points of interest.

THE HAPUTALERAILWAY. This line isa further extension, about 254 miles in length, into the Province of Uva, of the Nanuoya Railway, and crosses the main dividing ridge of the island, traversing a country evenmore broken and mountainous than that through which the Nanuoya line passes. Its construction was sanctioned by the Secretary of State for the Colonies in February, 1888, and the workswere begun on the15th March, 1889; theintervening time having been occupied in engaging and sending out the staff, despatching to the Colony the necessary plant and materials, acquiring the land and other preliminaryoperations. Curves and Gradients.-Starting at Nanuoya, 5,292 feet above the sea, it rises, at the summit at Pattipola, Ilk miles distant, to analtitude of 6,224.5feet, and thence falls to 4,698 feet at Haputale. The following is a summary of the gradients :-

l Minutes of Proceedings Inst. C.E., vol. lxiii. p. 63. Ibid, vol. xc. p. 319.

From 1 To Rise. Fall. 1 ($,,:$. ------1 Dlstauce. __l -_. 1 Chains. Feet. Feet. .. 1 in55.09 370.00 261.65 .. 1 ,, 93.33 --1,526.50 1 ,, 47.81 Totals . . . 1 2,035.80 932 50 1,526.50 I--\-- I--\-- Deduct rise in feet ...... 932.50 Total fall in feet between termini . 591.00 1

Thelimiting gradient of 1 in 44 is used in five cases for an aggregate distance of 9 miles 21 78 chains, the longest continuous length being 3 miles 5 chains. The sharpestcurve, 5.06 chains in radius, occurs twice, the aggregate length being 11 -43 chains. Thesharpest curve on the 1 in 44 gradientis 5.22 chains in radius. The aggregate length of curves under 7 chains in radius is 10 miles 4; 99 chains. Of the total length of the line 64. l per cent. is on curves of thirty-one different radii. Meteorology.-From records taken at various points during construction of the line, the average rainfall of the district traversed appears to be about 100 inches per annum, falling on upwards of 200 days, the rainfall and number of wet days both being somewhat greater at Nanuoya than at Haputale. The maximum fall recorded in any one day was 8 61 inches at Nanuoya on the 4thJuly, 1892. Duringthe south-west monsoon thediurnal velocity of theair at Pattipola,as registered by a Robinson anemometer, was frequently for weeks together between 500 miles and 800 miles, and on the 8th July, 1892, it reached 1,103 miles, the velocity between 11.25 A.M. and 12.25 P.M. on that day being 73 miles per hour, equal, by the formula P = V2 X 0.005, where P is pressure in lbs. per square foot, and V is velocity in miles per hour, to a pressure of 26.645 lbs. per square foot. It will be readily understood that the prevalence of rain for so many days yearly,often accompanied by violentwinds, coupled with the peat altitude above the sea of the whole line,rendered the climate very inclement and distasteful to the labourers,mostly Tamils from Southern India or Sinhalese from the lower and more genial districts of the island ; and at theoutset, until they became acclimatized, it was onlywith the greatest difficulty that they could be induced to remain on the work. Earthworks.-The cuttingsand embankmentswere formed to [THE INST. C.E. VOL. CXXXI.] T

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. 274 WARING ON THE CEYLON GOVERNMENT RAILWAY. [Selected the sections described in the Author's previous Paper. The total quantity of excavationwas 2,292,964 cubicyards, equal to an average of 89,920 cubic yards per mile, of which 542,948 cubic yards, or nearly 24 per cent., was gneiss or quartz rock. Tunnels.-There are nineteen tunnels, aggregating2,319-4 lineal yards and varying in length between 350.5 yards and 22 7 yards. From surface indicationsit was thought that most of, or, at least, the longer tunnels would be through solid rock, and two complete sets of compressed air-tunnel drilling machinery were sent out. Each set comprised a direct air-compressor, with engine cylinder 12 inches in diameter by 16 inchesstroke, a steel air-receiver 10 feet long by3 feet in diameter, and three No. I11 Schram rock- drilling machines 34 inches in diameter, with air-pipes and spare parts,and a 15-HP. boiler. The Fig. 1. heading of tunnel No. 3, 298.1

