CO882-6 — Page 85

PUBLIC RECORD OFFICE

Reference :-

TLC.O. 882

6 PUBLIC RECORD OFFICE, LONDON

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81. Kuala Kubu to Raub.—From eighteen months to two years ago a traverse was made and levels were taken between these points, which, together with some cross sections, afforded sufficient data to enable the resident engineer to compile an approximate section for a line with curves of 5 chains radius.

82. Starting from Kuala Kubu, 185 feet above datum, or 150 feet above sea level, this line ran up the valley of the Selangor River for a few miles, on the first two of which the gradients were easy, and then turning first to the East and then to the North-East it reached the summit, 2074 feet above Kuala Kubu, in about 25 miles, with gradients for the most part of 1 in 58. It passed the summit by a tunnel 1 mile in length, and then descended with gradients of I in 50 and 1 in 70 to 464 miles; thence to Kaub, 53 miles from Kuala Kubu, and 1724 feet below the summit, the gradients were easy. adoption of these gradients rendered the line circuitous, and in some cases it made complete loops upon itself. Ravines were found to be numerous and the ground very This proposal would, we are informed, probably cost from $150,000 to $180,000 per mile. Taking the average at, say, $160,000, the total cost would amount to the large suin of $8,480,000.

steep.

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83. By the new cart road to Raub the distance is 43 miles, and this road winds about very much. A proposal has been made to lay a tramway along the road, which was- specified to have a breadth of 14 feet, and no steeper gradient than 1 in 28. In places, however, the width is less, and it is thought that the gradients are much steeper than specified, while the turns are very sharp. It is thus evident that to lay a tramway of a metre, or, in fact, of any gauge, along the road would be a costly undertaking, as many alterations and improvements in it would be required, and the result would be that as the tramway would have to cross and re-cross the road very frequently, in order to obtain the best curves possible, these repeated interferences with it would render it practically useless for other traffic. We cannot thus recommend, with the information at present before us, that this proposal be carried out, even by the Government, while to grant a concession for it would, for the reasons given by Mr. Oliver in his report to the Resident-General of the 8th August last, seem to be doubly objectionable. In connection with this matter we would beg to invite your attention to what we wrote in our report of the 16th September, 1897, upon Mr. Spooner's scheme.

84. We are of opinion that the best and cheapest course in this case would be to adopt a steeper rolling gradient, say, of 1 in 40, and assuming for the moment that the point selected in the preliminary survey, to which we have referred, is the best for crossing the range, we think it possible that it might be reached, with this gradient, in a distance of 20 miles from Kuala Kubu; that a short tunnel only would be necessary at the summit; and that the line could thence reach Raub in another 20 miles, thus making the whole distance only 40 miles. In such a rough country, covered with dense forest, the only course is to have the most careful study and detailed surveys made by a railway engincer having special experience on mountain lines, with a competent staff of assistants, who, when the survey was finished, could be engaged on the construction of the work, and the expense thus incurred will be well repaid, both by economy in construction and by the assurance which will thus be obtained that the best route has been chosen. This survey and the subsequent construction of the line will occupy several years, and if, therefore, it be thought that Pahang will rapidly develop, early action would seem to be desirable.

SECTION F.-GENERAL Remarks,

85. In this, the concluding portion of our report, we will, as briefly as possible, summarize our conclusions on what we have above written, which has been based mainly Mr. Oliver's various letters to us, supplemented by our interviews and discussions with upon him, and upon consideration of the plans, drawings, and papers which have been sent or shewn to us.

86. From what we have previously stated it will be evident, though there is not much fault to be found, that in our opinion the Perak Railways are better constructed and maintained than those in Selangor, and this, perhaps, is attributable in no small degree to the fact that the Resident Engineer in the latter State stands much in need of a good chief assistant to help him in the general work of inspection, for it is impossible for him, with his many duties, to devote as much time to this all-important matter as it needs. We would recommend that such an assistant be obtained, and that efforts be nunde to put the lines and rolling stock in better order than they are at present, and in future to endeavour to keep them up to a high standard of maintenance; and we would

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generally remark that upon all the lines, both open and under construction, the employ- ment of an adequate and well qualified staff will result in true economy in the end.

