PUBLIC RECORD OFFICE
Reference :-
LICO. 882
6 PUBLIC RECORD OFFICE, LONDON
ALLY WITHOUT PERMISSION OF THE BE REPRODUCED PHOTOGRAPHIC- COPYRIGHT PHOTOGRAPH—NOT TO
24
half of the line so that there appears to be no reason why the line should not be fully and properly ballasted. The maintenance staff is similar to that on the Klang line. Much of this branch is fenced with wire fencing on iron standards and posts.
21. Including Kuala Lumpur there are seven stations on this line. The bulk of the Kuala Lumpur passengers join and leave the train at Sultan Street Station, distant about half a mile from the main station. The new Kajang Station is of a good type convenient and inexpensive, though we consider the height of the platforms, which is two feet above With the rail level, or nearly at the height of the floors of the carriages, unnecessary. exception of Serdang, which is of a temporary unture, the other stations are similar to those on the line from Kuala Lumpur to Klang.
22. The cost of this line, including the amount still to be expended at Kajang, but excluding rolling stock, was $657,231 equal per mile to $38,100.
23. The accounts for the different branches of the Selangor railways are not kept separately, but for all the lines together, the cost of maintenance in 1897 was $121,588-99, being about $1,568 per mile of line open; it amounted in that year to 307 per cent. of the total working expenses, and to 179 per cent. of the total receipts, and works out to 52 cents, per train mile, and $6-26 per 1,000 gross ton miles.
24. We have in the preceding paragraphs of this report given the cost of each of the lines in Selangor separately and exclusive of rolling stock and Kuala Lumpur station, and the sum of the fotal amounts set down is $3,279,307. We are, however, informed that up to the end of 1897 the capital cost of these railways amounted to $1,118,402-88. Of the sum of $1,139,095-88 the difference between these amounts, $715,647, has been expended on rolling stock, and the remainder, viz., $423,448-88, on Kuala Lumpur Station, and in additions to and improvements of the railways, and dividing equally this suta of $1,139,095.88 amongst the 77 miles of railway open in Selangor, $14,698 mile in each case hus to be added to the amounts given in the preceding paragraphs per in order to arrive at the true cost of the lines.
25. We append lists of the rolling stock on the Selangor Government railways, and of particulars of the engines, five of which you will observe were not ordered through you, but were obtained locally, and it would appear that while the engines are kept in good order the coaching stock is not, the carriages are badly in want of repair and painting, and are very dirty. We understand the deficiency of stock, which cannot thus be spared for painting or repairs, is alleged as the reason for this.
SECTION B.-OPEN LINES IN PERAK.
20. These aggre: ate 88 miles in length, viz., Teluk Anson to Sungei Siput 71 miles, and the Larut line from Port Weld through Taiping to Ulu Sapetang, 171⁄2 miles, and it will, we think, be well to briefly describe them separately.
27. Teluk Anson to Sungei Siput-This line was opened in nine sections at dates between May, 1893, and June, 1897. It may be described as a series of long straights connected by flat curves, which latter aggregate in length 8 miles and vary between 20 and 131 chains in radius. We think that if the setting out of the line had received more study and consideration it might have been improved in places, some of the curves might have been dispensed with, and the earthwork reduced. Nearly 25 miles is level; there are two short pieces of 1 in 120 gradient together 27·12 chains long, but elsewhere the gradients vary from 1 in 200 to 1 in 1,000.
:
28. On the first part of the line the earthwork is light, principally low embankment between Temoh and Kampar at 24 miles there is a heavy cutting which has slipped Illy the slipped material has been removed and much has been done in draining the slopes, and any further slips that may occur, are not, we think, likely to interfere with the traffic. Beyond Kampar and especially between Ipoh and Chemor (50 to 63 miles) the earthworks are heavier, the cuttings were through earth and in many of them soaks and springs have resulted in slips.
29. The bridging is rather heavy, there being one span of 150 feet, ten spans of 100 feet, two of >0 feet, four of 65 feet, six of 10 feet, and a large number of smaller spans. The piers of the large bridges are cylinders or of brickwork on well foundations, the abutments are of brickwork, generally set in cement mortar, and there are but few failures. In one small bridge the brickwork abutments which were set in lime mortar have crneked so badly that they are held together with ironwork. The brickwork and superstructures are generally in good order. At the Batang Padang and Kampar Rivers where the bridges are of 80 und 100 feet span respectively, the crossings selected do not
25
appear to have been very good, and at the former much work has been necessary to prevent the river getting behind the abutments. In many cases, especially in the smaller bridges, there are no "weep holes" in the abutments; this is an undesirable omission.
