WOODEN RAILWAYS.

Nelson Evening Mail, Volume VII, Issue 100, 26 April 1872, Page 2

WOODEN RAILWAYS.

The following are replies to queries addressed to Mr. J. B. Hulberf, of Quebec, Canada, by Mr. Wanliss, proprietor of the Ballarat Star. The letter is dated Oct. 20, 1871 :— "A press of business matters prevented my answering you before, and I now take pleasure in furnishing you with the following information, which I trust may be of value to you, in the way of advocating a system of cheap and thorough communication, such as is of essential importance in the development of new countries such as Canada and Australia. " I might premise, for your information, that the great cause of there being so few wooden railways in existence is owing entirely to the fact that 90 per cent, of those constructed bave been constructed under a system totally impracticable for tbe work for which they were contemplated. My system is a system entirely my own, and one that has resulted from the experience of fifteen years. The idea originated with me while carrying on an extensive lumbering business in the United States, and where it was necessary I should have cheap communication to enable me to get material and secure a cheap outlet. I tried system upon system until I accomplished a success; and the roads lam now constructing are as perfect as, I think, wooden railways can be ; of course it can be easily understood that wooden are not equal to iron rails in point of durability j but for the purpose for which they are intended, they are effective, economical, and in every way serviceable for passenger or freight traffic, where great speed is not essential. A wooden is generally recognised as being a forerunner to an iron railway. No alteration in the road bed having to be made in the conversion but the reduction of grades, if there are any over 120 feet in a mile ; the same rolling stock can be made available; and transfers from a wooden to an iron track can be made without any difficulty where the gauge is the same. In summing up tbe advantages of the wooden railway, I cannot do better than give an extract from an article written in one of our journals upon the occasion of a trip over one of my roads : — " 'The simplicity of construction, its solidity, the ease with which the loco-

motive draws a train up very steep grades (some as steep as 300 feet in a mile), the smoothness of the running, and, more than all, the economy in construction makes the (i Wooden Railway " a desideratum long felt — a means of cheap communication j with back country; and where, in the con- j struction of railways, circumstances prevent the putting down of iron rails.' "I now beg to answer your questions in the same order in which you put them. " Ist. As to lengths of lines vow working (of my system). " There is one line in operation in the United States, 25 miles in length, and one in the province of Quebec (Canada) — ' Quebec and Gosford Wooden Railway,' 26 miles in length — with a prospect of its being lengthened next year one hundred miles. Over this road three through trains run daily, each train averaging 50 cords of heavy firewood, with passengers and way freight. There are grades on this road of over 250 feet in a mile. "2nd. The lines now being constructed. " The ' Sorel, Drummond and Arthabasco Counties Wooden Railway ' will be completed next month; it is sixty miles in length, and it is intended, next spring, to construct branches which will make a total length of upwards of one hundred miles. Besides the above line, lam constructing another, the ' Levis and Kennebec Wooden Railway ' (in this province). My present contract comprises about sixty miles, with prospect of being increased to one hundred miles. "3rd. The cost per mile. [ "For a road, say sixty miles in length, which will include grading, ditching, I culverts, trestle work, one wooden bridge ; (120 feet span), rails, sleepers, two turnI tables, switches, road crossings, water j tanks, laying track, ballasting, and in fact | everything (apart from right-of-way to | land, construction of station and other | buildings, and fencing), with rolling j stock, consisting of two locomotives, each i weighing 30 tons loaded, 10,000 dols. each; 2 first-class passenger cars, to contain 40 persons each, 2000 dols. each; 2 second-class passenger cars, 60 persons each, 1000 dols. each; 2 luggage car?, 600 dols. each; 4 cattle cars, 500 dols. each; 10 freight box cars, 500 dols. each; 30 platform cars, 320 dols. each; and 2 snow ploughs. My contract price for above is 6600 dols. Canada currency per mile. "4th. Kind of wood used — Sleepers of tamarac or hemlock wood, 7 feet long, 8 inches diameter, at small end. Rails of maple wood, size 14 feet long by 7 inches (which of course are reversible). Sleepers prepared for rails cost about 15 cents each and last about eight years. The rails vary in point of durability. On the American line, above referred to, about one-fourth (-_) are still good, although in use for twelve years. Rails made from the heart of the tree are not nearly so For remainder of news see fourth page.

durable es those cut from outside. Rails are slightly rounded on face, although some (on curves for instance), are worn by the friction of the 'flange's of wheels, yet by being kept dressed the wear and tear in this direction " is "not great. Rails might average a. duration of four (4) years with a traffic of six (6) through trains daily. "sth. Mode of Laying Rails.— The rails repose in notches cut into the sleepers, and are there wedged in by means of wedges. (Wedges are cut from slabs of logs from which rails are sawn.) Seven sleepers are used for each length of rail ; that is to say, for 14 feet of track. Ballasting is similar to that required for an iron track. I might here mention that the cutting of rails, notching of sleepers, and making of wedges, is work which must of necessity be done with the greatest uniformity, and is done by machinery especially adapted and patented by myself. The cost of rails, ready for laying, is about eighty cents each, "6th. Amount of traffic per annum. — I have already given you sufficient information on this head to enable you to form an idea (vide paragraph 1.) "7th and Bth. Cost of working, and dividend on one line. — Taking an estimate of running expenses on a line 26 miles long with three through trains daily, which would include maintenance of way, superintendence, and other incidental expenses, forty cents, per train per mile will cover it. This road, Q. and G. R. R., is leased by a party who pays six per cent, dividend per annum upon the total outlay. " 9th. Average rate of specd — Passenger trains can be run at a rate of from 18 to 20 miles per hour ; freight teams 12 to 16 miles per hour. " 10th. Rate of wages paid laborers. — Ninety cents, per day of 10 hours. "llth. The Gauge.— The gauge of 4 feet 8£ inches (American guage) is the best, but of course any ordinary guage may be used. " 12th. Price of timber. — In logs 12 feet long, 14 inches diameter. Black spruce, 25 cents, per log ; tamarac, 43 cents ; white and yellow pine, 30 cents — if logs are squared add 25 per cent. " 13th. Chief Items of Construction. — These items can scarcely be given to give a correct idea, for much depends on circumstances, — nature of work to be accomplished, &c. Gravel and sand cuts wili cost about 30 cents per cubic yard for excavation; rock cuts (open) from 5 dols. to 9 dols. per cubic yard, dependent on nature of rock. Trestle work — 5 dols. per linear foot, wooden bridges complete (over 20 feet) 35 dols. per foot linear. It must be remembered that prices given are in Canadian currency in Canada. "I enclose you a ' tracing ' which will give you a thoroughly correct idea of my system of ' wooden railways,' as constructed by me, and for which system I have a patent. "In commenting upon the class of work put into the turntables and such like '.plant,' I of course do not mean to assume the work as bearing a comparison to the expensive ' plant' put down for an expensive iron road j but it is as equally serviceable for all practicable purposes. The turntables I use, for instance, are made here for about 300 dols. each. " I would much like to hear again from you regarding your climate, price of labor, topography of the country, and more particularly the nature of your timber, whether hard, tough, &c, and cost of same. I understand that you have a species of iron wood, that I should think would do well for rails. "Should it so happen that wooden railways of my description were to be constructed in your rapidly ad vancingclonies; and should sufficient encouragement to given me, I would in all probability underteke their construction. ''In conclusion, I would add that a strict regard to knowledge and economy is essentially necessary in the construction of these roads. The application of proper machinery to manufacture the rails, sleepers, &c*., &c., is of great importance. A road such as I construct can be constructed with a perfectly uniform line, as perfect as an iron road."