TRANSACTIONS OF SECTION G. 633 
natural harbour, deep enough and large enough to accommodate the whole of the 
British fleet. From Alexandretta the railway would be carried over the Bailan 
pass, the summit of which has an elevation of 2,100 feet, whence the line falls 
down to Aleppo at a distance of 90 miles. From Aleppo the railway runs with 
easy gradients and over favourable ground to Bussora or Et Kewit, at either of” 
which places on the Persian Gulf excellent landing accommodation could be provided 
for the largest ships afloat. 
The length of the line from Alexandretta vid Bagdad to Bussora, would be- 
850 miles, the average gradient 1 in 500, and there would be but few curves beyond. 
Aleppo less than 20 chains’ radius. 
The estimated cost for a full gauge single line with passing places is 10,0002. 
per mile, or 8,500,000. 
Sir William Andrew estimates the through traffic at 406,521/. per annum, and 
the local traffic at 540,681/., total 947,2027. Less working expenses 50 per cent.. 
473,611/.; this would give a nett revenue of 475,601/. per annum 
The estimated nett revenue of 473,G601J. is sufficient to pay 53 per cent. on the 
estimated cost of the railway. 
The Euphrates Valley Railway would therefore be able to compete on advanta- 
geous terms with the Suez Canal, and it might not be an extravagant estimate to 
assume that it would carry one million tons of goods or even more per annum, out 
of the four and a half millions of tons of British goods now passing through the canal. 
The maximum carrying capacity of the Euphrates Valley Railway may be 
estimated at three millions of tons of goods for a single line, and ten millions of tons. 
for a double line of railway, per annum. 
4, On the Construction and Working of Alpine Railways. By J. B. FELL. 
There are three Alpine railways in existence at the present time: the Mont 
Cenis and St. Gothard Railways, which have been made with long summit tunnels. 
and with ordinary gradients; and the Brenner Railway, that has been made with 
similar gradients but without a long tunnel. In addition to these the Mont Cenis 
Summit Railway, constructed and worked upon the centre rail system, with 
gradients of 1 in 12, curves of 2 chains’ radius, and on a gauge 1°10 metre, carried 
the French and Italian traffic between St. Michel and Susa, for a period of from 
three to four years, until the completion of the tunnel line in 1871. 
The existing Mont Cenis Railway may be taken as the best example of an 
Alpine railway made upon the great tunnel system. The length of this line is 
78 kilometres. The summit level is 1,338 metres above the sea, and the average 
gradient is 1 in 53, the maximum being 1 in 30. The construction occupied a 
period of 14 years, and the cost is stated to be 183 millions of francs, being at the- 
rate of 109,729/. per mile. The net revenue, based on the official returns of 1880, 
is 1,020,000 francs after payment of working expenses. The interest on the- 
capital employed is 6,650,000 franes per annum ; and, after taking into account the: 
earnings of the railway, there is a deficiency of 5,630,000 franes, or 228,5602. per- 
annum chargeable to the Government Guarantees. 
The St. Gothard Railway was opened for traffic in June 1882, and the net 
earnings for the first twelve months of working have been 5,425,248 francs, while the 
charge for interest on the capital expended, 287 millions of francs, is 14,450,000» 
frances, leaving a deficiency of 9,024,752 francs, or 360,990/. per annum. 
The result of the working of the Mont Cenis and St. Gothard Tunnel railways 
taken together, therefore, shows a loss of 589,550/. per annum, representing an 
amount of 11,791,000. sterling of unproductive capital employed in these two 
great undertakings. 
This enormous loss is borne chiefly by the French, Italian, German, and Swiss 
Governments, the large expenditure on these two Alpine railways of 422 millions. 
of francs being justified by their important strategical and political advantages, 
in addition to their local and commercial value. 
Separating the commercial value of these railways from that due to national. 
and State purposes, the former being determined by their net earnings of 
