1
SUSTAINABILITY OF SRI LANKA RAILWAY Formerly CEYLON GOVERNMENT RAILWAY CHAPTER 1 CEYLON RAILWAYS First passenger train from Colombo to Kandy (COL – KDT) was inaugurated on the 1st of August 1867, and was constructed by the British with funds provided by a loan secured on the general revenue and assets of the colony. Between 1856 and 1870 an export duty was levied on the produce and the manufactures of the whole island. The profits earned diminished over time owing to excessive expenditure in maintenance. The original speed1 was restricted to 30 MPH between Colombo and Rambukkana (RBK); 15 MPH between Rambukkana & Kadugannawa (KGW) and again 30 beyond up to Kandy. This was as a result of the uncompensated 10 chain radius curves and steep gradients of 1 in 45 used in laying of the track. The iron rails used initially 46¼lbs per yard were so inferior in quality within 2 years; in January 1869 the Contractors inspecting officer recorded of the need for replacement with steel rails2. Rapid destruction of wheels and rails as well as the risk to the travelling public was highlighted in 1869; and the rails were replaced with 21’‐0” length 72lbs per yard weight rail 3 during the same year. The main Line track from Colombo to Rambukkana and then to Kandy is yet a burden to Sri Lanka Railway (SLR) due to the trace chosen in early 1860’s, when six other alternates were available. Rehabilitation works under taken in 1996 improved the condition of the track; but the 35 No. Permanent Speed Restrictions (PSR’s)imposed at inception4 yet remains, along with it a PSR of 20 MPH between RBK – KGW never to be recovered for betterment (146 years and to eternity). The 3 sections of the Main Line being:‐ From Colombo to Rambukkana (COL – RBK) Rambukkana to Kadugannawa ( single line) (RBK – KGW) Kadugannawa to Kandy (single line) Section 1 ‐
(KGW – KDT)
From Colombo to Rambukkana (COL – RBK)
1 Increased to 18 MPH in 1937 & 20 just prior to Independence in 1948. Working Time Tables 2 “Golden Era of B.D.Rampala General Manager C.G.R.” ISBN 978‐955‐52349‐1‐7 3 Few of these 72lbs rails manufactured in 1862 are yet being used in a siding at Haliela. 4 Due to 1 in 80 gradients and 20 chain radius uncompensated curves.
2 The entire section is almost 83 Kms (to KGW end points); Treble lines from COL – Ragama (RGM) a 13.6 Kms; and Double lines from RGM to RBK a distance of 69.4 Kms., with crossing facilities and yards being available at RGM; Veyangoda (VGD); Mirigama (MIR); Ambepussa; Polgahawela (PLG); and RBK, and contains 26 Permanent Speed Restrictions ( PSRs;) a multitude of curves below 402m.; a Ruling Gradient of 1 in 80; insufficient track drainage, and encroachments on railway reservations impeding even rail track maintenance activities. Section 2 ‐
From Rambukkana to Kadugannawa
(RBK – KGW)
Had been constructed in 1860’s with the sole intention of connecting Colombo with Kandy on the shortest possible trace when better traces were available. From 1867 to date it serves only a minimal populace living in one side of the Alagalla mountain range and the Balana Pass. The Constraints faced in this 21.1 Km section5 are, the continuous 1 in 45 steep gradients, 10 chain, 660 feet, 201 meter 8.41 degree radius uncompensated curves and thus installation of a check rail on the low rail, 12 no. Tunnels – the longest being 420m in length, level crossings at grade, and the encroachments restricting even track maintenance activities as in Section 1 given above. Drainage is once again poor. Speed in both directions is limited to 20 MPH. Crossing facilities are at Kadigamuwa (KMA); Ihala Kotte (IKT); Balana (BNA) with short crossing loops without platforms, and at KGW with crossing, stabling yard and a steam Locomotive shed. Section 3 ‐
From Kadugannawa to Kandy (KGW – KDT)
This 15.2 Km section although on flat land contains six no. PSR’ s with speed restricted to 35MPH and traverses through 1 in 95 gradients and 10 chain ‐102m radius curves. Crossing facility and Yard is available only at Peradeniya Junction in between the two stations. Drainage needs attention. Other main constraint is the encroachments on Railway reservations. The passenger demand between Colombo – Kandy is so high that an alternate route devoid of constraints is being contemplated. Construction History In studying the history behind, the 1st reference to a Railway Survey by Mr. Drane, is given in the “The Ceylon Times”of September 11th 1846”. It mentions of 1. Hingool Valley trace. 2. The Gadadessa route and 3, the Alagalla route. The “Examiner of February 10th, 1847 confirms above. 1848 rebellion intervenes. Captain and Engineer Moorsom and party in 1857, comes across six alternate routes. Mr. W.T.Doyne was
5
The trace selection in 1864‐1867 period, being questionable, ambiguous, and is a blind bargain to the locals.
3 appointed as the 1st Chief Resident Engineer at the end of 1857. (Route selection is dealt in detail in Chapter 4.) CHAPTER 2 BACKGROUND OF THE COUNTRY AND ESTABLISHMENT OF RAILWAY Before proceeding any further on Ceylon Railway, it is imperative to give thought to or deeply plunge into, examine closely and intently, of the background of conditions that existed prior to the introduction of railways by the British in Ceylon and the transformation that took place. Acceptance of coffee as a major economic plantation, created the need for the extension and improvement to the transport and communication infrastructure. More and more loads of produce had to be dispatched to Colombo Harbour from the plantations. The plantations in turn needed more and more manure and rice the staple diet of the labour 6. To convey inland produce to the harbour, railways were desirable. Before the close of the coffee picking season of January, and the commencement of the south‐west monsoon in May, coffee had to be transported. When the monsoons broke out, the streams rose, roads were flooded and became impassable. Coffee could not be dispatched for export, additional costs had to be incurred on labour and space to store crops, boats were missed, favourable markets were lost and the value of un‐exported coffee was impaired. The existing means of road transport had become not only unequal to meet increased production but were also unsatisfactory. Cart transport was slow, expensive with only very small loads and precarious. Difficulty of the terrain, cattle disease, accidents, waylaying and stealing7 coffee, and the vagaries of weather affected it adversely. Moreover, the new plantations that were being rapidly established in remote areas needed cheaper, quicker transport to compete with those closer to Colombo. No increase or improvement in cart transport could have rendered it satisfactory to cope with phenomenal increase in production. Good roads, a better telegraph service to facilitate business communication, was urgently needed, but the main demand from the planters was for railways. Clearly railways had to be built. Roads could be built from current surpluses and telegraphs were inexpensive, but the huge capital costs of railway building necessitated the raising of loans, which needed Colonial Office approval. Moreover, railways could be constructed only after many preliminary technical investigations. With a dearth of technical staff delay was unavoidable. Progress had therefore to be cautious and slow and planter demands could not be fully conceded.
6 South Indian labour emigration to Ceylon was a private business at planters’ costs‐ The administration of Sir William Gregory Governor of Ceylon 1872 – 1877 by B.Bastiampillai ‐ 1968 7 Loading coffee for transport by night was prohibited; loitering or lurking in coffee estates were forbidden; dealers were warned against purchasing coffee from labourers; led to the enactment of the Coffee Stealing Act. – B.Bastianpillai ‐ 1968
4 No topic engaged the colony’s attention as much as railway extension. It was discussed regularly in The Legislative Council, in official dispatches and in the press. Through associations, the pro‐planter press, representatives in the Council, and business associates in England, planters clamoured unceasingly for railways. Deputations to the Governor, petitions to him and the Secretary of State, public meetings and questions in Council and even in British Parliament were the means exploited by planters in their clamour. In the forefront of the agitation for a Railway in Ceylon stood the Fergusons 8 who devoted for the purpose much time and labour, as well as their no mean influence. Through their paper – The Observer –they created and fostered public interest in the enterprise, and keeping a vigilant eye, they labored, in season and out of season, at their self imposed task. John Ferguson in his paper of May 15, 1872, announced: “ In respect of railway extension to Ouvah9 there is the prospect at length of definite action being taken. A memorial to government for a preliminary survey of the country and an enquiry, by a Committee of the Legislative Council or otherwise, empowered to take evidence, is in course of preparation; and further it is understood that His Excellency is inclined to look favourably on such a proposal”. The proposal was, however, not without its opponents. A contemporary of the Observer threw cold water on the scheme and abuse at its supporters. “The Railway to the moon,” “The Railway craze,” “Maniacs,” “Idiots,” were the mild invectives hurled at the heads of the agitators. The Governor fully agreed on the need for railways. The difficulties of maintaining mountain roads, over which enormous traffic passed, rendered rail construction in the uplands a matter of even greater importance. The Colony had progressed rapidly, surpluses were recurrent, and afforded a sufficient guarantee for pushing forward productive works, like railways, while the Colony was flourishing. Above all, railways would give a fillip to the whole colonial economy. Better transport facilities would stimulate plantations to prosper further and yield even bigger surpluses to be spent on schemes for the Ceylonese. In the meantime, The Colonial Office prohibited expenditure on railways. Planter opinion about the urgent need for railways was discredited by The Secretary of State, who shrewdly discerned that their demands were influenced by personal interests. Suspecting too that Ceylon suffered from railway mania, of which Governor Gregory himself was a victim, and therefore extravagant in expenditure, the Colonial Office tended to restrain severely, railway building.
8 The Ceylon Railway – G.F.Perera ‐ 1925 9
Uva was spelt in that manner.
5 10
Observing that Gregory was less business‐like, and more susceptible to planter influence than his predecessor, Charles Cox – the chief clerk, and F.R.Round – the clerk in charge of financial questions, severely scrutinized the proposals from the Governor. When Gregory anxious to hasten investigations, communicating directly with the Consulting Engineer, he was warned of the impropriety of his action. Papers were to be sent through the Colonial Office, time was to be allowed for consideration, and no railway was to be sanctioned until the Office had examined details. These were the instructions that entailed delay, but Gregory had to obey. The experience of Ceylon’s first railway construction,11 when estimated costs and time were heavily exceeded, had demonstrated a need for a careful preliminary study. Gregory agreed that the Colonial Office was justified in emphasizing caution, although it was irksome. Writing privately, to Carnarvon12 complaining against planter pressure to “take unchecked calculations for granted, employ amateur surveyors in railway extensions 13, call for sporting tenders, for a line of 77 miles long and in short do a variety of foolish inconsiderate acts……….”. Inherent difficulties from the country’s physical nature complicated investigations and accounted for further delay. The line to the Uva plantations, for which planters clamoured most posed unparalleled engineering problems that necessitated repeatedly, long technical surveys. Nor was the planters’ attitude helpful. Different groups agitated for different routes so that their estates would be close to the railway. Planters whose properties were not close to the projected line, opposed or remained indifferent to the extension, reluctant to pay taxes for lines that would prove of no benefit to them. The conflicting claims for routes had to be investigated before a fair decision could be reached about construction. The Uva line14 pressed for by planters posed a baffling problem. A mountain terrain, difficult gradients and a long route, spelt technical difficulties and heavy expenditure. Thorough preliminary investigations were inevitable, and the report of the Railway Commission appointed by the Governor, received various suggestions. Northerly route from Navalapitiya 10 Mr.B.Bastiampillai deserves plaudits for his research conducted in London and at Ireland, unearthing history – the proof of the pudding. 11
Colombo – Kandy Railway line.
12
Earl of Carnarvon – the Secretary of State (Page 135 The Ceylon Railway – G.F.Perera – 1925) “He thought that in the case of lines of railway, large portions of which were wholly occupied by existing estates; and not undertaken as conferring an immediate benefit on the general community.”
13
Refer page 69 Fascination of Railways 2010‐Extracts from proceedings of an inquiry held at the Legislative Council held on Wednesday 21.12.1870; recorded as a Sessional Paper on the “Railway Extension Bill”. Proof of inexperience of personnel engaged in railway construction.
6 to Badulla; southerly through Colombo terminus via Sabaragamuwa; and surveys of both routes were ordered. Another section of planters contended that the line should traverse through two other routes. One through varying directions of Ambagamuwa and through Kotmale. A line via Ambagamuwa could serve the flourishing districts of Dikoya15, Maskelia and Dimbulla; while the one through Kotmale passing through Ramboda and Punduloya areas. Meanwhile the potential merits of a new route from Kandy, via Hewaheta, Uda Pussellawa, were advocated by the Commission. Further scrutiny was inevitable for assessing the relative values of these conflicting suggestions. The Resident Engineer was required to determine the final layout of the line after consultations with Crown Agent’s engineering adviser16. (Decision making process at that stage, formed a cumbrous system of consultations. Any proposal for a line had to be examined, in Ceylon by Surveyors, Engineers, the Director of Public Works, the Railway Commission, the Governor and the Legislative and Executive Councils, and in England the Crown Agents, Colonial Office’s Consulting Engineer, Colonial 14
“taking unchecked calculations for granted, employing amateur surveyors in railway extensions, calling for sporting tenders, for a line of 77 miles long and in short do a variety of foolish inconsiderate acts, on a mountain terrain, with difficult gradients (ruling gradient 1 in 44) and a long route, confronting technical difficulties of 900+ sharp checked/unchecked curves, reverse curves & vertical curves with heavy expenditure, posing unparalleled engineering problems that necessitated repeatedly, long technical surveys and adoption of a most economic mode of building .………” all that which may suit a roadway but not a railway. All that which leads to many other complications: of limitations on haulage power / restrictions on length of carriages / restrictions to wheel base of locomotives / permanent handicap of limitation of speed to 20 MPH from inception to date / 9.5 hours to travel 290 kms / ruling gradient of 1 in 44 / sharp 5 chain curves on above gradients / 950 curves within 131 miles simple, compound, & reverse / issue of end throw & overthrow / oiling of curves manually / excessive high rail wear / excessive wheel tyre wear / use of bulb angle check rails / gauge widening / provision of equilibrium cant for goods & passenger trains / vertical curves affecting draw bar pull & variation of tension in the couplings / wheel slipping & sliding / limitations on wheel base / restrictions on wheel arrangement of locomotivesetc., but all that which
/ caters only to a limited population. All that which that were never adopted back in British Railways from 1829 onwards; but extensively used in the Colony of the British Empire for the purpose of exploitation of the resources.
15
Note spelling once again.
16
Final decision making was by the Consulting Engineer of the Crown Agents in London.
7 Secretary and office staff before approval was granted. Much time was wasted in Ceylon and in England, passing papers from person to person, office to office, and from Ceylon to England by sea.) The Resident Engineer’s studies revealed that a railway could be built conveniently only through Ambagamuwa, but at a prohibitive cost. Further investigations were conducted for a 3’‐6” lighter, narrow gauge railway, anticipated to be cheaper than a 5’‐6” gauge. New surveys for the change of gauge, and fresh engineering and expenditure problems, necessitated consultations anew both locally and in London. The Colonial Office in London welcomed the cheaper narrower gauge; but the Consulting Engineer, the Director of Public Works and a section of the planters opposed the change. The maintenance of a railway with two gauges created the need to have two types of rolling stock and plant, and would ultimately be more expensive. Moreover, a light railway was inappropriate for the steep hilly districts. Fortunately, this “battle of gauges’’ ended when investigations revealed that there could be little saving and great difficulty in substituting a narrow gauge. The broad gauge was hence wisely adopted. From August 1872 to August 1876, four years and £40,000 had been spent on investigations but no definite step had been taken to build the railway. Planters, having clamoured through associations, the press and in Council, had grown exasperated. Gregory’s government was blamed for the delay and was accused of indifference. This allegation was however unfair. Gregory had labored to commence construction of the line. Delay had arisen from protracted investigations into potential traffic, profits, and the most economic mode of building, without which the Colonial Office would never allow any extension. Convinced that Ceylon’s future was involved in railway extension, Gregory strove to further it. Before he retired, an extension of 17 miles from Kandy to Nawalapitiya was completed, a line of 27 ½ miles from Colombo to Kalutara was partially constructed and plans were practically completed for two lines of 17 and 67 miles respectively from Kandy to Matale, and from Nawalapitiya to Uva. Yet the impatient planters were dissatisfied and the Governor was often abused for an alleged indifference to railway extension. The first line completed connected the coffee districts of Gampola and Nawalapitiya with Colombo via Kandy. A section opened in February 1873 proved an immediate financial success; the remaining portion was completed in December 1874. The lines hither to made had been mainly for the advancement of transport facility for the coffee plantation. Sessional Paper VI of 1867 – Report on the Ceylon Government Railway by Guildford L.Molesworth Director General (extracts from pages 111 – 113). “In the year 1847 a company was formed for the construction of the line from Colombo to Kandy, and the concession of a Guarantee, on the Indian principle, was sought from
8 Government; but it was not until 185617 that a Provisional Agreement was made between the Government and the Company. The terms of the guarantee was 6% on all Capital not exceeding £ 800,000 and 5% on all Capital expenditure beyond that amount”. First station Mahara stood at 10 feet above sea level, the second at Henarathgoda 33 feet above sea level, third at Veyangoda or Pattalagedara at 95 feet above; at Mirigama, about 32 miles from Colombo the railway enters the first tunnel, 274 feet long; Keenadeniya or Ambepussa the next station 34 ½ miles, 180 feet above sea. Molesworth’s Route Design ‐ Colombo to Kandy Thence the line crossed on to the north bank of Maha Oya – the so called improvement of Guildforth Molesworth18 – on the incline from Rambukkana (MSL 303 feet / Mileage 51 miles 17 The 2nd rebellion against the British in 1818 resulted in the Railway construction being
hushed up for around nine years. 18 March 1925 edition of the Magazine “Meccano” ‐ At the age of 16 G.L. Molesworth was
sent to the College of Civil Engineers in Putney. From College he was sent as an articled pupil to Mr. R.B.Dockray, Chief Engineer of the London & Birmingham Railway. He was then employed as a mill‐wright and later as a fitter. Later during 1849‐50 young Molesworth acted as chief assistant in South Wales to Mr. Doyne. Doyne, William Thomas ‐ Born in Carlow on 15 April 1823. He studied briefly at Durham University before becoming articled to Edward Dixon resident engineer of the London and South Western Railway . He was then assistant engineer on the Hamburg to Bergesdorf railway between 1840 and 1842. He then returned to Ireland when he worked on the Great Southern & Western Railway under John MacNeill and followed this by working on branches of the London & Birmingham Railway under Robert Stephenson; becoming resident engineer of the Rugby & Leamington line in 1847 where he built a wrought iron lattice bridge. He was elected as Associate of the Institution of Civil Engineers in 1849 and in 1851 with W.B.Blood submittd a paper on “ An investigation of the Strains upon the Diagonals of Lattice Beams, with the resulting formulae”; which won him a prize and he became a full member of the Institution. (Australian Dictionary of Biography Vol. 4 MUP 1972). This established him as it led to two papers in the Minutes & Proceedings of the Institution of Civil Engineers (Volume 9 page 353 and 11, page 1). He worked briefly for the Ebbw Vale Iron Co. During the Crimean War he took charge of the Army Works at Balaclava in partnership with Robert Garrett. Mr. Doyne was a celebrity in Railway Engineering circles with construction of Athlon to Galway;Dublin to Mullinger and Launceston to Delaroaine Railways. www.trove.nla.gov.au/ndp/del‐ On the day of the “Railway Dinner” by his Rail Engineering associates. Built the wrought‐iron lattice girder bridge on the Rugby and Leamington railway UK. ‐ presented his report at the meeting of the Institution of Civil Engineers [ICE] on 23 April 1850 in London, when William Thomas Doyne (1823–1877), who earlier in his career had worked under Sir John MacNeill,.
9 77 chains ) to Kadugannawa (MSL 1698 feet Mileage 65 miles .05 chains) main features of this 13 plus miles are:‐ i.
with a 1395 feet climb, leading to a 1 in 45 gradient on a continuous stretch of 13 mile 28 chains:
ii
consisting of 12 No. Tunnels19;
iii
Uncompensated Curves of radii; 30 nos. of 10 chain radius = 660 feet = 201.2 meters = 8.41° /
He was appointed resident engineer of the Ceylon Railway in 1857, but Moorsom's survey had led to the need for expensive works. In 1859 Mr. Doyne who had since become the Chief Engineer of the Ceylon Railway Company advised his Directors to make Molesworth their Locomotive Superintendant and Mechanical Engineer and Molesworth then only 31 accepted the position and left England in 1859. In Ceylon a new railway had been proposed between Colombo and Kandy. (Doyne was recalled to London to consult Robert Stephenson on route selection of Ceylon Railways. Owing to the death of Robert Stephenson Hawkshaw dealt with it; and confirmed Molesworth’s route. Probably in disgust Doyne says “Goodbye” to the Ceylon Railway Company recommending Molesworth to his position in Ceylon.) http://nzetc.victoria.ac.nz/tm/scholarly/tei‐NHSJ04_03...... He then joined the London based Dun Mountain Mining Co. Ltd., in Nelson, Victoria, New Zealand; In July 1860. Engineers G. C. Fitzgibbon and W. T. Doyne arrived in Nelson and construction of the railway began in March 1861. "Nelson can even boast of a rail‐road, the first constructed upon New Zealand soil". The actual construction and operation of the 3 foot gauge 13½ mile long railway is described in “New Zealand's First Railway" published to mark the centenary of its opening on 3 February 1862. The company extracted several thousand tonnes of chromite ore from the slopes of Wooded Peak and shipped to London. In February 1861 Doyne was invited to plan the survey and construction of the Launceston‐ Deloraine railway, the first in Tasmania. Designed an elegant bridge to cross the South Esk at Launceston. Known as King's Bridge, a wrought‐iron arch spanning 190 feet, its parts were made in Manchester and shipped from London in 1863. It was officially opened on 4 February 1864. In 1868 he was appointed chief engineer of the Launceston & Western Railway. Well read and a good conversationalist, he was described in the records of the Institution of Civil Engineers in London as a clever and painstaking engineer, a good mathematician, geologist and analytical chemist. He died in Melbourne on 29 September 1877.
