CO885-6 — Page 84

PUBLIC

RECORD OFFICE

Reference :-

C.O. 882

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67. When Mr. Oliver arrived in the Peninsula, in May last, a line 11 miles 12:44 chains long had been surveyed through the Pass, with limiting gradients of 1 in 100, and with curves of 965 chuins in radius; on this line there were ten tunnels, together 1,416 yards long, and its estimated cost, excluding rolling stock, was $1,717,945. On going over the ground he was struck with the great saving in length and probably in cost, also, which could be effected by reverting to the trace with the 1 in 80 gradient originally proposed, and, after making experiments, the result of which he communicated to us as to the power of the engines at present in use to deal with the anticipated traffic on this gradient, he reported his opinion to us, and, after duly considering the matter, we expressed our concurrence in his recommendations. The line has now been staked out on a gradient of 1 in 80, and an estimate for it lus been prepared. The result has amply justified Mr. Hanson's recommendation of this gradient in the first instance, and has fully realised Mr. Oliver's expectations, for the length has been reduced to 9 miles 8:93 chains, or 2 miles 3:51 chains less than with the 1 in 100 gradient. While the cost of the altered line, on which there are three tunnels, together 630 yards long, is estimated to be. excluding rolling stock, $1.255,031-75, a saving in first cost of $462,913-25 has thus been effected. On the revised line the curves vary from 9-65 to 43:41 chains in radius, and their total length is 4 miles 68:89 chains. The aggregate length of the 1 in 80 gradients is 8 miles 195 chains, We understand from Mr. Hanson's official letter of the 22nd October lust that the 9-65 chain curves on this section of the line have lately been improved to 10-85 chains in radius.

68. After passing through the hilly district just referred to, flat country is again met with, and the rest of the line to Taiping is for the most part a surface line,

69. Between Sungei Siput and Engor there are several large cuttings, some of which are wet and are beginning to slip. Through the Gumong Pondoh Pass beyond Padang Rengas the earthwork is heavy, averaging over 100,000 enbic yards per mile, and in some of the cuttings granite rock, though perhaps not in very large quantities, will probably be

met with.

70. The largest bridge on this line and in the peninsula is that across the Perak River at Engor; it consists of seven spans of 149 feet, with rail level 6 feet above the highest known flood, which occurred in December 1897. The piers are double wells of brickwork on wrought iron curbs, and these are sunk to the solid rock about 14 feet below the bed of the river. This work has been begun and is being carried on in a very satisfactory manner, as is evidenced by an inspection of the progress photographs which lave lately reached us. Between the Perak River and Padang Rengas the only important bridges are a few flood openings near the large river and a 100 feet span over the Sungei Dal. On the Pass the culverts will in many cases have to be stepped, and we consider that every endeavour should be made to build them, and the retaining walls, in coursed rubble masonry, It is reported to us that some of the large granite boulders had every appearance of splitting well if properly worked, and if the stone can be obtained in large blocks, lime mortar in the proportion of one of fresh burnt lime to two of clean sharp sand should be sufficiently good.

71. The survey not yet being completed no estimate for the whole line from Sungei Siput to Taiping has been framed. The short section, 81⁄2 miles in length, from the former place to Engor will cost $243,946, or $28,699 per mile, but the work upon it was exceptionally light and easy.

72. Ulu Sapetang to Prai. --This extension from the Northern Terminus of the Larut life, about 9 miles from Taiping, to Prai in Province Wellesley, opposite to Penang, and about 3 miles S.W, of Georgetown, will be about 50 miles in length, some 11 miles of which hat in August list to be surveyed and staked out.

73. The line traverses generally flat country, and the only works of importance will be two or three river bridges, and the station and harbour works at Prai. It generally runs direct between the places it is desired to touch; the greater portion will be level and straight. The sharpest curve will probably be 28.93 chains in radius, and the steepest. gradient 1 in 200.

