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' -a RAILWAY CONSTRUCTION AND WOPiKING. coMrRisma the FOLLOWINQ PAPEHS : I. THE CONSTRUCTION AND OPERATION OF RAILWAYS IN COUNTRIES WHERE SMALL RETURNS ARE EXPECTED. By ROBERT GORDON, M. Inst. C.E. 11. THE LAYING-OUT, CONSTRUCTION AND EQUIPMENT OF RAILWAYS IN NEWLY-DEVELOPED COUNTRIES. By JAMES ROBERT MOSSE, M. Lnst. C.E. III. THE ROCKY -MOUNTAIN DIVISION OF THE CANADIAN PACIFIC RAILWAY. By GRANVILLE CARLYLE JUNINGHAM, M. Inst. C.E. WITH AN ABSTRACT OF THE DISCUSSION UPON THE PAPERS. EDITED BY JAMES FORKEST, Assoc. Inst. C.E., SECRBrARY. By permission of the Council. Excerpt Minutes of Proceedings of The Institution of Civil Engineers. Vol. Ixxxv. Session 1885-86. — Part iii. LONDON: |3ubltsf)tlj ftg tlje Cnstitutton, 25, GREAT GEORGE STREET, WESTMINSTER, S.AV. [Telegrams, " Institution, London." Telephone, " 3061."] 1886. [Tkt right qf Publication and qf Translation is reserved.'] I ADVERTISEMENT. The Institution as a body is not responsible for the facts and opinions advanced in the following pages. I,0HIK)N: PBIHTED BT WM. CI/3WES AND SONS. LIMITED. SIAMFOKD STREET AND CHAEINO CB088. THE INSTITUTION OF CIVIL ENGINEEES. Sect. I.— MINUTES OF PEOCEEDINGS. ROSS. 16 March, 1886. EDWARD WOODS, Vico-Prosidont, in the Chair. iPa^per No. 2104.) " On the Economical Construction and Operation of Railways in Countries where small Returns are expected, as exemplified by American practice." By Robp:rt Gordon, M. Inst. C.E. A Paper was read lately by Mr. Edward Bates Dorwoy, Member of the American Society of Civil Engineers, before that Society, in which he stated, that while the 18,681 miles of railway in the United Kingdom in 1883 had cost over £40,000 per mile, there were at the same date 110,414 miles completed in the United States, at a cost averaging £12,400 per mile, the cost of operation for the former being about £2,000 per mile, while for the latter it was £880 during 1883. The ton-mileages of the two systems were 9,589,786,848 and 44,064,923,445 ; and passenger-mileages 5,494,801,496 and 8,817,684,503 respectively. The average rates charged were 0*01 and 0-0012d. per ton-mile and O'0ll65cZ. and 0'0121(?. per passenger-mile respectively. Owing to differences of method in rendering accounts the mileage rates of working could not be compared for the whole ; but by selecting the Baltimore and Ohio Eailroad, which is the extreine type amongst the great trunk-lines of the American method of construction, with high summit-level, steep gradient find sharp curves, he found ' \at the extra cost of working due to these difficulties was only ler cent. Assuming the above figures to be fairly accurate, some correc- tions should be made before finally deducing a comparison. In the first place the greater portion of the English lines have double tracks, while the larger part of the American mileage is single. Again, while most of the land belonging to the American railway companies cost them nothing, and in some cases the capital accounts are reduced by sales of the land received under State grants, it is computed that in England fancy prices above the market value of the land have added to the average cost of the B 2 4 GORDON ON ECONOMICAL 0ON8TIIUCTION OF RAILWAYS. [Minutes of railways from £4,000 to £5,000 por milo. On tho other h.aiul, intlation and watering of stc^ck are computed to have added from £2,000 to £.5,000 per milo to the actual cost of American roads. Tho actual charges for cimstruction are thus brought down to, say, £35,000 por milo in tho United Kingdom, and to £10,000 in tho United States. Making all allowances for tho diiforencos in tho value of the properties ant' surrounding conditions, it is evident that railway construction miist he carried out more economically in America than in England and in Europe generally. Mr. Dorsey claims that a railway can ho constructed on tho American system at from one-half to one-fourth tho cost of tho English system, and be in working order in from one-half to one- fourth tho time. In the rapid o^ ^ning out and development of flat countries, and especially in aiding military operations of a transitory character, these qualifications, if well-founded, ai'o of tho highest importance. An examination of tho principles and of tho details of the American practice, where they differ from the English, may throw light on these j>oints, and show whether it may not be possible to introduce modifications into English prac- tice abroad, which shall render it equally capable of satisfying tho requisite conditions for securing remunerative returns and outlay in a short time. The essential differences between American and English practice originate in the universal use by the former of the bogie-truck, with short rigid wheel-base and flexible connections between the wheels and bodies for all rolling stock, as compc-red with the general use of longer wheel-base and more rigid connections by the latter. Tho developments from this initial difference cover an immense field, and all that can be attempted in this Paper will bo to select tho more prominent peculiarities of tho American system, so far only as they may relate to economy and efficiency of results. Notices and illustrations will be given of standard types, when these exist, as used in the latest ordinary practice; and a few examples of the extreme difficulties overcome in tho alignment of roads will bo added. A discussion of the principles regulating such alignment will close the Paper. It should, however, be remembered that the working of the railway-system in North America has been undergoing a great revolution within the last few years, owing, firstly, to the intro- duction of steel rails and rigid fish-plates, wh^'ch have been found able to bear weights and woar-and-tear much heavier than tho iron ones for which they have been substituted ; and, secondly, to the very severe competition between the leading trunk lines for the Proceedings.] GORDON ON ECONOMICAL CONSTRUCTION OF RAILWAYS. 5 oast and west heavy freight-traffic, which lias tested the powers and the ondnranco of rails and rolling-stock alike to the utmost. Bridges have been strengthened or rebuilt ; loads of 40,000 to 60,000 lbs. are carried on the okl cars which used to take only 20,000 lbs. ; newer and stronger designs are still being pro- duced — the 28-foot freight car is giving place to one of 3(3 or 37 feet in length ; and while every effort is being made to keep down the dead-weight of cars to below 20,000 lbs., paying loads of 60,000 and 70,000 lbs., and even more, are regularly given to them.^ No limit can yet bo assigned to what the immediate future will show in this direction, but that the problem of freight- transport is in a transition stage is to bo noted. Against this, again, another and very powerful movement is operating. There is a strong tendency in America, in industrial processes, to adopt types capable of automatic reproduction in iden- tical forms wherever possible. Several points of the railway-system come within the scope of .ais tendency. It is probable that by the end of 1880 nearly all the broad-gauge lines in the United States will be brought to the standard gauge of 4 feet 8.^ inches. For some years past the Louisville and Nashville Eailroad (2,100 miles long) has been prepared, so that, by turning down the blank collars in the axles, all the rolling-stock can be reduced from the 5-feot gauge at a short notice. It is the practice to run cars belonging to one lino over almost every other line, the owners often not regaining possession of their stock for months or years. Numerous small but important variations in the size and shape of wheels and of rails have thus acquired prominence, and the Master Car-Builders Association, and kindred societies such as the Master Mechanics and others of the employees of the dilToront companies, are trying to introduce uniformity of form and size in the tops of the rails and in the treads and flanges of the wheels ; and a standard freight- car- truck is also the object of much solicitude. Up to the present time the only standard article universally accepted is the freight-car-axlo, shown in Plate 1, Fig. 1. In 1884 its diameter was increased from 3^ inches at the centre to 4 J inches, and from 4i] inches to 4^ inches near the wheels. Its finished weight is about 400 lbs. A 33-inch chilled cast-iron wheel, • Mr. Whitney says ("Jlailroad Gazette," 20th Marcli, 1885), " The recent freight-car has a capacity of from 40,000 to G0,000 lbs., and it is frequently loaded to 70,000 lbs. or more. Trains on heavy grade roads are, say, sixty or seventy cars, and they are run at a minimum sjiooil of about 18 miles per hour, and frequently " make up time " at 30 miles or more. 6 GORDON ON ECONOMICAL CONSTRUCTION OF RAILWAYS. [Mitmtoa of as hitherto generally used, is also shown, with the shape of tread and form of head of rail proposed for general adoption (Fig. 1). These forms and sizes are still under consideration; but it is probable that, with some slight modifications, they will bo accepted as the universal standard throughout North Amerira. The increased burdens on freight-cars have severely tried the cast-iron wheel ; and while those produced by the best makers -'>./:%'..-, standard wheel- tread and Head of Rail. still yield good results of ironi 40,000 to 70,000 mileage averages, the general average has been reduced considerably, and on the Boston and Albany Railroad has fallen from 50,000 to 29,000 miles. There has, therefore, been a tendency of late years to resort to steel-tired wheels, some of which have an average life of over 300,000 miles, and in the end prove more ecouomical than the cheaper cast-iron. The most important step yet aimed at is the establishment of a Proceedings.] GORDON ON ECONOMICAL CONSTRUCTION Or RAILWAYS. 