Page 362 – Ferguson Directory: Molesworth first engaged as Locomotive Engineer for the Ceylon Railway Company in 1859; appointed as Chief Resident Engineer in December 1862; on 5th June 1865 appointed as Director General of Ceylon Railways; 1st July 1867 as Director of Public Works; resigned from Ceylon service in May 1871; appointed as Consulting Engineer for State Railways of India.
10 42 no curves.11ch.to15 ch. Radius =726ft. to 990ft. = 221.3m to 301.8m = 7.54° to 5.47° / 11 curves radius 16ch to 25chs = 321.9m to 525m = 5.25° ‐ 3.55° iv
led to a permanent speed restriction of 15 MPH from Rambukkana to Kadugannawa at inception; increased to 17 MPH and finally to 20 MPH as at today; and until eternity.
Where as a trace from Pallewela (MSL 90 feet) or Mirigama (MSL 164 feet) to Peradeniya through “Hingool Valley” on a 1 in 80 gradient as produced by Engineer Drane20, without climbing Rambukkana, Kadigamuwa, Alagalla range of mountains, clearing Balana & Kadugannawa passes, would have been more beneficial – speed and cost wise in the long run.
Feasibilitry of the Peshawar – Landi Kotal section 52 kms in length along Kabul River Indian Railways was attended to by him and recommended a maximum curvature of 7° = 12.4 chain radius = 818.6 feet and 249.5 meters with a speed of 55 mph from Peshawar to Jamrud and Jamrud – Landi Kotal 30 kmph. http://www.gracesguide.co.uk/ He became a Member of the Institution of Civil Engineers in 1879, of which body he was elected President in 1904. 1st appointed as a Locomotive Engineer for the Ceylon Railway Company in 1859. Thus a Loco Engineer had performed route selection in Ceylon Railway designed by the British. One man's loss (losing Doyne from Ceylon) is another man's gain (New Zealand’s gain)‐ Readers could compare the credentials of Doyne & Molesworth to decide. 19 Tunnels Numbered. 2, 3, 4, 5, 5A, 6, 7, 8, 9, 9A, 10, & 11 20 History of Route selection given in Chapter 3.
11 Peradeniya New Station building opened in 1909 and the Old station building (1867 – 1909) with low type platform stands on the left with four sidings in between; a train is seen leaving towards Kandy from Navalapitiya side platform of the triangle. Drainage arrangement too is clearly visible.
Existing (Molesworth’s trace) trace in black and rejected Moosom’s trace in orange.
12
Rail network in Sri Lanka / Colombo – Kandy – Badulla Line
UVA Railway – Peradeniya to Bandarawela & Badulla.
Once again the rest of the incline from Nawalapitiya21 to Badulla Railway Map given in adjoining page: shows that trace takes the shape of a “W” from Peradeniya (MSL 1553 feet ) on a rising gradient to Nanuoya (MSL 5291 feet) to Pattipola Summit (MSL 6226 feet) a climb of 4673 feet and thenceforth a falling gradient from 6226 feet to 2140 feet at Badulla again a fall of 4086 feet on a distance of Peradeniya – Badulla 110 miles. (Peradeniya Mean Sea Level 1553 feet Pattipola 6224 feet Summit Level 6226 feet Badulla 2140 feet)
21 Reached Nawalapitiya (87 mileage) in 1874; Bandarawela (160 miles) in 1894 ( 73 miles in 20 years) and to Badulla (181 miles) in 1924 (21 miles in 30 years).
13
Survey Department Map ‐ showing Lower Badulla Route – In Red Colour‐ Peradeniya (MSL 1556), Tennekumbura, Kivullinda, Mailapitiya, Hangarunketha, Rikillagaskada , Walapane, Madulla, to Badulla (MSL 2140) elevation difference 584 ‐ that which the British rail track pioneers conveniently ignored
14 inspite of protests at the Legislative Council. Existing route in the form of “ W “ in Black. Peradeniya MSL 1556 Ft. ascends to Pattipola MSL 6226 Ft. and descends to BADULLA 2140.
15 And beyond to Passara and Moneragala, was a possibility, had been suggested by many others; would have been more feasible; instead of ascending from Peradeniya 1553 feet up to 6226 feet above MSL to Pattipola and again descending down to 2140 MSL at Badulla with intervening 100.5 meter sharp curves and 1 in 44 gradients which limits the speed to 20 mph IN BOTH Up & Down directions; with a journey time of 9 Hours by day and 12 hours inside a night train. Mileage at Peradeniya 70 miles 67 chains, and Badulla at 181 miles 07 chains i.e. a distance of 110 miles ( 176 Kms). Thereby the time taken to clear a mile by a night train 8hrs.12mts = 492 minutes ÷ 110 = 4.47 minutes per mile…..average speed 13.42 MPH. By a day train 6hrs.50mts. = 410 minutes ÷ 110 = 3.72minutes per mile……….Average speed 16.13MPH. Whereelse in the world, that normal passenger trains speed at 13 – 16 Kmph. ? (Note the distances: existing Peradeniya – Badulla 110 miles. Lower Badulla Route 67 – 70 miles). When the world over trains are running between 160 Kms per hour in India to 306 Kmph (recently in China) and 581 Kmph (in Japan being tested). To continue with this type of a Railway service: a clotted nonsense inherited is absurd. Under the present circumstances this should be converted to a Heritage Railway 22 and as a Tourist attraction. The existing Permanent Way Specifications followed up in the Railway network is indicative of inaptitude and ineptitude, promotes inefficiency & inefficacy, and appears to have been formulated in bad taste and is comparatively unsuitable for modern day U.I.C. standards. It is rustic, antiquated, disadvantages, unmanageable and unprofitable, and the oddity and absurdity is mirrored by the immense presence of steep gradients of 1 in 45 (2.27%), 1 in 44(2.22%) to hundreds of less than 1 in 100 (1%) gradients, by the presence of sharp curves of radius 5 chains (100.5meters) and thousands of curves less than 20 chain radius (402.4 meters). Some of the 5 chain (100.5m) curves on the incline are on 1 in 44 (2.22%) gradients, even on the low country sections 10 – 20 chain radius (201.2 – 402.3 meters) curves and 1 in 50, 1 in 60, 1 in 80 gradients are present. Such types of Specifications are not used in Rail networks around the world. As a result constraints faced by S.L.R. does not permit the Railway (burdened with Public Service
22 which qualifies itself as in the case of Himalayan Darjiling Railway and Kalka – Simla Railway
16 Obligatory status as well, but without contractual agreements with government) to be run as a profitable business or even at break‐even standards. An in‐depth study of the existing engineering and technical standards is given below for the information of readers.
17 CHAPTER 3 CEYLON RAILWAY GRADIENTS / CURVES / GAUGE SELECTION / SPEEDS GRADIENTS. Ruling Gradient affects the Weight to Power ratio necessary to operate a train effectively and efficiently. The term “ruling grade” is usually used as a synonym for “steepest climb” between two points on a railway line. The term track gradient is relative elevation of the two rails along the track. This can be expressed in the distance traveled horizontally for a rise of one unit, or in terms of an angle of inclination or a percentage difference in elevation for a given distance of the track.
The allowable gradients may be based on the ruling gradient which is the maximum gradient over which a tonnage train can be hauled with one locomotive. In some countries, momentum gradient which is a steeper but shorter gradient may be allowed. This is usually when there is a track gradient is connected to a leveled tangent track that is long enough with no signal between them so that train can build momentum to push through steeper grade than it can be without momentum. In curved track (with or without cant), there will be curve resistance to push the trains through the curve. The allowable gradients may be reduced on curves to compensate (dealt with elsewhere) for the extra curve resistance. The gradient should be uniform along the track. For railways, resistances are the following:
Due to friction of the wheel bearings
Parasite movements of railroad cars such as forward and lateral cause energy losses
Dynamic blows cause shape changes in both rails and wheels
Rolling resistance
18
Moving railroad cars cause air friction. Air resistance is different in open air and in the tunnel and changes with the wind direction. Grade resistance develops on sloped section of the profile Curve resistance Therefore the total resistance to movement can be summarized as: W = Wo + Ws + Wt + Wr Wo = Open air (0 grade) resistance (kg/ton) Ws = Grade resistance (kg/ton) Wt = Tunnel resistance (kg/ton) Wr = Resistance due to curves (kg/ton) Wo is composed of = Wo1+ Wo2 + Wo3+ Wo4 Wo1 ; Axle resistance due to friction Wo2 ; Rolling resistance Wo3 ; Resistance developed at the chassis and shock absorbers, they are negligible as they are very small. Wo4; Air resistance composed of locomotive, car, and train side resistances Gravitational resistance experienced on steep gradients = (equals the weight x the gradient ):
locomotive
Perusal of the list of Ruling Gradients confirms the necessity of or the inevitableness of “Resurrection of Railways” in “Sustaining the Railways of Sri Lanka”.
Ruling Gradients in Sri Lanka Railways since its inception. 1 in 8023
1.25% Colombo – Rambukkana;
Main Line
23 Leads us to controversy. Population growth Source Census and Statistics Department.
19
1 in 4524 1 in 70 1 in 50 1 in 44 1 in 100 1 in 50 1 in 80 1 in 100 1 in 132 1 in 60 1 in 5025
2.22% on the Rambukkana – Kadugannawa incline: do. 1.43% Kadugannawa – Gampola; do. 2.00% Gampola – Nawalapitiya; do. 2.27% from Nawalapitiya to Badulla incline; do. 1.00% Peradeniya – Kandy; Matale Line 2.00% Kandy – Katugastota; do 1.25% Katugastota – Matale; do. 1.00% Polgahawela – Kurunegala; Northern Line 0.76% Kurunegala – Kankesanthurai do. 1.67% Maho – Galoya; Batticaloa Line 2.00% Galoya – Minneriya; do.
1 in 55
1.82% Minneriya – Welikanda;
do.
24 New traces have to be searched for to avoid the steep gradients of 1 in 44 (Nawalapitiya –
25
Badulla) & 1 in 45 (Rambukkana – Kadugannawa).
1 in 50 ‐ 1 in 60 steep gradients on Trincomalee & Batticaloa lines due to rolling terrain, leading to speed restrictions are controversial decisions which have gone unnoticed due to neglect by the locals since 1948 to date, and that which could be rectified. This needs immediate attention on an annual programme;(Land acquisition, earthwork, formation, bridges & culverts) whereby running time could be reduced with a substantial speed increase. We do not need – “a Beecham’s Axe” for eradication of this menace, curse or the work of iniquity.
20
1 in 60 1 in 550 1 in 50 1 in 60 1 in 55 1 in 60 1 in 132 1 in 80 1 in 132
1.67% Welikanda – Valachchenai; 0.18% Valachchenai – Batticaloa; 2.00% Galoya – Kantale; 1.67% Kantale – Tampalagama; 1.82% Tampalagama – China Bay; 1.67% China Bay – Trincomalee; 0.61% Ragama – Aruwakkalu 1.25% Maradana – Avissawella. 0.76% Maradana – Matara
do. do. Trincomalee Line do. do. do. Puttalam Line Kelani Valley Line Coast Line
It will be observed that only 3 Three Lines had a Ruling Gradient of 1 in 132 i.e. (1) Northern Line – Kurunegala Kankasanthurai; (2) Ragama – Aruwakkalu; & (3) Coast Line Maradana – Matara. 1 in 132 too is a steep gradient when haulage is taken into account.
21
22
23
The rest of the lines had steep gradients varying between 1 in 44 to 1 in 100. Hence, all lines where passenger trains are operated needs rectification on an annual programme. In order of priority Kelani Valley and Puttalam lines comes next to Main line. CURVES. Rail curvature resistance–( being proportional to the curvature of the track or inversely proportional to the radius of curvature); between Colombo – Rambukkana 20 chains = 402.34 meters. Rambukkana – Nawalapitiya 10 chs; = 201.17 m. Nawalapitiya – Badulla 5 chs; = 100.58 m. Maradana – Matara (Coast L.) 10 chs; = 201.17 m. Maradana – Puwakpitiya (K.V.Line) 6.03 chs; = 121.30 m. Puwakpitiya – Avissawella 3.59 chs; = 72.22 m. Polgahawela to Kurunegala 11.09 chs; = 223.10 m. Kurunegala to Kankasanthurai, 19.10 chs. = 384.23 m. Maho, Batticaloa, Galoya, Trincomalee, 19.10 chs. = 384.23 m. Medawachiya, Talaimannar Pier at 19.10 chs. = 384.23 m. Curvature becomes a significant aspect in Cost Involvements in wear & tear and maintenance and in moving the Passenger & Goods loads. Why the pioneers failed to avail themselves with Indian standards at that time; with Faviell26 as the contractor in Ceylon, shows the inconsistency in decision making by the Consulting Engineers in London.
26 Faviell was the contractor for Bombay to Thane, Indian Railways in 1853.
24
16th April 1853 1st Railway in India between Bombay & Thane 34 Kms. 1910ft.radius curves = 28.9 chains = 582.2meters. Ordinary country (Indian Railway) 955ft.radius curves =14.5 chains = 291.9 meters. Hill country (Indian Railway)
London and Birmingham Railway In the age in which the London and Birmingham Railway27 was built, civil engineers went to some lengths to reduce the natural gradient of the land to a level, or at least a gently sloping surface on which to lay their track. Their aim was to effect the reduction imposed by gravity on the limited tractive ability of the locomotives then available, for the steeper the incline the greater is the amount of effort wasted by a locomotive in overcoming gravity. George Stephenson had devoted much research to the subject: He had long before ascertained, by careful experiments at Killingworth, that: 1. “ the engine expends half its power in overcoming a rising gradient of 1 in 260,” which is about 20 feet in the mile; and that, 2. “ when the gradient is so steep as 1 in 100, which is about 53 feet in a mile; not less than three fourths of its power is sacrificed in ascending” the acclivity.
27
The Life of George Stephenson and of his Son, Samuel Smiles (1862).
25
He never forgot the valuable practical lessons taught him by these early trials, which he had made and registered long before the advantages of railways had become recognized. He saw clearly that: 3. “ the longer flat line must eventually prove superior to the shorter line of steep gradients as respected its paying qualities. He urged that, after all, the power of the locomotive was but limited; and, although he and his son had done more than any other men to increase its working capacity, it provoked him to find that: 4. “ every improvement made in it was neutralized by the steep gradients” which the new school of engineers were setting it to overcome.” A firm believer in his father’s dictum, when Robert Stephenson surveyed the: 5. “ route for the London and Birmingham Railway he set himself a ruling gradient of 1:330, or approximately 16 feet in the mile”. This he considered to be the maximum that a locomotive could manage while hauling a useful load at speed. The London and Birmingham Railway was thus built on easy gradients conducive to high speed running, but at the expense of considerable civil engineering work in the form of cuttings, embankments, bridges, viaducts and tunnels. London to Birmingham Railway28,‐ (The 112‐mile/180 km) line which opened in 1838 was engineered by Robert Stephenson. Robert Stephenson surveyed the route for the London and Birmingham Railway he set‐forth a ruling gradient of 1 in 330, or approximately 16 feet in the mile.
28 The Life of George Stephenson and of his Son, Samuel Smiles (1862).
26
George (Father of Railways) & Robert Stephenson (son) – 29
To raise a smile on the whole issue, it appears that many a British who handled the Ceylon Railway development had not known of; had failed to study; and tried to show that they could do better than the The Great Masters – the Stephensons George & Robert (father & son) inventions in laying railways in Briton.
The mockery, irony and parody of the issue is that The Contractor selected for construction of Ceylon Railways, F.J.Faviell., was the same person as that of Bombay & Thane – the first Railway in India; to whom the award was made to construct Colombo to Kandy Railway too. The cosmopolite crusaders entrusted with laying a rail line in Ceylon decides on a Ruling Gradient of 1 in 80 from Colombo to Rambukkana; and 1 in 45 from Rambukkana to Kadugannawa; being totally unaware; by being in a state of amnesia, their memory failing of or consigned to oblivion, of the standards and specifications of The London – Birmingham Railway or even the Bombay to Thane Railway in India. Gauge selection in Britain & Sri Lanka.
“It was a result of strange twists of fate, money, and politics – and one man was ultimately responsible for the Standard Gauge‐ George Stephenson. “The standard gauge of 4 ft 8.5 in was chosen for the first main‐line railway, the Liverpool and Manchester railway, by the
29
27 British engineer George Stephenson, because it was the de facto standard for the colliery railways where Stephenson had worked. Whatever the origin of the gauge, it seemed to be a satisfactory choice: not too narrow and not too wide.”
America followed the British model for many important aspects of society, such as democracy and the rule of law, and track gauge standardization is no exception and no less important. “Why it (standard gauge) was retained by railroads also seems reasonable. It allowed passenger cars that seated two people in comfort on each side of an aisle wide enough for people to pass. It also permitted the use of freight cars that were large enough to accommodate the size of packages that people could carry in and stack.”
Various authors show that there are many reasons for the basis of gauge selection; but the reasoning in the aforementioned examples is based on sound engineering, economic principle, and to a limited degree human systems integration of the 19th Century. “
In 1845 a British Royal Commission recommended adoption of 4 ft 8.5 inches as standard gauge, and in the following year Parliament passed the Gauge Act, which required the new railways use standard gauge…
Why a Gauge of 5’‐6” (Broad Gauge) was selected for Ceylon, India & Pakistan is not known.
GRADE COMPENSATION ON CURVES.
28 If a curve is to be installed on a “Ruling Gradient”, a train passing over same will find it difficult to get over the resistance that is developed. In such instances the train load has to be detached / reduced or the gradient has to be flattened. ( as at Rambukkana where the a train faces a 1 in 45 = 2.22% gradient on 10‐chain= 201.2 meter = 8.41° radius curves). Curve resistance for Broad Gauge tracks = 0.04% per degree of curve; Therefore: Curve resistance for 8.41° = 0.04 x 8.41 = 0.3364%; Thus the compensated maximum = 2.22 – 0.3364 = 1.8836% The Grade that could be permitted on 8.41° curve becomes = 100/1.8836 = 1 in 53 so that the grade and curve resistance do not exceed the “Ruling Gradient Resistance.” Assuming the gradient provided is 1 in 400, but the ruling gradient of the line is 1in 100 (1%) Curve resistance for Broad gauge being 0.04% per degree of curve; for a 2° curve: 0.04 x 2 = 0.08; 1 – 0.08 = 0.92: 100/0,92 = 108.7 It means you can provide a grade of 108.7 instead of 1 in 100. But, “Grade Compensation “ has not been taken into consideration at the inception by Molesworth (Chief Resident Engineer & later Director General of Ceylon Railways/ Director Public Works); Hawkshaw (Consulting Engineer in London) and Faviell (The Contractor). This cannot be rectified even now after 150 years. This automatically becomes the 1st reason to reconsider and turn over the mind for an alternate trace to Kandy & Badulla.
