118 On Railway Gradients. 



permanent way is well laid, sufficient play being allowed 

 between the flanges of the wheels and the gauge of way, and 

 the outer rail sufficiently raised to counteract centrifugal force, 

 that the difference of friction on an inclined plane, by curves of 

 not less than half a mile radius, or by straight line, is of very 

 trifling value, and would be, perhaps, barely perceptible. 



I have purposely refrained from entering at length upon the 

 working of gradients, contenting myself with furnishing 

 the most striking results of experiments on lines bearing 

 analogy to those of Victoria ; and, shall now commence a de- 

 scription of the physical peculiarities observable, in prosecuting 

 the railway surveys in this province. 



Having been professionally engaged for two years, examining 

 this colony for the purposes of railway communication, I feel 

 I am entitled to speak in a more authoritative manner, than I 

 should otherwise be justified, and shall now give a hasty sketch 

 of the features of the country examined in selecting the routes 

 of our railways. I most sincerely hope that the discussion of 

 this subject will be full, free, and explicit ; as it will tend to 

 throw much information on what is now a vexed question. 



Before entering upon an exposition of the necessary inclines 

 on the trunk lines of railway in this province, it will be im- 

 perative upon me to describe the physical peculiarities which 

 exist in various localities. 



A very general conviction has hitherto existed amongst all 

 classes, professional and otherwise, that this country is pecu- 

 liarly adapted for railways, on account of its level character. 

 In illustration of this, I beg to refer you to the report upon 

 Internal Communication, by the Commissioners appointed by 

 Mr. La Trobe ; in which you will find this statement fully verified. 

 I shall hereafter show how incorrect has been this supposition, 

 and how entirely the reverse is the case. One gentleman has 

 lately written a very able pamphlet on railway economy, and has 

 endeavoured to prove, that because a point inland 47 miles, 

 is 1886 feet above low water, Hobson's Bay, the "necessary 

 gradient" is only 1 in 1 31. The point in question, to which 

 allusion is made, is the apex of the dividing range near Mount 

 Macedon ; and by the rule the author lays down, the necessary 

 gradient should be 1 in 118, as neither the height nor length is 

 correctly stated ; the former being 1911 feet, and the latter 43 

 miles. Again, the " necessary gradient," on the line to Kil- 

 more, is stated to be 1 in 208, it should be 1 in 138 the length 

 being 31 miles and height 1188 feet. It is further stated, 

 " there is no necessity to go over the ranges at the high points 