E yards in length, was driven almost entirelyby this machinery. As a rule, however, the tunnels proved to be either through soft material imbeddinggneiss boulders or through loose and fissured gneiss orquartz rock, andthey were thereforeexcavated by manual labour. HALF SECTION HALF SECTION Thenature of the materialren- UNLINED 1 LINED dered it necessary to line most of Scale, 1 inch = 16 feet. the tunnels for the greater part of their length. At first masonry in cement was used, but owing to the scarcity of good masons, the frequent absence of suitable stone near the tunnels and the time which would be thus entailed in completing the work, it was generally abandoned except for the entrance lengths and in very heavy ground, and as good bricks were not procurable the use of cement concrete in mass was ulti- mately adopted. The section usually employed for unlined or for wholly lined tunnels is shownin Fig. l ;and thatfor tunnels where arch lining only wasnecessary is shown in Fig. 2. The thickness of the lining was usually 18 inches, though this was increased in tunnel No. 13 to 2 feet and in part of tunnel No. 12 to 2 feet 6 inches, in part of which also an invertwas built. The smallness of the clearance between the line of minimum structure and the tunnel rendered it necessaryupon curves to incline the axis of tunnel from the vertical so that it should be at right-angles to the plane of the rails, andthis entailed considerabletrouble

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. Papers.] WARING ON THE UEYLON GOVERNMENT RAILWAY. 275 when the tunnels were, as was often the case, on reverse curves. The special sectionadopted for the short tunnel, No. 9, where, to avoid the risk of a slip, it was thought advisable to interfere as little as possible with the steeply-inclined strata of superin- cumbent rock, is shown in Fig. 3. In thistunnel the concrete lininghad a minimumthickness of feet2 and invariably extended to the rock, no packing atthe backbeing allowed. Weep-holes, either of stone or iron-pipes2 inches in diameter, were left at frequent intervals in the lined tunnels, and refuges for platelayers were madein all tunnelsat distances of two chains apart. The concrete was usually composed of one part of cement, two

Fig. 2. . Fig. 3.

SECTION ARCH ONLY LINED TUNNEL N? 9

Scale, 1 inch = 16 feet.

parts of clean, sharp sand, and six parts of clean stone broken so as to pass through a 2-inch ring; but for 3 feet at the key 5 parts instead of 6 parts of stone were used. The transport of materials to the tunnels, especially to those on the 18th mile, where eight of themare situated, entailed difficulty and expense. Cementwas brought from a store on the nearest cart road, distant some 12& miles, theintervening country being mountainous, in jute sacks on pack bullocks, the load for each bullock being 50 lbs. to 60 lbs. The sackswere protected by smalltarpaulins, and but little of the cement suffered damage in transit. Sand was obtained from the hillside some 900 feet above the railway, and was sent down in sacks, each containing & cubic yard, by suitable runners travelling on a wire rope 1,000 yards in length, having a fall of about 800 feet to the ground above tunnel No. 12 ; thence it was T2

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. 276 WARING ON THE CEYLON GOVERNMENT RAILWAY. [Selected conveyed by smaller distributingwire-ropes or shoots to the tunnel mouths. Though much of the line passed through forest, most of the trees were stunted and crooked, and much difficulty was ex- perienced in obtaining straight logs of sufficient length and girth for bars and sills, and when they were found, owing to the steep- ness of the ground andthe Fig. 4. absence of roads, in trans-

I portingthem 3 miles or 4 miles to the work. The tunnelswere worked from top headings, an& ACE where the ground was heavy,these were, for safety, completed through-

Scale, 1 inch = 16 feet. out before widening was METHODOF TIMBERINQIN HEADINGS. begun-The headings were generallybetween 7 feet and 8 feetsquare. The timbering in them is shown in Fig. 4, the settings being usually 3 feet to 4 feet apart. It was found to be economical and expeditious, as arule, in widening, to excavate and line the arch first down to springing level 8 feet above the rails, and afterwards to excavate below that level, under- pinningwhen necessary. A smallgullet was driven at about 4 feet above rail-level, and a temporary road, of 2-foot gauge, was put in, by which thespoil was re- moved in steel tip-wagons contain-

