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THE UGANDA RAILWAY.

By J. D. F. LEYLAND.
(Continued from page 468.)

N addition to the engineering difficulties there were in East Africa many extraneous ones, which may be said to be peculiar to this railway, and few of which were or could have been

forseen at the outset.

Sir Guilford Molesworth, in his report, said: "This combination of difficulties is, I think, quite unique in the whole history of railway construction." The making of this railway, on account of no local labour labour being obtained, involved an organisation equal to the maintenance of an alien army, amounting to about 22,000 men, who had to be sheltered and fed in a practically waterless country, devoid of all resources and

all means of animal and wheeled transport, native porters being used for this purpose. Everything had to be ordered a long time beforehand, requiring a great deal of foresight. Fever and "jiggers" infested the coolie camps. The water in the country, as I have said, is very scarce and unwholesome, and it was found necessary to erect large condensing plant at Kilindini, and most of the water required for consumption and boiler work had to be carried by rail from this place. About 120 tons were required per diem for drinking purposes alone.

The first 250 miles of the railway are infested with the tsetse fly, which makes it impossible for transport animals to live in this region. The progress of the work was seriously impeded by man-eating lions, which made it necessary

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VIEW AT MILE 485 (TEMPORARY LINE) ILLUSTRATING THE DIFFICULT NATURE OF

THE COUNTRY TRAVERSED.

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to convey all the workmen back to a safe camp every night. No less than twenty-eight coolies, one engineer, and an assistant police superintendent were killed by these savage beasts.

The engineering strike in England seriously impeded work out there, causing innumerable delays in the delivery of materials required for the railway. A police force of two hundred men had to be organised and maintained. An agency for the supply of labour and materials had to be founded and kept up in India. A regular postal and telegraph service had to be established, and very complete hospital arrangements were required. The want of rolling stock and locomotives was the most formidable obstacle to progress. Every train had to carry special water-tank wagons for the use of locomotives, thus limiting its carrying capacity. Officers had to learn two native languages in use on the line.

There were, however, many advantageous conditions which, to a certain extent, counteracted the difficulties. At the river Athi, mile 310, there was found to be a supply of water enough for locomotive purposes. Also at Nairobi, and at the head of the rope incline, there was a good supply of water. Transport animals do well beyond the fly district. Traction engines of military type also proved very useful. The Wa-Kikuyu were induced to clear the jungr in their own districts. The death rate among the coolies was, on an average, 20 per thousand per annum, which, considering the climate and conditions, was remarkably low. The coolie labour obtained from India was fairly good, but very expensive. After passing mile 33, bad nights, such as have to be endured on the tropical coasts of Africa and India, are never experienced. Hospitals were established at Kilindini, Voi, and Makindu, with five medical officers to each.

SOME ENGINEERING DETAILS.

The engineering staff was very carefully selected from a large number of candidates; all of them were extremely intelligent, energetic, and with a keen interest in their professional

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duties. Sir George Whitehouse is a well-known engineer, with long and varied experience in tropical countries, and he has proved his qualities by the great work he has accomplished. The Uganda Railway is a metre-gauge line. A great part of its length is through cuttings and on embankments, with steep gradients and sharp curves. There are about 500 miles of gradient and 150 miles of curves. The whole of the railway is ballasted, but it was thought at first that this would not be necessary throughout its length. The permanent way consists of 50 lb. flat-footed steel rails, carried on pressed steel trough sleepers. On all curves of less than 1,200 ft. radius, § in. extra gauge is given. The earthworks and bridging on the whole line were completed during last year.

There are thirty-five viaducts, varying in length from 117 ft. to 881 ft., and in depth from 37 ft. to III ft. Each viaduct is divided up into spans of 40 ft. and 20 ft., and they are built upon the spider-bridge system. Thirteen firms, three of which were American, tendered for the supply of certain of these viaducts. The contract was given

to the American Bridge Company of New York, otherwise known as the Pencoyd Iron Company. This Company contracted to deliver the bridges at any British port at £10 6s. per ton, free on board, or to erect them within forty-six weeks of contract at £18 per ton. The principal workshops and running sheds are at Nairobi; the stores at Kilindini. Engine sheds have been built at Kilindini, Voi, Makindu, Nakuro, Mnara, and Port Florence.