7 standard froight-car-truck. Under tho guidance of Mr. M. N. Forney, efforts have boon made for some years to secure this result ; and with tho active concurrence of many experienced builders, there is a prospect of the design, Fig. 2, being adopted. This truck has a wheel-base of 5 feet. Its framework is of tho so- called diamond typo, tho name being taken from the shape of the sides. The car body is loosely conaected to it by a centre-pin held vertically in the middle of the bolster, on which it can turn a complete circle. The bolster itself rests on springs, and may bo either rigid laterally, or have a swing-motion. Diversity of opinion exists as to the value of this motion for freight-cars, but it Fig. 2. Standard Freight-Car Truck. is universal for passenger-cars (Plate 1, Fig. 2), and it is estimated that one-half of the freight-cars have it. In passenger-car trucks the bolster and spr:ng-plate are can'ied on side equalizing bars, which rest on the axle-boxee, and further lessen shocks from the road-bed by additional springs. In principle all the trucks, whether for cars or engines, are the same, and aim at giving the greatest amount of ease of motion compatible with safety. This flexibility, with tho short rigid wheel-base of 5 feet, is characteristic of the American freight-car in contrast with the absence of flexibility and long rigid wheel-base of 8 or 9 feet in an English goods- wagon, and these qualities enable the former to work well on 8 GORDON ON ECONOMICAL CONSTRUCTION OP RAILWAYS. rMinutcB of rouf^h roads with sharp curves that tho latter could not run upon. In riato 1, Figs. 3 and 4, are given respectively the latest designs of Mr. Ely for tho Pennsylvania Kail road (4 feet 8.^ inches gauge), and of Mr. Congden for the Union Pacific narrow gauge (3 feet.) The former is for cars to carry 00,000 Ihs. It is ])uilt entirely of iron, Mr. Ely heing of opinion that tho limits of safe strain for wood have been passed. The Union Pacific narrow- gauge truck is to carry cars with 40,000 lbs. burden, or the same as the standard-gauge car-trucks of the same company. Its wheel- base is 4^ feet, or G inches less than that of the standard truck. With the exception of the bolster and spriug-plate, which are of wood, all the parts of the standard truck are of iron ; and it will be possible to substitute iron, as in the Pennsylvania truck, for the wood. In this case every separate part may be reproduced with tho utmost accuracy ; and, if a standard of strength and quality of metal can be secured, there will be a complete interchangeability of the different items, and a consequent reduction of cost both in tho material and in the labour of putting the parts together. It is impossible to exaggerate tho extreme importance of this in an economical direction. The truck itself is less a design than the product of evolution from a myriad of variations of design worked out in millions of examples. It is the crystallized embodiment of experience under a multiplicity of requirements ; and, once finally chosen, it is likely to remain for the next quarter of a century without change except in improvements of detail. It is estimated that about 800,000 freight-cars are in use in the United States alone. Delays and complications arise through want of uniformity in the size and strength of the parts in making repairs, and the immense advantage to accrue from a universal standard must bring about a very rapid conversion of the whole to the new pattern. It is obvious that the facility of reproduction of each part by special machinery on such a scale must minimize tho cost so much that even if it were possible to work out a better design (unless an entirely new departure), the present one must dominate and supersede all others, exactly as the standard gauge of 4 feet 8^ inches has driven out others; and wherever com- petition is open in other countries the proved qualities of small cost and great efficiency must give it the preference over all rivals. In the Author's opinion this standard freight-car-truck, having established itself by the survival of the fittest, is likely to become the initial point and unit of reference for ordinal y rail way- work in new countries in the future, and it remains for manuftvcturers ProcoeditiRfl.] GORDON ON ECONOMICAL CONSTRUCTION OF RAILWAYS. 9 to study how far thoy can give the highest oxcoUonco of quality to ouch ])art at the least cost. Though (lesigtied to carry 40,000 lbs. in each car, it will prohahly 1)0 often burdened to twice that amount, as the tendency is un- niistakablo, and cannot bo restrained, to increase the ])ropur- tion of paying-load to dead-load in the cars. The only limit on each lino is tho power of tho bridges to sustain the trains, or rather tho increased weight of tho engines now made. As a rule only two trucks are used to each car, but latterly a third truck has been introduced under tho centre of tho car body (Fig. 3). This gives support just where tho trussed framework of the bodies is weakest, owing to tho door-aperture being there. Plate 1, Figs. 7 and 8, give drawings of late designs of freight-cars in general use. The hopper gondola-car of tho Ponnyslvania I?ailroad is designed to carry 60,000 lbs., and weighs only 19,800 lbs. By dispensing with tho hopper it becomes a plain gondola-car; and if tho sides are ro- Fio. 3. \ f Waght aS.OOOtbg. .- Xbtal Ur^iSi *HU* — Jmc L,ad, 00 - 100,000 lbs. < ' ij Tliroo-tnuk l"roiglit-car. moved it is a common flat-car. The box car of the "West Shore liailroad is heavier than usiially designed, as it wciglis over 24,000 lbs. to carry 50,000 lbs. The stock-car and refrigerator-car for meat and garden products are similar to this in structure, but have special fittings. The Author does not consider that any claim can bo made for exceptional economy in the conveyance of passengers in America, nor is it more efficient than in England. An ordinary passenger-car and an emigrant-car of the latest type are shown in Plate 1, Figs. 5 and G. The wheel-base ranges up to 7 feet for four-wheel trucks ; but larger cars have six-wheel trucks with over 10-fect wheel-base. The usual length of car is from 50 to GO feet, carrying 50 to 70 passengers in ordinary cars, with a total load of 40,000 to G0,000 lbs. ; but some parlour-cars take only 20 to 30 persons, with a total load of over 80,000 lbs. Special accommodation is given, but, as economy is the object of study, that docs not enter into 10 GORDON ON ECONOMICAL CONSTRUCTION OF RAILWAYS. [Minutes of consideration. The poculiaritios of the cars, with end-platforms and steps, through communication and accessible conveniences, are well known. All rolling-stock is connected with central couplers, and attempts are being made to secure uniformity in these for all the linos, but up to the present little has been done, though standard draw-bars and links have been proposed. Committees have been formed to deliberate on the best kind of automatic couplings ; but as there are from 3,000 to 4,000 of these offered, a decision seems difficult. In the meantime the Miller and the Janney, with combinations of both, are extensively used for passenger-cars, and are recom- mended for freight-cars. Standard switches and frogs are strongly advocated. The practice is becoming general, and opinion is universal in favour of automatic brakes being applied to freight-cars, pre- ference being given to separate application on every wheel. The Westinghouso air-brake is extensively used, but its expense of about £10 per car, besides the cost of the engine on the locomotive, is against its universal adoption, though its efficiency is well known. Brakes costing £3 per car, and others £2 per car, are advocated, but they have not proved efficient enough to secure wide support. A separate Paper would be necessary to discuss the differences between English and American locomotives, but as the sole essen- tial difference, if it can bo said still to exist, is the universal use of bogie-trucks with the shortest possible rigid wheel-base for the drivers in the latter, so far as the economy of construction and working of roads is affected, a mere enumeration of the others will suffice at present. In the American locomotive, Plate 2, Fig. 1 , the solid bar-frame is retained, generally forged throughout, and it is rigidly connected to the boiler, forming with this a complete truss. This is in marked contrast to the English plate-frame, complete in itself, connected comparatively loosely by a few bolts to the boiler, which rests upon it as on a cradle. Opponents of the latter allege that there are not sufficient diagonals or lateral stiffness to prevent deformation under side-strains, and trace the breaking of crank- axles and of coupling-rods to this cause ; while it is certain that frequent total failures of the American frames occur, particularly at the welds. Outside cylinders are universal in American practice, with steel fire-boxes, cast-iron wheels, and equalizing bars for all the wheels. In engines with long wheel-base alteriiate sets of wheels have broad treads without flanges, and are called blanks. Minor differences from English practice, such as the cow-catcher, Pfoceodiiiga.] GORDON ON ECONOMICAL CONSTRUCTION OP RAILWAYS. 1 1 the spark-arrestor on tho smoke-stack, tho enormous lantern, the bell, and the commodious cab for tho attendants, with a more ornate general appearance, are to be observed in American loco- motives. Of late years in tho best English practice tho principle of flexible wheel-base in locomotives has been adopted, so far that the American bogie, or the Adam's bogie, or some equivalent like Mr. Webb's radial axle-boxes, is in general use ; while on some lines equalizing bars are also used. The permanent way of English railways does not necessitate the practice being carried 80 far as in America ; but having admitted tho desirability of a flexible wheel-base, there is no reason why manufacturers of loco- motives should not push it to the fullest extent of which it is capable in preparing engines for economical railways abroad. No English engineer will admit that in excellence of material or FiQ. 4. a qa CLjlKiQiL iCOO O ICUUU lOOOO ■O Q O O 2H, fW Ja 28' 'it fl o — *i 7f"'o[\. . ■i7.6 f. 7i>tal Mvight, Tie.OOO tha Ihtal Length/ 63 fb 3ors are invariably closer together in American than in English practice,^ this implies a greater strength of way than the same weight in England. The rails are mostly 30 feet long, and at least sixteen cross-ties of 8 feet to 9 feet in length, 8 inches in width, and G to 7 inches in depth, are generally laid to each length on the standard gauge. Oak or other hard wood is principally used, and this averages eight to ten years' life. The flat foot of the rail is from 4 inches to 4^ inches broad, so that, with the larger number of sleepers, the bearing-surface is much greater on the wood than in English practice ; and this again has a broader spread on the earth, securing more elasticity to the roadway.