T.-~,-:,'. ing about Q yard.This method in- fin'.,., of construction is shown on Fig. 5, (i"S?eli as^ where the concrete lininghas reached thebars AA. All bars were drawn wheneverpossible and used for the next length.In fairly easyground the excavation for I .r- ....______.___._..2 I I, ;.j S: .? : the arch of a length of 15 feet SECTION * occupied about 8 days ; the lining Scale, 1 inch = 16 feet. in cement concrete occupied 2 days ARCHIN COURSE OF CONSTRUCTIOX to 24 days, and within a week it hadset sufficiently to allow theribs to besafely struck. The ribs, of two or three thicknesses of 3-inch planks, breaking joint with eachother, bolted together with #-inch and &inchbolts, with fishing-plates 12 inchesto 14 incheslong by 3 inches to 3&inches wide and 8 inch thick, were usually spaced about 4 feet

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. Papers.] WARING ON THE CEPLOX GOVERNMENT RAILWAY. 217 apart. The laggings were 3 inchesthick, and at the key block Saggings were used as shown in Fig. 6. The entrance lengths of tunnel No. 12,205.50 yards in length, presented the most serious difficulties. Atthe upperend the material, though dry, was of a loose friable nature, and exerted muchpressure ; and Fig. 6. although severaladdi- iws 6:3’b- hdhcrw2 tional props, rakers, -.- 7’0 *A s*dia . . rl.-& timm bar “dnar I& liiy3 “U urrr’n. and stretchers were inserted, the higher or right-hand side, which inthis instancehad been takenout down to formationlevel, crushedbreakingin, Scale, 1 inch = 4 feet.

the frontsill and METHOD OF KEYING a~cHWITH cONC~~m M~S. several bars. By in- serting additionalprops and rakers fromthe formation to each of the broken bars, the length was, however, saved from collapse. When the front sill broke thecrown-bar moved forward 3 inches, but its further movementwas arrested by side rakers abutting on the

Fias. 7.

Scale, l inch = 16 feet. TIMBERINGIN No. 1 ENDOF TUNNELNo. 12 AFTER BAREAND SILLHAD BROKEN.

slopes of the cutting. The timbering of this 18-foot length, after the sill hadbroken, is shown on Figs. 7. To strengthen this entrance length the construction of an outside or buttress length of 12 feet in masonry was determined upon. The side walls, both of the original entrance length and of the buttress length, were

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. 278 WARING ON THE CEYLON ~OVERNMEXTRAILWAY, [Selected 2 feet 6 inchesthick, and the arch 2 feet thick, and to ensure perfect bond it was further decided tobuild the whole 30 feet together. To get this thickness of lining the right-hand side had to bepoled back, the method of procedure beingas shown in Fig. 8. Commencing at the inner end of the length a bar for ib length of about 6 feet was cut out, the remainder being strutted toprevent movement. The earth was then poled back and the masonry wasbuilt up to the next bar,when another lengthof 6 feet of the bar was cut out, the earth poled back and the masonry built, and so on till the face of the buttress length was reached. The ribs used were all 9 inchesthick, and were strutted from heel to heel. At the lower face of the same tunnel, whenwidening was Fig. 8. begun, numerous and heavyslips occurred inths cutting by which it wasap- proached, filling it completely to aheight of 3 feet above the crown of the tunnel, and renderingoutside orbuttress lengths necessary there also. The construction of Scale, 1 inch = 16 feet. these buttress lengths, TIYBERMGIN BUTTRESS LENGTHAND ENTRANCE42 feet long, involved LENGTH TUNNELNo. 12. OF considerabledifficulty, rmd asthe slipped material was very wet and exerted great pressure, all excavationrequired heavy timbering. They were eventually finished in cement concrete in mass, theside walls and arch having a thickness of between 2 feet and 3 feet, and were furtherstrengthened by buttresses of cement concrete at frequentintervals, extending from the extrados of thelining tothe slopes of thecutting on both sides. Atthis end of thetunnel an invert, also in cement concrete, extendsfor a distaoce of 221 feetfrom the face. Thistunnel was begun on the 18th January, 1890, and was finished on the 31st July, 1892. The cost of the tunnels, including timber, allcontingencies, and their proportionate share of supervision, varied between Rs.391-60 per lineal yard, in the case of tunnel No. 3, and Rs.780-51 in the case of tunnel No. 12, and averaged Rs.554-47. Details of the