PERMISSABLE SPEEDS
29 MAXIMUM PERMISSABLE SPEEDS BETWEEN
Colombo Mirigama Rambukkana Kadugannawa Peradeniya Junction Peradeniya Junction Gampola Navalapitiya Kandy Katugastota
Colombo Galle Ragama Chilaw Bangadeniya Polgahawela Potuhera Medawachchiya Maho Valachcheni Galoya
SPEED MPH‐Kmph MAIN LINE Mirigama 50 Rambukkana 45 Kadugannawa 20
Peradeniya Junction 25 Kandy 45 Gampola 40 Navalapitiya 25 Badulla 20 MATALE LINE Katugastota 20 Matale 25 COAST LINE 50 45 PUTTALAM LINE Chilaw 40 Bangadeniya 35 Puttalam 45 NORTHERN LINE Potuhera 35 Kankesanthurai 50 Galle Matara
WTT 08.11.1937
45 MPH in 1937 15 MPH 1867 – 1837 /18 MPH in 1937 Kadugannawa – Kandy 30 in 1937 32 MPH in 1937 28 MPH in 1937 17 MPH in 1937
Wattegama to 14m60c 20MPH ‐1937 40 MPH Diesels 45 MPH 35 MPH 40 MPH Chilaw–Puttalam 45MPH
Polgahawela‐Kurunegala 30MPH Kurunegala‐Medawachchiya 40MPH
TALAIMANNAR LINE Talaimannar 50 45 MPH (Mannar‐Talaimannar 40) BATTICALOA TRINCOMALEE LINE Valachcheni 35 Maho‐Galoya 30MPH Batticaloa 50 40 MPH Kantalai 40 Galoya‐Trincomalee 25MPH
30 Galoya‐Valachcheni 25MPH Kantalai China Bay Colombo Puwakpitiya
China Bay 35 Trincomalee 30 KELANI VALLEY LINE Puwakpitiya 20 Avissawella 15
20MPH 15MPH (Avissawella‐Ratnapura 20) (Avissawella‐Yatiyantota 15) (Ratnapura‐Opanayake 15)
Idiosyncrasy and , peculiarity in the specifications; oddity, freakiness, the mannerism and absurdity, in route selection, senseless
gauge selection, features & characteristics, use of redundant materials in UK (41 1/4lbs rails that they replaced back at home ) used in the colony Ceylon, gives rise to displeasure, discontent, annoyance, resentment and animosity, against the pioneers who laid rail tracks in Ceylon. But the explanations are very elaborate, and to give or render a comprehensive account in describing, it is necessary to ponder in to the history of Railways in Sri Lanka from the very inception in 1858.
31
CHAPTER 4 TECHNICAL CONSTRAINTS FACED WITH BY S.L.R. Before a locomotive commences to move, it has to overcome the starting resistance associated with static friction which is generally higher than the dynamic friction. Rolling resistance derived from the axle bearings and the rail & wheel interaction – and it increases in proportion to the speed. Ruling Gradients and Pusher Gradients determines how many trains are needed to move a given load/volume of goods traffic or to move a known figure of Passenger (with a fixed number) carriages. Minor Gradients (rise or fall) even though does not limit train loads requires additional power or a reduction of speed there again gives rise to Cost Escalation. The cost of Rise and Fall the up gradient and down gradients runs, are attributable mainly to increased Fuel consumption & cost; increased lubrication expenditure; wear & tear of rail, wheel and equipment due to constant braking and that of the rolling stock. As per working Time Table Part 1 General Orders. Limitations on train loads imposed by drawbar strength and the length of crossing sidings on the Single lines. The loco had to be capable of continuous haulage of 550 tons at 45 MPH on the level (North, South & East in the network) and of 180 tons only at 18 MPH on incline areas where the ruling gradient is 1 in 44 or 2.27%; ascending, up to 6226 feet and then again descending down to 2140 feet; numerous number of 5 chain or 100.5 meter sharp curves; 71.845% curves within a distance of 149 Kms from Peradeniya to Badulla, grossly violating the accepted theory of “straight and level in the laying of a railway”. Even on other flat areas; Northern line ruling gradient 1 in 132; Trincomalee line 1 in 50; Batticaloa line 1 in 50; and in the Coast Line 1 in 132.
Way & Works Special Rules Book. In addition to above The Way & Works special rule book 1927 includes, the following special regulatory characteristics.
Gauge widening on sharp curves is permitted up to 5/8” (1692mm).
Minimum straight track on sharp reverse curves is 15’‐0”.
32
Maximum super elevation allowed is 5 ½” from Tangent to Tangent with transitions on either end.
Check Rails are provided inside the low side running rail on curves in the following sections.
Colombo to Mirigama on the Main Line all curves of and under 30 chains (603.6 meters) guard / check rails are provided.
Mirigama to Rambukkana all curves under 20 chains (402.4 m)
Low country areas all curves of and under 16 chains (321.9 m)
Rambukkana to Nawalapitiya all curves under 10 chains (201.2 m)
Nawalapitiya to Badulla all curves under 8 chains
If half of full cant cannot be provided at the beginning of a curve depending of the site conditions, it is checked if under 16 (321.9m) and the check rail continued at least into one rail length into the straight.
Rail flange lubrication on inner side of high rail and on the inside of the check rail is performed in the upper division.
Speed of trains in Upper Division with sharp curves and steep gradients is permanently restricted to 20MPH (32 KmPH)
Speed of trains in sharp curves of other areas is given in the Working Time Table, where Permanent Speed Restrictions too are also indicated as given above.
All the curves laid between 1860 – 1925 are uncompensated curves.
The Transport Sector Study that concluded in 1987 (CUTS STUDY) commented that: “Sri Lanka Railway has a viable economic role to play; however it is still struggling to overcome the legacies of the past which have led to some basic operational problems and as a result some uneconomic services.”
33 A few of the constraints faced by the Sri Lanka Railway (all of which are documented30 )and as a result are:
Ruling gradient of a particular line creates limitations on the haulage power of a locomotive and causes loss of momentum.
Trains descending on falling gradients gathers / acquires additional momentum; kinetic energy which enables the next rising gradient to be negotiated with ease. However, trains cannot be made to stop and start in such areas; whereby signals & station yards are avoided.
When trains ascends up the incline – Rambukkana to Kadugannawa, Nawalapitiya to Badulla, in up direction and Badulla to Pattipola on down direction are pusher gradients where the services of another loco was necessary. Garrets’ were used in the past.
All Main Line trains on the Upper Division: Kadugannawa incline and Nawalapitiya to Badulla should have two brake‐vans & two guards.
When trains descends the incline areas, Up mixed and goods trains must be brought to a stop at 225 kms. (summit level at Pattipola) between Pattipola and Ohiya, Down trains at 217.3 Kms. Between Ambewela and Nanuoya; and at 104.4 Kms. Between Kadugannawa and Balana for applying additional brakes(hanging break weights to break handles and lowering them) with the Under Guard riding on the Locomotive for the purpose.
30
34
See line‐wise classification of gradients of and less than 1 in 100 (1%) and curves of and less than 20 chains (402.3meters) given below. Line Main Matale Puttalam Northern Talaimannar Trincomalee Batticaloa Coast Kelani Valley
Distance in Kms. 291 34 120 339 106 70 212 161 59
Gradients of 1 in 100 & less 206 28 nil 11 Nil 125
Curves of 20 chains & less 884 92 8 74 1
Nil 52
89
i.
Stops and starts or travelling at slow reduced speeds on sharp curves creates large lateral forces causing excessive flange wear, conicity of wheels – arissed wheels, flattened crown on low rail and even off loading.
ii.
Angle of attack becomes significantly large in magnitude with combined action of sharp curves, steep gradients and low speeds.
iii.
Three powered axle locos cause additional track distortions on sharp curves and are prevented from running on the incline.
iv.
Requires line training of train crew.The maximum safe speed of trains is determined by the minimum curve radius, ruling gradient, vertical curves and super‐elevation. It also has an important bearing on the construction, operating and maintenance costs.
v.
Vertical curves adversely effects draw bar hooks of 4‐wheelers and auto‐couplers of carriages and bogie wagons.
35 vi.
Minimum curve radius, ruling gradient, vertical curves are the three most important parameters in designing Locomotives and Rolling stock for Sri Lanka Railways.
vii.
Higher the gradient, greater the Horse‐power requirements for haulage by Locomotives which in turn leads to higher design costs.
viii.
Sharper the curves, leads not only to curve resistance but also to wheel arrangement variations, shorter wheel bases for locos, shorter the bogie wagons, shorter length of carriages – thus less passenger carrying capacity all that which leads to higher design and maintenance costs.
ix.
Several restrictions are placed and are in existence in working of trains with single or double Locos formed in front of trains such as:
x.
Trains should be formed exclusively of stock fitted with strengthened draw gear, and Brake Vans used should have brakes applicable on both bogies.
xi.
On passenger and mixed trains between the Loco and the front brake van, the Load should be 140 M.T or 12 Units and between the front bogie brake van and each succeeding bogie brake vans the load should not be more than 117 M.T or 10 Units.
xii.
In case of goods specials formation is stipulated as below: Loco with one or two bogie brake units:‐All inclusive trailing load not to exceed 163 M.T or 14 Units except between Gampola and Nawalapitiya where a load of 257 M.T. or 22 Units is authorized.
Loco with two bogie brakes or four break units:‐ All inclusive trailing load not to trains both bogie brake vans may be formed in the rear.
exceed 327 M.T or 28 Units. In goods
Xiii A senior Head Guard must always be in charge of the rear brake van and another Head Guard or an Under Guard of not less than 3 years experience and who has been examined and certified fit should be in charge of each of the other brake vans on train. Xiv
Each brake unit should be provided with Two sprags.
36 xv. Vehicles should not be formed in rear of the last brake unit train of a train except as provided in Safety Regulation 200; i.e. Train must be vacuum fitted. The total number should not be more than 2 bogies or 4 four wheeled vehicles with vacuum automatic brakes and which are not High Capacity Wagons, Crocodile wagons or wagons loaded over 12. M.T. xvi.
This working is not permitted whilst ascending on gradient sections and in Matale
Line.
xvii. Guards and Carriage Examiners to see that hand brakes are properly adjusted before starting and as often as necessary on the journey.
xviii. Guards must see that the vacuum gauge in the rear brake van registers 18 inches of created before the start.
vacuum; destroy and see it being
xix. A Driver should not uncouple a loco from a train, until both brake vans are secured Guard.
and authority given by the Head
xx.
Guards should examine screw couplings for undue slackness on the journey.
xxi.
When a loco or locos fail on the incline secure the train using all available equipment.
xxii. Drivers, Guards & Station Masters should adhere to instructions given on securing of Locomotives of M2, M4, M5, M6, M7, W1 & W2 locomotives on inclines.
37 xxiii. Operating staff, train crew, Station Masters should adhere to classification of Locomotives in selecting Locomotives for incline working, of permitted maximum and minimum single and double Locomotive loads. xxiv.
On general flat country a load of 585 M. Tons (50 Units) is given to run at 29 Kmph. A load of 210 M.T (18 Units) may be given running at a reduced speed of 10 – 12 Kmph
xxv. Between Urugodawatta and Maradana a maximum load of 819 M.T. (70 units) is Locos”.
on the incline.
allowed to be hauled by “Y Class
xxvi. Maximum load of any train should not exceed 526M.T. (45 units) although the load permitted in certain sections may be more. However, goods trains consisting only of loaded wagons may be given loads in excess of 526 M.T. if within loco load; with any lightly loaded wagons formed in rear end of trains.
38
CHAPTER 5 TRACE SELECTED BY GUILDFORTH MOLESWORTH It is of interest to note what G.L.Molesworth – the designer himself commented / mentioned 31 in his submission dated 23rd September 1870 to the Colonial Secretary in his proposal for a 3’‐0” gauge light railway, which was considered at one stage from Gampola onwards.
31
39 “When the Ceylon Railways was first designed it was considered – “Almost unique” – among Railways, and I had no small opposition to overcome in the Colony, because the curves in my line of railway were so sharp. My line was designated as – a series of “Zigzags and Chamois leaps” at right angles to one another”. “ Since that time, however, the extension of Railway to districts previously considered in accessible to locomotives, has led to the adoption of still sharp curves, and the attention of Engineers has been directed to the improvement of Rolling Stock, in such a manner as to enable it to pass without difficulty round such curves”. – G.L.Molesworth. Guilford Lindsay Molesworth32 had only being endeavoring to discover a route cheap enough to merit government notice and approval. It is of interest to note that this particular line of railway – as a matter of fact the stretch from Kadugannawa to Rambukkana a 12 ½ mile distance, was surveyed and designed by Molesworth himself with irregular specifications of 1 in 45 gradients (116 feet per mile) and 10 chain checked curves on carved out rock faces and 11 tunnels, laid using 46 1/4lbs per yard rails33(not found in London and Birmingham Railway) where he worked as a articled pupil, or in London Brighton and South Coast Railway where he was the Chief Assistant Engineer, before being summoned to Ceylon by Mr. Doyne, as a Locomotive Superintendant. But the particular design was not in connivance / approval of Mr. Doyne. The Vision & Mission of G.L.Molesworth who later became the 1st Resident Chief Engineer – Ceylon Railway Company (C.R.C.) – appointed in December 1862 and later became the 1st Director General of Ceylon Railways: was to…………………..“Improve on the speed of transporting produce from Upper division, of Ceylon to their markets in London through the Colombo Harbour. Bullock carts at 10 miles a day, took a week to travel the distance on rough, rocky & rugged terrain; and were waylaid enroute causing losses.” Shares of the Company –C.R.C. floated in London – were open only to Britisher’s (not even to British Planters & Businessmen who invested in Ceylon (who they themselves had to fight for their rights34) and as a result limitations in investments; and Molesworth’s desire to out‐beat Moorsom35 (1859) on route36 selection, & gauge selection. 32 33 34
40 Molesworth’s and the London Consulting Engineers’s hidden desire to use surplus materials’ back in England37, in the construction of rail tracks in Ceylon and meet the requirements of the colony in the maintenance of an ailing railway for their commercial benefits; and . When they found difficulties in handling the Sri Lankan labour; with rebellions intervening, the carriage of the Indian coolies‐ (the transport of cheap38 labour) – they were regularly brought in to the Island and sent back from and to Tuticorin in South India through Colombo Harbour. In the course of time, the original conception as “ a Plantation Railway “ was revised to provide transport requirements of the population and thus more and more emphasis came to be placed on the travel requirements of people and was treated “a Passenger Railway”; which turned out to be a fallacy, in view of the fact that inappropriate specifications were used by the British pioneers. With the freedom struggles intervening in early 1940’s in India & Ceylon,the British introduced a Public Service Obligatory Service status (P.S.O.) to the Railways of Ceylon to hide away their sins. This terminology is never heard of in Britain. (Track laying specifications for COAL MINE RAILWAYS and PLANTATION RAILWAYS completely differs from that OF PASSENGER RAILWAYS.) The majority of Sri Lankan Railway commuters (3rd Class) suffered a lot. Their endurance was taxed to the maximum inside jam‐ packed carriages with delays due to continuous usage of life span expired infrastructure – loco failures, track & signal failures etc. It is because of:‐
35 36 37 38
41 Deposition of false, faulty & flawed specifications in railway at inception, the silence of those knowledgeable, resulting in dereliction of duty in under exposing evil decision making –exploits of the past; and never attempting to rectify since Mr. Rampala relinquishing his post. Crass ignorance and/or Disregard of accepted norms of “Fuel Efficiency” in Transport by the incumbent authorities at whom we are compelled to point the fingers of scorn and scowl.
It might be superfluous to state that any major improvement in the provision of passenger services the railway could achieve is only if there is a genuine desire and strong commitment for such action on the part of the railway management, with full institutional support from the Treasury and the political will and support from the Government. It is of paramount importance that the all three sectors should embrace the necessacity for a “Change” – “a Change for Betterment”, with a change in technology and a changing market environment. Let us ponder in to the inconsistency and the absence of uniformity in maintaining universal standards practiced in track laying
in rest of the countries; at least the Indian standards. It was observed by none other than a British Engineer Major G.F.Wilson Deputy Manager of the Northern Frontier Railway of the Indian Railways; who was summoned by the Ceylon Government in 1896. Extracts from his report (pertaining only to `rail track specifications, route selections, grades and curves & methodology adopted in construction) ‐ as per Sessional Paper I of 1896 is given in Chapter 6.
CHAPTER 6
42 MAJOR G.F.WILSON’S REPORT
Major G.F.Wilson Resident Engineer & Deputy Manager of the North Western Railway in India was appointed to study and report on the Ceylon Railway system. Some of the gainful and notable points, topics, subjects and propositions in relation to rail track construction parameters raised by him extracted from his report39 are: Chapter 1 ‐ Introduction & Description of the Line.
The Ceylon Railway system naturally divides itself into three distinct sections. 39
43 The Coast Line section Colombo to Galle 72 miles in length The Low country – Colombo to Rambukkana with Kurunegala Branch 65 miles and; The Up country section Rambukkana to Bandarawela40 with branch Peradeniya to
Matale 137 miles.
The Coast Line is practically Level; but is laid out with many curves of 10 chains (660 feet) radius. The Low country section of the Main Line is also laid out with many 10 chain curves, and has several gradients of 1 in 10041 The Coast Line which might have been run almost straight from one end to the other, abounds in nasty short 10 chain curves42 Taking the Lower section it will be seen that the Grades of 1 in 100, even at so early a stage 43, necessitate a reduced load of (24) twenty‐four loaded vehicles, and as they are combined with 660 feet radius curves, the possibility does not exist of running
a really fast train service, over this section44 unless the curves are flattened45. The Main Line may be shortly described as follows:‐ 40 41 42 43 44 45
44 Starting from the sea level at Colombo the railway runs over more or less undulating country to Rambukkana at the foot of the hill district; 52 ½ miles from Colombo, and 313 feet above sea level.
It may be added:‐ until 10 chain curves have been flattened‐ it is considered that the present maximum speed of about 33 miles an hour between stations and 10 miles an hour over facing points should not be exceeded, and that all run through trains should be vacuum braked ones, so as to be able to make an emergency stop if required.
The curves at the following places between Colombo and Rambukkana appear capable of improvement without any great expenditure:‐ Reverse curve .. .. ..
mile 7,
Single curve
.. .. ..
mile 14,
Kink
.. .. ..
mile 19 ½
do.
mile 25
do.
Do.
Mile 30
do. Both sides of post
Do.
Mile 31 ½
do. Both sides of post
Do.
Mile 33 ¾
Do.
Mile 35
Do.
Mile 35 ¼
Do.
Mile 36 ½
Single curve
Mile 37
Reverse curve .. .. ..
near milepost. do.
45 Reverse curve Do.
Mile 41 ¼ Mile 41 ½
From Rambukkana46 the line rises in a distance of 12 ½ miles by a grade of 1 in 45 to the height of 169847 feet at Kadugannawa.
From Kadugannawa it falls to a height of 1562 ft. at Peradeniya, 71 miles from Colombo. It then commences to rise again, the first portion of the ascent as far as Nawalapitiya, 88 miles from Colombo and 1913 ft. above sea level, being comparatively gradual. Nothing worse than a 1 in 50 grade is found on this section, and that only for a length of 2 ½ miles.
From Peradeniya to Nawalapitiya a bank of 1 in 50 for 2 ½ miles intervenes to disarrange the load.
Again from Nawalapitiya onwards the shortfall towards the Bridge before the ascending grade is reached prevents full loads being attached to downward trains without the help of a banking engine up the short rise.
From Nawalapitiya the line drops for a distance of 60 chains with a 1 in 44 grade to a bridge and after crossing the bridge, rises with a steady 1 in 44 grade to a summit level on a tunnel on mile48 109, where an altitude of 4301 ft. above sea level is attained. 46 47 48
46 Then there are the reverse grades between Hatton & Kotagala; Kotagala & Talawakelle to contend with.
From mile 109 to Kotagala at mile 111 ½ the line again drops, the altitude at Kotagala being 4065 ft.
There is another bank between Kotagala and Talawakelle, the altitude of this latter station being 3938 ft. only, and its distance from Colombo 116 miles.
From this point the line rises with a steady grade of 1 in 44 to Nanuoya, mile 128 ½ and 5291 ft. above sea level.
From Nanuoya on to the summit of the system at mile 139 1/2 , where the altitude attained is 6224 feet, the grading varies from 1 in 47 to 1 in 52.
Finally when the Summit Level of 6224 feet is reached and the grade drops 2200 feet to Bandarawela. From the summit level the line drops with a 1 in 44 grade to Bandarawela, the present terminus, 160 miles from Colombo and 4024 ft. high.
The grades are flattened to about 1 in 99 as they pass through stations.
The Up country section is laid out with 7 and 5 chain (330 feet) 49 curves and has no less than 63 miles of grades of 1 in 50 or steeper, the ruling grade being 1 in 44; although a 49
47 The line from Peradeniya Junction to Matale 21 miles in length, passes through Kandy, and as it leaves Kandy Station runs up a bank on a grade of 1 in 50 for a short distance to descend again for another short distance on a similar grade, this being the only 1 in 50 grade met with on this branch. The Matale branch, which as far as can be judged by passing over it in an inspection carriage, need not have had a 10 chain curve on it, is one succession of these curves simple and reverse. Every paddy field seems to have had the line taken around it on a sharp curve instead of right across it. Station sites are also as a rule badly chosen, both as regards grade and position. Very many of them are approached by reverse curves, and the yards are cramped and incapable of extension. Sidings are much too short, d istance between tracks is insufficient, and the station platforms are too short and too narrow. Standard dimensions – The Government of India has published a list of standard dimensions and it would be well indeed were the Ceylon Government to adopt such a list on its own railways. For instance, Government of India50 has laid down that the maximum angle of curvature in ordinary country is to be 3° = equals radius 1,910 feet 51. And in difficult country to be 6° = equals a radius of 955 feet52. It will be interesting to compare with the dimensions in force on the Ceylon Railway. Minimum radius of curves in ordinary country 660 feet53; minimum radius of curves in difficult country 330 feet54.The above rather detailed description has been
considered necessary in order to illustrate the difficulty of working the Main Line of the Ceylon Railway. 50 51 52 53 54
48
It may be safely said that there are not many railways in the world which have to be worked under such adverse circumstances.
