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·GOVERNMENT OF INDIA.
INDIAN MUNITIONS BOARD
Report on Portland Cement of
Indian Manufacture
B
VI. HENRY A. F, MUSGRAVE,
Superintendent of Local Manufactures and overnment Test House, Alipor
Calcutta.

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·GOVERNMENT OF INDIA. INDIAN MUNITIONS BOARD. Report on Portland Cement of Indian Manufacture BY ME, HENRY A. F. MUSGRAVE, Superintendent of Local Bonufactures and Government Test House, Alipore Calcutta, . ? THE ent whích Portland Cement is required for Public Works and construction work generally in India is shown by the Imports which, for the three years prior to the War, 1912-14, averaged about 3,000,000 cwts. per annum, of which 81 per cent. came from the United Kingdom and the balance from Germany, Belgium, Italy, Austria and Hong Kong Until 1914 the manufacture of cement under up-to-date conditions had not been started in India, although a small amount of cement of fair quality was being made for local use in one or two places, but within the past three years a few firius have installed modern plant and started manufacturing cement by scientific methods. Users are naturally prone to look askance at a new product of Indian Manufacture and often proferred to purchase well-known brands of British-made cement even though Tvar conditions have rendered: and have not only given an in. naturally attracted to the market Japanese and other brands of various grades and qualities. This report deals with the manufacture of three principal brands of Indian Cement which are : (1) Bundi "B.B.B." Portland Cement manufactured by the Bundi Namant nnmnon Limited, Lakheri (Itanag. Company, Bombay ; tand Industrial Company, 'Iessrs C. Macdonald and Company, Bombay); and (3) Porbandar ** Ganapati Brand" The Indian Cement Company Limited (Managing Agents, Dlessis. Tata, Sons and Company, Bombay), all of whom manufacture a high grade cement under modern scientific conditions. Cement may be defined as a compound consisting chiefly of silicates and aluminates of lime produced by the calcination to incipient vitrification of a mechanical mixture of chalk and clay or any other material which contains the same calcareous and argillaceous materials in suitable proportions. Whatever the method employed may be three distinct operations are necessary, and the object of each particular process is to perform these operations on the particular raw material at hand as eficiently and cheaply as possible. These oporations are: (1) Intimate admixture of the rat materials. (2) Conversion of the rar material by calcination into the necessary chemical compounds. (3) Reduction of the burnt product to a fine powder to enable it to set and harden in the presence of water. Intimate admixture of the raw materials is necessary to enable the chemical combination during burning to be as complete and uniform as possible. per 'To ensure this it is necessary to pulverise them so that 80 per cent, to 90 638 I, X. B(o).

·2 cent. will pass through a sieve containing 32,400 holes to the square inch (180 x 180° mesh). The presence of coarse particles in the raw meal or slurry leads to unsoundness in the finished cement if normally burnt, or necessitates overburning to enable the coarse particles to combine, causing a weakened cement as a result of the excessive calcination. Where the raw materials are soft marl, chalk, or clay, comminution can be done at a much lower cost than in factories where bard limestone either pure or of the argillaceous variety is used. Little imagination is required to realise that the reduction of what are practically boulders of rock to an impalpable powder necessitates the use of considerable power and causes expense in wear and tear to the grinding machinery employed. The three brands mentioned above are all made from hard raw materials, and reduction in each case is made in stages. The first reduction is made in crushers of the jaw type which break up the stones into pieces which will pass through a ring of 21" diameter. The second reduction is made in a kominor or ball mill which is a cylindrical druin containing several tons of hard steel balls which, when the drum is rotated, crush the stones by impact reducing them to the texture of coarse sand. By a sieving device inside the ball mill particles sufficiently ground are passed out of the mill and the balance is returned to the body of the mill for further treatment. The final reduction takes place in a tube mill consisting of a long rotating cylinder containing ovoiri flint pebbles or special shaped pieces of steel. In this mill the material is ground to poider by the attrition of the pebbles or steel “nibs.” The treatment of the calcined product or clinker after it leaves the kiln is precisely similar except of course that preliminary crushing in a Jav Crusher is not required for rotary kiln clinker. The percentage of lime has an important bearing on the strength of the cement Speaking generally the higher the lime content the stronger will the resulting cement be. On the other hand "free" lime, viz., lime uncombined with silica or alumina, causes "upsoundness" and it therefore follows that with raw materials ground small, intimately mixed and well calcined, a larger proportion of lime can be allowed with safety and the strength of the ceinent will be greater. Formerly calcination was carried out in intermittent vertical “Chamber" kilns, but these have been almost superseded by the inclined rotary kiln which permits of more complete control of the temperature of calcination than is possible with the interunittent kiln and burns the raw materials more completely and uniformly. Rotary kilns are in use at both Katni and Bundi. Continuous kilns of the vertical type are in use at Porbandar and offer certain advantages. In Kilns of the Chamber type dried "Raw Meal" is fed into the kiln with layers of coke between. The ash from the coke appears in the ficished product raising the proportion of silica and alumina appreciably. This is compensated for in proportioning the ingredients of the raw meal, a higher percentage of calciuin carbonate being allowed. Sulphur from the coke also appears as sulphuric anhydride in the cement and acts in a similar manner to the gypsum which is added to rotary kiln cements after calcination. In the old chamber kilns the ash did not penetrate to the interior of the clinker and the product was irregular. This defect is remedied to a great extent in the Trachsler Patent Kiln in use at Porbandar by incorporating a certain amount of ground coke with the Raw Meal briquettes. A more uniformly burnt clinker also results from tbe use of this patent kilo tha' is possible with the ordinary Vertical kila In the Rotary Kiln the raw material, whether it be wet in the form of slurry or dry as "Raw Meal,” is fed direct into the upper end of a long inclined rotating cylinder, through which it slowly progresses, continually incrcasing in temperature until it reaches the calcining zone at the other end of the kila, the temperature at this end being maintained by a burner using goal dust oil fuel, or occas.onally producer gas. The first name is used at both the Katni and Bundi Works. The products of combustion pass through the kiln and out at the upp?r end. The clinker after calcination falls into a cooler through which the air necessary for combustion of the fuel passes on its way to the kiln In this way the clinker is cooled and the whole system is not only continuous, systematic, and easily controllable but to a certain extent regoncrative. A large proportion of the products of combustion pass away, and such portion as remaizs is incorporated uniformly in the finished product.

