FOREST-ROADS. 315 



The length of this sledge-road is 5877 feet, and the total fall 835 feet. 

 It is constructed of defective meter-gauge deodar railway-sleepers 

 wliich measure 8 feet x 8 inches x 4| inches, two sets running 

 horizontally and 2f feet apart, being jointed and pegged together by 

 oak-pegs, whilst the transverse sleepers are pegged into them at 

 distances of 2| feet. The grooves in which the sledges run vary 

 in breadth from 4-6 inches according to the curves, and are | to | 

 inch deep, and 2 feet apart. The central part of the roadway is 

 ballasted up to the level of the transverse sleepers to prevent the 

 roadway from shifting, and to serve as a footpath. Guards consisting 

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

 prevent the sledges leaving the road. 



The roadway itself has in many places been blasted out of pre- 

 cipitous rock and contains 20 bridges and wooden viaducts, altogether 

 1068 feet long. This sledge-road has proved very economical in the 

 transport of railway-sleepers. — Tr.] 



(f) Horizontal Plan of Roads. — As regards the horizontal plan 

 of forest roads, sharp curves with a radius less than 100 feet 

 should be avoided as much as possible, 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. Roads 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 conveniently 

 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. 



Steep gradients should always be avoided for cart-traffic, not 

 only to facilitate the latter, but also to protect the road, which 

 when steep is liable to much injury from the use of the break 

 and owing to erosion by water. Sledge-roads on the contrary 

 require a steep gradient. 



Permanent roads should be constructed only after the levels 

 have been carefully laid down. Sledge-roads have been recently 