^ Where timber is cheap, and good ballast scarce, the number of cross-ties is increased. The principal trunk-lines have been using steel rails weighing 65 to 67 lbs. per yard, a few having rails of 69 lbs., and, when traffic is not great, of 60 and 61 lbs. per yard; while for branches and lighter lines rails of 55 and 56 lbs. are used, standard-gauge roads rarely having anything lighter than this. Narrow-gauge roads of 3 feet width, like the Denver and Rio Grande, are supplied with rails of 40 lbs. There is a decided set of opinion amongst the best American engineers against light rails either for narrow-gauge, or so-called light railways. Economy is to be sought for elsewhere than in either rolling-stock or permanent-way, meaning by this the rails and sleepers. An extensive prejudice exists against gauges less than the standard, which experience has proved to be the most suitable for all traffic except in extremely difficult mountain regions. It remains to seek for the economy of construction of American railways in the small outlay in first cost o^ grading, alignment, and heavy works, and in the gradual adaptation of the roads to the traffic requirements. A glance at the hypsometrical map of the American continent, and the network of lines running over every • From 18 to 23 inches apart in American against 33 to 36 inches apart from centre to centre in English, or from two-thirds to half the distance. * The bearing-surface of the rails on the sleepers averages (2,800 x 8 inches X 4| inches =) 1,322 square feet; and of the sleepers on the ballast (2,800 X 8 feet X 8 inches =) 15,000 square feet per mile. 16 GORDON ON ECONOMICAL CONSTRUCTION OF RAILWAYS. [Minutes of ; I i!} part of tlio United States, shows that no exceptional facilities havo Leon naturally ottered for the roadf ; and a closer examina- tion of what has actually been done proves that extraordinary difliculties have heen surmounted by first-class lines and light lines alike. The United States is divided physically into two immense plateaus of equal extent by the OO'^th meridian, that to the cast rising from sea-level to an average elevation of less ihau ! ,000 feet, while the western one rises to a mean height of over 5,000 feet above the sea. The latter forms the base of the Cordilleras, which is broken up into the minor ranges of the Cascadu, the Wasatch and the Rocky Mountains, which last spread out in Colorado, in a table-land from 5,000 to 10,000 feet high, wi'.h peaks rising to over 14,000 feet, and passes from 10,000 to 12,000 feet above the sea. Hero are found the narrow 3-feet gauge roads of the Denver and Rio Grande, and of the Union Pacific Rail- roads. Both to the north and the south the ranges trend lower to where they are crossed by the great transcontinental or Pacific roads. The descent from the western plateau to the eastern is generally easy, though considerable irregularities are met in the foot-hills where branches of the great Granger or north-western roads penetrate. These railways, which have been much extended of late years, are in their later examples thoroughly representative of the best and mosi: economical system of American construction, and a short account will be given of one of them. If the whole eastern plateau were sunk 1,000 feet, little of it would remain above sea-level but a series of islands running north- east and south-west where the Appalachian range is now. This at present has a few peaks over G,000 feet high to the extreme north and south ; but its ridge is much lower, being crossed by the Baltimore and Ohio Railroad at a summit elevation of 2,706 feet, to which it ascends by continuous grades of 1 in 45, over 11 miles long on the one side and nearly 17 milSs on the other, combined with curves of 600-feet radius, with other portions still more severe. The Pennsylvania Railroad crosses the same range at an elevation of about 2,160 feet, with gradients originally of 1 in 37 and 1 in 49, combined with curves of 345-feet radius. Regrading and realign- ment has much improved this part of the line, over which very- heavy freight-trains are regularly worked. The Erie Railroad was originally laid out with extreme care to secure the best gradients and curves over the whole line ; to get over a summit of 1,374 feet, heavy expenses were incurred in making the maxi- mum gradient 1 in 88. The policy of this has been challenged, Procuc I aoo "Virginia Central | ;.oo Pittsburgli, Fort Wayne and Ciiioago .... 24(J Brooklyn, Bath and Coney Island . . •. . .'>.') to 12.') Metroiuditau Elevated 90 and 103-5 New York , 4G, 100, 125, and 150 More than eight hundred trains run daily over the last two lines, on which there are also gradients of 1 in 50. For narrow-gauge lines no finer specimens can anywhere l)o found than in Colorado, where tho Denver and Rio Grando and the Union Pacific branch-lines climb mountains and traverse canons with precipitous rocky sides with the utmost boldness and success. It is impossible to do justice to tho engineering skill shown on them in a short Paper ; but it may bo mentioned that tho former line has opened out tho wild but rich mining regions with 1,650 miles of 3-feet gauge line in the last few years ; while tho other is still spreading many hundred miles of the same gauge through similar country. Plate 3, Fig. 2, gives a sketch of tho principal heavy gradients of tho Denver and Rio Grando Railway, from which it will bo seen that while there is one gradient of 1 in 22 there are several long ones of 1 in 25, * Les pontes cconomiques. * The Mexican Railway has many miles on 4 per cent, gradients, and flio Peruvian Railway lias nearly 50 of the same in a continuous line on the standard- gauge lines. Mr. Wellington says that a reduction to 300-fcet radius brings the cost enormously below what a (JOO-feet radius would give in very rough country ; and for ordinary undulating country curves of 478 to 573-feet radius are found expedient. Prococdiugs.] GORDON ON ECONOMICAL CONSTRUCTION OP RAILWAYS. 11) combined with curves of 240-foot radius; and in ono case of 193 feet. Whon the Author patsod over tho lino in 1881, however, some of tho luoro sevc ■^ curves wore hoing re-laid with radii of 383 foot as a maximum. Passongcr- trains are run over those passer, sometimes of seven or moro . ..i, with double-headers of ono Mogul and one Consolidation engine; but froight-tiaiiis, with maximum loads of 246,000 lbs., are taken over by throo Consolidation engines, of IG- by 20-inchos cylinders, each engine weighing 70,000 lbs. On inqiiiring regarding the relative merits of headers and pushers on this lino, tho Author was told, "On our heavy grades and sharp curves we never put an engine behind as a pusher, as, in case of accident, tho damage to property would 1)0 doubly increased by tho pusher going through tho hind end and setting it on fire, &c., as on a mountain road like ours short stops are very frequent on account of rock and land slides falling on tho track. We can generally get through an accident to a passenger train, ditching the engine, baggage, and mail-cars, leaving the coaches on tho rails with the occupants somewhat shaken up, but none the worso for their experience ; whereas if there were a pusher on, the passengers in the rear coaches would, in nine cases out of ten, bo cnishod or scalded." Tho Author wont over some 1,200 miles of the railway, and in the moro dangerous parts of the main-line found the utmost precaution taken, patroUers watching it incessantly and meeting each other over short lengths. Ono of the finest pieces of alignment visited by the Author was on tho Union Pacific Railway, on tho narrow-gauge lino between Georgetown and Graymount, wliero tho bed of a narrow valley rose more rapidly than the maximum gradient allowed on the lino and the ascent is made in a continuous loop, returning over tho line by a high bridge as shown in drawings.^ Curves of 103, 206, 240, and 280-feet radius are freely used in accordance with tho best American practice.^ The Chicago, Milwaukee, and St. Paul Eailway Company owns • Kindly supplied by Mr. Blinkensderfer, Chief Engineer. ' This invariubly allows compensation when the curve falls on a gradient by lessening tho inclination as the sharpness of the curve increases. Somn diiferenco of opinion exists amongst tho authorities as to tho amount of reduction required, but the average given is 0*05 jier 100-feet per degree of curvature. This means tlie angle subtended at the centre of tho curve by a chord of 100 feet, the universal method of expressing curvature in America. 1° 5° 8^ 10° 12° 14° 16° 18° 20° radius 5,730 ft. 1,116 ft. 717 ft. 574 ft. 478 ft. 410 ft. 359 ft. 320 ft. 288 ft. G 2 20 GORDON ON ECONOMICAL CONSTRUCTION OF UAILWAYfl. [MltuitOB of '^H'l: and oporatoa nearly 5,000 miles of lino, and is Uiiih the larj^ost private railway concern in the worid. It has noighhonring rivaln, however, in the Chicago and North-WeHtern Ifailway, and the Cliicago, linrliiigton, and (^uincy Railroad, both of which nearly equal it in mileage and in revenue, and cuter for the same ImsinesH. In 1883 it carried 4,591,000 passengers a total of 235,57l»,000 miles, and its freight traflfio was 1,177,000,000 ton-miles; the rates heing 1 • 2(ul, and 0" G05f?. per passenger-mile and per ton-mile. Its equip- ment consisted of G57 locomotives, about 500 passenger and other coaches, and 10,734 freight-cars, &c. It owns coal mines, from Avhich it takes some 500,000 tons annually, and is very completely furnished with most expensive terminal facilities in the great cities, and with several workshops (I'lato 3, Figs. 4 and 5), ware- houses, elevators, and docks. Steel rails are being rapidly substi- tuted for iron where these still exist. The Author wont over many hundred miles of the lino, visiting the principal stations, work- shops, bridges, tfec. (Plate 2, Figs. 7, 8, 9, 10, 11), on the invitation of the Chief Engineer, Mr. Whittemore, then President of the American Society of Civil Ejigineers, of whom ho asked for detailed information regarding its construction. Mr. Whittemore, who has boon in charge of the lino for forty years, replied as follows, November 25th, 1884 : — Kegarding " the American plan of constructing railways at a cost that would be remunerative in a new country, and thus make them agents of civilization and a profit to the nation, by necessity we in America build and operate railways with safety (and on our lino certainly with profit) that cost, fully equipped for the required traffic, not to exceed £3,000 to £4,000 per mile. To do this wo use often sharp curves, stoop inclines, and structures of wood. In the first instance our lines are located with a view of cheap construction. The practice varies, however, and Mr. A. A. Robinson, who has had great experience on steep gradients, gives as follows : — Per 100 feet per degree. to 1 in lGG-0 compensation O'OG 1 in IGG „ 1 „ G2-5 „ 005 Rate of maximnm grade u 1 „ G2-5 „ 1 33'3 001 Mr. Blinkensderfer gives 0*03 to 0' 07 in the same limits ; while Mr. Welling- ton allows O'OG oji all maximum curves. The practice also of widening the gauge on curves varies much. Some engineers allow only the same play of ^ inch, that is given on straight lines ; while others increase it J inch and more on curves. But opinion is unanimous in requiring a tangent between reverse curves, and sharp curves are eased oflf at both ends. In some cases also gradients are eased at the approaches. l'rocc(l in this wo are at fault." For com- parison, the new shops of the Chicago, Burlington and Quincy Kailroad at Burlington aro shown, as designed by Mr. Bhodes. The great length of engines with tenders necessitates enormous turn-tables and beds, for which (55 feet is becoming requisite. On the Chicago and Milwaukee principal lines, or on from two- thirds to three-fourths of the system, the stations average 3 to 4 miles apart, and on the rest about 7 miles apart. There sidings are laid for passing trains, when, as in most cases, it is a single track.