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. Papers.] WARING ON THE CEYLON GOVER~ENTRAILWAY. 279 cost of excavation of tunnels through hard and soft materials are given in theAppendix. Bridges.-Of the twenty bridgeson the line the largest two are at G miles 14 chains, of two spans of 80 feet and two spans of GO feet, the maximum height of rails above the bed of the stream being 84 feet ; and at 14 miles 28 chains, of two spans of 80 feet, the maximum height of rails above the bed of the stream being G7 feet. The cost of these bridges respectively was Rs.99,003*25 and Rs.50,888.55, equal, measuring in each case from face to face of abutments, to Rs.329 and Rs.305 per lineal foot. Both of these bridges, as well as most of the others, are on sharp curves. All the masonry, both in bridges and culverts, was of coursed gneiss. In the piers, the design of which was described in the Author’s previous Paper, the masonry was set in Portland-cement mortar, and the rails in all bridges of over 20 feet span were carried on cross girders resting on the upper booms of the main girders. Cuherts.-The culverts werenumerous andlarge, but presented no features of specialinterest. They weregenerally of masonry, but in a few cases of cement concrete. In the case of arches of this material, the proportions wereone of cement, two of sand and five of broken stone. The streams were frequently diverted, as described by Mr. Mosse,l with generally satisfactory results; in one case, however, in March 1893, when the works were nearly completed, a torrentialbut very local rain-storm, occurringbetween the fourteenthmile and seventeenth mile, caused a slip in the inlet channel leading to a bridge of 12 feet span fora diverted stream, completely blocking it. Thewater thus dammed in a few minutes overtoppedthe embankment, which was mainly of stone, with a maximum height of 25 feet on the centre-line, and carried the whole of it away, leaving the rails suspended for a length of about 100 feet. This accident points to the need of caution in diverting from their natural beds streams of considerable size. In this case the diversionwas abandoned, and a culvert of 15 feet span built in cement concrete faced with masonry was constructed in the natural bed of the stream, the rails being carried on a temporary bridge formed of teak balks, and a girder span of 40 feet supported on cribs of sleepers. In two instances theconfiguration of the ground rendered it possible to dispense with culverts, and to pass the water in tunnels under the line through projecting spurs. Retaining - Walla.- Retaining - walls to embankments were

~ ~~~ Minutes of Proceedings Inst. C.E., vol. lxxxv. p. 94.

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. 280 WARING ON THE CEYLON ~OVERNMENTRAILWAY. [Selected necessary in eighty cases; their aggregate contents were 15,350 cubic yards of dry masonry, and 2,651 cubic yards of masonry in mortar.Sections of thesewalls whenbuilt to formationlevel and surcharged are shown in Figs. 9 and 10. Permanent Way.-The permanent way steel rails areflat-footed, and weigh 72 lbs. peryard. When 21feet in length,eight sleepers are used to a rail-length; to four of them the rails were secured by fang-bolts,dog-spikes being used inthe remaining sleepers. On sharp curves the rails vary between 18 feet 4 inch and 18ifeet 5g inches in length, and were sent out curved to a versed sine of l$ inch. With these rails, seven sleepers are used to a ,rail-length, fang-bolts being employed on four sleepers, and dog-spikes on the remainder. On straight lines and easy curves all thesleepers are of creosoted Fig. 9. Fig. 10. IOIIAT10” LWLL Baltic fir; but on curves below eightchains in radius, threenative hard wood 2 sleepers, principally Red Doon (DoonaZelanica) and Kumbuk (Terminaliaglabra) : were used to a rail-length; in such cases, with the hardwood sleepers, spikes areused, thefang-bolts being inthe SECTION OFWINGWAU SECTION OF BUILT UP TO FORNIATION SURCHARGED WlNGWAU Baltic sleepers. On curves of Scale, inch = feet. 1 32 andunder sevenchains in RETAINING WALLS. radius,guard-rails weighing 523 lbs. perlineal yard are used. The ballastwas quartz or broken gneiss. Stations.-& thetwo intermediate stations and at Haputale, suitable accommodation is provided; atthe latter place this consists of a passenger station with a platform 200 feet long, a goods shed of corrugated iron, 120 feet by 27 feet 6 inches, an engine-house for two engines, a tank and water-column, a 20-ton weigh-bridge and a 5-ton platform goods crane. The railway was opened for traffic on the 19th June, 1893, and the cost of the work was Rs.56,77,991*75.