It is not the object of this report to discuss the question as to whether the best line of country was originally chosen for the Ceylon Railways. It is merely remarked that if, as has been heard said, a line to Kandy could have been obtained without climbing the Kadugannawa Incline, it would have caused an immense saving in the prime cost and in the future working of the line.
Again if the Badulla District, not Bandarawela, is the ultimate goal to be reached by the railway, it seems a mistake to have carried the line over a height of 6,200 feet; to reach an elevation of some 2000 feet, if another line could have been taken from Kandy to Badulla – practically on the level.
Taking the line, however, as constructed, it may be stated at once that the trace is considered distinctly bad.
The sharp curves combined with heavy grades cause wear & tear to the machinery out of all proportions to the mileage run.
Wheel tyres have to be turned up after every few thousand miles run, and the heavy blast and high steam pressure, necessitate constant renewal of boilers and tubes.
Through speed of the mail trains on the Bandarawela extension is only eleven miles per hour; and of mixed trains 9 ½ miles.
49 The 330 feet radius curves limits the wheel base to Seven Feet Six inches 7’‐6” and necessitate the use of bogies.
It is understood that a couple of experimental 1st & 2nd class composite carriages, with a 7’ – 6” wheel base were constructed, but, as might be naturally expected with their short wheel base and excessive overhang their running was not successful. The bogie stock used has been partly imported from England and partly constructed in this country.
Locally constructed vehicles cost very much less. It would seem advisable, to refrain from importing any more coaching stock, but to confine the work to local construction.
It may be said here that, being committed to a grade of 1 in 44; combined with 330 feet radius curves, an improvement in the speed and timing of trains on the up country section of the railway can never be looked for. Had the curves being flatter, no doubt the speed might have been increased, when all vehicles were provided with the vacuum automatic brake, in the downward direction, but it would be impossible now to flatten these curves without going to enormous expense.
50
Extracts given above only pertains to standards and specifications in the laying of tracks; even though Major Wilson’s 27 page report is extensive and considerable amount of information is produced on various subject such as: comparison with Sind‐ Pishin Line of the North Western Railways of India; statistics on Ceylon Railways; Financial aspects; The functioning of the Engineering Department; Supervision; Permanent way; Points & Crossings; Ballast; Bridges; Signalling system; Inter‐locking; run‐through stations; Maradana Junction signals; Colombo Yard signals; Kandy Junction Yard; Catch sidings; Station buildings and station Yards; Goods sheds; New Terminus at Colombo; necessity of a new terminus; wharf sidings; Engineering workshop; Locomotive Department; Supply of rolling stock; engines & coaching stock; goods stock; Vacuum brakes; couplings; cost of fuel; Total locomotive expenses; Engine repairs; carriage and wagon expenses; Running sheds, Colombo shed; Kadugannawa shed; Nawalapitiya shed; Locomotive workshop; General stores; Traffic Department; supervision; Station staff; train staff; staff and ticket system of working; sheet Time Tables & Working Time Table; goods train service; method of dealing with goods traffic; brake power on ascending and descending trains; accidents and method of dealing with them; General Rules & Regulations; Rates 7 Fares; General charges; Powers of General Manager; conduct of official meetings; provident fund and pensions; audit department; stores department;
51 stores suspense account; loss on exchange; carriage of revenue stores; and concluding remarks. It has to be mentioned with regret that no research55 has been conducted with regard to laying of Railways in Ceylon and its functioning for the last 150 years.
CHAPTER 7 CONSEQUENCES FROM MAJOR WILSON’S REPORT
Major Wilson’s report dated November 25, 1895; caused a commotion: stirred up a hornets’nest, a trepidation, a perturbation, as in the case of an ordering for an audit of the treasurer’s books in a corrupt association. There were severe criticism and angry opposition from those responsible. Given below are the extracts from correspondence in relation to rail track construction parameters only, raised by Major Wilson. Those involved in the correspondence that followed (with dates in brackets) included The C.R.E‐ Chief Resident Engineer F.J.Waring (January31/February1, 1896. And October 12, 1896); E.W.W –Engineer of Way & Works W.Cantrell (February 18, 1896.); Sir. Guildforth Molesworth(March 8, 1896) who was personally responsible for the selection of the trace from Rambukkana to Kadugannawa. ; Colonial Secretary (April 15, 1896 & July 8, 1896); Hon. John J. Grinlington of the Legislative Council ; Right Hon. J. Chamberlain from Downing Street London (December 24, 1896); Sir. J. West Ridgeway the Governor; Sir Montage Ommaney from London; out of all of whom F.J.Waring the C.R.E. was answerable. Extracts of correspondence56 in relation to Major Wilson’s report. F.J. Waring Chief Resident Engineers, 1st reply dated January31/February1, 1896 consisted
ITEM 1. F.J.WARING states:‐
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of the following.
52
“ When it is considered that Kandy is 1602 feet above the level of the sea, I fail to understand how Major Wilson can imagine, that it would have been possible to reach that town without an incline either by the way of the Kadugannawa Pass or otherwise57.” ITEM 2 F.J.WARING comments: “ Though the point is not perhaps of very great importance, I should state that I was not previously aware that the gradient of 1 in 44 had been anywhere exceeded.” Waring conveniently fails to comment (loss of memory) or avoids embarrassing his senior Molesworth: on the fact that 1 in 44 too is comparatively to Indian Railways, is rather steep and should have been avoided; to highlight that Indian Railways on Hill sections of the country uses 955 feet radius curves and not 330 feet radius as in Ceylon; when he was personally aware of the Indian Standards by his visit to India in 1895. (His report which appears as a Sessional Paper – XXV of 1895 INDIAN RAILWAYS ‐ Report upon a recent visit to India by F.J.Waring Esqr. C.M.G. Chief Resident Engineer Ceylon Railways). Page 5.
57
53
54
Indian & Ceylon standards practiced for curves in Ordinary country(OC) and Hill country (HC)as per above table were:= 1910 ft. radius curves Equals 28.9 chains or = 582.2meters. (OC‐ Indian Railway) 955 ft. radius curves Equals 14.5 chains or = 291.9 meters.(HC‐ Indian Railway) 660 ft. radius curves Equals 10.0 chains or = 201.2 meters (OC – Ceylon Railway) 330 ft. radius curves Equals = 5.0 chains or = 100.5 meters (HC –Ceylon Railway) Waring in his reply defaults in highlighting from Sessional Paper II of 1874 Report of the Railway Enquiry Commission: Page 6……Edward Strong, Chief Resident Engineer of the Railway: that “ he considered a 5’ – 6” gauge with 5 chain curves out of the question; but that on a 3’ – 6” gauge line with 5 chain curves and gradients of 1 in 45 working expenses under the three heads‐ Maintenance, Locomotive charges, & Repairs to wagons & carriages – required would be at the rate of 14 cents per ton of goods carried per mile.” Mr. Strong subsequently appeared before the Commission, and stated that:‐ “ if the curves could be eased off to a minimum radius of six chains, the working expenses would not exceed 12 cents per mile”. Page 17….Edward Strong, C.R.E., “ It would appear that they have found it indispensible to adopt very sharp curves, that the ruling curve must be of five chains radius”. “ Now a five chain curve is inconsistent with a gauge of five feet six inches, it is unnecessary to enter into the question of working expenses of a five feet six inch gauge railway with five chain curves”. Page 18. …Para 14 …J.R.Mosse58 Director Public Works, quoting Proceedings of the Institution of Civil Engineers vol. 18 page 59…. “ American carriages showed that the resistance to traction on a level, was doubled by a curves of 400 feet radius and he therefore assumed the resistance as equal to a rise of 15 feet per mile or say seven pounds friction per ton. This, which is the general rule adopted in the United States, would show the resistance on a curves of 400 feet radius to be equivalent to increasing to a gradient of 1 in 39, a gradient which on a straight line was 1 in 45.” 58
55
Page 18. …Para 15…. J.R.Mosse Director Public Works, quoting page 648 of Professor Rankine’s book Civil Engineering:‐ “The Rule for resistance on curves, adopted for English Carriages, would show the resistance on a curve of 400 feet radius to be equal to eighteen pounds per ton or say to a gradient of 1 in 33 as compared to 1 in 45 on a straight line. On a curve of 660 feet radius, the proportion would be as 1 in 37 to 1 in 45”. Page 19. ….Para 19… “ I could go further into this subject if time permitted, but the above will shew that curves of 400 feet radius, on a gradient of 1 in 45, with a gauge of five feet six inches are quite practicable, though curves of less than 1,000 feet radius should never be adopted except under pressing necessity. Waring is found short of memory to intimate the fact:…….Page 4….Para 8…. Of the Consulting Engineer Charles Hutton Gregory’s report dated November 11th 1874 on Railway Extensions in Ceylon written from No. 2 Delahay Street, Westminster, which read: “An Engineer of experience would succeed in materially increasing the radius of a large number of the proposed 5‐chain curves without any serious increase of cost. If this could be done so as to have no curves of a less radius than 10‐chains, I submit that it would be of great advantage to the safety of the line, the economy of its working, and its’ carrying capacity, whatever may be the gauge adopted; but in any case the number and extent of sharp curves should be as limited as possible. Although the engines of the types now used in the Ceylon Government Railways are not adopted to curves of 5‐chain radius, I am satisfied that engines designed for the purpose59 would run well round such curves at the moderate speeds the traffic would require, and they would equally well run round easier curves. I may, however, remark that the gradients to be overcome, involving as they do the necessity for powerful engines, would require solidity of structures. Waring had failed to mention of the memorandum to the Directors of the Eastern Bengal Company dated 13 th July 1870 as given in Sessional Paper XXXIV 1870. I J.R.Mosse Director Public Works; in Page 24 Para 63 (II) Sessional Paper XXXIV of 1876; correspondence relating Railway Extensions discussing Curves, Break of Gauge Cost etc of 4th January 1876. 59
56 “ That curves of 5‐chain radius are so rarely used that they must be considered highly objectionable”. Mosse adds: “ This memorandum is written in no fractious spirit, but in the belief, in a question so momentous to the future of Ceylon, it is my duty to place clearly on record the opinions held by those engineers whose experience renders them the best qualified to express their views; and who re‐echo, one and all, the authoritative declaration of the Royal Commission on Railways.
Mosse continues further vide his letter numbered 118, of 24th January 1876, addressed to the Colonial Secretary. “ Sir, In continuation of my letter to your address, of 4 th instant, it appeared to me desirable to forward to my predecessor60, now the Consulting Engineer of State Railways in India, certain questions as to his experience of curves of 5‐chains = 330feet radius on the meter gauge; and I have now the honor to annex, for the serious consideration of the Government,the questions and the answers to them”. Questions and answers referred to: 1st Question: “ Have you practical experience on the State Railways in India of curves of 330 feet on a long gradient of about 1 in 44” ? Answer: “ We have no practical experience of curves of 333 feet on a long gradient, and I sincerely hope we shall have none, either on a gradient or otherwise. We have of course in stations curves of this radius, but I should not like to use any great or continuous length of them.” 2nd Question: “ If so, what is the weight of the Engine ? What net load do they haul ? At what speed ? Answer: “ Our engines weigh 12 and 18 Tons respectively; the former are 4‐wheeled Engines with Tenders; the latter, 6‐wheeled Engines coupled. The Wheel Base of the 1st is 6 feet 3 inches.; of the latter about 10 feet 6 inches. I think the wheel base of the latter is too large for sharp curves. The former can take 35 to 40 wagons of 7 or 8 tons up 1 in 150; the latter 70”. (Molesworth had failed to answer re‐ Speed).
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3rd Question: “ Is the proportion of Friction on different Curves and Gauges definitely known ? In other words, has it been proved that the friction with a certain wheel base on a gauge of 3 feet 3 inches; on a curve of 330 feet radius, is equal to the friction of another wheel base on a gauge of 5 feet 6 inches on another curve” ? “ And if so, what radius on a 5 feet 6 inch gauge would correspond to a radius of 330 feet on a gauge of 3 feet 3 inches” ? Answer: “ The proportion of friction of curves on broad and narrow is not known; but I am of opinion that the friction on both is very much larger in India and Ceylon than in England.” “ For the same curves shorter wheel base is necessary in India than in England.” “ I should not like for any length to have less than 450 feet radius, and, if possible, I should like to keep 600 as the minimum out of stations.” 4th Question: “ Do you know of any means by the radial axle boxes or the like, of adopting rolling stock on a gauge of 5 feet 6 inches to curves of 330 feet radius.” ? Answer: “ I know of no method by means of radial axle boxes which would lessen the friction so as to reconcile me to curves, to any extent, of 330 feet radius.” Mosse adds: His Honor will notice that Mr. Molesworth’s views coincide entirely with my own. He writes: “ We have no practical experience of curves of 333 feet on a long gradient, and I sincerely hope we shall have none, either on a gradient or otherwise. “ “ I believe the wear and tear on the rails and stock would be very great on them.” As appearing above, apparently the views expressed by J.R.Mosse, Edward Strong, and Charles Hutton Gregory on the question of having 5‐chain radius curves had been overlooked, ignored, neglected, unmindful, given to the winds or buried in a napkin. ITEM 3 F.J.WARING States in Para 7 of his report:‐
58
“ The direct route between Kandy and Badulla was examined for a railway by Mr. (now Sir) Guildford Molesworth, who reported adversely upon it (Sessional Paper II of 1874 dated 2nd July 1874; and it was again visited by the late Mr. Stoddart, Acting Surveyor General in 1884 (Sessional Paper V61 of 1884 26 th August 1884). A direct Southern route to UVA starting from a point near Colombo and passing via Ratnapura,(Sessional Paper IV of 1874 Preliminary Survey by Stoddart – 9th October 1874) was also examined, but the difficulties of the route were found to be very great, and the Railway Extension Commission sitting at that time reported adversely upon it “.
Once again Waring’s reply is distinctively conspicuous of his failure to inform the true version regarding John Stoddart’s LOWER BADULLA TRACE as given below from – Sessional Paper V of 1884. Referred to above.
PROPOSAL FOR AN ALTERNATE TRACE FROM PERADENIYA OR KANDY TO BADULLA Given below are proposals that originated in 1884 but shelved by the British themselves. Extracts from Sessional Paper V of 1884 of the Legislative Council From: John Stoddart, ActingSurveyor General t the Colonial Secretary ‐ 26th August 1884. I have the honour to forward a map on the scale of 1 inch to a mile, showing the rough topography of the country from Kandy along Mahaveli ganga to the Badulla Oya, into Badulla by Dickwella, and embracing the whole of the Walapane & Maturata Districts north of the mountain called Mahakudagala and Tottenham’s road trace. The trace shown in black on the accompanying plan, and may be called the lower Badulla route. It commences from Matale line at a point known as Davie’s Ferry road crossing, on the Kandy side of the river, near Katugastota Railway bridge, at an elevation of 1493 feet above sea level, 2 miles and 70 chains out of the Kandy station, and runs along through the fields and some gardens to the north of Lady Anderson’s road, crossing the road to Lewella ferry, then on to Tennekumbura, where it crosses the Kandy and Maturata road, 3 miles and 50 chains from the junction, the average gradient being 1 in 223. It then skirts the base of the hill down to Illukmodera bridge, a distance of 70 chains at a gradient of 1 in 58. From Illukmodera bridge it runs along the road, crosses the Talatu‐ oya at Kershaws bridge, and continues on for a distance of 3 miles and 66 chains to Tibatuarawa at the comparatively level gradient of 1 in 481. This makes in all 8 miles and 26 chains of an easy trace from the junction. 61
59 Our difficulties now begin, as we have to cut along the rough face of the hill in our descent to cross the Haragama Oya, a distance of 2 miles and 14 chains at an average gradient of 1 in 88. Between the Haragama Oys and Maha Oya, a distance of 1 mile and 40 chains, the trace is level and fairly easy. From the crossing of the Mahaoya, the trace goes alongside of the Mahaweli Ganga, rounding the end of the long spur known as Kondegala, and down the right bank of the river, a distance of 11 ½ f miles to the crossing of the Belihul‐oya at an average gradient of 1 in 113. This section is very rough in several places, and some rocks in all probability require to be scarped, particularly Kattuganawagala, Bambaragala, and Patanagala unless by careful tracing and variation of gradients they could be avoided. The bridge across the Bilihuloya will be 23 ½ miles from the junction at Katugastota, 763 feet below the junction and 730 feet above the level of the sea. Continuing onwards from Blilihuloya at an average gradient of 1 in 132, we cross the Kurundu Oya, 3 ½ miles further on, at 590 feet above sea level and at 31 miles and 60 chains, a further distance of 4 ¾ miles we come to the left or west bank of Uma‐oya; the bed at this point being 480 feet above sea level. From this point we continue up the Uma oya along a rather rough and difficult piece of country, under the Bambaragala cliffs through an abandoned estate called Radaela, up past Bogoda to the gap near the Kittewela62 Ambalam, which is nearly 2967 feet above sea level, but the formation level can be reduced 100 feet below this by a short tunnel through the saddle, so that the lowest formation level of the trace by this route would be about 510 feet, and the highest 2867 above sea level, giving a rise of 2357 feet in about 24 ¼ miles, with a firm and continues gradient of 1 in 54 for the whole of that distance. We then wind down round the hill which lies to the north of Dickwella and west of Badulla, and into the town to the terminus, at an estimated distance of 6 ½ miles from Kittewela Ambalam, at a gradient of 1 in 50, making a total distance of 62 ½ miles from Kandy to Badulla on a liberal estimate, and with no steep gradient, if the line be carefully laid out, than that of I in 50 in the last 6 ½ miles. The principal rivers to be bridged on this route are: Talatuoya with an approximate waterway of 130 feet; Haragam Oya do. 120 feet; Maha Oya do. 180 ft; Bilihul Oya do. 200ft; Kurundu Oya do. 200 ft; Mala Oya do. 150ft; 62
60 Uma Oya do. 260 ft. In addition to which there are considerable number of rough rocky ravines, over which liberal water‐way would have to be provided, for although there was not a drop of water in them when we passed over them in the month of June, they bear evidence of being formidable torrents in the north‐east monsoon. There is abundance of stone in the vicinity of where the large rivers would be bridged, and I believe that rock foundations can be obtained for every bridge. The rains commence in November, at the change of monsoon from south‐west to north‐east and cease about the middle of January, a period which may be considered as the most healthy season. From a point at Uma Oya to the confluence of it with Badulu Oya, and up the left bank of Badulla Oya through the Ridipane Gap, could probably be made in 2 ½ miles, less than the trace up the Uma Oya, and on an easier gradient, as the Rideepane Gap is 430 feet lower than the proposed formation level at Kittewela Ambalam, but a considerabe portion of the distance is exceedingly rough and precipitous, particularly at the Maliada Rock, which would have to be scarped or tunneled. Still it is worth a trial, if it is ever decided to make a Railway by the lower route. Another point to be considered is that a cheap railway to Batticaloa63 could be carried across the Badulu Oya and Loggal Oya, skirting the northen end of the Hewa Eliya and Madulsima Ranges through Bibile, almost in a direct line past Rugam to Eravur, at the northern end of the Batticaloa lake, and thence to Batticaloa, at a roughly estimated distance of 75 miles from the Junction, which is 36 miles from Kandy. This would make the line from Kandy to Batticaloa the trunk or the Main Line; and the branch into Badulla, a feeder of it. There are many engineering difficulties which present themselves along the route, for about three‐fourths of its entire length. Large waterways have to be provided, cliffs have to be scarped, galleried, or tunneled in several places, yet they are not insurmountable, and many of the apparent difficulties would, in all probability, be overcome by a carefully laid out trace. ………………………………………………………………….End of extract from John Stoddart’s report. The approximate trace laid down by J. Stoddart traversed through: 63
61 Siyabalagastenna Near Katugastota Railway Bridge Kandy side and traverse along the Mahaweli Ganga Through Mavilmada, Watapuluwa, Aruppola, Talwatta, Lewella, Buwelikada to Tennekumbura. Illiukmodera, Gurudeniya, Talatuoya, Sinharagama, Damunugolla, Marassana, Galaha, Deltota, Karagaskada, Gabadagama, Cross Gurulu Oya, Cross Mul Oya, Bambaragama, Hewaheta, Haragama, Hanguranketha, Mailagastenns, Naranthalawa, Cross Kurundu Oya, Nildandahinna, Palugama, Maliyadda, Dimbulana Cross Uma Oya, Bogoda, Badulla. Referring back to Warings reply to Major Wislon’s report Ambiguity of his response is once again mirrored when he conveniently avoids mentioning of the contents of the Memorandum submitted by Messrs J.R.Mosse64, J.T.White, Bowden Smith & George Wall to the Commission of Enquiry appointed by the Government as appearing in Sessional Papers 1874. This Commission appointed by Charles P. Layard Colonial Secretary on 11th June 1874 consisted of :‐ G.Vane
Auditor General
A.B.Fyers
Lt.Col. Surveyor General
J.R.Mosse
Director Public Works
E.Robinson
Finance and Traffic Manager
W.M.Bowden Smith
Member Legislative Council
64
62 J.T.White
Member Legislative Council
George Wall
Unofficial Member Legislative Council.