^ On tho Chicago and North-Western Railway the propor- a ' main line ' have been utilized on ♦ bmnchos,' where only liglit rolling-stock was used. In the former case, however, no provision was made in tho original designs for increasing the sections, and the change has been made by substituting entirely new coniprcssion-raembers and floor-systems. It would be a very simple matter to design our pin-bridges so that additional tension-members — lower chords and diagonals — could be added at any time, but I hardly think it could be practicable to carry out the same idea with the compressive-memhers and cross- floor beams." — Athens, Penn., Dec. 28th, 1881. ' The problem has been raised : What is tho maximum capacity of a single track ? To tliis much attention has been devoted, but tho numerous varying elements make it impossible to give a general answer of value. Mr. Thompson, of tho New York, Pennsylvania and Ohio Kailroad, del(.ih. (short ton) : — (Jradient in feet Iter mile Level. Feet. 10 20 30 » ^ « ' o § OS c o 1— < i 1 licsistancc iu lbs.) Iter ton . . .) 10 ! 14 17'G21-4 1 25 -1 28'!) 32'7 3G'5 30*3 44'1 47".) CO -9 85-8 123-7 1G2 199 Katioof grosBloadi to traction . ,) 200 145 114 94 1 7U <;;) 01 55 50 45 42 30 23 IC 12 10 Per cent, increase of engine ton- nage per foot change of grade 4 3-1 2-4 2-0 1-7 1-5 1*4 1-4 1-2 I-l 1-1 0-9 0-8 0-8 0-80-8 It is found that when the ruling-gradiont changes slightly, the corresponding percentage of change in the engine-tonnage is nearly uniform per foot. But the amount of this percentage of increase or decrease in the engine-tonnage required varies con- siderably witli each gradient, being nearly five times as much on a level as in a 150-feet gradient. The change in engine-power may be made in two ways : in the number, or iu the weight of the engines used, x i the first case the cost of fuel, wages, oil, &c., comes to 50 per cent, more than that of operating a single engine, while it is estimated that an engine of double weight increases the expenses by 42 per cent., though this is very uncertain. But an average may be taken of 48 per cent, increase per train-mile, consequent on a change of ruling- gradiei t, requiring a double engine-tonnage to operate. Or, allowing three hundred and twenty- five round trips to be made per year, the cost per daily train per mile of road would be 48 x 325 x 2 = H312 • 00 when the train-mile costs ^1. The operating cost of this for an engine-stage, say 100 miles in length, will be found by multij)lying this sum by' the rate per cent, of change of engine-tonnage given in the last Table for each grade, and the capitalized value, say at 5 per cent, interest, by multiplying these sums by 20, which gives for each change of 1 foot per mile from level a value of ^24,960, and from 40 feet per mile of K10,608. These values apply, however, only to trains running with the maximum loads permitted by the gradients. The question of the use of assistant engines is of the highest practical importance, but while general rules and recommendations have been arrived at by experience, each length of lino presents problems which can only be solved subject to the special con- ditions met with. It is, however, recommended to concentrate rrocccUings.] GORDON ON ECONOMICAL CONSTRUCTION OF RAILWAYS. 33 I I'M 12 10 tho maximum rosistancoB from curves and gradients in as short lengths of tho line as possible, and to work these portions with assistant engines, so arranged in number and weight as to bo capable of hauling through their stage the maximum train hauled in tho level. It is found that from 60 to 80 miles a day is fair work for an assiHtant engine, with frequent short runs, while it can do 100 miles in favourable circumstances. Tho work should be so adjusted as to keep them in constant employment, and their use conduces to great economy in first cost, as well as to economy of operation. The following Table is given by Mr. Wellington to show tho adjustment of gradients for assistant engines, according to the average daily performance on all American railways : — Grade at wliicli the same Train can be draw- n by the aid of Iluling Graile worked l)y One Of equal wci^lit on Assistant Engine Two Assistant Engines Otio Kiinine ill Koi't per Mile. Heavier by Of equal wciRlit on Heavier by Drivers. 20 per cent. 40 per cent. Drivers. 20 per cent. 40 per cent. Level 24 29 33 46 54 62 10 42 48 53 70 80 90 20 59 66 72 92 104 116 30 76 84 91 113 126 138 40 92 101 109 133 147 160 50 107 117 126 152 1G7 180 60 122 133 142 169 185 199 70 136 148 158 185 201 216 80 150 162 173 201 217 232 90 164 176 187 216 232 24? 100 177 189 201 230 247 261 110 190 202 214 ^ J 120 203 215 227 , , 130 215 227 239 • t 140 227 239 251 ^ , 150 238 250 202 •• Tho above Table is calculated on the assumption that the rolling- friction on the level is 10 lbs. per ton ; for lower frictions the gradients are proportionately lessened. Also it is understood that all gradients must be properly compensated for curvature. The use of the assistant engines as headers or pushers can only be determined by the conditions of the traffic ; but those who believe that the length of a train on a curve determines the amount of extra friction prefer pushers in order to lessen this. Assuming the cost of operating an assistant engine to be 47 cents per train-mile, the additional cost per year for daily trains will be 47 x 2 x 325 = [the INST. C.E. VOL. LXXXV.] D 84 QORDON ON EOONOMIOAL OONSTRUOTION OP RAILWAYS. [Minuteaof K305'50, when tho ordinary train-mileago is ^l. The capitalized value of this, at 5 per cent. iuteroHt, is ^7,110. Lastly, as the heavy traffic on through-linos is often much greater one way than in tho other, special attention is given to balancing tho resistances on tho whole line, so as to ensure that the full engine-power required to take tho loaded trains one way shall bo required to take back tho empty cars and partially- loaded trains the other way. This is done by adjusting the ruling- gradients and curves on tho principles already mentioned; but with special reforonco to the weight of trains and tho power of tho engines employed ; although it is perhaps tho most important considoration affecting tho whole alignment, it is, when all tho other conditions are duly arranged, tho easiest to accomplish. The whole of tho preliminary problems taken together contain tho solution of this final problem, and should be so considered throughout. In conclusion, tho Author cannot refrain from expressing the diffidence he feels in dealing with this important subject, especially in its present tra isition stage, and ho has only ventured to do so in the hope that tho statements made may be accepted as opening out inquiries regarding matters of great interest, in which further information and enlightenment is desired. The Paper is accompanied by numerous illustrations, from which Platen 1, 2 and 3, and tho Figs, in tho text have been engraved. i! PrococtlingB.J M08SE ON RAILWAYS IN NEWLY-DEVELOPED C0UNTUIE8. 35 ' iPaper No. 2098.) " The Principles to be Observed in the Laying-out, Oon- stniction and Equipment of Kailways in Newly-Developed Countries." By James Robert Mosse, M. lust. C.E. Railways in un(loveloj)oil countries present the following contrasts to railways in those that are settled. In England, and more or less in Europe, they have been constructed solely as private com- mercial enterprises, whereas in now countries they are moro commonly undertaken by the State, either wholly or in part. Each system has naturally its advantages and its evils. State inter- ference, which might be very prejudicial in England, is essential in now and poor colonies, where public works, which at first could not pay commercially, are nevertheless indispensable to the development and prosperity of the country. In other words if public works be undertaken, they must be in some manner assisted by the Govern- ment ; and if so, they will, in the Author's opinion, be constructed more substantially, and be worked moro advantageously to the community, when owned by the State than when in the hands of a private company. In the first case the advancement and prosperity of the country is the chief object in view ; in the second, it is the commercial profit of the shareholders. In England railways have been undertaken one after the other, where the population and business required better means of com- munication ; as for instance, from Liverpool to Manchester, after- wards to Birmingham, and then to London ; whereas in I^orth America and in Australia, railways have been projected on a far larger scale, not so much to give facilities for existing business as to favour the growth of population and commerce. Take, for example, the chief southern and western railways in the United States. The line from. Mobile through Cairo to Chicago, some 845 miles long, and the three lines to Lhe Pacific, and then take in Canada, the Intercolonial Railway from Halifax to Quebec, 687 miles, the Grand Trunk, from Quebec to Samia, say 673 miles, and especially the Canadian Pacific, from Montreal to Port Moody, a distance of some 2,900 miles. This latter railway, constructed solely to open up the far west of Canada, is particularly worthy of D 2 36 M088E ON RAILWAYS IN NEWLY-DEVELOPED CODNTIIIES. [Minutou of rocortl ; tho company f()rin(»«l to nmdo ivml work it Iijih boon aHHistod by a donation of £5,000,000 btorling, und })y a grant of twonty-fivo million acrcH of land from tho Dominion of Canada. Tho railway liindH extend in breadth 24 milos on each side of tho lino, tho Gt)vernmcnt and tho Company owning altoruato lotH ; and free grants of IGO acres are given to any one who will sottlo on an s o J a a> « iJ to V a> (A -2 w a a. o "3 o ;?; ■c o .a < OS ifS 'N t< 00 iM 00 iM M - - - ec ri XI rf (M C5 00 05 l-^ ^ 1-1 Si to io o CO cq Oi— iX05»t»'Ot^ 05 i-H -^ '^ »t< CO OJ eCMOI-O-H -t< JftiM CO GOCOINCO-Hh-IN 00 OOii^'MCCiMO CO COO lO f-Hi-HMMiMiM— ci5 .