president’s ADDRESS SECTION II. 
171 
In fairly level country and where the Crown lands have been 
alienated advantage might be taken of the reserved roads to some 
extent to save outlay in purchase or compensation ; but generally a 
surface line on easy grades should be as far as possible selected, even 
if length is increased, and, in surmounting fixed poiuts of elevation, a 
short sharp grade at the summit with a long easy approach would be 
preferable to an average of the two grades. 
The lines would need partial fencing, but this is not an expensive 
item, while surface cattle-guards would form a sufficient and cheaper 
substitute for gates at road crossings, and at divisions between open 
and fenced lands, than the pit cattle-guard. With good drainage both 
earthwork and ballast could be saved, and where the formation is 
generally hard the latter need not average more than a nominal 
quantity. The determination of weight of rail, whether lighter or 
heavier, would be dependent on the varying conditions of cost of 
manufacture and transport, but at present low prices any trimming 
in the weight of rail is poor economy. Very much of the usual 
expensive paraphernalia of the stations could be dispensed with, and a 
short loop with a goods platform and storo for small goods serve all 
purposes. Turn-outs should be provided as frequently as possible to 
junction with branch sidings to private properties or manufactories, 
&c., with actual access to the main line kept in control of trainmen by 
locked gates, stop blocks, <&c., and generally every facility be afforded 
for collecting and distributing traffic en route . 
The transfer traffic at junctions when, as before indicated, circum- 
stances necessitate a break of gauge, can be easily facilitated, and cost 
economised, by a travelling or overhead crane with a couple of short 
sidings and platform ; making the wagon stock with false bodies in 
one or more parts that shall fit into and fill up without waste of space 
the larger-sized stock of the general system, and these part-bodies 
would prove convenient in many ways in concentrating the loads for 
distribution in traffic. 
The loading and unloading throughout a journey could be rapidly 
effected by the trainmen with the assistance of a light travelling crane 
on the locomotive or train. 
Of course, under such a system of working, there would be no 
need for any rigidly fixed time-table for the intermediate traffic, 
and the lines would be worked independently, so as to avoid the 
otherwise contingent restrictions and consequent expenses. While 
keeping the lines to the primary purpose of goods transport, there 
would be no difficulty in making occasional provision for a special 
passenger traffic, as on holidays, with sufficient precaution at the 
same speeds. 
Such railways as these could be constructed and equipped for less 
than one-half the usual outlay in varying places and character of 
country, while the working expenses would he very considerably 
reduced from the greater freedom of operations that becomes possible. 
Let us hope that one outcome of the past financial trouble and depres- 
sion will be a new depart ure in favour of a class of pioneer and feeder 
lines more suited to our real requirements and finances than so many 
of those which have been built, and that the path along which I have 
ventured a few steps may, with the help of abler engineer members 
