APPENDIXES. APPENDIX I. The locomotive engines and tenders used on the Assam-Bengal Railway are built for the metre gauge, and are specially designed for running over heavy gradients of 1 in 35 and round sharp curves of 10°, which occur over a distance of 120 miles through the hill section of this railway, the total length of the line being 733 miles; the total weight of engine and tender, in working order, being 38 tons 3 cwt. 1 qr. 0 lb. The general dimensions and capacity of the engines and tenders are as follows: The South Indian Railway workshops at Nagapatam were originally designed to serve about 200 miles of the 5-feet 6-inch gauge railway, but since 1875 the railway has been converted into metre gauge, and at present the total length is over 1,049 miles. The workshops have, therefore, been considerably enlarged. The following Table shows the cost of machinery, including its erection for each shop, up to the end of 1894: APPENDIX III. The construction of the Southern Maharatta metre-gauge railway workshop at Hubli was completed in 1888, and, as originally designed, was intended to serve 800 miles of railway, but with the increase of extensions, the total mileage at present amounts to over 1,556 miles. The expenditure incurred on buildings, etc., amounted to Rs.15,12,000, and Rs.3,30,456 on machinery and tools. Each large engine-changing station has been supplied with one lathe, one shaping machine and one drilling machine, in addition to the usual equipment of tools, in order to facilitate light repairs. The following is an abstract of the cost of machinery and tools, including the erection of same for each workshop originally designed to serve 800 miles, and also a further estimated amount for complete equipment to serve 1,556 miles. These totals are summed together, amounting to Rs.10,00,000, expended on machinery and tools up to the end of 1894: (Paper No. 3102.) "River Regulation Works, and Harbour and Canal Construction in Germany." By LUDWIG FRANZIUS and GEORGE HENRY DE THIERRY. DURING the past twenty years great activity has been exhibited in Germany in regard to works for the regulation of rivers, and the construction of harbours and canals. The Authors propose to describe several important examples of such works, which may be regarded as typical of their general character. BREMEN AND BREMERHAVEN. Bremen is situated 74 miles above the mouth of the Weser.1 Up to the 16th century the ships of the period could get up to Bremen; but, as the draught of vessels increased, the port of access had to be gradually shifted lower down the river. Eventually, in 1827, Bremen acquired land for a port to the north of the River Geeste; and the first dock built at Bremerhaven, opened in 1830, is connected with the Weser by a lock 36 feet wide and having a depth of 18 feet of water on its sill, Fig. 1, Plate 5. The gates of this lock are arranged so as to sluice the entrance. The second dock, called the New Dock, was built in 1851, with an entrance 62 feet wide and 24 feet deep. The third dock, the Kaiser Dock, was opened in 1876; it has an entrance 56 feet wide and 25 feet deep, and is connected with the New Dock by a passage 52 feet in width, Fig. 1, Plate 5. In spite of these extensions, the trade of the ports of Bremen only increased slowly; while that of the neighbouring ports of Hamburg, Amsterdam, Rotterdam, and Antwerp, progressed materially, partly owing to better communications between these towns and the sea, and partly to canals connecting them with the surrounding country. To maintain its position in the markets of the world, Bremen, with a population of only 150,000, had to seek to improve its 1 "Neuer Hafen zu Bremen," by L. Franzius. Fortschritte der IngenieurWissenschaften. "Seekanäle, Strommündungen, Seehäfen," by L. Franzius, G. Franzius, and R. Rudloff. communication with the sea by the regulation of the Lower Weser, which, according to the scheme prepared by Mr. Franzius in 1879-81, involved an expenditure of £1,500,000. The proposed port at Bremen was barely equal to the requirements of the time; and the entry of Bremen into the Customs' system of the German Empire in 1884, necessitated the provision of a free port completely shut off from the rest of the port and town, at a cost of £1,500,000, towards which £600,000 were contributed from the imperial exchequer. The port of Bremen is chiefly intended to accommodate the European traffic, Fig. 2, Plate 5; whilst the large transatlantic steamships, and in particular those of the North German