Out of the seven members who participated four of them submitted the said memorandum expressing their opinion as to the advisability of further surveys when they observed the Kandy – Badulla Lower Route has been overlooked. By J.R.Mosse in the memorandum dated July 2nd 1874:‐ “ I coincide in the opinion that it is desirable to make a survey for a railway from Kandy to Badulla, on the general principle that before a line for a railway is adopted, trial sections for the following reasons be taken over every route which appears to be feasible.
To obtain definite information as to every practicable route, and thereby have the satisfaction of knowing that the line eventually chosen is the best.
Because for want of sufficient surveys, railways have sometimes been badly chosen and constructed at a cost exceeding the sum which would have been required”.
By George Wall & W.M.Bowden Smith – memorandum dated July 2nd 1874:‐ “A trace should be sought from Kandy to Badulla on a lower level which would probably serve the Districts of Hewaheta, Maturata, Walapane & Uda Pussellawa before the proposed extension by Dimbula to Haputale is decided upon”. “The distance from Kandy to Badulla by the Lower Route indicated is, much less than that of the proposed extension.” “Haputale the proposed terminus, is a part of Uva district already well served by existing means of transport and therefore not so urgently in need as Badulla of additional facilities”. “The nature of the country between Haputale and Badulla is such as to present peculiar difficulty in the way of extension in that direction”.
63 “The last mentioned two reasons apply equally to the Southern Route65 mentioned in the instructions, and there are, in the opinion of the undersigned, other reasons of equally good cogent nature, against an approach to Badulla from the South”.
J.T.White in the memorandum handed over on 2nd July 1874 to the Commission:‐ “ The terminal point fixed by the survey, which the Commission have had before them, is at the top of Haputale Pass, separated from Bandarawela by a rough and in many parts impracticable country of 25 miles or more in extent. The terminus at this point will not provide the facilities to which Badulla is fairly entitled and it will not be of any great value to Haputale”.
“Under the circumstances I think it would be unwise, without further inquiry, to adopt the only line which has been surveyed, while it is possible that a better line of general utility, and offering greater advantages to Badulla, may be found in some other direction.”
“ Permit me to express in a few words the opinion I entertain on this subject. It seems to me a matter of paramount importance for the welfare of Uva, that the Uva coffee districts should have a line of railway, direct to Badulla , the central point. I hope therefore
that no fixed decision respecting the line to Badulla will come to, until the direct line of country between Kandy or Peradeniya and Badulla has been carefully surveyed”.
“This Survey ought to be taken in hand at once, and pushed forward as rapidly as possible”.
“ I have no faith, and never had any faith in the “Southern Route 66” towards Badulla. It would be circuitous, costly and unproductive” (referring to Samaragamuwa trace to Badulla). 65
64
“ The more direct line to Badulla which I shall continue to consider the best, would run through the Hewaheta, and through Maturata, and Uda Pussellawa direct to the town of Badulla; the central point of the Hewaheta, Madulsima & Badulla and the northen portion of the Haputale coffee district. At Badulla it would connect with the new road to Batticaloa, and link Colombo with the Eastern District of the island.
I know the line of country through Hewaheta, Maturata & Uda Pussellawa fairly well. The Maturata district is very steep and broken, and the engineering works here as well as over a part of adjoining district will be heavy and costly; but the rest of the line of country does not offer, so far as I am aware, difficulties of any great magnitude. The line as a whole will undoubtedly costly; but so will the proposed extension from Dimbula without giving the advantages which the direct line renders certain.”
With this view I make bold to recommend that Government be requested to survey the line of country between Kandy and the town of Badulla, by passing through the districts of Hewaheta, Maturata, and Walapane direct to Badulla.
The distance by this route does not exceed fifty four miles from town to town, whereas the surveyed line through Dickoya and Dimbulla along the lofty spurs of the Thotapola range is seventy five miles in length, and then stops at a point twenty five miles distant from Badulla.
On further survey, it may perhaps be found advisable to promote an extension of the present line as far as Hatton and Rosita, for the benefit of Dickoya and Dimbulla, with an Independent line between Kandy and Badulla.
66
65 At all events the Commission will have before them every possible information, and Government will be able to decide which line will best serve the Badulla districts and the general interests of the country.
ITEM 4 F.J.WARING States in Para 10 of his report:‐ “Major Wilson states – the Coast Line abounds in nasty short 10 chain curves;” If this statement refers, as it had been generally held to refer to the Coast Line beyond Aluthgama I may mention that it is glaringly incorrect.” “ I append Appendix B –copies of letters that passed between General Manager and myself – with respect to curves and gradients.” By this statement Waring is once again fallacious and deceptive for what Major Wilson had said was: “ The Coast Line which might have been run almost straight from one end to the other, abounds in nasty short 10 chain curves67….’ Cause from “one end to the other” is not Aluthgama to Matara; but, from Colombo to Matara. Its throwing dust in the eye. Waring had conveniently forgotten Major Wison’s sarcastic comment; “Coast Line which might have been run almost straight68.” Whereas: in the same Sessional Paper there appears General Managers letter numbered 734 where W.T.Pearce the General Manager says:‐ “I have the honour to inform you that the sharpest curves on the Seaside Line are 10‐chains radius.”
ITEM 5 F.J.WARING States in Para 4 of his report:‐ 1910 ft. radius curves Equals 28.9 chains or = 582.2meters. (Ordinary Country‐ Indian Railway)
It is surprising to find that back in Great Britain the advantage of Level Gradients had come up in the House of Commons of the
British Parliament in March 1937.
67 68
66 The Committee on London to Brighton Railway – Minutes of evidence given by Joseph Locke69 on the importance of “Level Gradients” as given in “ The Report on London to Brighton Railway “ Stanford University Library / Printed by James and Luke. G. Hansard & Sons – Lincoln’s Inn Fields – www. Books.google/books/digital. As to how this eluded, or eschewd or avoided the Consulting Engineers in London cannot be explained.
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68 Existing British trace 110 miles distance – time consumed (TC) from Peradeniya (MSL 1550) to Badulla (2140) 7 Hrs. Elevation difference is only 590 feet. But ascends upto 6626 at Pattipola summit a 5076 feet climb. And again descends from Pattipola 6626 feet to 2140ft. a 4486 feet descend. Creeps thro’ 28 Tunnels and the Speed of trains limited to 20 MPH (32Kmph); a restricted speed from inception to eternity.
John Stoddart’s (Surveyor General 1884 Katugastota – Badulla Trace) length 82miles (TC) Maximum 3 hrs The route passes through: Katugastota in Kandy to Dickwella in Badulla thro’ Walapane & Maturata. The villages, towns thro’ which it traverses are: Davy’s Ferry; Katugastota Railway Bridge; Lady Anderson’s Road, Lewella; Tennekumbura; Maturata Road; Illukkumbura Bridge; Talatuoya; Tibbotu arawa; Haragam Oya; Maha Oya; alongside Mahaveli Ganga; Kondegala Spur; Belihul Oya; Kattuganawagala; Bambaragala; Patanagala; Kurundu Oya; Mala Oya; Uma Oya; Bambaragala Cliffs; Kittewala Ambalama(Probably refers to Kittal ella); Dickwella west of Badulla Peradeniya – Badulla Alternate 2.(length 72miles) Time max. 3 Hrs. Galaha, Hewaheta, Maturata, Walapane, Udapussellawa, to Badulla
Even though straight lines are shown for alternate traces it will not be so on ground. It is just an indication. We should be grateful to two British Gentlemen: Major Wilson for his exposure; and Mr.J.R.Mosse for the confirmation; whilst the action of others be treated with a pointed finger of scorn and despise. When the factual position remained so the action taken by the British pioneers in laying rail tracks in Sri Lanka has to be looked upon in disdain. F.J.Waring may not have thought that his action of providing misinformation and misguiding others may come to limelight in the 150 th anniversary year of Ceylon Government Railways / Sri Lanka Railways in 2014, by a Sri Lankan quoting Sessional Papers of the past.
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MAIN LINE STATIONS COLOMBO ‐ KANDY / KANDY ‐ MATALE / KANDY – BADULLA – DISTANCES from Colombo –MSL MEAN SEA LEVELS – RT RUNNING TIME –PERMITTED SPEED SLR CODE COL RGM GPH VGD MIR APS ALW PLG RBK KMA IKT
STATION
Miles chs
Kms.
Maradana Ragama Gampaha Veyangoda Mirigama Ambepussa Alawwa Polgahawela Rambukkana Kadigamuwa Ihala Kotte
0.38 9.01 16.40 22.55 30.52 34.29 40.24 45.29 51.77 55.42 59.17
0.000 13.646 25.638 35.578 48.370 54.324 63.772 71.927 82.537 88.339 94.181
BNA
Balana
62.23
99.168
KGW
Kadugannawa
65.05
103.637
PDA
70.67
112.951
SUA
Peradeniya Junct. Sarasavi Uyana
71.28
113.786
KDT
Kandy
74.38
118.837
KDT
Kandy
74.38
118.837
KTG
Katugastota
7.24
124.385
WGA
Wattegama
11.33
130.989
UKL
Ukuwela
17.53
141.118
MTL
Matale
21.10
146.709
KDT
Kandy
74.38
118.837
PDA
Peradeniya
70.67
112.951
MSL Feet meters 44.75 39.03 61.00 180.40 181.71 190.24 244.03 289.95 628.84 1056.8 1 1404.5 2 1698.5 6 1552.6 2 1571.6 1 1601.9 5 1601.9 5 1533.7 2 1619.6 6 1291.6 6 1151.7 0 1601.9 5 1552.6
3.70 11.09 18.60 50.00 55.40 58.00 74.40 88.40 191.72 322.20 428.21 515.11 473.36 479.15 488.40 488.40 467.60 493.80 393.80 351.13 488.40 473.36
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GPL
Junct. Gampola
78.29
125.031
ULP
Ulapane
82.73
132.406
NVP
Navalapitiya
87.32
139.622
INO
Inguruoya
90.70
145.407
GBD
Galaboda
94.36
150.957
WLA
Watawala
100.26
160.200
RZL
Rozella
103.59
165.889
HTN
Hatton
108.13
173.005
KGA
Kotagala
111.25
178.069
TKL
Talawakele
115.72
185.957
WTG
Watagoda
120.10
192.396
GWN
Great Western
123.25
197.406
NOA
Nanuoya
128.05
205.156
ABL
Ambewela
137.08
219.595
PPL
Pattipola
139.19
223.031
PPL S
140.00
224.027
OHA
Pattipola Summit Ohiya
143.30
229.741
IGH
Idalgashinna
148.74
238.663
HPT
Haputale
153.43
246.068
DLA
Diyatalawa
156.54
251.179
BDA
Bandarawela
160.36
257.248
2 1571.6 1 1845.6 5 1912.5 6 2175.4 6 2580.3 1 3258.2 2 3741.1 6 4140.0 1 4063.9 8 3934.0 3 4398.8 7 4772.7 9 5289.6 5 5994.9 8 6223.6 0 6226.0 0 5875.5 2 5462.6 1 4851.7 7 4366.0 0 4018.0 0
479.15 562.70 583.10 663.25 786.68 993.36 1140.60 1262.20 1239.02 1199.40 1341.12 1455.12 1612.70 1827.74 1897.44 1898.17 1791.32 1665.43 1479.20 1331.10 1225.00
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ELL
Ella
168.14
269.692
3415.1 1041.20 3 DDR Demodera 171.77 275.817 2992.3 912.30 4 HEA Haliela 177.37 284.696 2401.4 732.14 1 BAD Badulla 181.07 290.493 2139.5 652.30 4 Conversion 1 foot = 0.3048 meters 1 meter = 3.280ft
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A casual look at the altitude tints given in the above map shows that a rail trace could be developed without reaching 6626 feet MSL within the central hills; but through Gampaha, Kandy & Badulla within 100 – 1500 feet range.
74 CHAPTER 8 WHAT WENT WRONG IN ROUTE SELECTION Captain Moorsom’s 1859 report mentioned of:‐ “The low country, from which this elevated district rose, did not attain more than 400 feet above the sea until the bases of the hills were closely approached”. “But this low country was also intersected with ranges of hills, partially isolated from the massive companions. ‘It was dotted with hillocks almost down to the sea shore’, so that a general level, hardly exceeding 200 feet above the sea, characterized some (30) thirty miles from the shore going inland from the neighbourhood of Colombo eastwards.” “Beyond this distance the inferior ranges, rising from this base in ridges, varying in altitude from 500 to about 1300 feet above the sea, still rendered the next 20 miles practically a mountainous country. Beyond 50 miles from the coast there was no escape from the mountains. An encounter with them was inevitable to any railway or road attempting to reach Kandy from Colombo”. “The question how to negotiate this difficult country became a serious engineering problem, and all other considerations had to give way here to the physical features which nature had imposed. Kandy was in the heart of the hill country which rose in a mass not less than 1500 feet above the sea”. ”It was encircled by mountains, none of the passes on the near side of which were less than 1500 feet to 2400 feet. The intermediate ranges varied from upwards of 3000 to 6000 feet. They rose in peaks to more than 7000 and in one case, to more than 8300 feet, comprising altogether a singular tract of land of about 60 miles each way.” This is where the Messrs Molesworth and Hawkshaw blundered: by not addressing the important issue of negotiating the difficult climb to Kandy – the Engineering problem referred to above by Captain Moorsom. Captain Moorsom70 had the wisdom to foresee the difficulty in clearing this hurdle – (the physical features imposed by Mother Nature in negotiating the rugged country )………………… 1. through the ranges of dotted hillocks that lined for 30 miles from the shore going inlands 2. from the neighbourhood of Colombo eastwards. 3. rising up to around 200 feet and then sailing over the hurdle through Hingula, Gadadessa & Paranapattiya on an acceptable grade. 70
75
Captain Moorsom was perfectly right. This is where Messrs Molesworth and Hawkshaw made the wrong decision. They failed to capitalize on the ‘dotted hillocks71 that lined for 30 miles going inlands’; and muster the advantage of the benefits that accrue making use of the hillocks.
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76 Secondly, Captain Moorsom wished to traverse “Eastwards from the neighbourhood of Colombo,” so as to avoid steepness of the gradients in clearing the hurdle of sudden rise of the central hills; whereas the other duo designed the trace in the North East direction travelling 82.5 Kms up to Polgahawela as shown in the Sri Lanka Railway Map. Geographical position of the Island clearly shows a trace originating from Colombo and turning eastwards from Colombo itself or from Ragama or from Gampaha could easily attain the requiste height at Kandy on a far more easier gradient. When the differences of elevations (MSL’s ) are known of the two termini: Gamapaha 39.03 feet (11.09m) and Peradeniya Junction 1552.63 feet (473.36m)‐ therefore the difference 1513.60 feet (462.27m); and the approximate distance between them is also known, which as per proposed route from Gamapaha 16.40 miles (25.638 Kms) to Peradeniya Junction 68 miles( 108.80kms) is 51.40 miles; the uniformity of the gradient becomes 1 in 179.65. Due to various constraints encountered enroute it may not be possible to achieve 1 in 179; but a Ruling Gradient of 1 in 150 (say 0.66%) could easily be achieved with cautious, careful and circumspect designing. This is what made Major G.F.Wilson to comment: It is merely remarked that if, as has been heard said, a line to Kandy could have been obtained without climbing the Kadugannawa Incline, it would have caused an immense saving in the prime cost and in the future working of the line. Taking the line, however, as constructed, it may be stated at once that the trace is considered distinctly bad. It may be safely said that there are not many railways in the world which have to be worked under such adverse circumstances. To revert back to the subject of route selection to Kandy, Messrs Molesworth and Hawkshaw were more ambitious in clearing the hurdle of around 1400 feet, through rugged mountainous Alagalla range; for which they inserted 12 tunnels, 10 chain curves an 13.26 miles of 1 in 45 steep gradients as given earlier. They not only lacked the vision to follow or tread in the steps of George Stephenson’s London – Birmingham Railway but also to foresee the future of Railways in Ceylon. Hill climbing is a peculiar problem faced by Sri Lanka Railway unlike many other railway systems in the international arena, when a load must be carried up an incline. While railways have a great ability to haul very heavy loads, this advantage is only significant when the tracks are devoid of curves and fairly level. As soon as the gradients stiffen along with curves, the tonnage that can be hauled is greatly diminished. The gentle say:1 in 2000 gradients are made possible by substantial earthworks, viaducts and bridges.
77 Colombo – Rambukkana72 (built during 1864 – 1867) ruling gradient is 1 in 80; and between Rambukkana – Kadugannawa it is 1 in 45; thereby the load is reduced to 1/3 rd in the latter stretch whereby the cost increases. Had it been considered at the inception in 1858 – 1864 period the Main Line should have traversed from Kelaniya Bridge to Kandy, or as a 1st alternate from Ragama to Kandy or the 2nd through Gampaha to Kandy. The Molesworth’s designs were in the form of: They laid the railway track up to Rambukkana the foot of the hilly terrain, and started the climb to Kadugannawa with a continuous 1 in 45 gradient for 13.26 miles. He appears to have EITHER BEEN UNAWARE OF / OR HELD NO ESTEEM / OR TREATED WITH DISRESPECT George & Robert Stephensons theory:
1. “ the engine expends half its power in overcoming a rising gradient of 1 in 260,” which is about 20 feet in the mile; and that, 2. “ when the gradient is so steep as 1 in 100, which is about 53 feet in a mile; not less than three fourths of its power is sacrificed in ascending” . 3. “ the longer flat line must eventually prove superior to the shorter line of steep gradients as respected its paying qualities. 4. “ every improvement made in it was neutralized by the steep gradients” Decided to divide the original load of the train at Rambukkana which required a massive yard for stabling. Stabling yards were made available at the bottom of the hill and at the summit. This method is adopted at Rambukkana and at Nawalapitiya. The original load was continuously hauled, depending only on the availability of a banking loco; with which the cost of haulage increased. More powerful heavier engines could not be used for the duration of the steep 1:45 continuous grade and uncompensated check‐railed curves of 660m radius. 12 no. Tunnels on grades. Tracks were originally laid with 46 ¼ lbs per yard inferior iron rails 73 that which lasted only 2+ years on the track, crossing facilities were not available in between stations at Kadigamuwa, 72 73
78 Alagalla and Balana with short length of station yards, and the 12.5 axle load of rails preventing heavy loads. However much the tracks are strengthened under above circumstances, the speed of trains cannot be exceeded over 20 MPH and the SLR trains will have to maintain the same speed until the end of the world as long as we use Rambukkana – Kadugannawa stretch. In the age in which the London and Birmingham Railway74 was built,‐ (The 112‐mile/180 km) railway line which opened in 1838 between London and Birmingham – was the first intercity line to be built into London. It is now the southern section of the West Coast Main Line. The line was engineered by Robert Stephenson‐ civil engineers went to some lengths to reduce the natural gradient of the land to a level, or at least a gently sloping surface on which to lay their track. Their aim was to the reduction imposed by gravity on the limited tractive ability of the locomotives then available, for the steeper the incline the greater is the amount of effort wasted by a locomotive in overcoming gravity. George Stephenson had devoted much research to the subject: “He had long before ascertained, by careful experiments at Killingworth, that the engine expends half its power in overcoming a rising gradient of 1 in 260, which is about 20 feet in the mile; and that when the gradient is so steep as 1 in 10075, not less than three fourths of its power is sacrificed in ascending the acclivity. He never forgot the valuable practical lessons taught him by these early trials, which he had made and registered long before the advantages of railways had become recognized. He saw clearly that the longer flat line must eventually prove superior to the shorter line of steep gradients as respected its paying qualities. He urged that, after all, the power of the locomotive was but limited; and, although he and his son had done more than any other men to increase its working capacity, it provoked him to find that every improvement made in it was neutralized by the steep gradients which the new school of engineers were setting it to overcome.” A firm believer in his father’s dictum, when Robert Stephenson surveyed the route for the London and Birmingham Railway he set himself a ruling gradient of 1:330, or approximately 16 feet in the mile. This he considered to be the maximum that a locomotive could manage while hauling a useful load at speed. To the extent that his belief was correct, engineering advances soon resulted in locomotives capable of handling steeper gradients, but by then the deed was done. The London and Birmingham Railway was thus built on easy gradients conducive to high speed running, but at the expense of considerable civil engineering work in the form of cuttings, embankments, bridges, viaducts and tunnels. In the absence of vast development as at today, and with a population of the entire country of Ceylon, limited to around 2,000,000 in 1860 – 1870, the possibility existed at the inception, to implement such a route, the pioneers failed to accomplish this mission. 74 75
79 They were only hell bent on getting to the central hills in Kandy to transport the produce to the harbour. What went wrong was the initial route selection up to Polgahawela and then subsequently to Rambukkana (300 + MSL) and their attempt to clear the hurdle from 300 MSL to 1700 MSL to reach Kadugannawa. It could be surmised or “there by hangs a tale” that the intentions (just one reason) of the pioneers was to reach Polgahawela, were to “achieve several objectives and motives, with a single effort – to solve their advocacy and cajolery at one time with a single action”. Political and economical extrinsicality of the move by the British Raj clearly appears to be:‐ To seek a solution in clearing the cartage issue of moving plantation produce from Hill country to Colombo Harbour.(Kandy in 1867 / Nawalapitiya in 1874 / Bandarawela in 1894) at the least cost.