^■.ti^,— i,_i,_i (M COCO a eci-HiOJOs^i-f'ti (m OOOOOO O O O O 1^ o o o o o o o CO CO 'M CO « t^OiCOiMCOOJ (N (H»t< 00 CC -H CO CO Ci O Cv 1^ O 1^ (N'*<'-ii-hOi-i r- -+* 00 CO o •+• o I- CO CO CO If: CO 'ti O C^J i-H 1-1 f-l f5 'N eo fh OS fh i-< OS -^ CO ■^ e^ eo CO -H -+< irs ifj m eo »n eooxosi-iF-co !H ■^'co'c^'co'eo'" lOocoeocoiM <-i fhco -+< lO lO t^ CO O 00 -+< t^ lO t^ O OS (N OS I Oi OS 1-1 •»♦< 00 1-1 Ffl 1— ( Ifl -^ f— I iM C CO 00 CO in ■* t> eo i-i ^ ^ r* ^ i-< l>©Q I-I 00 XI 00 r-i-icoxiflTHt^ «i (Nt>C0iM00O « O > C •I 1-3'^ a i s 3 03 60 3 OS V 03 '2 s' fcfl o o oo * 1-^ m -s.g O 60 C3 lU S^o"! N t^l-l 2 M a 03 ^ > ,'H.] CUNINOHAM ON THE CANADIAN PACIFIC RAILWAY. 40 > a {Paper No. 2094.) " On the Construction of the Canadian Pacific Railway (Rocky Mountain Division) during the Season of 1884." By Granville Caulyle Cuningham, M. Inst. C.E. When the work of constructing the western division of the Canadian Pacific Railway was suspended for the winter in De- cember 1883, the rails had reached a point about 4 miles short of the summit of the Rocky Mountains. This point is 960 miles west of Winnipeg, and 120 miles west of Calgary, the last station on the plains, where the line enters the mountains by the Bow Pass. From here two possible routes are available for fu' ther progress westwards ; one following the Bow Pass to its summit, and thence descending by the Howse Pass into the Columbia Valley; the other diverging from the Bow Pass, reaching the summit of the Rocky Mountains at the commencement of the Kicking Horse Pass, and following this, entering the Columbia Valley at a point about 12 miles to the south of the mouth of the Howse Pass. The first route presented comparatively easy grades and curvature, but crossed the summit at 1,000 feet greater altitude, thus bringing the line into much deeper snow in winter ; and it was 30 miles longer than the second. The second route, though of a lower altitude and shorter distance, would entail very heavy work at the head of the Kicking Horse Pass, in order to maintain equally good gradients. After considering the problem, the Directorate decided to adopt the shorter route by the Kicking Horse Pass, and to use a steep gradient at its commencement, in order to temporarily avoid the heavy work that will be required on the permanent line, and thus to efifect the connection with the railway on the Pacific coast by the autumn of 1885. Route. The route follows the valley of the Kicking Horse River, from its commencement near the summit of the Rocky Mountains, to its entrance into the valley of the Columbia River, a distance of about 45 miles. The Columbia Valley is from 6 to 8 miles wide, and is heavily timbered. It is the westerly limit of the Rocky Mountain range, which it divides from the Selkirk range. [the INST, C.E. VOL. LXXXV.] E ! * 60 CUNINOnAM ON THE CANADIAN PAOIFIO RAILWAY. [Mlniitoa of Tho gonoral direction of the valloy is north, for Bonio 80 to 100 miles, when tho river makes a hohl sweep round tho northern end of tho Selkirks, at what is called ♦' tho Big Bond," and thonco flows southwards, on tho western sido of tho Selkirk range, to Oregon territory and tho Pacific Ocean. Tho railway, entering tho Colimibia Valley at tho point above mentioned, follows it northwards for a distance of about 30 miles, until tho moiith of tho Beaver River, flowing out of the Selkirks, is reached. Hero the lino tunis west, ascends to tho summit of tho Selkirks by tho Beaver Valley, and thence descends, by tho valloy and cafion of tho Illecilli-wact, to tho second crossing of tho Columbia Rivor. From the second crossing it ascends the Eaglo Pass, through tho (lold range, and passes by the valley of tho Shoo-swap Lakes to Kam- loops, to which point tho rails from tho Pacific coast have been laid. Tho distances, measured from the sunnnit of tho Rocky Mountains, and tho altitudes above tho wea, at various points along this route, are as follow : — Distance. Altitude. Miles. Feet. Summit of Rocky Mountains 5,296 Moutii of Kicking Ilorso Tass .... 44 J 2,539 First crossing Columbia River .... 02 2,. '•21 Month of Beaver River 73f 2,. 340 Snmmit of Selkirks 94 J 4,300 Second crossing Columbia Rivor .... 139 J 1,000 Kamloopa 270 Geological System. Tho geological system through which tho lino passes is tho Lower Carboniferous. At tho upper portion of tho Kicking Horso Pass, hard crystalline limestone is found, in several instances of a quality so pure and homogeneous as to form marble of some com- mercial value. Lower down the pass, the shales of the system appear in every variety ; sometimes dark hard slates, sometimes soft laminated clays. With tho exception of the hard limestone at tho head of tho Kicking Horso Pass, none of tho rock, between that point and the mouth of the Beaver, is of quality good enough for building purposes. Generally the mountains rise directly from tho valleys, at a very steep slope, without any intervening foot-hills, and con- tinue with an even inclination to their summits, often from 5,000 to 6,000 feet above the valley. The lower half is covered with a comparatively thin layer of soil, resting on tho smooth and slippery surface of the shale, and bearing a thick growth of timber It ho Procetdings.] CUNINQHAM ON THE CANADIAN PACIFIC RAILWAY. 51 and underbrush ; the upper half ia bare, affording, by its nigged surface, a gathoring-jduco for tlio heavy buows that fall in winter. The consequenco of this niountain-funnation, rombined with the friable and treacherous shale rock, is th* "land-slides" are no unusual occurrence. The wash of a strain at the mountain's base wears away the clay bank, and the support for a large stretch of soil on the stoop mountain-side l)eing thus removed, a slide takes place, and acres of ground are left stripped of the covering soil and trees ; while snow and ice, gathering on these steep mountain- sides, are liable to descend in spring, or during a winter thaw, with great force, bringing down boulders and trees in their course. the and Jling eys, con- ,000 with and nbcr Climate. The climate has much to do with the difBculties of railway construction in any country. In 1884, in the district under con- sideration, snow lay deep in the bush at the summit of the Kocky Mountains into the month of June. The Kicking Horse Lake, at the head of the pass, was not free from ice until the middle of the same month. Kain fell almost incessantly during July and August, which, combined with the melting snow on the mountain- tops, kept the rivers and streams in high flood. On the 28th of September, 1884, a depth of 4 inches of snow fell in the valley at the summit, and by the middle of the following month the Kicking ITorso Lake was again frozen over, to remain so throughout the winter. In the Columbia Valley, owing to its lower altitude, a better condition of things prevailed. The snow was all gone by the end of March, and did not again fall, to remain on the ground, until the middle of December. Between these extremes the climate varied with the altitude, between the Eocky Mountain summit and the mouth of the Beaver. In the winter of 1883-4, a register of the temperature was kept in the Columbia Valley at the mouth of the Kicking Horse Kiver. On the 30th of December, 1883, the thermometer registered —40° Fahrenheit, and on the 9th and 10th of February, 1884, a temperature of — 38° was recorded. In the interval of time between these two lowest extremes, the average temperature was —12°. During the winter of 1884-5, in the Columbia Valley, the temperature fell to —42° on the 24th of December, and from the 15th of the month up to that day the average was —26°. At the summit of the Eocky Mountains, during the same period, a temperature of —48° was registered. It will be easily understood, with such a low temperature as this, how much difficulty may be caused by ice piling in the rivers E 2 M |]| 52 CUNINGHAM ON THE CANADIAN PACIFIC RAILWAY. [Minutes of about bridgo-piers ; by springs tliat force their way out of the sides of cuttin-s, and freeze as soon as they begin to flow; and by accumulations of ice that form on the mountain-sides, until they fall by their own weight. Natural Products. The natural products of the district lying between the Eocky ]\I(juntain summit and the mouth of the 13eaver, capable of use in railway construction, are very few. Throughout the whole length, timber is to be had sutlficieut for ties, sleepers, and temporary bridges, trestles, and culverts. At the summit of the Rocky IMountains, on the margin of the Kicking Horse Lake, a steam saw- mill vv'as erected by the end of July, for cutting up the timber growing in the immediate neighbourhood into bridge- and trestle- timber. This timber is chiefly white spruce, unusually sound, and, though not of equal strength with the ordinary American pine, is admirably adapted to the purpose for which it is required ; being obtainable easily, and in large quantities, it was of much value in expediting the work. Further down the pass, better and larger timber was got, and in the Columbia Valley fine specimens of the Douglas pine (^Pina ponderosa) — a very hard and strong wood — were used in bridge- and culvert-building. Everything else that was required on the work had to be brought in from the |:f East for very long distances. The thick growths of moss on the ground, produced at the summit, doubtless, by the continuous wet weather during the period of vegetation, prevented any growth of grass that might be used as fodder for horses or cattle ; and the totally uninhabited state of the country was a sufficient reason tor the absence of artificial grasses or cereals in the Columbia Valley, where they might grow if cultivated. The importation of food for horses and cattle, as well as for the men employed, was a serious undertaking, and one which necessarily added much labour to the work. General System. The following brief description is necessary in order to under- stand the manner and the difficulties of carrying on the work. In the first place, it was necessary to construct a wagon-road along the general line of the intended route, so that contractors with their men, plant and material, might bo placed on the work at various points, and for the supply of provisions and necessaries. Hitherto the passes and valleys traversed by the surveyed line Proceodingfl.] CUNINGIIAM ON THE CANADIAN PACIFIC RAILWAY. 