FOREST-ROADS. 307 



constructed of defective meter-gauge deodar railway-sleepers 

 which measure 8 feet X 8 inches X -J ^ inches, two sets running 

 horizontally and 2J feet apart, being jointed and pegged 

 together by oak pegs, whilst the transverse sleepers were 

 pegged into them at distances of 2J feet. The grooves in 

 which the sledges run varied in breadth from 1 (> inches 

 according to the curves, and were \ to '[ inch deep, and 2 feet 

 apart. The central part of the roadway was ballasted up to the 

 level of the transverse sleepers to prevent the roadway from 

 shifting, and to serve as a footpath. (luards consisting of 

 half-sleepers were placed on the outside of all sharp curves to 

 prevent the sledges leaving the road. 



The roadway itself in many places was 1 (lasted out of 

 precipitous rock and contained 20 bridges and wooden viaducts, 

 altogether 10f>8 feet long. This sledge-road proved very 

 economical in the transport of railway-sleepers. In the 

 adjoining U-imsu sledge-road, the line on th> radients 



was made of pine, the cross-pieces being :> fed apart to increase 

 friction, and sand used freely. On low gradients finely Drained, 

 hard timber, such as Sissoo, was used, and the, cross-pieces, 

 '2 feel, apart. ( hi intermediate gradients, deodar. - Tr. ] 



(f) Horizontal Plan of Roads.- As re.ga.rds the hori/onttil 

 plan of forest roads, sharp curves with a nidi us less than 

 100 feet should he avoided as much as possihle, especially in 

 mountain districts, and the roads should run in long sweeping 

 curves. Wherever the transport is mainly concerned with 

 logs, attention should be; paid to the possibility of the road 

 being used for sliding the timber or for a forest tramway. 



(g) Gradient It is most important to decide on the 

 gradient of a forest-road, which should be constructed only 

 after pegging out the levels, lloads for general traffic have a 

 maximum gradient of 5 per cent., which is also a desideratum 

 for main forest roads, as in such a case, the road may be con- 

 veniently traversed in both directions. Forest-roads, however, 

 are generally used uphill by empty conveyances, and those 

 which are laden generally come downhill, so that gradients in 

 main roads may go up to 7 and 8 per cent., and in subsidiary 

 roads to 10 per cent., and even more according to the manner 

 in which they are used. 



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