30. Between Teluk Anson and Ipoh, 49 miles, the rails weigh 46 lbs. per lin. yard, but beyond Ipoh their weight is 60 lbs. per yard. From Teluk Anson to Tapah Road, 174 miles. sand ballast is now laid, but beyond this station broken limestone is being laid, and we understand that the whole line is to have limestone ballast as soon as possible.
This ballast is supplied by a contractor at the rate of $120 per cubic yard from a quarry near 46 miles, to which a siding has been laid in, but we believe that it would be more economical if the railway officers worked this quarry themselves. The sleepers used are of "C'hengi," which seems to be an excellent timber. Mr. Barnard, who is in charge of the maintenance, thinks their average life is eight years, but Mr. Hanson believes it to be much longer. The road was well laid, and has been, and is, well maintained, and is now in good order, neat, clean, and well drained. The number of coolies employed on maintenance averages four men per mile, and the Maintenance Staff comprises :-
One District Engineer (Mr. Barnard).
One Inspector of Way and Works. Three European foremen platelayers.
Eight Timekeepers at $30 to $40 per mensem.
In 1897 the total cost of maintenance was $85,359.95, being about $1,262 per mile, equal to 34.3 per cent. of the total working expenses, 179 per cent. of the total receipts, 43 cents per train mile, and $5.23 per 1,000 gross ton miles.
31. There are 12 stations in all, of which Ipoh is the principal and head-quarters of the staff; it comprises a large yard with goods shed, locomotive shops, carriage shed, stores, turntable, and water tank. The receipts at Ipoh in 1897 were nearly one-third of the total receipts on the line.
At Teluk Anson the station is a long and narrow wooden building, with corrugated iron roof; about a quarter of it is the passenger station, the rest is for goods traffic; it and three lines of rails fie between the river and a street. About half a mile distant, at a spot which was formerly the station, are the engine and carriage sheds, store, turntable, and water tank, and here the trains are made up and run down to the station; this arrange- ment is both inconvenient and expensive, but as when the extensions to Prai in Province Wellesley, and Kuala Klang in Selangor, and the connecting line from Kuala Kubu to Tapah Road are open, the port may lose much of its traffic, we should not recommend any alterati at present.
Ah the stations have distant and home signals, except Chikus, which has a home sigual ouly, and all have sidings to allow trains to pass. The platforms are generally 1 inches above rail, the walls being formed of concrete blocks four feet, by 15 inches, by 12 inches, simply laid on the ground in line; this we think subject to remarks which we shall make further on as to the height of the passenger platforms, to be a satisfactory, and especially where the line is on an embankment, an economical plan. The stations are neat in appearance and are kept in good order.
32. We have examined the block plan of Sungei Siput station which has been sent
us, and the general arrangement appears to be, subject to some reduction in the length of the sidings, and especially in the length of the passenger platform siding, a very good type for adoption at road-side stations where local conditions admit, or indeed with the necessary alditions for a terminal station.
33. The longest run without stopping on this line is nine miles seven chains, and the speed of the fastest through train is 17.3 miles per hour, including stoppages. The cost of this line, with rolling stock, was $3,884,928, or $54,717 per mile.
34. Larut Line, Port Weld, Taiping and Ulu Sapetang.--This is 17 miles long. The dates of opening were as follows:-Port Weld to Taiping, June 1885; Taiping to Kamounting, May 1890; and Kamounting to Ulu Sapetang, July 1892. On leaving Port Weld there is a sharp curve of eight chains radius, but thence to Taiping the line is nearly straight. Between Taiping and Kamounting there appear to be some unnecessary curves, and to reach this latter place, formerly a mining centre of importance, but now nearly deserted, the line makes a detour. A deviation three miles in length to avoid this detour, which will reduce the through distance by about 4-mile is now being made, About a quarter of the line is on curves generally of large radius, and more than a third of it is level; the gradients vary from one in 196 to one in 1,200.
2804