Permitted Messrs Molesworth & Hawkshaw to carry forward the trace to Kandy through Alagalla range so as to accommodate the finances of the Ceylon Railway Company formed in London. (On completion it was found that the cost exceeded the estimate of Molesworth). Provision of rail transport to Northern Province (in 1902) and Eastern Province through a turn off at Polgahawela, and thence through Maho, and Medawachchiya. Some of the techniques that are to be used to overcome steep climbs include: 1. Foremost of it all is the lengthening (increasing the distance) of the bottom most obligatory point with that of the summit wished to be reached; for which levels of the two must be recorded in advance. 2. Then it is the Topographical conditions: the contours, sudden drops and climbs, valleys, waterways, ridges, spurs, of the proposed route that needs close attention. 3. Grade compensation for curvature – the gradient is slightly eased on curves so that the tractive effort to pull the train is uniform. As at today, it needs several reconnaissance surveys, 1:50,000 Topo sheets, 1:10,000 Engineering Surveys, Geographical Information Systems (Maps with sections), G.P.S surveys, Geo‐technical investigations, assessments, Hydrological investigations and Environmental Impact Assessment. Introduction of modern technology: Viaducts, Bridges, slab tracks, Tunnel Boring Machines, etc.
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Reducing Gradients – the cut and fill – the spoil from excavations is used to form nearby embankments.
As shown in the sections in the Google Map above from Colombo or Gampaha to Kandy is a continuous rising gradient. A suitable trace could easily be found using either side of the dotted line introducing mild curves and easy gradients not only from Colombo to Kandy but even linking up Bandaranayake International Airport Katunayake with Katunayake – Gampaha being only 20 Kms..
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Readers are kindly requested to visualize a line from Colombo to Kandy – ( Yellow dotted line becomes the shortest possible route). Existing line to Kandy is shown in Red. The hurdle from 300+ MSL to 1700MSL should not have been attained through Rambukkana; but through extending the commencement of the gradient to the furthest possible point. As per the altitude differences shown in separate colours, a rail trace starting at Colombo: 10m to 15m MSL to reach a height of 1500 + MSL at Kandy should have been designed to traverse with a gradually rising grade; initially through, 10 to 100 MSL; secondly from 100 to 500 MSL; thirdly from 500 to 1000 MSL and finally from 1000 to 1500 MSL. The best route to reach Kandy should have been sought making use of the area, within the pentagonal configuration given above; making use of the hillocks as mentioned by Capt. Moorsom a trace with a gradual climb instead of a 13.26 mile sudden climb, an elongated trace, commencing just passing Kelaniya Bridge; or Ragama or Gampaha avoiding 1 in 45 gradients, 10 chain curves, and excessive number of tunnels, could have been attained.
82 CHAPTER 9 A STRATEGIC RAIL REFORM AGENDA A Committee consisting of local Rail experts, Transport Economists, Banks and the private sector needs to draw up a Strategic Rail Agenda during 2014 – 2015; for implementation from 2015 to 2025. The present role of the Sri Lanka Rail is twofold; provision of Electrified Commuter rail within the suburbs or also termed as urban area public transport and the Intercity rail76 a long‐haul express passenger services that connect multiple urban areas. They have few stops, and aim at high average speeds, typically only making one of a few stops per city, but both types out beating road transport in speed / in the time consumed for the journey.
The third and the introductory role that the S.L.R. needs to play which is overdue is the Metro system in the Colombo Metropolitan area. A rapid transit Metro‐ as an elevated railway operation (Sky Trains) in the urban areas with high capacity and frequency, with grade separation from other traffic as at New Delhi, London Docklands, Bangkok Thailand, Amtrak Metro in USA, Rio de Janeiro Brazil, Toronto Canada, Hongkong & elsewhere needs immediate attention. Automatically the fourth becomes the introduction of the LRV Light Rapid Vehicles either as all steel rail & wheel Trams on selected main arteries of the city. The main objective is to prevent ill‐effects of road congestion within the city. The S.L.R’s contribution in this regard will only be of a consultative nature and implemented through private sector, a Transport Authority or a Metropolitan Transport Authority. Thus the Role of Rail is crystal clear. Unlike in India, an investigative perusal of railway assets shows a steady decline since Independence. Permanent Way or rail tracks have been dismantled in Uda Pussellawa Railway UPR, and in Kelani Valley Lines. During the 63 years of Independence, half the time service disruptions were seen in the North & East due to insurrection. Since Independence declining investments or declining assistance from the Treasury resulted in growing dependence of the railway on its’ own internally generated resources and extra budgetary sources of finance for investments. State Bank loans at commercial credit interest rates, over drafts from Banks which Railway department had to pay back, were approved by Treasury. Promotion of self reliance through internally generated financing is a laudable objective, but the constraints faced by the Railway with P.S.O. status, was not taken in to consideration. Railway Department was forced upon with a blanket cover of Public Service Obligatory Service a “The Social Burden” compelling to provide a financially un‐remunerative service. Failure by the authorities to realize the fact of running a railway in a non‐productive existing network is a farce, a tomfoolery and is ridiculous. These are the dilemmas the Railway Department is faced with. As a consequence of which the transport demand is heavily 76
83 dependent on road transport as the authorities be, thought of and embraced – which is a sub‐ optimal solution – selected, adopted, chosen, or co‐opted by the authorities. Since 1978 with the advent of Western Strategies of “Open Economy”, “Globalization”, “ Privatization” there has been a huge increase in private vehicles in Sri Lankan roads. With all the investments in road development, ( a very high road index) traffic management schemes, and enforcement of road sector discipline, the Highway authorities have miserably failed to arrest road congestion, with the unrestricted import of road vehicles. Traffic management schemes enforced on entry and exit from and to Colombo example: Negombo road, Kandy road, Kelani Valley Low level road, K.V.High Level road, Kaduwela road, Kotte road, and on Galle road is found to be wanting, inadequate, faulty and nothing to boast of leading to traffic jams & congestion and pollution, leading to “CREATION OF AN URBAN SPRAWL”. At every dawn and dusk public pressure against road congestion is building up and ever increasing. Public buses are not seen by passengers as reliable because of congestion experienced daily by commuters. Perhaps the need to refocus and to redefine transport reforms for promoting sustainable mobility through an optimal intermodal mix that would optimize resource costs is essential. Under the circumstances it is advisable to follow the Indian example than imitating the west. Presently RAIL is the backbone in the corridors it has been laid – even though it does not provide a door‐to‐door service. Out of the 500,000 daily that move into the city of Colombo 30% depend on the rail services. We failed to follow either the Donald Rutnam Report released on the 2nd Independence commemoration day – 4th February 1949 or the system the model the Indian Government followed. Governments should have a transport policy that treats all modes equally and alike and ensure a high level of coordination between them for quality with regulations. All governments since Independence failed to have such a coordinated system of transport. Most administrations favoured roads through consciously or unconsciously or through ignorance of the Public (Civil) Servants in the hierarchy, and the politicians too believed in more votes from electorates by backing road transport. External costs imposed by different transport modes to the society; air pollution, accidents, sound pollution, health hazards, energy consumption etc., were never taken into consideration nor for discussion. Cost of providing and maintaining a road surface for vehicular traffic was never pragmatically considered as a “HIDDEN COST “ by the administrators or planners & the politicians. Equal treatment for all modes was found wanting; if the road construction costs are added to the “Bus ticket – fare” it would reflect an up surge on rail. Advocacy and lobbying for a level playing field between road and rail; to bring about fair competition between the two modes, or to develop an equitable market driven land transport policy is yet missing. Although
84 belated – a start, rapid and radical changes are necessary for economic development. If Sri Lanka Railway is to play its legitimate role in the development of Sri Lankan Economy and society, many a drastic change is vital.
HIDDEN COSTS IN ROAD TRANSPORT. Transport sector responsibilities in Sri Lanka have traditionally been spread over a multitude of ministries and agencies, leading to a highly fragmented structure of decision‐making. It is worthwhile to delve in to the subject to unearth the responsibilities, the hidden subsidies afforded, and the numerousness of institutes that which handle transport sector related infrastructure, transport management, and the burden on the public coffers. Steady in‐roads to public coffers by road transport have never been properly assessed. No individual or any institution appears to have made an in‐depth study; the exact figures if and when performed will “ shake off the belief of the cheapness of road transport, and to cause some appreciation of the severe handicaps and unfair competition the Sri Lanka Railway has to face.” Leaving aside the general public, the pick of the bunch amongst the elite, the educated, the knowledgeable and the financial pundits, haven’t seemed to have grasped the correct position. The general public is totally unaware of, and non‐plus of the extent to which the government assists and spends on regulatory measures, construction, maintenance and running the road transport services. Highways Department
The construction of roads and highways involves land acquisition;
provision of carpeted roads to prevent wear and tear of motor spares in vehicles;
provision of street lighting; traffic signs and traffic signals;
provision of parking space; pedestrian crossings; paving stones; center curbs etc.
Maintenance costs.
Police Department
maintaining a Special Task Force – The Traffic Police; to maintain and monitor road discipline,
to direct and guide and prosecute offenders,
maintain Traffic Courts and connected staff,
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Police contingency, Toll collection staff and maintenance staff in Expressways.
Department of the Registrar of Motor Vehicles,
Import control of vehicles; exchange control, with foreign exchange involvements,
Import of road transport vehicles‐ buses – state & private,
registration and licensing of vehicles,
driver training and issue of driving licenses,
Other State & Private Sector agencies.
import of spares and equipment for vehicle maintenance, (Stae & Private Sector);
unloading and clearance of vehicles at the Port (Port Authority)
import of fuel and other lubricants distribution and sales, (Petroleum Corporation/ Private sector).
Regulatory measures for state control and many other activities directly involving the State sector and the Private sector to a lesser extent.
For all above, involvement of The Ministries concerned, the Government Departments, the Authorities, The Corporations, The Commissions, The Provincial Councils, Pradeshiya Sabas, The Municipalities involved in the process is so immense. All above constitutes a high degree of expenditure to the State; a quantitative spending from public coffers for Road Transport – all that which are termed as “Hidden Costs of Road Transport”. Thus the “Hidden Costs of Road Transport” and the “Direct Cost of Rail Transport” are poles apart when considered along with “Energy efficiency of Rail over Road Transport” and the “ Public Service Obligatory Status of the S.L.R.” If Sri Lanka Railway is to play its legitimate role in the development of Sri Lankan Economy and society, many a drastic change is vital. Time is opportune for the idea of resurgence of rail in Sri Lanka. Already faced with never ending congestion of roads and ever increasing pressures of environment – Green House Gas Emissions, Damage to Ozone Layer, Climatic Changes, depletion of fossil fuel Energy, and its’ never ending price escalations, the best alternative available is Rail.
86 The instinct to and the blind Impulse, to encourage railway development in the country has Arisen as never seen before with the strategic and administrative compulsions of managing the economy. It is a blind bargain and a Hobson’s’ Choice. Revolutionary reversion of the erratic specifications77 used by the pioneers in track laying with exceptionally steep grades and sharp curves, which leads to reduction of the haulage capacity of locomotives, establishment of permanent speed restrictions and the consequent cost escalations. The Civil Engineering criteria used by the British pioneers for railways alignment was based on relatively low speeds for freight (produce) transport– on all lines of the existing railway network. Readers are reminded of the fact that the maximum permissible speed within the entire railway network between Colombo and Mirigama, Colombo and Galle, Potuhera to Kankesanthurai, Medawachchiya to Talai‐mannar, Valachchenai to Batticaloa, are all permanently clamped down or confined to 50 – Fifty Miles per Hour. Furthermore even within these restricted areas several other Permanent Speed Restrictions (P.S.R.)are imposed; for e.g., Colombo to Mirigama there are 11 sharp curves where the speed is again restricted between 15 to 35 MPH/ and between Colombo to Galle 49 such P.S.R’s where the speed is restricted from 10 to 45 MPH. It is the same position in elsewhere of the network. The rest of the areas in the entire network are far below 50 MPH: – with Rambukkana to Kadugannawa, Nawalapitiya to Badulla, Kandy to Katugastota, and Colombo to Puwakpitiya, all at 20 Twenty miles per hour from inception to date and to the future or to eternity; leading to severe restrictions in the haulage capacity resulting in waste of energy. All balance areas vary from 15 Fifteen miles per hour to 45 Forty five miles per hour; whereas, in the rest of the entire railway networks in the world trains run at speeds varying from 100 Kmph to 380Kmph. Hence it could be clearly understood that we waste time inside trains. Why the British laid such lines with set‐backs, and adverse conditions cannot be explained. Therefore the Ceylon Railway78 born in 1864 had a wooden ladle in its mouth, instead of a silver spoon and is permanently handicapped. All above speed restrictions are due to erratic specifications of steep gradients and sharp curves. Time is now opportune for Sri Lanka to effect changes and rectify these follies.
77 78
87 The loads for various types of locomotives are determined by the rail horse power of the locomotive, the draw bar pull available, the rolling resistance of the vehicles, coupler strength, the brake power, relating to the grades and curves in the section.
Limitations in formation of trains etc. In addition to above Appendix to Rules and Regulations Part I Operating specifies special Regulations for Working on Inclines Rule 148, 149, 150, 151, 152, ; that which includes – Positioning of Assisting Locomotives when ascending; Locomotives running light; Positioning of Assisting Locomotives when descending; Working of Brake Vans on Single Load trains; Working of Brake vans on trains hauled by High Power Locomotives; Brake Weights for goods wagons on descending gradients; Matale Line working of assisting Locomotives; Application of independent and hand brakes by Guards; Restrictions on night running; and Catch Points at Incline stations. “Limitations as expressed above gives the reader a clear picture as to why the Railway Ails, why it fails and cannot meet with the aspirations of the people, and bridging the gap between the revenue & expenditure”. Overall improvement through balance of investments in rail technology to create better competitiveness between road and rail. Recorded data available in the annual Central Bank publications, & publications of the Census and Statistics Department clearly indicates the imbalance in investments in unlimited vehicle imports, road improvements, highway development, sky rocketing import of fossil fuel – the energy cost, with all these developments the congestion cost on one hand; and complete neglect, indifference, apathy, and nonchalance towards railways; a complete stoppage in the additions and alterations to the railway network from what was laid by British even though the policy had changed from tea or plantation based transport economy to passenger based transport only in the other. Introduction of “ SPEED RAIL “. Increased attractiveness of rail transport in terms of speed ( even the 50 MPH Maximum Permissible Speed allowed in certain sections is highly inadequate for a 5’‐ 6” broad gauge track) and comfort; S.L.R. is capable of out‐maneuvering and outclassing road transport in an outright manner. Alongside safety and capacity speed is railways major advantage, and is considered as the most rapid mode of surface transport. Where infrastructure is upgraded with modern technology mobility needs of the people could be met within very much less time than road transport even through the use of Highways. Further improving rail safety performance through improved signal & telecommunications.
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Introduction of Train Control Systems; either ETCS European Train Control Systems at selected level or ERTMS European Rail Traffic Management Systems, or GSM(R) Global System for Mobile Railway as followed all over the world. Replacement of the time worn/expired, obsolescent, antiquated and archaic infrastructure. Guide Rail Managers to be hell‐bent on import substitution in preventing the flow of foreign exchange out of the country following the foot steps of India. Betterment in the dependability, reliability, punctuality and comfortability. Provision of and maintenance, in terms of environmental performance in the advantage of energy efficiency of railway; contributing to sustainable development by reducing damage to the environment. The country’s economy needs ever‐increasing amounts of energy to sustain economic growth, raise living standards, and reduce poverty. But today’s trends in energy use are not sustainable. As the population grows and economy becomes more industrialized, nonrenewable energy (Fossil Fuel) sources will become scarcer and more costly. Energy‐saving policies and energy with low lifecycle greenhouse gas emissions are necessary to meet future energy needs in a sustainable manner. Increase in the capacity with enhanced infrastructure to meet growing demand for city transport in between major towns and cities in the island.
Inter‐
Provision of value added services / value for money to achieve economic sustainability to counteract Public Service Obligation status yet maintained by S.L.R. Park & ride at stations, hub & spoke arrangements at stations, additional Intercity services with modernized carriages, special Tourist trains, “ conversion of Incline Railways to Tourism related Heritage Railways but maintain the existing service from Peradeniya to Badulla for commuters”, re‐introduction of rail services presented three decades ago, transfer of freight traffic from road to rail etc. Facilitate the growing demand for mobility / access in the development fronts with linkages to new Ports79, airports, townships; double or treble tracking selected corridors, and opening up newer corridors80. Increasing capacity in order to reduce congestion on major road arteries to the capital Colombo, Kandy, Galle, and other urban centres through development of rail.
79 80
89 Shifting medium‐ to long‐distance freight from road to rail as recommended by Donald Rutnum Report of 1948, Motor Traffic Act No. 14 of 1951, Motor Traffic Act No. 1 of 1956 and the Gunawardena Committee Report of 1958. Absence of canvassing or lobbying for rail by some of the Sri Lankan Professionals is due to the fact that they are blindly following the teachings of the West and mimicking the West, are of the opinion, and are advising and deceiving the Governments that we are a small country; and that Railways does not suit us. This is a misconception in the face of 1. Fossil Fuel ‐ usage in transport: 2. Depleting fossil fuel reserves: 3. Escalation of its price and outflow of Foreign Exchange, 4. effects on health of the citizens and the cost factor borne by the state on health hazards ( eg. Lung Cancer) 5. Green House Gas Emissions ‐ depletion of the Ozone layer: 6. Unprecedented costs on Disaster management ……. And Energy efficiency of Rail had never reached the minds of those in authority.
Auto Diesel Demand81 in Road and Rail Transport in kt 2000 2005 2009 2010 2011 2012 Road Transport 1,182.5 1,337.1 1,041.8 1,419.7 1,546.4 1,495.4 Rail Transport 27.6 25.9 26.4 26.2 25.6 31.6 Total 1,210.1 1,362.9 1,068.2 1,445.9 1,572.0 1,527.0 Road Transport 97.7% 98.1% 97.5% 98.2% 98.4% 97.9% Rail Transport 2.3% 1.9% 2.5% 1.8% 1.6% 2.1%
Only a marginal share of 2.1% of the total transport diesel demand is consumed by rail transport. The transport fuel mix is dominated by auto diesel. The demand for all fuels has increased in 2012, compared with 2011.
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http://www.ushsr.com/benefits/sustainability.ht ml
Source UIC .Org.
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AVERAGE CONSUMPTION OF FUEL & LUBRICANTS BY LOCOMOTIVE CLASS 2000 ‐ 2009 IN BOTH FLAT AREAS & INCLINE Fuel – Diesel liters per engine Kilometer / Lubricants per kilometer Loco Class
Fuel/ Lub
2000 2001
2002 2003
2004 2005
2006 2007 2008 2009
M2 2.24/0.04 2.46/0.04 3.61/0.05 3.64/0.05 3.62/0.04 2.44/0.04 2.41/0.04 2.53/0.05 2.39/0.04 2.37/0.04 M4 3.55/0.05 3.32/0.05 6.38/0.15 6.21/0.15
3.90/0.06 3.22/0.04 3.50/0.04 3.82/0.06 3.41/0.05
3.19/0.05
M5 5.30/0.17 3.55/0.09 3.88/0.07 4.01/0.08
3.97/0.05 4.10/0.02 3.44/0.04 14.5/na
Not in service
M5B 2.94/0.05 2.98/0.05 3.14/0.04 2.98/0.04
2.87/0.05 3.32/0.07 3.30/0.05 3.30/0.01 3.31/0.09
3.25/0.08
M5C 2.88/0.02 3.29/0.03 2.85/0.01 2.99/0.03
2.75/0.02 3.00/0.02 3.26/0.02 2.93/0.02 3.27/ 0.03
2.82/0.02
M6 3.67/0.06 3.59/0.06 3.68/0.06 3.60/0.07 2.48/0.06 3.30/0.06 3.70/0.04 3.53/0.07 3.49/0.07
3.23/0.04
M7 2.61/0.02 2.70/0.03 2.61/0.02 2.65/0.03 2.56/0.06 2.44/0.03 2.67/0.02 2.67/0.03 2.39/0.03
2.45/0.04
M8 4.78/0.06 4.94/0.07 4.78/0.06 4.90/0.10 4.80/0.07 4.44/0.08 4.67/0.07 4.66/0.09 4.11/0.02
3.81/0.09
M8A 3.67/0.02 Not ave. 3.67/0.02 3.92/0.05
4.16/0.05 3.56/0.05 3.82/0.07 4.43/0.02 3.96/0.09
3.09/0.07
M9 * 3.67/0.01 3.98/0.98 3.67/0.01 3.69/0.02
3.57/0.01 3.34/0.01 3.90/0.01 3.86/0.02 3.41/0.02
3.63/0.02
W1 3.09/0.14 3.54/0.01 3.24/0.16 3.28/0.14
3.39/0.16 3.43/0.18 4.22/0.19 3.90/0.16 3.21/0.17
2.22/0.12
W2 4.19/0.17 4.21/0.02 4.48/0.22 4.74/0.26
3.76/0.17 4.11/0.27 6.62/0.42 6.13/0.22 4.04/0.17
0.12/3.68
14.5/na
93 W3 3.14/0.03 3.10/0.06 3.45/0.04 3.74/0.04
3.09/0.04 2.86/0.03 3.26/0.05 3.58/0.05 3.15/0.05
3.13/0.04
Y 1.64/0.05 1.30/0.04 1.28/0.04 1.20/0.03
1.23/0.04 1.40/0.36 1.41/0.03 1.37/0.05 1.49/0.03
1.46/0.04
Please note: Only the M2, M5 B & C, M6 & W3 classes of Locomotives shown in red were used in the Incline from Peradeniya to Badulla during 2000 ‐2009; with A‐1‐A and Bo‐Bo wheel arrangements. Rest of the locomotives are not permitted to run on the incline areas owing to the inability to negotiate sharp curves on steep gradients without creation of track distortions with repercussions due to wheel arrangements. M9 loco is presently being used only up to Nawalapitiya owing to above. Rest of the locos are used only in flat terrain. Hence S.L.R. has to be very selective in purchasing locomotives. M2 Class locomotives had best results in the incline sections at an average of 2.77 liters of Diesel per engine kilometer and the M7 Class locomotives with an average of 2.57 liters of Diesel per engine kilometer on flat terrain during 2000 – 2009.
