978 PROCEEDINGS OF SECTION H. 
In 1894, the author visited America, where he saw the principle 
on which lines were made without ballast, and convinced himself 
of the practicability of carrying it into effect in this country ; 
he is of opinion that in no other way is success possible, and that 
it is to the neglect of one or two most important points that 
previous failures to construct unballasted lines in Australia are 
due. 
The author wishes it to be distinctly understood that he is not 
advocating the general use of unballasted lines in preference, but 
he is merely demonstrating the practicability of constructing them 
where desired economically and with a minimum of maintenance 
afterwards. There are districts where ballast is not obtainable 
except from very long distances, and where, at the time of con- 
struction, baliast would cost from ten to twelve shillings per cubic 
yard, and where, therefore, the use of it would, if the lower value 
is taken and the quantity used is 15 cubic yards only per chain— 
equal to 1,200 cubic yards per mile—involve an expenditure of 
£600 per mile for ballast. What an advantage to be gained, 
therefore, by leaving out the ballast in this case! After all “the 
proof of the pudding is in the eating,” and the test of economica 
construction is the cost of maintenance, and as some of the un- 
ballasted lines cnly cost about £30 per mile per annum to main- 
tain, it may be conceded that further argument against the 
principle is useless. 
The diagram shows a cross-section of the permanent way and 
embankment. The following points are attended to :— 
(a) The formation is kept as low as possible consistent with 
the rounding required. ‘This reduces unequal subsidence of the 
embankment to a minimum. 
(b) The formation is well drained by carrying out the proper 
rounding and excavating the side cuttings from which the 
embankment is made in a regular manner so that water may be 
speedily got rid of. Where possible the formation should be 
above the surface, and cuttings avoided. 
(c) Plenty of sleepers should be used so that the rolling load 
may be distributed as much as possible over the earth formation. 
The author’s usual practice has been to put fourteen sleepers to 
the 30-foot rail length, or 2,464 per mile ; but on the Nevertire- 
Warren Line, as the country is particularly lable to flooding, 
there are sixteen sleepers to the rail length, or 2,816 per mile. 
(d) The ends of the sleepers are kept free so that pits may not 
form in which water will lodge. To ensure the possibility of this 
condition being kept up, plenty of rounding to the surface is — 
required, or rather plenty of slope towards the edges of the 
embankment, so that as the sleepers tend to sink the ends may 
still be easily freed by clearing away the earth with a shovel. 