The special conditions prevailing on the railway during construction, added to the necessity of having a large number of locomotives, have been referred to. The total number of engines on the line was about one hundred. The causes of the great number required were the steep gradients, sharp curves, the carrying permanent way material and water, and the great percentage of engines always under repair, or being washed out, which was necessary on account of the character of the water.

The accompanying illustrations are reproduced by the courtesy of the Foreign Office. (To be continued.)

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PAGE'S WEEKLY.

PANORAMIC VIEW OF THE RAILWAY BETWEEN MUHORONI AND KIBIGORI.

MARCH 17, 1905.

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to convey all the workmen back to a safe camp every night. No less than twenty-eight coolies, one engineer, and an assistant police superintendent were killed by these savage beasts.

The engineering strike in England seriously impeded work out there, causing innumerable delays in the delivery of materials required for the railway. A police force of two hundred men had to be organised and maintained. An agency for the supply of labour and materials had to be founded and kept up in India. A regular postal and telegraph service had to be established, and very complete hospital arrangements were required. The want of rolling stock and locomotives was the most formidable obstacle to progress. Every train had to carry special water-tank wagons for the use of locomotives, thus limiting its carrying capacity. Officers had to learn two native languages in use on the line.

There were, however, many advantageous conditions which, to a certain extent, counteracted the difficulties. At the river Ati, mile 310, there was found to be a supply of watter enough for locomotive purposes. Also at Nairobi,

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and at the head of the rope incline, there was a good supply of water. Transport animals do well beyond the fly district. Traction engra nes of military type also proved very useful. The Wa-Kikuyu were induced to clear the jungi in their own districts. The death rate among the coolies was, on an average, 20 per thousand per annum, which, considering the climate and conditions, was remarkably low. The coolie labour obtained from India was fairly good, but very expensive. After passing mile 33, bad nights, such as have to be endured on the tropical coasts of Africa and India, are never experienced. Hospitals were established at Kilindini, Voi, and Makindu, with five medical officers to each.

SOME ENGINEERING DETAILS.

The engineering staff was very carefully selected from a large number of candidates; all of them were extremely intelligent, energetic, and with a keen interest in their professional

duties. Sir George Whitehouse is a well-known engineer, with long and varied experience in tropical countries, and he has proved his qualities by the great work he has accomplished. The Uganda Railway is a metre-gauge line. A great part of its length is through cuttings and on embankments, with steep gradients and sharp curves. There are about 500 miles of gradient and 150 miles of curves. The whole of the railway is ballasted, but it was thought at first that this would not be necessary throughout its length. The permanent way consists of 50 lb. flat-footed steel rails, carried on pressed steel trough sleepers. On all curves of less than 1,200 ft. radius, & in. extra gauge is given. The earthworks and bridging on the whole line were completed during last year.

There are thirty-five viaducts, varying in length from 117 ft. to 881 ft., and in depth from 37 ft. to III ft. Each viaduct is divided up into spans of 40 ft. and 20 ft., and they are built upon the spider-bridge system. Thirteen firms, three of which were American, tendered for the supply of certain of these viaducts. The contract was given

to the American Bridge Company of New York, otherwise known as the Pencoyd Iron Company. This Company contracted to deliver the bridges at any British port at £10 6s. per ton, free on board, or to erect them within forty-six weeks of contract at £18 per ton. The principal workshops and running sheds are at Nairobi; the stores at Kilindini. Engine sheds have been built at Kilindini, Voi, Makindu, Nakuro, Mnara, and Port Florence.

The special conditions prevailing on the railway during construction, added to the necessity of having a large number of locomotives, have been referred to. The total number of engines on the line was about one hundred. The causes of the great number required were the steep gradients, sharp curves, the carrying permanent way material and water, and the great percentage of engines always under repair, or being washed out, which was necessary on account of the character of the water.

The accompanying illustrations are reproduced by the courtesy of the Foreign Office. (To be continued.)

[graphic][merged small]
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