AVERAGE CONSUMPTION OF FUEL 2014 ‐ DEPENDING ON THE TYPE OF LINE OF PERMANENT WAY
LOCOMOTIVE CLASS Introduced to service M 2 (bet 1954 – 1969) M 2 (bet 1954 – 1969) M 4 ( 1975 ) M 5 C ( 1979 ) M 5 D ( 1979 ) M 6 ( 1979 ) M 6 ( 1979 ) M 7 ( 1981 ) M 8 ( 1996 ) M 8 A ( 1996 ) M 9 (2000‐2001) W 3 M 10 (2012) M 10 A S 11
TYPE OF TERRAIN Flat areas Incline Flat terrain Flat terrain Flat terrain Incline sections + Flat areas Flat terrain Flat terrain only Flat terrain Flat terrain Flat + RBK – KGW incline + Flat up to Nawalapitiya Flat terrain only Flat terrain only Flat terrain
FROM TO AND BACK Areas other than incline Colombo‐Badulla & back
Colombo‐Badulla & back Areas other than incline
DISTANCE TRAVELLED
DIESEL LITERS CONSUMED
580 kms
2000 lit.
580 kms
2400 lit.
279 kms
1228 lit.
LITERS PER KILOMETER 2.5 Lit/km 3.44 lit/km 3.2 lit/km 3.2 lit/km 3.4 lit/km 4.13 lit/km 3.44 lit/km 2.7 lit/km 3.7 lit/km 3.8 lit/km 4.4 lit/km 3.23 lit/km 3.4 lit/km 3.3 lit/km 3.97 lit/km
94 S 12 DMU Double engines (2012‐2013)
Incline
Colombo‐Badulla & back
580 kms
2600 lit.
4.48 lit/km
All trains running on Incline sections (shown in red) cover Colombo to Rambukkana(Ruling Gradient 1 in 80); and Kadugannawa to Nawalapitiya (Ruling Gradient 1 in 95); Peradeniya to Gampola on 1 in 70 Ruling Gradient and Gampola –Nawalapitiya on Ruling Gradient of 1 in 50. The sections from Rambukkana to Kadugannawa is with a Ruling Gradient of 1 in 45; and Nawalapitiya to Badulla a Ruling Gradient of 1 in 44. Locomotives of Classes M 2 / M 4 / M 5 / M 6 / and M 7 –( Date of introduction to service shown in BLUE)have all expired its life span and require replacement with introduction of electrification and modern electric locomotives consisting of regenerative braking and other fuel conservation measures.
Eradication of 1 in 44 to 1 in 132 Ruling Gradients in the entire network, improving same to ≥ 1 in 150 will greatly enhance the performance of locomotives with an increase in speed and the line capacities.
95 CHAPTER 10 WHY WE SHOULD HAVE A NEW ROUTE TO KANDY & BADULLA. The approach to optimal use of rail involves two objectives. The first is to minimize the “journey time” and the second is the reduction in the “energy spent” in the travel. It is an unchallengeable fact that the rail transportation is far more efficient than all other modes of transportation, but it is still of concern of those in International Rail Managements in further reducing “Energy Consumption ”. Several ways stand open for implementation. 1. Straight and level theory of laying and/or modifying existing and the adoption of modernized maintainance of rail tracks. 2. Improving aerodynamics in trains. 3. Manufacture of lighter rolling stock. 4. Improved train control systems. “To hit the nail on the head the reasons are” A. As given in Chapter 1 ……. The Gradients, The Curves, Grade Compensation, and the Speeds. A Special Committee should revise existing Specifications to suite and apply them locally. B. To introduce modern technology so as to provide a better service; C. To achieve commercialization within the S.L.R. and a Win‐Win financial situation. D. To prevent excessive use of imported Fossil Fuel & Lubricants, and thereby arrest flow of foreign exchange. Minimizing energy consumption through easier gradients and curves, and through the reduction in the distance travelled from Colombo to Badulla. E. to convert railways to be the best available form of transport with speed reducing journey time & comfort; F. to shape the railway route system and services so as to take advantage over other modes. G. To be part & parcel of Kandy City Expansion Project through Urban Development. (Rail extension to Digana, Pallekelle & Kundasale areas). Katugastota being the terminal of the Colombo – Kandy; portion of Northen Highway, shall be the point of Road / Rail integration.
96 H. To become a component or an integral part of the Uva – Wellassa development within 15 Divisional Secretariat Divisions. I.
To facilitate hinterland areas of‐ neglected UVA – Hanguranketha, Walapane, Badulla, Moneragala, Ampara & Batticaloa, through the Lower Badulla direct & shorter rail route.
J.
The rail route proposed links previously isolated cities, towns, and settlements and automatically becomes comparatively a productive rail line.
K. Designed to cause the least inconvenience to human habitations en route. L. Creates a direct transport route hitherto unavailable and catering between Colombo;– Kandy City; Kandy regional development area; and up to Badulla that too within an incomparable time duration with all other modes of transport. M. As an alternate ‐ meets with the exigencies of maintaining the rail services between Colombo – Kandy and Colombo Badulla in case of a major mishap ( a blockade) in the Rambukkana – Kadugannawa Incline – such as a derailment or a rock slip, compelling complete suspension of the service. N. This trace caters to both sides of the track unlike the present Kadugannawa Incline where the line skirts the southern slopes of the Alagalla Rock for 13.5 miles. O. Relieves congestion and perils of road transport in the roads and highways (A1; A7: A4; A5; A 16;) leading to Kandy; from Kandy to Badulla; and from Colombo to Badulla. P. Enhances the potential for the development of Tourism with the introduction of Tourist Specials. Q. Promotes existing and new business ventures, export oriented commercial establishments and other small scale enterprises:‐ industrial, agricultural, and services in the Railway Townships enroute. R. Instills an overwhelming pride to the nation as a whole in designing and laying a rail route of our own. S. Rail Transport industry is on the right track, unimpeded by rising fuel prices and environmental concerns that hamper all other modes of transportation. T. It leads us to the development of a rail transport route as the sustainable backbone of the Sri Lankan transport system that is reliable, safe, dependable, cost‐efficient, and secure and will therefore become the mode of choice for passengers and freight to Uva Province and the districts of Badulla, Moneragala, Amapara & Batticaloa.
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U. Carbon Foot Print – Travelling by rail remains one of the most Carbon‐friendly forms of transport according to United Nations Environmental Programme (UNEP).82
V. Thematically this trace enhances S.L.R’s capacity building and Institutional strengthening, rural and regional development leading to poverty reduction and reform of economic growth in the areas. To use rail as a powerful tool to determine the social transformation, strengthen provincial integration, migration and urbanization. Industrial growth leads to the development of numerous Railway Towns, along the railway lines, to service the prosperous agricultural hinterland. Improving the aesthetic value by moving the train like a projectile through the country side, swiftly passing the panaromic landscape; the passing scenery becomes part of the leisure in traveling experiences. Travelling side by side with unknown strangers, mixing upwith them, sharing a joke and a biscuit is creation of a world of sociability, even though they somewhat appear to be in the same class or different but within the same carriage. Whilst travelling the use of computers, tablets and mobile phones, or reading books, are ways of screening themselves; and unlike in buses women are fortunate in the avoidance of male harassment.
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Rail extensions neglected (since1848)to Uva: Hambantota – Moneragala; Badulla – Moneragala & Ampara and Badulla; needs to be considered as top priority.
Fast and Semi‐Fast Trains
99 Fast and semi‐fast trains shall provide inter‐city services. They depend, for the attraction of traffic, upon the provision of rapid transits between the centres of population which they serve and upon well‐chosen departure and arrival times in relation to the social and business habit requirements of the community in far away places such as the Provinces of Uva & Eastern. To achieve the speed required they must be limited‐stop trains: Kandy, Hanguranketha, Walapane & Badulla only and on its return at Walapane, Hanguranketha, Kandy & Colombo. To be successful financially they must draw a substantial number of passengers from the cities which they link. In general, the greater the distances covered by such services the more closely the number and timing of trains can be matched to the volume of demand, so that train passenger loadings can be kept to the maximum capacity provided. Stopping trains As a predominant form of rural public transport, local trains linking small villages and towns with the major towns, having considered the traffic potential of the area.
SPEED RAIL (SR) COLOMBO – BADULLA ‐ A ‘ d r e a m p r o j e c t ’ Objective of this proposal is to provide a policy suggestion for building of an efficient Speed Rail (SR) network between Colombo – Kandy & Badulla as an alternate to the existing Main Line from Colombo to Badulla; that can both be profitable and solve practical problems that the contemporary transportation system faces, addressing the increasing traffic congestion and improving the environmental concerns. Speed Rail will truly allure Sri Lankan citizens to get out of their road vehicles, and use rail as an alternative. Factors affecting rail ridership are, population density, levels of private vehicle ownership, service frequency, ticket price‐(comparative fares), system reliability (train on‐time performance), cleanliness, easy entraining and detraining facility with carriage floor and the platforms at same level . It increases with attraction and increased income, whether for business purposes, personal, use of professionals, for employment, leisure travel or tourism. For journeys over 400kms SR will be faster than air travel. For journeys of more than 400km, high speed is necessary for rail to become the fastest mode. For journeys of more than about 800km, only that air travel is faster. For quick acceleration and retardation needed in SR, and the necessacity to maintain the maximum permissible speed continuously for long periods, number of stops has to be minimized; even though SR enables journeys over medium distances to be made quickly; it offers relatively little advantage for short journeys: In general for journeys of less than about 100 km, speed rail offers little advantage over conventional rail because of the need to accelerate to the maximum permissible speed. One perhaps rather obvious finding is that whatever type of high‐speed line is envisaged, the corridor must serve a large and dense population base as this provides for an attractive train frequency which will generate the revenue to justify the investment. The ability to charge higher fares because of shorter journey times (3 ½ – 5 Hours)coupled with a high‐quality service helps to boost revenue still further.
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Considering the world scenario, where speeds between 350 to 580 kilometers per hour has been achieved, the speed of 160 kilometer per hour as in India is very low and the train cannot be termed as high‐speed train in terms of UIC’s definition of “high‐speed train” though the speed of 160 kmph is the highest in the Indian83 Railway history so far; which S.L.R. too could adhere to. In this regard a comparison of SR systems around the world and the technical features involved needs to be considered which constitutes the signal & communication and track infrastructure, rolling stock, and operating conditions. British Rail84 Network commenced High Speed Rail in 2007. For shorter door‐to‐door journeys, Push‐Pull type DMU’s are the best suited in conventional rail. Added attractions of SR are:
Reduction in carbon emissions
Introduction of alternative & latest technological solution in the transport industry i.e the edge over other modes of transport
Energy security / Energy efficiency – effect of Gasoline Price on road transport
Journey time saving /covers population centers in quick time
Customer satisfaction; Meeting the demand and capacity and on time performance
Superior comfort level – adjustable seats, refreshments, wi‐fi, TV & Music.
Fares – affordability and comparative superiority
Environmental friendliness
A pleasing sense of national prestige, pride and confidence
SR is not only a technical subject, but encompasses a complex reality involving various technical aspects such as infrastructure, rolling stock and operations and cross‐sector issues such as financial, commercial, managerial and training aspects. This highly efficient transport mode makes significant demand in terms of investment, technology, industry, the environment and its political and social aspects. It is in this context and in an often tense economic, political and social climate in some countries that managers must take what are in some cases historic decisions regarding transport in general and rail transport in particular. Speed Rail investment, planning and implementation has already started in India, Indonesia, Vietnam, Thailand and Australia and is rapidly becoming a critical part of each country’s transportation strategy; tackling the strategic, technical and operational challenges of designing, delivering, operating and maintaining an efficient speed rail network. The policies, 83 84
101 regulations and economic modeling is required to ensure the creation and operation of acceptable speed rail systems. Infrastructure development, anticipated market growth, challenges and opportunities, financing and funding options, advances in technological innovation and the expected market potential by bringing together international operator and industry specialists to share their experiencesa as Joint Venture partners. Key Issues in Speed Rail include :
What cost vs benefit factors need to be taken into consideration when developing and implementing speed rail systems?
What impact will speed rail have on road transport – competition or complementary?
What are the potential funding options available.
What technologies are to be considered for speed rail implementation and what are their economic implications?
What integration solutions are available to ensure that technologies from various suppliers work together?
What are the key station design, track‐rail interface and rolling stock innovations that should be looked at?
What economies of scale can be achieved from developing dedicated speed rail corridors – both for passenger and freight rail?
What lessons can be learnt from the success and challenges of countries currently implementing speed rail systems?
The Climate is Right for Trains built on the four cornerstones of Energy, Efficiency, Economy and Ecology – these eco‐active solutions conserve energy, protect the environment and help to improve total train performance. The challenge is in identifying the modifications that maximize energy savings while minimizing operational impacts. A. Permits introduction of Energy saving speed profiles and driving regimes through Driver training ‐ modifying operating policies and practices. B. “Skipping several stop” operations — alternate stops at stations significantly causes reduced running times & energy savings, with additional trains at peak hours. C. Applying regenerative braking can achieve energy savings of up to 25 percent. D. Dynamic braking is the use of the electric traction motors of a rail vehicle as generators when slowing the locomotive. It is termed rheostatic if the generated electrical power is dissipated as heat in brake grid resistors, and regenerative if the
102 power is returned to the supply line. Dynamic braking lowers the wear of friction‐ based braking components, and additionally regeneration can also lower energy consumption. Dynamic braking can also be used on railcars multiple units,& light rail vehicles, Having to accelerate and decelerate a heavy train load of people at every stop promotes inefficiency, despite regenerative braking which can recover typically around 25% of the energy wasted in braking. Weight is a determinant of braking losses. E. Installation of Auto Engine Start Stop (AESS) devices & Auxiliary Power Units (APUs) on motive power to control idling; F. employ manual engine shut‐down procedures; . Locomotive shutdowns estimated at saving 15‐24 literss of fuel, per locomotive, per day; G. top‐of‐rail (TOR) lubricators to reduce friction; as well as to reduce rail/wheel wear & tear; (Wheel/Rail Lubrication and Friction Modifiers.) H. educate locomotive drivers to improve train‐handling skills using simulators;.S.L.R. should purchase a new Positive Train Control (PTC)‐compliant simulator. Locomotive onboard data can be fed into the simulator to compare actual runs with an optimal “Golden Run”. As a training tool, which will allow our Mechanical Inspectors to provide feedback to train crews. I.
distributed power‐equipped trains; inclusive of carriages; increasing use of distributed power to reduce in‐train forces and drag;
J.
hydrogen fuel‐cell locomotives;
K. throttle‐control software systems; L. improving train aerodynamics; ( Locomotive and Car Aerodynamic Enhancements); M. improve train sizes and horsepower‐per‐trailing‐ton ratios; N. Light weight carriages; O. Adding multi‐engine 25% more fuel efficient locomotives (GenSets) to the fleet replacing older diesel‐guzzling switching locos(unless they are retrofitted). These locomotives have multiple diesel engines that are automatically activated (1 at a time) as the work determines; P. Employ energy management technology using GPS, track route profile – grade and curvature data, the train’s dynamics, timetable, and speed limits to continuously calculate the correct speed under the prevailing circumstances, and train information to identify the most fuel‐efficient throttle settings for each trip as the train oves along
103 the line. The cab display shows the driver in advance how and when they can adapt their driving style to deliver optimum performance against the timetable. Experienced drivers can engage brake and throttle techniques that take advantage of gravity and track resistance to conserve fuel. Q. To enhance a culture of conservation, provide conservation tips and techniques via frequent bulletins, stickers on locomotive consoles and with a new module (conservation policy and practical instruction) during refresher courses. Offer Fuel Master certificate & incentives.
104 CHAPTER 11 THE ROUTE SELECTION COLOMBO – KANDY – BADULLA
105
PRELIMINARY85 TRACE ‐ Colombo – Kandy – Badulla. Section 1 Colombo to Gampaha The Department of Census and Statistics confirms that the population of Sri Lanka reached 20,277,597 in 2011‐ (grew only by 0.7 percent over the last ten years). Major share of the population live in the Western province (28.8 per cent) while only 5.2 per cent of the total population live in the Northern Province. Out of the 25 districts, two districts reported more than 2 million population. Colombo district reported the highest of 2,323,826 while, Gampaha district reported the second largest population of 2,298,588. Gampaha District is considered the most popular district for living and records the highest growth rate. Its’ close proximity to the Bandaranayake International Airport ‐20Kms‐ and the country’s largest and foremost Export Processing Zones together with Industrial Town at Jaela had added strength to it. Gampaha city is the administrative centre in the District. It is an accepted principle that on the pretext of development that no attempt should be made to disturb the living abodes or settlements of masses, unless for upliftment of living conditions. Under the circumstances; even though it is desirable to rid of the sharp curves in the railway line, from Enderamulla to Gampaha by way of acquisitions and re‐alignment of the total length, it becomes a policy matter for the Government. The route proposed avoids re‐aligning of this stretch but only proposes the construction of a third line from Ragama to Gampaha86, parallel to and along the existing railway reservation, which could be easily undertaken, but would restrict the speed. However, a passing reference is hereby made for future consideration if acquisition of land is permitted in realigning from Enderamulla to Gampaha as shown in the Figure below to rid of the curves leading to Permanenet Speed Restrictions.
85 86
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Commencing from Colombo, existing residential and urban development up to Gampaha prevents new Rail Lines being constructed at ground level without inconveniencing the inhabitants of the Colombo and the metropolitan area. Hence, it is desired to continue with the present treble lines between Maradana and Ragama. However it is suggested to introduce a third line in the Ragama to Gampaha stretch 87 with further track up‐gradation of the double lines and provision of additional crossovers to increase line capacity. This would facilitate not only Kandy and Badulla bound traffic but also to Airport passengers by linking the 12 mile (19 Kms) stretch between Katunayake Airport and Gampaha. The following 1:50,000 Survey Department Topographical sheets were used in this study area: 66 Colombo; 59 Negombo; 60 Attanagalla; 61 Gampola; 54 Kandy; 62 Hanguranketha and 69 Badulla.
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Section 2 Gampaha to Peradeniya The distance (mileage88 & kilometerage) from Colombo to Gampaha in the existing line is 16.40 / 25.63. From Gampaha the new trace with a 25 m corridor for twin tracks, traverses parallel to the existing track up to Daraluwa Bridge over Attanagalu Oya, with a new Bridge of the same span as existing and follow an easterly direction on the upper catchment area of Attanagalu Oya; cross89 B12 (Yakkala – Balabowa) road; across AA1 (Colombo – Kandy) road; B416 (Thihariya – Udathuththiripitiya) road; B445
88 89
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( Nittambuwa – Attanagalla) road; Attanagalla90 10 miles away from Gampaha shall be at 26m 40 chains from Colombo; B361 ( Attanagalla – Pasyala ) road; bridging across a branch of Attanagalu Oya at Godagama; and shift from Western to Sabaragamuwa Province to reach Galapitamada area at 34m 40 chs. Proceeding ahead cross B 457 (Warakapola – Ruwanwella ) road; over a stream Manella Ela, Gurugoda Oya; to reach Kotiyakumbura at 39 miles 00 chs. Advancing further the line will cross Babaragaha Ela; and Alawathura oya; it would approach Getiyamulla 42miles 00 chs from Colombo; go over a feeder stream to Alawathura oya; to reach Undugoda at 45miles 00chs. From Undugoda the trace would gradually turn itself to a north easterly direction passing B278 (Mawanella – Hemmathagama road; Gevilipitiya at 54miles 00chs; cross over Maha Oya to land at Hemmathagama at 57 miles 00 chs. From here onwards a considerable change in contour patterns and Mean Sea Level Heights could be observed. In designing the trace extreme caution is required to maintain the gradients and the curves desired in attaining the final elevation in Kandy capitalizing on the natural hillocks available enroute, winding up or down or skirting around the hills enroute.
