On Railway Gradients. Ill 



skill and enterprise, I shall notice, and produce data to prove 

 that in Victoria the difficulties the engineer has to encounter 

 have been far surpassed in Europe and America ; and, I will 

 endeavour to show that we have everything to hope for, and 

 nothing to fear, in the extension of Railways over the entire 

 surface of this province. 



Gradients are practically injurious and detrimental to the 

 efficient working of a Eailway, when they involve such an 

 increase of power as to render it necessary to resort to the 

 heaviest engines — most substantial permanent Way and Works — 

 greatly reduced rate of speed with increased risk and loss of 

 time to the passenger. 



A very severe descent may be accomplished with speed and 

 safety, if the direction of the Eailway be in a straight line ; but, 

 if combined with curves of small radii, as is often the case, the 

 utmost eaution is necessary to prevent the engine leaving the 

 rails. I am fully aware that the limit of grades and curves is a 

 debateable point with engineers, and shall therefore confine 

 myself to laying before you an epitome of British and Foreign 

 Gradients, and describe the result of my own experience, com- 

 mencing with a brief description of British lines. 



The Railways of the United Kingdom are singularly free 

 from abrupt inclines, no expense having been spared in their 

 construction ; consequently, they are capable of being worked at 

 high speeds, and with little excess of power beyond what a 

 perfectly level Hue would require. The economy of this is 

 questionable : for if on a line of 100 miles it can be proved 

 that by the introduction of more severe inclines, both time and 

 money can be saved, I think it will be generally conceded that 

 the economical method is preferable. 



The question hence arises, what shall be the limit to inclines ? 

 This must be governed by the physical contour of the country. 

 I should not hesitate, however, to introduce a severe gradient 

 where necessity required it, in preference to following a more 

 circuitous route, for, taking the increased length of Hue into con- 

 sideration, the extra length of road to lay down, and keep in 

 repair, it will be found far cheaper and preferable to introduce 

 a gradient of (say), 1 in 50, over a distance of two miles than to 

 extend a Railway over three times that length for the purpose of 

 obtaining a gradient of 1 in 150. 



The opponents of severe inclines urge, and with some apparent 

 truth, that the increased weight of the engine, competent to work 

 a severe gradient, (say) 1 in 50 ; so destroys the road as to render 

 it necessary to relay the same, and at intervals renew it with 