THE BANDARAWELARAILWAY. Badulla, the capital of the Uva Province, and the centre of a rich tea-producing district, is situated 24g miles from Haputale, at an altitude of 2,225 feet above the sea; someof the steepest

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. Papers.] WARING ON THE CEPLON GOVERNMENT RAILWAY. 281 gradients on theconnecting road occur within 7 miles of the latter place, and it was felt that great convenience would result fromlan extension of the railway to Bandarawela, distant by road 172 miles from Badulla. An extension of the line from Haputale to that place was accordingly determined upon. The line having been surveyed, and an estimate of its cost having been prepared, sanction to its construction was given by the Secretaryof State on the 8th February, 1892 ; active operations were begun on the 8th June in thatyear, and the line was opened for traffic on the 3rd September, 1894. Curces and Gradients.-The line is 6 miles 774 chains in length, its terminus at Bandarawela is 4,036 feet above the sea, the average fallinggradient throughout being 1 in 55.55. The steepest gradient is 1 in 44, and the greatest continuous length of that gradient is 2 miles 11 chains. The sharpest curve 5.22 chains in radius occurs in one instance on a gradient of 1 in 50 77. The sharpest curve on the 1 in 44 gradientis of 5 -46 chainsradius. Theaggregate length of curves under 7 chains in radius is 3 miles 43.83 chains. Of the total length of the line, 64.27 per cent. is on curves of fifteen different radii. The following is abrief summary of the gradients on the whole series of inclines from Nawalapitiya to Bandarawela.

Rlse. Fall, 1 Average Distances. Gradient.

Chains. Feet. Feet. Nawalapitiya to Pattipola . 4190.934311.25 1 in 64’16 PattipolaBandarawela to . I 1663.08 1 .. 1 2188.50” 1 1 in50’15 l--l l--l I I I 5854’01 = 1 4311’25 I l 73miles, 2188.50 Deduct fall in feet. 14.01 chains. -2122.75 Rise in feetbetween l l- termini. Meteorology.-The mean annual rainfall of the district traversed is between 60 inches and 80 inches. The country is as unfavour- able to economical railway construction as that traversed by the Haputale Railway, though the climate is much more genial. Earthworks.-The cuttingsand embankments were formed to the same sections as those on the Haputale Railway; the cuttings contained 706,530 cubic yards, equal to an averageof 101,425 cubic yards per mile, of which 123,058 cubic yards, or 17 per cent., was rock, principally gneiss. Tunnels.-The two tunnelsupon the lineare respectively 25 yards

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. 282 WARING ON THE CEYLON GOVERNHENT RAILWAY, [Selected and 989 yards in length; the first was through solid rock, and required no lining ; in the second, however, thearch required lining throughout, and the sidewalls also required this protection for the greater part of their length. All lining was in cement concrete, as upon theHaputale Railway. To avoid the incon- venience of having to cant the axes of the tunnels on curves a slightly modified section was, as shown in Fig. 11, adopted. The average cost of the unlined tunnel was Rs.281 per lineal yard, that of the lined tunnel beingRs.541 per lineal yard. Bridges.-There are six bridges on the line, the largest being a viaduct of two spans of 80 feet, and on0 span of 60 feet over a ravine upwards of 80 feet in depth below rail-level. The abutments and piersof all bridges are of the same F{g. 11. class as those upon the Haputale Railway. Cuberts.-The culverts were both numerous andlarge, and owing to the deficiency of suitable stone in places, cement-concrete was successfully used in their construction to a considerable extent. Retaining- WuZZs.- Retaining-walls to embankments were also, owing to the very steep sidelongground, frequently required;the .largest is upwards of 40 feet in height, and contains 1,125 cubicyards of masonry in li mortar, and645.5 cubic yardsof dry masonry Permanent wag.-The permanent way isof the same type as that of the Haputale Railway, but insteadof being as on that line laid to the exact gaugeof 5 feet 6 inches throughout, whichwas found to result inmuch wear to the flanges of the wheels, the gauge was increased to 5 feet 63 inches on all curves below 10 chains in radius, and to 5 feet 63 inches on curves between 10 chains and 40 chains in radius. The clearance between the main and guard rails, which are, asupon the Haputale Railway,used on all curves of less than 7 chains radius, was at the same time increased to 25 inches, the distance bolts being correspondingly lengthened. The super- elevation of the outer rail on curves on this, as well as on the Haputale Railway, is as follows :- Inches. On curves ofand under 7 chains in radiua ...... 6 Onourves between7and 8 chainsinradius ...... 52 77 7, ,, 8 and 9 7, ,, ,, .....- 5& $7 97 ,, Sand 12 .. ,, ...... 5 On curves of 14.33 chainsin radius ...... 4 7, 7, ,, 19.10 ,, ,, ,, ...... 3 ,, ,, ,, 28.65 ,, ,, ,, ...... 2

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. Papers.] WARING ON THE CEYLON GOVERNMENT RAILWAY. 283 The fullsuperelevation was always given throughout the curve, but was runout to vanish at a distance of 33feet from its extremities. Stations.-There are two stations on the line, and the equipment of theterminal station at Bandarawela issimilar to that at Haputale. The cost of the work was Rs.16,77,492-69.