87. Some of the intermediate stations in Selangor have two passenger platforms, one on each side of the line; we can hardly think the second platform is necessary, and we would also recommend upon all new lines either that passenger platforms at minor stations be omitted altogether, or that the height of all such platforms, even at important stations, be fixed at say 6 inches above rail level; the saving thus to be effected is often not confined to the work in the platforms and their walls, but extends to the passenger station building and approach roads. At Batu Tiga there is, we learn, a line of rails through the goods shed; we do not consider this type of shed desirable for future adoption, for, unless it be unduly wide, and therefore costly, the space for goods is unnecessarily restricted. For any fencing required on the extensions we would recommend that the posts be of wood instead of iron; this, while securing a higher and stronger fence if required, will, we think, be economical. If tenk or other durable timber can be obtained

at a reasonable cost we would recommend its use in Selangor for bridge timbers instead of "Mirbau," the life of which seems to be very short.

88. We have in several cases in this report given the mileage cost of the various railways, both open and under construction, but, in comparing the figures, the great fall which has taken place in the exchange value of the dollar in late years should be borne in mind as affecting the cost of all important materials, the recent advance in price of which in this country should also not be omitted from consideration.

89. We believe that the adoption of the departmental system of construction in Perak and Selangor has been attended with success, but an essential to the full develop- ment of this system is that the Government assume the risk which under the contract system would devolve upon the contractor, and it is for this reason, that while recom. mending the continuation of this system under such tried and valuable officers as Mr. Hanson and Mr. Watkins have shewn themselves to be, that we deprecate the practice which has in some cases been followed of letting large works or large portions of a work to one contractor, who thus assumes certain risks, and, of course, fixes his price to cover them; and we think it preferable so to sub-divide the work as to better enable the prices at which it is let to be adjusted according to the real value of it in each particular case.

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90. We would suggest that Progress Reports, quite distinct from the reports upon open lines, be prepared and submitted to the Government and to us half-yearly upon all lines under construction. These reports should give a general account of what has been done in the half-year on each sub-head of the estimate, accompanied by two tabular statements, the first shewing:-1st, the sub-heads; 2nd, the estimated cost of each; 3rd, expenditure on each to end of previous half year; 4th, expenditure on each during the half year; 5th, total expenditure on each to date, and the second giving, also in columns, similar information respecting the quantities of work estimated as being necessary under each sub-head, the quantities done to the end of previous half-year, the quantities done during the half-year, and the total quantities done to date. From these two statements the Resident Engineer will be able to compute the corresponding percentages in each case, thus enabling it to be ascertained at a glance not only what proportion of the estimated cost of each item has been expended but also what proportion of the estimated quantity of work has been done for that expenditure.

91. It will be noticed that in both States construction work on railway extensions is often begun before the surveys are finished, and therefore, of course, before any estimate has been prepared. This we consider to be undesirable, and we would recommend that in future the commencement of construction be deferred until the survey of a line has been finished, and a complete estimate, including proper provision for rolling stock, has been framed, submitted to, and has received the sunction of the Government. We have, in a previous paragraph of this report, recommended that the practice of making railway surveys by contract should be discontinued, and we consider that in future they should be made by competent railway engineers, who on their completion could, under the general direction of the Resident Engineer, be employed on the construction of the line, and the more difficult the country the greater is, we submit, the importance that this course be followed.

92. We understand that the accounts, of all the railways in Selangor are lumped together; this we consider undesirable, as no means is thus afforded of ascertaining whether any particular section is remunerative or not, and we suggest, therefore, that whatever portion be considered as the trunk or main line the accounts of the branches at

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