74. Work in August last was in hand on the first four miles from Ulu Sápetang, on eleven miles South of the Krian River, and for some miles South of Prai. The earthwork is very light, and there are only one or two cuttings of any size, most of the line being on low cinlankment. At about 5 miles from Clu Sápetang the river Kurai, which requires a span of 150 feet, has to be passed. The course of this river is winding, and a good crossing place cannot be found; the eb ice lies between a spot near the cart rond bridge nudauiciler about a mile lower down the stream, where the banks are higher; the adoption

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of the latter would, however, increase the length of the line by about a quarter of a mile; additional information as to the levels of floods in this river will determine the selection. The Krian river lies about 2 miles beyond Parit Buntar, and is crossed by the line near the town of Nebong Teval; it is an important stream having 36 feet depth of water at high tide and is navigable by Tonkongs (small vessels), few of which we understand go above Nebong Teval; when the bridge is built none, however, will be able to pass, as the bottom boom of the girders will be only 6 feet above high water level. This bridge will be of two 150 feet spans with cylinder piers, the abutments being of brickwork on There will be an 80 feet span over the well foundations. The site chosen is a good one. Sungei Jijawa, a tortuous stream on Caledonia Estate, but as there is not much water it can easily be diverted so as to obtain a fairly good crossing.

The other bridges of 15 feet

feet span are all built on the pan, of which there are several, and the culverts of 3

south of the Krian River, and a good many of them

are also finished on the line through Province Wellesley.

75. The River Krian is of much convenience to the work as permanent way materials have been brought up it by boat from Penang to the railway crossing, thus enabling platelaying to the South of this river being taken in hand. At Prai, also, a depôt of permanent way materials has been established, and from this place platelaying has also been begun.

76. At the Prai terminus important wharves, jetties, and a dock for barges are to be built, and steamers will run thence to Georgetown.

The jetties will be carried on wrought iron pontoons, generally similar, with slight alterations in detail, to those at Teluk Anson; these will we think be suitable and inexpensive. The wharves will be carried on cylinders. The dock, 400 feet by 100 feet. is for barges ; it will be dry at low water and will have 7 feet depth of water at high tide: the dock wall will be of rubble msaonry in cement mortar. The site chosen for these works, which is as close as possible to the inouth of the river, appears to be a very good one.

The station will comprise accommodation for passenger and goods traffic, engine and carriage sheds, turntable and tank, and quarters" for the station and train staff. The passenger station will be of timber, and it and the other buildings seem to be designed with due regard to economy. The whole of the works here are estimated to cost $130,000. Their object is to provide for the traffic that is now carried by steamer between Penang, Port Weld and Teluk Anson, and also between Penang and Prai. Government steamers will run between Penang (Georgetown) and Prai, and at the former place a jetty and wharf, with goods shed and offices, are to be built to the south of the present landing stage, the better of the two available sites.

77. Mr. G. W. Fryer, divisional engineer, who is in charge of the maintenance of the open Larut line, 17 miles long, has also charge of the construction of the extensions between Taiping and Sungei Siput, and between Ulu Sápetang and Bunkit Merah. On the former he has under him two assistant engineers, one of whom is engaged on the Perak River bridge, a foreman bridge erector, a tunnel foreman, and a foreman platelayer, with the necessary clerks and timekeepers. On the latter Mr. Fryer has as assistant Mr. Carnegic, and two overseers, Mr. Genunel, whose head quarters are at Parit Buntar, has charge of the rest of the line through Province Wellesley, including the works at Prai. He has as assistants Mr. Hanna, at Parit Buntar, with three overseers, and Mr. Mathews, at Prai, with two overseers,

78. No estimate of the cost of the line between Ulu Sápetang and Prai has

proper been framed, nor can one be made until the survey is finished; but we learn that the work is being well done, and from an examination of a list of the rates paid we consider them to be moderate.

SECTION E.-CONTEMPLATED RAILWAYS.

79. Kajang to Seremban.-This line, which will connect the Selangor Government railways with the Sungei Ujong line, will be about 32 miles in length. We understand that the earthwork will generally be light, and the curves and gradients easy. The only important bridge will be that over the Semenyih River, where a span of about 100 feet will be necessary.

80. Mr. Oliver has submitted a report to the Resident-General as to the course this railway should follow, and, after having discussed the matter with him, we agree with his recommendations, subject to such modification as a detailed survey, which will, of course, be made before the route is finally decided upon, may show to be desirable.

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