EALUTARASOUTH TO ALUTGAMARAILWAY. The sanction of the Secretary of State to the construction of this extension of the seaside railway 10 miles 70 chains in length was given in August 1888; the works were begun in December of that year, and the linewas opened for traffic on the 31st March, 1890. The line runs generally parallel to and at a short distance from the sea. The works are for the most part very light, though hilly countryextending to the shoreentailed a succession of somewhatheavy cuttingsfor a short distance. The waterways requiredwere neither large nor numerous, thelargest bridges being two of 60 feet span each. The rails are of Vignoles section, of Bessemer steel, weighing 60 lbs. per yard, fished with bolts having a pear-shaped neck, one of the fish-plates having also holes of this section. Eight sleeperswere laidto each 24-foot rail- length,the rails being fastened to them by dog-spikes. The sleepers for the most part are creosoted Baltic fir; a consignment of 10,000 native hardwood sleepers supplied by the Forest Depart- ment proved unsatisfactory, many lasting only between six months and twelve months; the ballast was sea-sand or laterite, locally termed " cabook," or an admixture of these. The further extension of the line to Galle, to which allusion will be made later, will, it isthought, increase the traffic, andrequire the use of heavier engines, so that it is contemplated to substitute rails weighing 72 lbs. per yard for those now in the road. The country traversed is densely populated, and five intermediate stations between the termini were thought necessary. The line was constructed departmentally by the officers of the open railways in the colony. Its cost up to the 31st December, 1894, was -Rs.6,35,325.03.

KURNNEGALARAILWAY. The need for a line of railway to Eurnnegala, the capital of the North-Western Province and the centre of a large plumbago and cocoa-nut produce industry, had long been felt. Sanction of the

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. 284 WARING ON THE CEYLON GOVERNMENT RAILWAY. [Selected Colonial Government to the work was received in August, 1892, and the line having been previously surveyed, active operations were begun towards the end of October in that year. Beginning at Polgahawela, a station on the main line 45 miles 44 chains from Colombo, 241 feetabove the sea, thisline traverses an undulating country; and in a distance of 13 miles 17.20 chains attainsat its terminus at Kurnnegalaaheight of 402 feet above sea-level. This difference inheight between thetermini, coupled with the undulating nature of the intervening country, entailed the adoption of gadients as steepas 1 in 100 for an aggregate length of 58 miles and of curves having in two cases a radius of 11.09 chains; the worksare, however, verylight. Thereare nine bridges, the largestbeing of 60 feet span; culvertsare numerous butare generally small. Thepermanent way is of the same class as that upon the Alutgama extension, but nine sleepers instead of eight are laid to a rail 24 feet long, and at the joint sleepers fang bolts instead of spikes are used. The station accommodation at Kurnnegala comprises, in addition to the passenger station and platform, a goods shed 120 feet by 25 feet, with open goods platform in addition 50 feet long, a horse and carriage dock, a &ton goods platform crane, a 20-ton weigh-bridge, an engine turntable, an engine-house with tank, a hydrantand well. Atthe oneintermediate station passenger accommodation onlywas provided. Theonly difficulty in con- structing the line, which was opened for traffic by Sir Arthur E. Havelock, G.C.M.G., the Governor of the Colony, on the14th February, 1894, was due to the extremely unhealthy climate of the district traversed, the prevalence of malarialfever of a virulenttype rendering it most difficult to secure andretain labour. The total cost of the work was Rs.7,14,931.83.

