This, at times, and in a cramped valley, is no easy task, for the curvature has to be borne in mind. Consequently the destruction often precipitates a pretty engineering problem, extrication from which depends upon the engineer’s resources and ingenious ability entirely. There is no doubt that the control of a South American railway, where such conditions as these prevail, imposes a supreme task upon a man’s capacity. Wash-outs and landslips will find the engineer out more quickly than any other emergency, because he is called upon to keep the track going at all hazards, and when a breach does occur, his own enterprise and initiative alone determine the length of the period of interruption to traffic. On such a line as the Leopoldina railway this is a serious factor, because there is a constant heavy volume of produce, especially coffee, maize, tobacco and sugar, pouring towards the coast. During a recent year floods, wash-outs and landslides cost the railway no less than, £24,500, or $122,500. This was a year of abnormal disaster in this direction, but the item generally approximates between £12,000 and £14,000, or $60,000 and $70,000, in the course of the twelve months.
THE BRIDGE OVER THE PARAHYBUNA RIVER AT CAMPOS UNDER CONSTRUCTION
THE PARAHYBUNA RIVER BRIDGE COMPLETED. TOTAL LENGTH 1,113½ FEET
The crossing of this waterway by the Leopoldina Railway created a riot in Campos.
The replacement of the decrepit bridges occasioned Mr. Dickson no little perplexity, but this work became all the more urgent, as the original structures could not withstand the heavier locomotives and trains that were introduced by the British company. One of the most difficult undertakings of this character was the erection of a massive masonry arch bridge in three spans upon the rack system of the Petropolis branch. Each span is of 50 feet, and the work was complicated by being on a curve of 80 metres, or about 266 feet radius. It had to replace a trestle bridge, and reconstruction had to progress without interfering with traffic. Another notable piece of work which he completed successfully was the erection of a single steel girder bridge of 160 feet span across the Parahybuna River. Owing to the velocity of the current and the great depth of water, false-work was quite out of the question, so the steel-work had to be erected on shore, rolled out, and launched into position, being held in check by cables, which proved a trying ordeal owing to the current. When brought into position between the abutments, the steel-work was lifted by means of jacks, the temporary nose was dismantled, and the span lowered until it rested in the desired position upon its supports.
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THE ROCKBOUND SHORE OF LAKE SUPERIOR SEVERELY TAXED THE ENGINEERS IN THE BUILDING OF THE CANADIAN PACIFIC RAILWAY