Lloyd, use Bremerhaven. As the available depth over the sills of the entrances to the New and Kaiser Docks at Bremerhaven is inadequate to ensure the entrance at high water of the vessels of increased draught of the present time, involving sometimes a delay of days, the Bremen authorities decided, in 1891, to construct a new entrance for the larger steamships in connection with an enlargement of the Kaiser Dock, Fig. 1, Plate 5. The cost of the extensions of the port are estimated at £925,000. FREE PORT OF BREMEN. A free port, in which goods subject to duty can remain in bond, must be completely shut off from the surrounding country, and all outlets carefully guarded. The laden ships pass up and down between the harbour and the sea under control of the Customs, but are free in the port; and all goods passing out of the port to the town have to pay duty. There was a very convenient site for the port on the right bank of the Weser, unoccupied by buildings, with a good subsoil, and offering an easy embayed entrance down-stream. The free port has an area of about 247 acres, with a maximum length of 8,200 feet, and an average breadth of 1,300 feet, Fig. 2, Plate 5. The general arrangement of the port, determined by the form of the site, consists of a large dock 6,560 feet long, with railways, streets, warehouses, and grain-stores, arranged nearly symmetrically on either side. At the upper end, the lines of dock railway branch off from a single line of the connecting railway; and, at the lower end, the entrance narrows to 197 feet-half the normal width of the dock--to prevent, as far as possible, the deposition of sand from the Weser. Although there is a difference of 23 feet between highest waterlevel caused by land floods and low water in the Weser, an open [THE INST. C.E. VOL. CXXXV.] dock was preferable to a closed one, because, owing to the long period of slack water in the river and the porous character of the subsoil, the water-level in a closed dock would not have remained independent of that in the river, but would have varied about 13 feet. Bremen Dock.-It was at first intended to excavate the dock to 22 feet below Bremen zero (ordinary high water rises to 2 feet below, ordinary low water falls to about 6 feet below Bremen zero); but the depth was increased in 1893 to 26 feet, owing to the fall in the low-water level of the river which occasionally falls to 10 feet below zero, Figs. 3 and 5, Plate 5. Quays surround the dock, with massive moles at the entrance, Fig. 2, Plate 5; and 12,300 feet of quays are founded on piles, and 7,545 feet, bordering on the river, rest on concrete between sheet-piling. The walls on piles are given a sufficient width to contain a tunnel large enough to allow a man to pass through, and to give them adequate strength to withstand blows from vessels, Fig. 3, Plate 5. The large quantity of material required by this arrangement, is compensated for by the use of cheap concrete filling in spaces left in the centre of the brickwork, consisting of one part of cement to ten parts of gravelly sand, which, having a greater specific gravity than brickwork, renders the wall more stable than if bricks and mortar alone were used. The tunnel in the upper part of the wall contains the hydraulic and electric mains. A small railway also for the transport of heavy pipes is laid along it; and the tunnel communicates with the surface by a number of shafts, and large end openings. As the hydraulic mains are filled with warm. water from the condensers of the engines in winter to prevent freezing, the temperature of the tunnel is fairly uniform. Fender piles, strongly anchored and with iron heads, are placed against the wall about 33 feet apart, and serve also as bollards. Mooring rings and iron ladders are, moreover, provided; and massive stairs communicate with the water. Sheds, Warehouses, and Appliances.-The fronts of the quaysheds, which are for the most part 131 feet wide, are entirely closed by galvanised corrugated-iron sliding doors, so that several hydraulic cranes can be worked together, and the vessel can be unloaded from several holds at the same time. A shed can therefore be entirely closed or opened on the water side; and, on the land side, access is given by doors, between each two of which a crane is placed. These sheds are surrounded by loading stages; and, in order that the cart traffic may be kept separate from the railway traffic, they are arranged so that vehicles may drive in under them from the street; and nine may at one time be |