THEGALLE RAILWAY. The survey for an extension of the railway about 333 miles in length from Alutgama to Galle,the second port in the colony, was made under the Author's direction in 1889, and the construction of the line was placed in his hands by the Colonial Government in June, 1891. The line runs generally parallel to and at a distance rarely exceeding 1 mile from the sea. The earthworks were as a rule light, though in places the occurrence of hilly country extending to the shore entailed, even with gradients of 1 in 132, somewhat heavy cuttings. 'Numerous and large riverswere crossed,

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. Papers.] WARINC~ON THE CEYLON GOVERNMENT RAILWAY. 285 rendering bridging a heavy item. Among the principal bridges may be mentioned those over the Bentota Ganga, of two spans of 150 feet each and one span of 100 feet; over the Mahaduwa and Madampe Gangas, each of two 6O-foot spans ; over the Hikkaduwa Ganga and Mahamodera Canal, each of one span of 80 feet ; over the Ratgama Ganga,of one 120 feet span; and over the Gin Ganga, of three spans of 120 feet each. The girders of all these bridges arelattice, having a doubletriangulation. The piers and abutments for the bridges over the Hikkaduwa, Ratgama and Gin Gangas are of cast-iron cylinders 7 feet in diameter, the thickness of metal being 14 inch; these were sent out in threesegments, the greatest length of any segment being 6 feet. The cylinders were sunk by Priestman dredgers until a firm foundation, usually less than 40 feet belowwater-level, was reached. Thewater was then baled outand the cylinders were filled with cement concrete. The abutments and piers of the remaining bridges are of coursed gneiss masonry or brickwork, sometimes on piled foundations. The girders,as a rule,were erected in sit& ona piled staging, but at the 100-foot span of the Bentota Ganga bridge, where for a distance of about 50 feetthe water was about 27 feet in depth,the bottom being rock, thestaging extended over only half the span ; and the girders, having been erected on theadjacent embankment,were placed on suitabletrolleys and werelaunched across theremaining half of the span, the rear ends beingproperly weighted. The cost of the cylinder bridgesover the Hikkaduwa,Ratgama, and Gin Gangas was Rs.440.57, Rs.367- 74, and Rs.414.72 respectively per lineal foot, reckoning their length in each case from centre to centre of the cylinderabutments. The cost of the BentotaGanga bridge, reckoningfrom face to face of the masonryabutments, was Rs.281.04 perlineal foot. The culverts,though numerous, are small,and, beyond the difficulty of foundingthem in the soft swampyground frequentlymet with, presented no features of interest. The ,steelrails are flat-footed, andweigh 72 lbs. per lineal yard; nine Baltic sleepers are laid to a %-foot rail-length, and to them the rails are spiked, except at the sleepers next the joints,where fang bolts are used. The accommodation provided at the five intermediate stations and at Galle is on an extensive scale. The districttraversed by theline is denselypopulated, and is generally covered by thick groves of cocoa-nut and other cultivated trees; the cost of the land was high, and delay in its acquisitionretarded the advance of the work. Theline was completed in two sections, the first to Amblangoda, 14g miles in

Downloaded by [ University College London] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. 286 WARING ON THE CEYLON GOVERNMENT RAILWAY. [Selected length, on the 14th February, 1893; the second toGalle being opened by the Governor on the 7th May, 1894. Thetotal cost of the workwas Rs.41,39,204.59, equalto Rs.1,22,670*81 per mile.

THEMATARA RAILWAY.

The survey for a line of railway, approximately 268 miles in length from Galle to Mahara, a thriving town on the coast of the islandnear Dondra Head, the southern point of Ceylon, was made in 1890 under the directions of the Author, and the sanction of the Colonial Government toits construction wasreceived at theend of 1893. Actualconstruction was begun on the 7thJune, 1894. Thecountry traversed, which is densely populated, is verysimilar to that passed through by theGalle Railway. Even with gradients of 1 in 132, the earthwork for about 5 miles before approachingMatara, is heavy. There is one tunnel 63 yards in length through a range of rocky hills near Galle ; this was constructed to the section shown in Fig. 12. The rock in the crown was fissured and loose, and the arch was lined, and thefaces were built in cement concrete ; in much of the side walls, however, the rock was sufficiently solid to stand without lining. The cost of thistunnel was Rs.497 perlineal yard. Bridges are numerous, the most important being those over the Poloya, two spans of 120 feet each, over the Goiya Pana one span of 120 feet, and over the Polwatta Modera three spans of 100 feet each. Allthese bridges have cast-iron cylinder piers and abutments of generaldesign similar to those on theGalle Railway. The cost of these bridges was as follows :-The Poloya Rs.109,569.82, the Goiya Pana Rs.53,417.29, andthe Polwatta Modera Rs.114,074.02, equal to, reckoning from the centres of the cylinderabutments, Rs.431,Rs.420, and Rs.355 perlineal foot respectively. Culverts were also numerous, and their foundations in consequence of the generally swampy ground, gaveconsiderable trouble in some cases. The permanent way is, in every respect, similarto that on the GalleRailway. Thereare four inter- mediatestations, each provided with goods-shed, weigh-bridge, and %ton goods platform-crane ; whilst at Matara, the terminus, the station accommodation is on somewhat an extensive scale. Theline was opened fortraffic on the17th December,1895, little more than eighteenmonths having beenoccupied in its construction.