From Hemmathagama the trace could either follow through Bowela.
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114
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117
118
Progressing further 2 kms away from Hemmathagama, the rough and hilly terrain have to be overcome by the introduction of three short tunnels, one after the other, but with separations in Gadadessa91 area, shifting itself from Sabaragamuwa to Central Province, to reach Bowala at 61 miles, near B 172 (Kadugannawa – Gampola) road; Daskara at 62 miles 40 chs; Daulagala at 66 miles 00chs; and then either cross A5 (Peradeniya – Gampola) road and link up with the existing line at Gampola, Gelioya or Godapola and join Peradeniya Junction Station independently following a parallel path to A5 road and the Peradeniya – Gampola rail line. Distance from Gampaha to Peradeniya shall be m. chs Section 3 Peradeniya to Katugastota Since Peradeniya Junction to Kandy rail track doubling and upgrading is presently being under consideration and considerable progress have been made the same route in position will be utilized up to Katugastota over the existing Bridge. Once again this arrangement will prevent inconvenience to residents and commercial activities of the area. However, the speed of trains will be restricted owing to the nature of rail track in position. Thus the distance between Colombo and Kandy will be 71miles 40 chs., becoming 3 miles less than existing distance of 74 miles and 38 chs., in addition to which other advantages turns out to be the easier ruling gradient and the eradication of sharper curves in existence in the line to Kandy since 1867. The area between the Kandy Post Office Level crossing and Sirimavo Bandaranayake Mawatha (SBMLC) Level Crossing and the area from SBMLC and up to the Level Crossing near Asgiri Viharaya Mawatha and beyond up to Mahaiyawa, should be completely protected to prevent trespassing on the rail line. The distance from Colombo to Katugastota shall be m. chs. Section 4 Katugastota to Badulla. From Katugastota onwards the trace traverses in a south westerly direction across a feeder to Mahaweli river; cross B 205 ( Katugastota – Madawala) road; A 26 (Kandy – Mahiyangana road; Madawala at 78miles 20 chains; to reach Kundasale at 82 miles 00 chs. Madawala and Kundasale shall both provide passenger and freight facilities and thereby cater to Pallekelle and Digana areas under the Kandy City Expansion Project. 91
119
Crossing of River Mahaweli is to be considered after a detailed study, inclusive of geotechnical investigations, in view of the fact that getting closer to the Victoria Reservoir would naturally necessitate a very long span. Hence, it is proposed to cross at the narrowest point perpendicular to the river in Talwatta – Illukmodara area with a lesser span. The trace will then cross B 413 (Kandy – Randenigala) road; and proceed onwards on Stoddart’s92 trace towards Hanguranketha, through Kivullinda in Kapuliyadda at 86miles 00 chs. From here onwards the trace once again meets with rough terrain with rocky ravines and needs to run along cut faces of the hills scarped, galleried or tunneled on 600 – 800 meter contours; through Marassana to Kande Junction at 89 miles 40 chs; and cross Mahaoya to arrive at Haragama in Hanguranketha at 92 miles 40 chs; forward approach from Ranmalakandura over Belihul Oya is on a falling grade over B 541 (Rikillagaskada – Serasunthenns) road; to get to Naranthalawa at 99 miles 40 chs; across Kurundu Oya; access Nidhandahinna at 105 miles; across a tributary of Uma Oya to reach Madulla at 109 miles. Advancing forward to get to Galauda at 113 miles. Between Galaudagama and Galbokkagama a Tunnel is involved with Kirioruwa approximately at 116 miles 40 chs. Passing Pitawelagama the next stop proposed is near the Kachcheri at 120 miles 20 chs; to reach the terminal at journey’s end at Badulla with a mileage of 121 miles 60 chs. Readers are reminded that: 1. It is to be observed that the total mileage from Colombo is only 121 miles 60
chains against the existing mileage of 181 miles. A reduction of 60 miles distance from Colombo to Badulla through Kandy & Katugastota. Travel time for Express trains with limited stops, minimum 3 ½ hrs – maximum 4 hours with the application of suitable gradients and curves. 2. The distance from Kandy to Badulla on the new proposed trace shall be 50
miles 20 chains equivalent to 80.867 Kilometers against 110 miles 20 chains or 195.127 kilometers. 3. Whilst travelling 181 miles / 290.493 kms from Colombo to Badulla at present
in the existing line, we ascend to an unprecedented elevation of 6626 feet or 2019.6 meter M.S.L. and again descend to an elevation of 2140 feet or 652.3 meters at Badulla at a crawling speed of 20 MPH or 32 Kmph. 92
120 4. Maximum M.S.L. elevation reached shall be less 700meters or 2395 feet
between Kandy & Badulla. 5. Distance wise reduction of 60 miles or 96.558 kms.and travel time savings
over 5 hours and the most vital of it all Energy savings of 3/4 ths comparatively to the present Main Line to Badulla as well. 6. With the same crew working in both directions, minimizes human resource
requirements.
121
Black Molesworth’s route(existing) Red Moorsom’s route Yellow Alternate proposals (2014) Molesworth travels 82.530 kms to climb the hurdle traversing up to Rambukkana 303 MSL to Kadugannawa 1698 MSL. He should have selected Moorsom’s route on the right bank of Mahaoya to Hingula, Gadadessa & Paranapattiya to Peradeniya; or in the alternate the best route to reach Kandy should have been sought making use of the hillocks which enables a gradual climb instead of a 13.26 mile sudden climb, an elongated trace, commencing just passing Gampaha. Technological advancements available today :‐ G.P.S.Global Positioning System; G.I.S. Geographical Information System enables us to select the best possible routes.
122
123
COORDINATES & ELEVATIONS PRELIMINARY TRACE ( NOT FINAL) FOR CAREFUL CONSIDERATION Appendix I
Station
Northing
4. BIA Katuyake
7.019025
Easti ng 79.88 3433
5. Gampaha 1
7.099731
79.99 9808
114509.935
211009.295
12873.294
6. Kalagedihena
7.115731
80.05 7711
120909.222
212768.477
6399.287
7. Attanagalla
7.124400
80.12 6436
128502.292
213716.060
7593.071
8. Galapitamada
7.123258
80.23 7350
140753.853
213574.165
12251.561
9. Kotikumbura
7.124728
80.28 6744
146210.145
213730.646
5456.292
10. Bulathkoitiya
7.119667
80.33 9950
152086.660
213165.135
5876.514
11. Undugoda
7.138939
80.36 4564
154807.383
215293.869
2720.723
12. Wilpola
7.178764
80.45 7369
165061.172
219689.821
10253.789
X
Y
X diff
101636.640
202106.766
Y dif f 89 02 .5 29 17 59 .1 82 94 7. 58 3 14 1. 89 4 15 6. 48 1 56 5. 51 1 21 28 .7 34 43 95 .9 52
Distance
Elev
Elev diff
Tan(a)
Slope Angle
1
15651.732
10
9
0.000575016
0.03
6636.686
20
10
0.001506776
0.09
7651.969
31
11
0.001437538
0.08
12252.383
120
89
0.007263893
0.42
5458.536
41
79
0.014472746
0.83
5903.662
305
264
0.04471801
2.56
3454.539
210
95
0.027500048
1.58
11156.370
220
10
0.000896349
0.05
124
13. Hemmathaa
7.180856
80.50 3786
170187.751
219917.868
5126.579
14. Peradya Junc.
7.257164
80.58 9778
179688.294
228351.561
9500.543
15. Kandy
7.289667
80.63 2522
184409.414
231944.125
4721.120
16. Katugastota
7.330161
80.63 2578
184416.932
236422.102
7.518
17. Madawala
7.265342
80.69 3456
191136.957
229252.594
6720.025
18. Gurudeniya
7.265386
80.69 5208
191330.502
229257.475
193.545
19. Kapuliyadda
7.240331
80.72 0486
194121.404
226486.389
2790.902
20. Hanguketha
7.204956
80.77 2328
199846.168
222574.239
5724.764
21. Naranthala
7.126703
80.75 7575
198216.659
213920.950
1629.509
22. Galauda 23. Point 11
7.030386 7.025639
116179.401 226827.745
203337.687 202752.239
82037.258 110648.344
80.01 5033 81.01 6550
22 8. 04 7 84 33 .6 93 35 92 .5 63 44 77 .9 77 71 69 .5 08 4. 88 2 27 71 .0 87 39 12 .1 50 86 53 .2 88 10 58 3. 26 3 58 5.
5131.649
250
30
0.005846074
0.33
12703.838
478
228
0.017947333
1.03
5932.578
494
16
0.002696972
0.15
4477.983
446
48
0.010719111
0.61
9826.525
490
44
0.004477677
0.26
193.606
460
30
0.154953648
8.81
3932.945
443
17
0.00432246
0.25
6933.818
640
197
0.028411473
1.63
8805.379
1020
380
0.04315544
2.47
82717.091 110649.892
26 1180
994 1154
0.012016864 0.010429292
0.69 0.60
125
24. Badulla
6.980592
81.06 0689
231707.288
197773.600
4879.543
44 8 49 78 .6 39
6971.140
667
513
0.073589113
4.21
\ In red ‐ areas where tunneling may be required. Station
Northing
Easting
X
Y
4. BIA Katunayake
7.019025
79.883433
101636.640
202106.766
Elevation 1
Point 1
7.150247
79.895611
103009.576
216616.594
5.5
Point 2
7.109433
79.923769
106111.702
212097.031
3.4
Point 3
7.083428
79.987153
113108.808
209208.697
8.5
Point 4
7.094178
79.994019
113869.398
210396.276
11
5. Gampaha 1
7.099731
79.999808
114509.935
211009.295
10
Gampaha 2
7.104514
80.008100
115426.798
211536.770
10.9
6. Kalagedihena
7.115731
80.057711
120909.222
212768.477
20
7. Attanagalla
7.124400
80.126436
128502.292
213716.060
31
8. Galapitamada
7.123258
80.237350
140753.853
213574.165
120
9. Kotiyakumbura
7.124728
80.286744
146210.145
213730.646
41
10. Bulathkohupitiya
7.119667
80.339950
152086.660
213165.135
305
11. Undugoda
7.138939
80.364564
154807.383
215293.869
210
12. Wilpola
7.178764
80.457369
165061.172
219689.821
220
13. Hemmathagama
7.180856
80.503786
170187.751
219917.868
250
Point 5
7.192300
80.518178
171777.914
221182.522
450
Point 6
7.220728
80.535111
173649.666
224325.139
500
Point 7
7.234089
80.550283
175325.903
225801.804
650
Point 8
7.251897
80.559925
176391.551
227770.590
515
Point 9
7.259592
80.563150
176748.065
228621.297
517
Point 10
7.265389
80.564167
176860.623
229262.318
499
14. Peradeniya Junc.
7.257164
80.589778
179688.294
228351.561
478
15. Kandy
7.289667
80.632522
184409.414
231944.125
494
16. Katugastota
7.330161
80.632578
184416.932
236422.102
446
17. Madawala
7.265342
80.693456
191136.957
229252.594
490
18. Gurudeniya
7.265386
80.695208
191330.502
229257.475
460
19. Kapuliyadda
7.240331
80.720486
194121.404
226486.389
443
20. Hanguranketha
7.204956
80.772328
199846.168
222574.239
640
21. Naranthalawa
7.126703
80.757575
198216.659
213920.950
1020
126 22. Galauda
7.030386
80.015033
116179.401
203337.687
26
23. Point 11 24. Badulla
7.025639 6.980592
81.016550 81.060689
226827.745 231707.288
202752.239 197773.600
1180 667
Appendix II
127
128 Appendix III THE STEEPEST GRADIENTS IN ADHESION RAILWAY LINES: IN ORDER OF STEEPNESS INCLUDE). (C = Compensated for curvature) Grade %
Country
RailwayGauge/ curves/Distance / Purpose / Remarks.
1 in 9
11%
USA
1 in 11 9%
USA
1 in 11 9%
France Ligne de Saint Gervais ‐ Vallorcine, France A single track 36.5 km (22.7 mi) long metre gauge railway ;Track gauge: 1,000 mm (3 3 3⁄8 in). reaches 2,000 m (6,562 ), which is a record for an adhesion, rack less
Cass Scenic Railway West Virginia, A scenic Railroad. A forestry railway used for logging. line built in 1901 to haul lumber to the mill in Cass ( summit is 4,842 feet). Allentown Light Rail Line Pittsburgh. Passenger rail system Speed 12.6 MPH due to steep grade. 40.2 km light rail system in Pittsburgh, Pennsylvania.
railway. 1 in 14 ‐‐‐
England
Hopton Incline, United Kingdom. The Hopton Incline was a very steep section of a mineral railway in England worked by adhesion. Its gradient was 1 in 14 (7%);was part of the Cromford and High Peak Railway, closed in 1967; is open to walkers and cyclists as part of the High Peak Trail.
Switzerland
Bernina Pass, on Bernina Railway World Heritage Site is a 4 hour railway journey across 196 bridges, through 55 tunnels and across the Bernina Pass on the highest point at 2,253 metres in altitude. The entire line mm (3 3 3⁄8 in) (metre gauge).
USA
Sacramento Light Rail, Sacramento, California A 37.42‐mile (60.22 km) light rail system 1,435 mm (4 8 1⁄2 in) (standard gauge).
which 1 in 14.2 7% is 1,000 1 in 14.2 7%
1 in 14.2 6.0% England
Docklands Light Railway, London. Line length 34kms/ 21 miles; standard gauge 1435mm/ 4’ 8 ½ inch
1 in 18 5.5% Ecuador
Near Alausi, on line to Quito
100km section is run as a tourist attraction railway
129 1 in 18 5.5% 25 mph. 5.1%
Norway Flåmsbanen, Single line Passeneger length 20.2 kms / 12.6 miles/ gauge 1435mm; 4 ft 8 ½ in. speed 40kmph/ highest elevation 866m / 2841 ft. USA
grade of 5.0%
Saluda Grade, North Carolina 4’‐8 ½’’ mainline Passeneger railway grade in the United States. North Carolina, consists of a three‐mile section of track that rises over 600 feet (180 m) in elevation; a highest official 4.7% but reaching 5.1% at one point.
Rail
Pakistan Khyber Pass Railway ‐ The Khyber Pass Railway from Jamrud, near Peshawar, to the Afghan border near Landi Kotal ruling gradient of 3 percent was opened in 1925. 42 kilo‐metres (26 miles) through 4 reversing stations,34 tunnels and 92 bridges and culverts. Steam safari train climbs more than 1,200 m (3,900 ft) track crosses the Peshawar Airport diagonally.
1 in 19 ‐‐‐
Australia
goods rail 1 in 22.5 4.4% Norway the
Camden Tram New SouthWales Ruling gradient of 1 in 19 steepest grade used by adhesion locomotives in Australia The line closed on 1 January 1963 – 7 1/2 mile track which had been transporting people and for eighty years came to an end. There is no longer any evidence of the line that ran over the steepest grade in Australia. Thamshavn Line ‐ Presently a heritage railway and is the world's oldest A.C.electrified railway; gauge 1,000 mm (3 3 3⁄8 in); 25.15 kilometres (15.63 mi). The transporta on of passengers ended in 1963, but transportation of ore continued until 1974.
1 in 25 4.0% India
Matheran Light Railway ‐ 2 ft (610 mm) NG, a heritage railway in Maharashtra, India Ruling gradient is 1:20 (5%) with tight curves and speeds are limited to 20 km/h (12.4 mph) .
1 in 25 4.0%
Germany
From Cologne to Frankfurt ‐ Passenger High Speed Railway A 177‐kilometre (110 mi) long railway line in Germany, connecting the cities of Cologne and Frankfurt; maximum grade of 4% curves with radii 7,000 m; maximum line speed of 250 to 300 km/h.
1 in 25 4.0%
Peru
Chosica ‐ Galera, Central Railway of Peru ‐ Standard gauge of 1.435 m, crosses 41 bridges, 60 tunnels and around 13 zig zags, taking approximately 8 hours to travel the 172 km
1 in 25 4.0%
USA
Cumbres Pass, Colorado 64 mile path of 431 twisting turns a narrow gauge heritage railroad running between Chama, New Mexico and Antonito, Colorado. It runs over the 10,015 ft (3,053 m) Cumbres Pass
3320 m to
130
1 in 25 4.0%
Pakistan
Bolan Pass Railway ‐ 1,793.4 m (5,884 ft) connect Sibi with Quetta, Balochistan's capital. graded at 1 in 25 and 1 in 33 throughout. Originally built as a metre‐gauge line, the Bolan Pass Railway was re‐laid as gauge in the 1890s. It is eighty‐six miles long.
1 in 25‐C 4.0% Australia
Batlow branch; New South Wales. Used for fruit haulage from the orchards surrounding Batlow, services suspended in 1983.
1 in 25‐C 4.0% Australia
Tarana, Oberon branch; New South Wales. (1 in 25) and tight curves, and was operated by lightweight steam and then diesel locomotives. It transported local seasonal vegetables, timber and livestock. Passenger ended in 1971 line closed in 1979.
broad‐
services 1 in 25‐C 4.0% Australia flood
Dorrigo branch; New South Wales Railway for dairy farmers with steep gradients & sharp curves. line lost its passenger service on 1 December 1957 and goods services were suspended on 27 October 1972 after damage & Closed down.
1 in 26 3.85% ‐ Mexico
Iquique Railway, Mexico; 1 in 27 (3.7%) converted to a tram line.
1 in 27 3.7%
England
Werneth bank; United Kingdom ‐ Gradient of 1 in 27; was regularly used for passenger traffic in the country, but the branch line closed on 7 January 1963
1 in 27 3.7%
England
Ecclesbourne Valley Railway, Wirksworth, Derbyshire, UK. A10‐mile (16.1 km) long heritage railway
1 in 27 3.7%
Mauritius
Mauritius Railways ‐ Industrial Railway existed from the 1860s to the 1960s. In 1956 the Mauritius Government had 91 miles (146 km) of 4 8 1⁄2 in (1,435 mm) (standard gauge) closed in 1964.
1 in 33 3%
Australia
Blue Mountains, New South Wales ‐ Gradients as steep as 1 in 33 (3%) and curves as sharp as 8 chains (160m). Most of the curves were eased to 12 chains (240m) with duplication. now in use as a Tourist
Australia
Valley Heights ‐ Katoomba, New South Wales ‐ Approximately 77 km (48 miles) from Sydney 1 in 33 (3%) section to Katoomba elevation of 300 to 320 meters (1,150–1,300 ft) above sea level
Railway. 1 in 33 3%
131 1 in 33 3%
India
on a On July 7, World Heritage 1 in 37 2.62% England to steep 1 in 37.7 2.65%England
Kalka‐Shimla Railway ‐ narrow gauge A 2 ft 6 in (762 mm) narrow gauge railway in North‐West India travelling along a mostly mountainous route. September 11, 2007, an expert team from UNESCO was visit to the railway to review and inspect the railway for possible selection as a World Heritage Site. 2008, the Kalka–Shimla Railway was included in the UNESCO World Heritage List as part of the Site Mountain Railways of India Brecon and Merthyr Railway, Wales, United Kingdom. Industrial railway 7 miles long nickname of BMR "Breakneck and Murder Railway" owing to a certain tendency towards having accidents ‐ which, due gradients.
only).in the beauty spot is in
Lickey Incline, between Bromsgrove and Blackwell ( Birmingham, England, United Kingdom, 2 miles(3.2 km) Long. Passenger A gradient of 1‐in‐37.7 (2.65%) for a continuous distance of two miles (3.2 km entire British network‐ between Bromsgrove and Blackwell Lickey Hills, a well‐known local the vicinity. Is the steepest sustained main‐line railway incline in Great Britain
1 in 40
Goulburn ‐ Cootamundra, New South Wales (southbound)
Australia
1 in 44 2.27% Sri Lanka date distance of 263 No. 11 to 1 in 45 2.22% Sri Lanka inception in 76 chains are – 17.5 chain 1 in 45 2.2 faced
Australia
Standard gauge : 4 feet 8.5 inches 1.435 m
Main Line Upper Division Sri Lanka Railways Passenger traffic Nawalapitiya – Badulla. 5’‐6” Broad Gauge Main line passenger railway with permanent speed restriction of 20 MPH / 32 Kmph from inception to due to the steep 43 No. 1 in 44 / 12 No. 1 in 45 to 1 in 50/ 152 No.