2 
liable to be washed away from them. If in a 
flat, the lower side of the timbers of bridge 
ought to be above the level of the banks of the 
creek, so that the creek will overflow its banks 
before it touches the bridge. 
After determining on the line by plans and 
sections, and marking the line on the ground, 
there would be the clearing and forming by 
cutting and banking the line. As already re- 
marked, I would have as little of this kind of 
work as possible, and let the fuel account be a 
little heavier. 
I now come to the distinguishing feature in 
the line I would propose. It should have longi- 
tudinal sleepers, hewn or sawn on top and 
bottom sides, the sleepers laid breaking joint — 
that is, the end of one sleeper opposite to middle 
of other sleeper, and to have cross-sleepers at 
these places, thereby making a cross-sleeper for 
every longitudinal sleeper. The cross-sleepers 
should be sunk into the ground, and the longi- 
tudinal ones laid on the surface, except in flats 
liable to be flooded, as already referred to. These 
sleepers should be pegged or otherwise fastened 
together. Ditches or drains would have to be 
made, so as. to keep the ground dry. As to 
ballasting, I would have none of it. If the line 
were for horse-traction, a planked path would 
be required, otherwise a metalled path ; but 
unless in peculiar circumstances a planked path 
would be the oleanest and most durable, if not 
also the cheapest. Its cost would be about 
£200 per mile, of 20 inches wide and 2| inches 
thick. 
As to rails, whether of wood or iron, 
wooden rails are the cheapest in first cost, and 
for horse traction would last a long time. At 
the Dundathu sawmills there is a railway laid 
down somewhat as I now propose, which has 
been in operation for seven years ; the original 
rails in some places are still in use, but are re- 
duced about an inch in thickness. The 
traction on wooden rails is certainly double 
that on iron rails, so that item might somewhat 
determine whether wood or iron should be 
used. Wooden rails ought not to be wider 
than face of wheel, say two inches, or say 2x2. 
Iron rails would do if weighing 20 lbs. to the 
yard ; that would require 31 tons to the mile, 
at £10 per ton, equal £310. The rail exhibited 
is 28 lbs. per yard, and would be 44 tons per 
mile, at £10 per ton, equal £440. 
SAWN TIMBEB. 
In some places where suitable timber cannot 
be got for hewing into sleepers, or where there 
is no timber at all, it would be requisite to 
bring sawn timber by rail to make the railway. 
The longitudinal sleepers and cross-sleepers 
would be quite strong enough if made of plank 
10 inches wide by 3 inches thick and 20 feet 
long. I have adopted the length 20 feet be- 
cause rails can be readily made that length and 
there is abundance of timber to be got of that 
length, and if of 30 feet they could work into 
the rails. The end of rails I would have laid 
at 5 feet from end of sleepers, thereby making a 
break of joint different from that of sleepers, 
and ensuring great lateral stability of railway. 
I annex an estimate of a railway of hewn tim- 
ber and of sawn timber. In sawn timber I 
have taken the price at 15s. per 100 feet, which 
I consider is a safe calculation. If a portable 
sawmill were put on the railway, I believe that 
the sawn timber could be got for 10s. per 100 
feet, or less, as the drawing of the logs would 
be a very small item. The wooden rails I have 
put down at 20s., because I would have them of 
spotted gum, or ironbark, they being the most 
suitable for the purpose, and might not be grow- 
ing near where they were required. 
FASTENINGS. 
As to fastening the cross and longitudinal 
sleepers, where they are of logs, they might be 
notched, and fastened with wedges, or tree- 
nailed. Where they are of sawn timber, 10 by 
3, treenailing would be best. In fastening the 
wooden rails, 2 by 2, to the longitudinal sleep- 
ers, ironbark pegs, about half-inch in diameter, 
would be best. In fastening the iron rails to 
sleepers, I would use ironbark pegs, about one 
inch diameter, and having conical heads, about 
li inch greatest diameter— these to be driven 
in slightly beveled. If anything further were 
required, it would be at the ends of rails, and 
that could be done by having pieces about 2 
feet long, 3 by 1J, pegged on each side thereof. 
Iron makes bad fastenings. It eats the 
timber, and the timber eats it. It first 
sets fast by rust, and the rust eats 
the iron through. If the iron loosened in the 
hole it could not again be made fast therein. 
Whereas with wood .all that is required is a 
larger peg. This, however, is a question that 
could only be tested by experience. If iron 
were used a round pin £ inch diameter, with 
bent head, would do. If the hole it was driven 
in was l-16th inch smaller it would soon set fast 
with rust. 
BBIDGES. 
It appears to me great folly to bring iron 
from England to erect bridges of when we have 
abundance of the finest timber well adapted for 
such purposes here. Our ironbark, on account 
of its straight grain, strength, and durability, 
stands unrivalled. Other timbers to which 
reference will subsequently be made are also 
very good. Referring to model bridge on table 
which represents a length of eighty feet on 
scale of f inch to foot, one truss was made some 
years ago when a piece of the Brisbane tempo- 
rary bridge was carried away by a flood. The 
other truss was lately made, is of a lighter 
scantling, and put together in a better manner, 
besides being a better design. The beams are 
placed with their flat sides up. This arrange- 
ment gives a large amount of bearing surface at 
ends of pieces, thereby making it firmer 
and not so liable to warp. The pair 
of trusses are kept in their position 
laterally by the two triangular braces. 
It is impossible to make a bridge of this de- 
scription without using iron for straps and 
bolts j but to prevent their destruction I would 
give the straps and bolts two coats of paint 
before being used ; also to have the same done 
to the wood where they are in contact. I am 
not sure, but it might be economical to have an 