The cost of the workwas Rs.31,01,710*02. Theaverage cost of the several lines is given in the following Table:-

Cost per Mile. Railway. -- Rupees. Haputale ...... 223,125 Bandarawela ...... 240,811 KalutaraSouth-Alutgama ...... 58,420 Kurnnegala ...... 54,100 Qalle ...... 122,670 Matara ...... 117,520 The home administration of theserailways has beencon- ducted by the Crown Agents for the Colonies under instructions of the Secretary of State, the consulting engineers in England being Messrs. Gregory and Eyles. They have all been constructed departmentally,and with the exception of that from Kalutara South to Alutgama, have been built under the supervision of the Author, as chief resident engineer in thecolony.

The Paper is accompanied by three tracings, from which the Figs. in the text have been prepared.

[APPENDIX.

APPENDIX.

HAPUTALERAILWAY.--COST OF EXOATATINGIN AVERAGE CLASS OF ST~ATA AB IN TUNNELNo. 2.’

- QuantMes. Rate. cost. I-- I-- - h. cts. RE. Cta. Explosives consumed per lineal yard . . 10’4 lbs. 1 70 per lb. 17 68 Fuze ,, ,, ,, . . 3.25 coils 0 70 each 2 27 0 Detonators ,, ,, 99 . . No. 30 2 60per 100 78 Steel 9, ,, ,, . . 10.22 lbs. 0 25 per lb. 2 55 Kerosene oil ,, ,, ,, . . 1.4 gall. 1 00 per gall 1 40 Cocoanut oil ,, ,, ,, . . 2.2 1 30 2 86 Number of menemployed ,, .. 5;’ 0 70 ealh 3920 Lamp-wick consumed ,, . . 0.3 lb. 0 75 per lb. 0 22 6.36 lbs. 88 Timber props ,, ,, )9 . . 0 17 ,, 0 Nails ,, 1, ,9 . . 2.70 ,, 0 18 ,, 0 48 Unconsumable tools ,, ...... 1 00 Blacksmith and carpenters ,, ...... 11 60 Supervision- Timekeepers ...... 13 14 European foreman at Rs.45O’br mensem including overtime ...... 1 -. .. 65 73 Total amount per lineal yard . .. .. Rs, 59 79

NET COSTOF EXCAVATINGTHROUGH HARDROCK IN A LARGEPORTION OF TUNNELNo. 17.

Quantities. 1 Rate. Cost. --- RE. Cts. Is. Cts. Explosives consumed per lineal yard . . 43.8 Ibs. 1 70 per lb. 74 46 Fuze I, ,, 2, .. 13.7 coils 0 70 per coil 9 59 Detonators ,, ,, 7, .. No. 120 2 60 per 100 3 12 Steel ,, ,, 9) .. 15.0 lbs. 0 25 per lb. 3 75 Kerosene oil ,, ,, 9, .. 0.77 gall. 1 00 per gall 0 77 Cocoanut oil ,, ,, ,, .. 0.32 ,, 1 30 9, 0 41 Number of men employed ,, .. 40 0 874 each 35 00 Lam wickconsumed 9, .. 0.1 lb. 0 75 per lb. 0 07 TimBir props ,, ,, ,, .. 0.15 ,, 0 17 ,, 0 03 Nails I¶ 9, ,> .. 0.66 ,, 0 18 0 12 Unconsumabletools ,, .. .. 2 50 Blacksmith ,, .. 8 61 Wagongrease consumed ,, .. 0 04 Snpervision- Timekeepers ...... 8 12 European foreman at Rs.450 per mensem’ .. .. 51 00 including overtime ...... - Total amount per lineal yard . .. .. Re 97 59

This tunnel traversed principally earth and boulders and required lining for the greater part of its length.