53 had been reached only by narrow trails, affording sufficient, though often dangerous, accommodation for pack-ponies, but inade- quate to the requirements of railway work. The construction of this road was pushed on as rapidlj'- as possible in advance of the work, in many places merely onough being done, in the way of clearing timber, to admit of the passage of wagons through the bush. Contractors were then brought in and established in their camps on the portions of the line allotted to them. The contracts varied in length from 1 mile to 4 or 5 miles, according to the nature of the work and the capacity of the contractor. As each portion was finished, the contractor wa;i movctl on further to the front ; and in this manner a stretch of about 40 miles in advance of the end of the track was kept constantly in hand. As the grading progressed, track-laying was continued, and the end of the track steadily advanced. The company's main stores were established at Laggan, about 6 miles east of the summit of the Eocky Mountains. Here an ample stock was kept of every- thing that could be required by the contractors or their men ; such as tents, tools, wagons, harness, provisions, clothing, hay, oats, &c. These were sent out by rail to the " End-of-track store," a moval)le store, maintaired in cars, and advanced every few days as the track was laid. From this point the goods were conveyed by wagon to the various cp nps. The liea -y trafiBc which the roughly constructed wagon-road had to bear, in carrying forward supplies for four thousand men and one thousand two hundred horses or mules, combined with the copious and continuous rains, so cut up the road, that at times, and in many places, it was almost impassable. A weight of 1,000 lbs. constituted a load for a pair of horses, while 12 to 15 miles was the extent of a day's journey. The difficulty in maintaining supplies in sufficient quantities over such a road was not small, and the attendant expense was very great. The cost of conveying stores to a point 40 miles beyond the end of the track was 8 cents. (4(i,) per lb., and this, when applied to hay and oats, made horse-food an expensive item. The opening out and construction of the road was begun at the summit in the middle of April, and by the latter part of the same month, contrac- tors were set to work on the temporary line at the head of the Kicking Horse Pass. Curves and Gradients. Up to the summit of the Rocky Mountains the curves and gradients have been light : the latter not exceeding 40 feet to the mile, except in one or two instances. From this point, however, the 54 CUNINGHAM ON THE CANADIAN PACIFIC RAILWAY. [Minutes of I \ vC descent of the valleys and rivers to the west is so rapid, that it was necessary to adopt a heavier raaximuni gradient, in order that tho line might bo able, approximately at least, to follow the natural descent of tho ground. The gradient fixed upon as a maximum is 2-2 feet per 100, or 116 feet to the mile, or 1 in 45-45. This gradient has been exceeded only in tho instance of the temporary lino, at the beginning of the Kicking Horse Pass. The descent in this pass, at its commencement, is very steep; tho river falls 1,100 feet in 3\ miles. To follow such a descent the gradient would have been impracticable for a railway : while, on tho other hand, with the 2*2 gradient the line would have been so high up on tho mountain side, and so many miles of heavy and difficult side-hill work would have be m required before it could reach tho valley, that much delay would have been occasioned in tho work further to the west. It was therefore decided to make the descent of the upper portion of the pass on a temporary line, with a gradient of 4*50 feet per 100, or 237 feet to the mile, or 1 in 22*22. Tho temporary line begins at a point about 4 miles west of tho summit. At first there is ^ mile on a gradient of 3 • 50 per 100 ; this is followed by 3^ miles of tho 4* 50 gradient, after which 3.V miles of tho 2*2 gradient takes the line down to the base of the mountain and the flats of the river. This heavy gradient winds down the mouiitain side, with curves whose maximum deflection on 100-foet chord is 10° (573-feet radius). Though so unusually severe, the practical working has shown that a largo traffic can bo successfully carried over it. Details are given further on of the working of this gradient. In every instance where curves occur in conjunction with the maximTim gradient, the grade was equated for the curve so that the resistance to traction would not be greater on tho curved than on tho straight part of tho line. The equation used was • 03 of a foot rise per 100 feet for each degree of curvature ; so that on a 10° curve, the rise per 100 feet was reduced 0*3 per foot. A rise of 0'3 per foot in 100 is a gradient of 1 in 333, which would develop a resistance to traction of 6*73 lbs. per ton; this, there- fore, is the allowance given as the equivalent in resistance of a 10° curve (573-feet radius) ; and close observation on the heavy grade on the temporary line showed that this was very near the truth. The locomotive, when ascending with a full train, had a ten- dency rather to gain, than to lose, speed on the curves. It should be stated, however, that all trucks and engines were mounted on bogies. Proceedings.] CUNINOnAM ON THE CANADIAN PAaPIC RAILWAY. 55 Grading. The cuttings are taken out to a width of 22 feet in the bottom, with a side-slope varying from :i to 1 to 1^ to 1, according to the nature of the material. The hardest rock encountered was that on the temporary line. It is a crystallized limestone. Owing to the impossibility of bringing machinery over such a road as has been described all drilling was done by hand. In the hardest of the rock two strikers and one holder could drill only 9 lineal feet in ten hours' work, the hole being Ik inch in diameter. The amount usually accomplished in rock of average hardness was from 16 to 18 feet in that time. The explosive used was dynamite, generally of 75 per cent, strength, which was made at a factory erected by the company at the Kicking Horse Lake. The explo- sive was discharged sometimes by time-fuze, and sometimes by electricity. Lower down the valley, where shale rocks were encoun- tered, the action of dynamite was found to be too quick, as its force was spent between the layers of the rock and through fissures, and better results were obtained from black powder. In some few instances, in rock-cuttings near the dynamite factory, pure nitro-glycerine was employed with good results ; but the use of this was not permitted on other parts of the line, owing to great danger attending its transportation. The width of the banks on the top is 14 feet. They were made, whenever practicable, from the excavation hauled out from the cuttings. But a considerable portion of the line, on the flats of the Kicking Horse Eiver, for example, and in the Columbia Valley, consist of a light bank, averaging 3 feet above the general level of the ground, formed by material collected with " scrapers " from the sides.^ Where the material has to be taken out of a cutting to form a bank at some little distance, wheel-scrapers are used. These are large sheet-iron scoops of about ^ cubic yard capacity, mounted on wheels. By a simple arrangement of a crank upon the axle, worked by a hand-lever, tho whef>ls can bo raised, so that the body of the scraper drags on the broken-up soil, and fills by the traction of the horses. When full, a pressure of the lever again brings the wheels into action, and the load is run out and " dumped " in position. Wherever possible, ploughs were used to break up the material in the cuttings, so that it might be taken out by scrapers. Minutes of Proceedings Inst. C.E. vol. Ixxvi. p. 273. 56 CTTNINGHAM ON THE CANADIAN PACIFIC RAILWAY. [Minutes of Tho following quantities were taken out on tho different divisions of the lino : — From the summit of the Koclcy Mountains to the mouth of tho Kicking Horse Kiver — 44^ miles: Solid rock, 256,834 cubic yards; loose rock, 115,371 cubic yards; earth, 988,255 cubic yards; hard pan, 136,467 cubic yards. Total, 1,496,917 cubic yards. This is exclusive of the excavation in tunnels : it gives an average quantity of 33,806 cubic yards per mile. From the mouth of the Kicking Horse to the first crossing of the Columbia River — 17| miles: Solid rock, 646 cubic yards; loose rock, 1,011 cubic yards; earth, 341,336 cubic yards; hard pan, 18,990 cubic yards. Total, 361,983 cubic yards. The average quantity on this division is 20,393 cubic yards per mile. On the succeeding 11 miles from the First Crossing to tho mouth of tho Beaver, the average quantity was 27,500 cubic yards per mile. Tunnels. On the length of line constructed — 73f miles — there are seven tunnels. Their positions, length, and general nature, are as follow : — Distance from Sammit. Length. No. 1 . 2 . 3 . Miles. . 8 . 33| . 40 Feet. 130 470 387 Remarks. On temporary line ; solid rock. Clay ; timber lined. Rock. 4 . 6 . . . 42i 298 360 Part rock and part soft; timber lined for 200 feet. 6 . 7 . Total . . 63J . . 67J • • • 97 460 Rock ; part lined. Gravel and rock ; part lined. . 2,152 The general section adopted for tunnels is 22 feet in height, by 16 feet wide. This gives about 12 cubic yards of material per lineal foot. The great height, as compared with European tunnels, is necessary in order to meet the requirements of the Canadian Railway Act, which specifies that every permanent structure spanning a railway line, shall be of such height as to give a clear space of 7 feet between the lowest part overhead, and the top of a box freight-car ; so that brakemen may not be endangered when on the roof of a car, in the execution of their duty. Tunnel No. 1 is situated immediately at the foot of the 4 • 50 per Proceedings.] OUNINQHAM ON THE CANADIAN PACIFIC RAILWAY. 57 ican per cent, grade, on the temporary line. The material is hard crystal- line limestone, mnch fissured and broken. The progress was 6^ feet per week at each face. Gangs were kept at work night and day. All drilling was done by hand, and the explosive used was dynamite. Tunnel No. 2 is through a lofty spur, composed of blue clay, hard packed gravel, and boulder-drift. The blue-clay seam at the eastern month of +hc lunnel is about 20 feet in thickness, resting upon fine sand, and supporting an overlying mass of bouldor-drift, having fine veins of sand interspersed. It would scarcely be possible to find material more treacherous than this. Streams and springs from the mountain slope make their way dowTi through the soil, and working out in the veins of sand, and between the boulder-drift and the blue clay, cause deep excavations, which result in sudden and disastrous " slides." "Work was begun early in June, and on the 23rd of July a heavy " slide " took place at the eastern breast of the tunnel, tearing away about 30 lineal feet of the timber lining, and bringing down about 15,000 cubic yards of material, which completely blocked the mouth, entailing a long delay. Again, in the beginning of October, when the piercing of the hill was completed, and the track about to be laid through, a second " slide " at the same end of the tunnel, brought down about 9,000 cubic yards. Throughout its whole length, this tunnel is lined with timber. Each section of the frame of the lining consists of two up- right posts 14 feet in height, 12 inches square in cross section, standing on a transverse sill, and supporting a longitudinal cap : from this cap spring two inclined pieces, straining against a central straining-piece in the roof of the tunnel 7 feet in length. These sections of the frame were put in at 3 feet apart from centre to centre. At the back timber-lagging was closely packed in, 6 inches square, in lengths of 3 feet. The quantity of timber used in the lining was 780 feet board measure per lineal foot. The timber was all obtained from the bush in the immediat neighbourhood, and was hewn with the axe to the proper dimensions. When the tunnel was opened through, it was found that the action of the air on the blue clay at the eastern end, caused it to swell, and the tremendous pressure thus exerted, crushed the timbers of the lining in the roof. The track was laid through the tunnel on the 20th of October, 1884. All the work in connection with the piercing and lining was done by Messrs. Corry Bros,, of Wisconsin. This tunnel is on a 9" curve (636 feet radius). Ulil II 68 CUNINGHAM ON THE CANADIAN PACIFIC RAILWAY. [Miuutcs of Tunnels No. 3 and 4 are pierced through elate Bhalo. Work was begun in July and finished in September. Messrs. Muir Bros., of St. Paul, Minnesot. , were the contractors. The following are the particulars of the work : — Average progress at every face in twenty-four hours, workii ' eleven-hour shifts, 3 feet 3 inches ; average depth of hole drilled (all by hand) in heading, 3 feet 6 inches ; diameter of hole, 1^ inch ; average quantity of material moved per man employed in twenty-four hours, 1 • 625 cubic yard. Each shift at each face consisted of one foreman, nine drill-men, one dump-man, two drivers, and eleven shovellers. The fifth tunnel is pierced partly through gravel and partly through shale rock ; that part which is through gravel is timber- lined, in the same manner as tunnel No. 2. The sixth tunnel is only 97 feet long, and timber-lined for 30 feet. The seventh tunnel is on a 10° curve (573 feet radius); is 460 feet in length, and is timber-lined for 150 feet. The material through which it is pierced is partly gravel and partly hard shale rock. Work was \ begun on it at the end of July, and it was finished in time for the track to be laid through it in the middle of December. Bridging. As might bo expected on a line traversing deep valleys and ravines, the amount of bridging constructed is extensive. There are nine crossings of the Kicking Horse River, six of these cross- ing within a distance of 12 miles. Such a fact as this gives most concisely an idea of the winding and difficult nature of the pass through which the ILte is carried. There is one crossing of the Columbia Eiver,^ and numerous crossings of smaller rivers and streams. All the bridges and trestles constructed during the season were of wood. Most of the timber was obtained in the district, the main-posts, caps, sills, and such pieces being hewn on the spot ; while the floor-timbers, deck-material, and lighter pieces, were sawn at the mill on the Kicking Horse Lake. The heavy chord sticks, principal truss-morabers, and track-stringers, were of sawn white pine 'imported from the east, as was also the oak used in trusses. One general design was employed for trestles : the openings were of the uniform width of 15 feet from centre to centre. Piles, usually four, were driven in a row at the position • Minutes of Proceedings Inst. C.E. vol. Ixxxii. p. 345. Procoodings.] CUNINOnAM ON THE CANADIAN PACIFIC RAILWAY. 50 •e ■d n n pth of 10 feet into the ground. Proceedings.] CUNINGHAM ON TUE CANADIAN PACIFIC RAILWAY. Gl T RACK-LAY INO. A. single lino of track has been laid. The rail is steel, of the Sanclljerg pattern, with angle-plate joints, and secured to the ties (sleepers) by spikes. The weight of rail to a point 3;^ miles west of the summit of the Eocky Mountains is 00 lbs. to the yard. From hero through the Kicking Horse Valley, for a distance of 41 miles, the gradient and curves being severe, a rail of 70 lbs. to the yard was laid. In the Columbia Valley, to the crossing of the river (18 miles), the GO-lb. rail was adopted, and from this point on to the mouth of the Beaver (12 miles), through the Columbia Canon the 70-lb. rail. The angle-plate connection, which has recently been adopted in Canada and the United States in preference to the old fish-plate joint, makes a very rigid and perfect track. The weight of the angle-plate joint is rather more than double that of the fish-plate, being 5 'GO tons per mile with 30-feet rails, as compared with 2*51 tons. Ties were laid at tlie rate of three thousand to the mile, or 1 foot 9 inches from centre to centre. They were 8 feet long, 6 inches thick, and not less than 6 inches in the face, hewn on two sides. They were made from timber growing in the mountains, chiefly spruce and jack-pine. Track-laying was begun in June, but was carried on slowly, pending the construction of the temporary line, on the heavy grade, at the head of the Kicking Horse Pass. By the 18th of June it had reached only to the first tunnel, 8 miles west of the summit. From this point, however, it was continued more evenly and steadily. The Columbia Valley was entered on the 10th of November, the Columbia Eiver crossed on the 1st of December, and the mouth of the Beaver, at the end of the Columbia Canon was reached on the 26th of the same month, the rate of progress being 1 ^ mile per day. Here the work was suspended for the season. The distance from the summit is 73^ miles, and the total distance track was laid, 75 j miles. The w^ork was done by a gang averaging ninety men. They were carried along in a train of cars, fitted up with sleeping and boarding accommodation, so that they were always close to their work, since the train was kept at the end of the track. As the rails for laying wore run to the front, they were unloaded immediately to the rear of the boarding- train, this train was pulled back, and the fresh rails, with the requisite ties, were placed on light push- cars, and hauled forward by horses to the last pair of rails in position. From this the ties necessary for a length of rails were laid out, a pair of rails was placed in position, and the car run forward, the same G2 CUNINQIIAM ON THE CANADIAN PACIFIC RAILWAY. [MiuutoH of operation hoing ropeatod for the next pair of rails. Men coming l>cliiiul put on the angle-plates, and spiked the rails to the tics. The greatest length of track laid in one day was 1*4 mile. This " record " is very small as compared with the work done on the prairie in the Hummer of 1883, when G'3 miles of track were laid in one day ; but on the mountain division it was impossible to obtain the same assistance from teams, convoying material to the front alongside the track, as had been given on the prairie section, and all the work of laying had to be carried on from the cars. Dynamite Factory. A dynamite factory was erected on the bank of the Kicking Horse Lake for manufacturing the explosives used on the work, so as to get rid of the danger attendant upon their transportation from long distances east by rail. The acid and glycerine were brought by train to the factory, which was immediately along- side the track. In the first instance, charcoal, made from the trees in the neighbourhood, was used as the absorbent ; but its absorbing powers were not sufficient for the high grade of powder, while the charcoal-gas evolved on explosion rendered the air in tunnels very bad, and delayed the men at work. Latterly recourse was had to wood-pulp, brought from the east. Necessarily a much larger quantity, by weight, of raw material was brought in than would have been the case had the manufactured article been purchased from some eastern factory ; but the risk of carrying large quantities of high per cent, dynamite 1,500 or 2,000 miles by rail, as well as the high rate of freight exacted by railway companies for its conveyance, more than counterbalanced the freight charges on the additional weight of raw material. The quantities entering into the composition of 100 lbs. of dyna- mite of 75 per cent, strength, are as follow : — Raw material. Dynamite. Lbs. Lbs. m glycerine. U^ nitro-glycerino. 300 uitric and sulpnuric acid.J 25 wood-pulp. 25 wood-pulp. 3G2| 100 It will thus be seen that the weight of the raw material is more than three and a half time^ that of the manufactured article. More than 90 tons of dynamite were made at this factory during the ' Proceedings.] CUNINOIIAM ON THE CANADIAN PACIFIC RAILWAY. G3 re ro ^e Boason, and forwarded by rail and wagon whore ro(iTurod, without accident. The factory has now l)oon moved from the Kicking lIorHO Lake, and re-erected i the Columbia Valley. As a gradient of 1 in 22 with sharp curves on the 4 feet 8;^ inches gauge is not common, some particulars in regard to its working may not be without interest. The locomotives were without any special adaptation to such a grade, being the ordinary engines of the Canadian racilic Railway Company. They are mostly built at the Baldwin Locomotive Works of Philadelphia, and had two pairs of driving-wheels coupled, the weight on the drivers being about 2G tons, and the total weight of the engine 33 tons ; the weight of the tender was 15 tons. Some wore fitted with the Westinghouse brake, while others had only hand-brakes. Wliero the steam -brake was attached, it was used only on the tender, and was not applied to the cars. The diameter of the driving-wheels varied from 4 feet 8 inches to 5 feet. Two such engines were always worked together, both in descending and in ascending the gradient, one at the head of the train, the other at the rear. The train in descending usually consisted of from twelve to fourteen loaded cars, averaging 2G tons gross weight each ; the ascending train consisted of from eight to twelve empty cars, averaging 10 tons weight each. The speed during the descent never exceeded 4 miles an hour, while in the ascent, with the rail in good dry condition and a moderate train, it was often at the rate of 6 to 8 miles an hour on the steep part of the grade. It was necessary to descend slowly, because if the train attained a speed much greater than 6 miles per hour, there was considerable danger of its getting out of control. Two " runaways " took place, while track was being laid, which demonstrated the necessity for care andext reme watchfulness. Since, however, the line has been used for bringing forward the company's supplies and material, a large quantity of freight, embracing provisions, supplies, rails, timber and dynamite, has been brought down this grade in safety. In the two months of October and November 1884, sixteen hundred and twenty-two loaded cars were taken down the grade, and fifteen hundred empties brought up; and this by four ordinary light locomotives, such as are in use in other parts of the Une. It is the intention of the company to use large and powerful consolidated engines on this part of the road, during the con- struction of the railway to the west. Two such engines have been built by the Baldwin Locomotive Works, and in January (1885) one of them was tried and tested on t' grade, with very satisfactory results. This single engine took np a train of twelve t G I CUNINOIIAM ON THE CANADIAN PACIFIC RAILWAY. [Minutos of cars, wuighing 280,850 IbH. at a Hpood of 4\ miles per hour. It haH fotir pairs of 4-foot driving-whools coupled ; tho cylinders aro 20 inclies by 20 inches; the Htoain-i)ro88uro in tho boiler is 150 lbs. per Hcjuaro inch. Two trials wore made, tho first on tho 20th of January, tho second on tho 2Hth. Tho first trial was with tho engine burning wood, when difiiculty was experienced in keeping up stoani. Tho second was carried out with coal as tho fuel, and as niaintenanco of steam was thou perfect, tho roaults of that tost aro given : — Test of Consolidated Esoive on 4 J pen cent. Ouade (1 in 22*2) ia the Kicking House Pass on tho 28th of Januaby, 1885. Tlicrraomctcr, 2.5° Fahrenheit. Kail, clean and dry. Lbs. Woigiit of engine on drivetB 102,000 „ „ on front truck 11,000 „ tender when full 50,000 Total weight of engine and tender . . l(iG,000 Weight of train (twelve curs) . ..... 280,850 Total weight of engine and train . . . 440,850 Feet. Length of grade 17,000 Time of ascent, forty-flvo minutes. Speed, 4 "29 miles per hour. Steam- pressure at foot of grade, 120 lbs. per square inch ; do. at head, 140 lbs. Con- sumption of coal, 2,G7C lbs. ; do. of water, 1,498 gallons ; consumption of water per minute, 113^ gallons. Fuel consumed per gross ton moved 1 mile, 4'IG lbs. llesistanco on grade per ton, 110 lbs. Total resistance of locomotive and train, 21,941 lbs. Equivalent in foot-lbs. in ascending grade, 372,997,000. Foot-pounds per 1 lb. of coal consumed, 139,411. The adhesion dovolopod in tho engine was 2 • 9 of its weight on the driving-wheels. The coal used was not of the best quality, 1 lb. evaporated only 56 gallons of water. There aro several 10° curves (573-feet radius) of short length on tho grade, but tho grade is equated for the curves, and the resistance on them was no greater than on the straight parts. In descending the working of the engine was very satisfactory, and no difficulty was experienced in controlling a train of fourteen loaded cars when moving at 8 miles an hour. The engine is fitted with the Westinghouse steam-brake, which is applied to the driving-wheels and the wheels of the tender. With two engines such as this a large traffic can be BuccessfuUy worked on this gradient. A telegraph line has been constructed along the route of the railway. I'rrxJro.lliiRH.J CUNINQIIAM ON THE CANADIAN PACIFU' RAILWAY. G'» rth the I In ind jen ted the les Ihis Tht! UMit'onii rate el' wages paid tor (Mtinniuii lalioiir wuh H'l (Stt.) per (lay of ten lioiirs, uutl the laeu woro charged Ho {^X)l) per week lor buanl. Ou a work wiieh uh hu8 been deHeribed, earrioil on in un entirely undeveloped and uninhabited country, and at a diHtance of Honiu 200 niilcH I'roni any of the ewtublished iuMtitutiouH of civili/ed nuiii, it was neccHwary to make provitjiou for the wants and needs of tlio et>utractor.s and labourers in every respect. A bi-weekly ntail service, by means of pony couriers, was established along the whole length of the route on which contractors' camps were placed, and beyond to the outlying camps of the surveying parties. This mail service was independent of tiie Government postal service, which did not extend beyond the end of the track-store. At this point the (jiovernment post-olHco was maintained in a car fitted u[) lor the purpose, ami which was moved on fr(jm time to time as track-laying progressed. An eliicient statf of doctors was maintained, and hospitals for the treatment of the sick and injured were erected at convenient points. All men employed were charged 75 cents. (Jis) each per mouth as medical dues, and for this all medicines, doctor's attend- ance, and hospital treatment, were given free of further charge. A detachment of the North West Mounted l*olice, numbering twenty-live men, was told off for duty along the line of railway, and this small body of men, under the command of Captain fcj. B. ►Steel, was successful in maintaining law and order among the lieterogeueous population, in which were representives of almost every European nation, numbering over six thousand labourers and camp followers. The work of construction has been carried ou during the winter, and at the present time (February 1885) contractors ai*e spread over the route, from the end of track to the second crossing of the Columbia liiver, a distance of 6o miles. It is confidently expected that the junction with the rails from the Pacific Coast will be tiffected by November. The Paper is accompanied by a small scale-map and profile, showing that portion of the line which was completed in 1884. The whole of the works, as well as the preliminary and final surveys, have been carried ou under the direction of Mr. James Koss, the Chief Engineer and Manager of Construction. the [the INST. C.E. VOL. LXXXV.] F la r r LONDON : PRINTED BY WU-LIAM CLOWES AND SONS, LIMITKD, STAMFORD STUKET AND rilARIN" ruDHS. -a-3* '■'•■•' • ND A8UTMI .M. «t ST.P JfL -M EG . Vd: U SECTION OF COAL. CHUTE. TKO» KK Wi A. SON. LITE. 40, KINcV S?. COVK NT (VAHDEN Fin : L. \ :>' S!J-5 . iiie± .SfiJiai^^ ^ s=* ^ ^ ■ i> P^ PLAN OF RIBS. '••' 'fl n .f.uV !e J!E 3^ SECTION THROUGH XX. CASCADE B *'f 'P ^ . . . .V ROBERT G-ORDON, DEL?; E©©5!1©M QiSAIL ©©WSTTIR'iiKS'irDOIfa ©If KAI] ILWA^YS . Fi.j : :i n n n k^aio't, x.a 1,3.0 ^ STANDARD TRESTLE BRIDGE .- IS. 9" BENTS. CM. — ;: — . PIER.ll UT MJ ... rt'R.. . -Q G O J G G G V G G " G G G ;TI0N THROUGH X X. SECTION THROUGH CROWN OP ARCH. G G -^-QO,. ,2.Si G G G -4 G G G ' G G G -* G O -jQ G ••J3 CASCADE BRIDGE..- ERIE RAILWAY. STANDARD PLAN OF PILE PIER AND ABUTMENT FOR HOWE TRUSS BRIDGES. _3p AV..< , f'ilP,,,, i .,:,V CM. k S.n p. RT. Jd- jp twt . Minutes of' Proceedin^P of The Instatation o£ Civil En^ineexs . Vol: LXXXV. ISos-oion 1886-86. Pa-rt ill FUj : 7 Top Chord, ■*, 4 * K> *.i' W -"'<',,,, 1 ,, I, ?- yj up -ie_ _go ivt , ^rj-rj-rtx^x -r-r-r-aii^ rt-ir-TTT Trr H'i tirl hftumi Kiiil Poatn. 8 PnnrU nf 1-1S.' HffHlvlO'c.hic <'horcU. Mmr. »t.»00^ ■: - «"» lo'- 'HO" " ai.OilO "' t,„,i.n, ) _ J - tf -, /+•_ ,/„ ""n^t,. 26,100" ItmdS niotnmt ) Maj^.Strmn t*n ^j^frite ffhrt'X = »*>7;> /iW pel* '•• 60 FEET SPAN BRIDGE. Fuj : .9 . TRANSVERSE SECTION OF FREIGHT .SHED. Sval^ of' y^ei . c^s _4petti. ^■ifi.f , PLATE 2 Fin : 9 eUEVATION. END ELEVATION. '^ 'e^,4,i,, ? STATION BUILDINGS CM.* ST. P. Ry. !£ _«e_ _go />»* . J<•/. XHOA KEXi St. SOB'. LIE 8,70O 8.000 H.ftOO- 8.4oorJ Ip^tMm, 4'MI1,I!S GREYTOWN LOOP, a Q I c> /houck. omr uiMtaii tHBol ^' / / / / / / ./ I is, '' \ «.«•'-'-'' //I / X ,-''X., /////,' ; / / // /■ i, '..-\i'.'. ::: --■ — -J - — - ■ — -f— ;: . ..^a.. h -T?" Y c -■ X ■ .,-» « « :|::: < :s < ■ K t- I--- t- - -^ - -0- u ■u: -H-0-- it. 3^ ■'■ |i»»ii.' Wtcr-.v.-rrr.rrr:^^.-— ..".':--^ WOOD (HIO^ 1?H"-^ ,5aKl;j OIlMrftMK. z' y / SMITM SHOP. I 1 I ■ OlkM SHOP. HACHIN* SHOP. LoeoMOTivc eKccTmc si|op. ::j wcn>ti]rt i Z^=-»3* ,'A''' -viaQ4Lf«llt STOKK House orrieni ^'^^ q?.,. ¥?..,? 'y" BURLINGTON SHOPS. - GENERAL PLAN. 2fo 3po 4po ipo sgo noo mo »po h^o fifo itpot'ttl , B.OBEJIT G-ORDOIT, DEL? Ete(d)irl©i^ ]©AIL ^©JU^VIJ^aiKSiriKiS) 7.000 8,-tOO PBET. ;":::":::::^::::i:---^-^:v -- -:--., \ g^j'j_^_ ^~--^::x^\\";^ " ' '" --^:-..~"x^^;^ - - — - " 1 ^ 1 i j. nmfmsff^mmtm ■vitm''w>rw^)» SECTION SECTION . mam^^. C3 afe.9S: .^C^— It:^:;":: PLAN. PLAN . BURLINGTON SHOPS. — DETAILS itpoPeel . ■** " ?...,4....y y y y 1" . 4° Sfale ci> Feet. J L- ijoFfet, Miiixrtee of Bcoceedin^B of Tlie Instittitioii of Civil Eti^ ^IJ-J £)IF' lFJAJILWAiT^ Fin : 5 CM I M a ■ V "/I^ /l^ A /l^ A |\ilMl 111 iiipiiiinnff SECTION. ELEVATION. LOCOMOTIVE SHED AT MILWAUKEE ijo CM. Ji sr. P. RX _ff£_ m z o m r m < > SfO Frft . ^ineei's.Vol: LXXXV. SeBaion 1885-86. Part ID PLATK :V «NlMli«v Iko a. hiiiK. ifW««BBgj- ;r4 w ^;;:,:u > c.-.jw iw ::.-.»» i< e:: ' ^ ~1ha F,,, , p y MACHINE SHOP AT MILWAUKEE CM. «c st: P. Rr. ^2o lio j£2£_ ■Jij O /■Vi'/ . THOA ketj:, atSos.LixH 4o,Knr& s^covtsnt habdhs PI.ATK 1 . EVATION. - CARS Of R CO N 1^ LVANIA END ELEVATION y,Fpft. NNSVLVAf J *'«**. Eig.Z END ELEVATION. ELEVATION. SUSPENSION TRUCK F(, « PASSEMGER CARS. Stiilt. oi' i^eti>. B.OBERT CTOHPOTJ.DEIi?. Jt f f 3 F*4rf. ELEVATION. IRON TRUCK FOR FREIGHT CARS OF 60,000 LBS. CAPACITV. PENNSYLVANIA Rr. Snile o. JVc6 . '^'"■'f..l..tul,>." 1 ; 9 i- tFttt. II(8©S!1©M 0©AIL ©©WSTKHJiSTIlQIia ©I? KAOLWAYS F.V; .. 5 . ELEVATION -*"'LL1_1 y ? t f I PENNSYLVANIA CAR, ScaJ* of JTerh, _i ■ ■ -y ■ . I L_s*_i J?- _, y Fett. Fia : 6 . ELEVATION. IMMIGRANT SLEEPING CAR. CANADIAN PACIFIC RX. SraU ef' JVcfc. LONGITUDINAL SECTION . y . . > L_j* Fttt. lylin-ates of Proceedui^s c^ Tke LiBtitiiUon of Civil En. ineers. '\^4-. LXXXV. SesBion. 1885-86. ] ^irifja!)(Sirij©Ki ©ip" ^aoilway^ Fu, : 7 . ECTION . Vttt . LONGITUDINAL SECTION STANDARD BOX N.Y. W. S. k B. R? 7/1*. r 7.,i„f„i..? J if ? t f- I I I LONGITUDINAL SECTION , y , , L_^_j* ^"' • HO P P E P Jns. fnl.ll,,? J ? 2 t- ..f Civil Engineers. Vol: LXXXV. Saseion 1885-86. Part III, PLATE 1 n V ■■ 7 MOARO BOX CAR. N.Y. W. S. fc B. R*. Si'tife of* Feet . f u ^ , . E , ELEVATI ON JS b'tel . END ELEVATION. TRANSVERSE SECTION. Fin : 8 . J L HOPPER GONDOLA CAR PENNSYLVANIA RX. Sctilt of F»et , Jt i. _i 1 1 1_ Jf twt , END ELEVATION. THo;. KELLa-SOT.UTH. 4o.Knf» s^; rcnnENT oaeden.