·3 Both the let and Dry Processes are in use, the former at Katni and the latter at Bundi and Porbandar. Opinions differ as to the advantages of the tiro systems and much depends on the raw materials used and the machinery employed. The Wet Process, in urbich the mechanical mixture of calcium carbonate, silica and alumina, etc., is in the form of a slip or slurry, permits of a very complete and intimate mixture of the constituents. The tanks or silos of slurry are kept in a constant state of motion by mechanical stirrers and any additions mbich may be made to correct deficiencies before the slurry is passed to the kiln are dispersed uniformly, throughout the mass. The consumption of fucl ia the kiln is of course higher because the water which is usually about 40 per cent of the whole bas to be driven off before chemical union can take place. Another advantage of the Wet Process is the added ease of conveying Tot slurry from one machine to another. Where the composition of the raw material is at all variable the Wet Process is greatly to be preferred. The tests which appear in this report were made rigidly in accordance with the methods laid down by the British Engineering Standards Committee (1915 Report) with the exception that thereas the British Standards Specification demands that the temperature during the tests shall be between 580 and 64° F. these tests were made between 80° and 90°F, an average of about 30°F. higher. This being the case, a little intelligent interpretation is required. Although the effects of higher temperature are known, the precise amount of these variations has not been fully investigated. It is neither desirable nor feasible in general to carry out tests in India at other than ordinary sbade temperatures and there is, therefore, a need for a Standard Specification for this country which, while following the lines of the British Standards Specification, shall be modified to suit the altered conditions obtaining bere. It is hoped that soon after the war comparative tests may be made with a vier to drawing up such a specification, The principal variatioas are in the setting time and the tensile strength The setting and hardening of cement, involving as it does chemical action, is accelerated by heat. llence the samples tested show a quicker set thaa would have been the case had the tests been made at 58--61° F In the tensile strength the effect of heat is not necessarily to make the cement pass the specification easier. Increase of strength takes place more rapidly at first, and therefore, although the results at 7 days will be higher, the strength at 28 days demanded by the specification will also be higher For example, supposing a sample tested at 60°F. attained a strength of 600 lbs. at 7 days and 700 lbs. at 28 days (margin orer required increase 33 Ibs ). If tested at 90° F it might attain strengths of 637 lbs and 705 lbs. respectively showing a margin of increase at 28 days of only 5 lbs orer that be of lower required by the specification and the sample would appear to quality than it really is. I am inclined to the belief that the effect of increase temperature at the time of test is to favour the sample slightly in regard to the sand-cement tests and to make the neat-cement tests appear a little less favourable to the sample. Tae BUNDI HYDRAULIC LINE AND CEMENT COMPANY'S WORKS, LAKNERI, RAJPUTANA. The works are situated at Lakheri in Bundi State, Rajputana, on the Bombay, Baroda and Central India Railway, 250 miles south of Delbi on the Nagda-Juttra Section The Company's lease corers an area of 101 squaro miles. The suitability of the limestovo deposits at Lakheri for making Portland Cement was accidentally discovered at the time the Nagda-luttra Section of the Bumbay, Baroda and Central India Railmay was under construction. The stone had been long used for lime-burniog and it was found to hare hydraulic proper. ties similar to those of the Blue Lias formations in England I'le district Tras prospected and the present company resulted Peoding the installation of a Rotary Kiln Plant the attention of the company tras deroted to the production of hydraulic lime, principally to meet the requireinents of Imperial City engineers at Deshi, and later Portland Cement on a small scale burnt in vertical kilns tras manufactured. The present plant has started up in September Tit ·स ivorks are situated amidst hilly "country about 3 miles from Lakheri Station at an olevation of about 750 feet above sea lovel and are connected with the Bombay, Baroda and Contral India Railway by a narroir gauge light railway. Stay and Labour. Tlic staff includes the Manager, à Ohemist, an Engineer, and Burncis, all of whom are Europeans experienced in cement manufacture, and office assistants, the latter being Indian clerks chicfly obtained from Bombay and Madras Presidencics. Raw Matcrial. Limestonc.--Thero cxist largo quantities of argillaceous limestone and semi-nure limestone containing various percentages of calcium carbonate. These varieties of limestono aro blended together to give the correct proportions of lime, silica and alumina. The extent of these deposits is enormous, the outcrop extending for sorcral miles along the foot of the hills adjacent to the Works. The quarries which are being worked at the present time aro situated about milo from thic Works. The linestones are hard and free from impuritics and nono of the quarried material needs to be discarded. The initial mixing of the stone takes place in tlic quarry and the final adjustment is made in the raw mill according to tests conducted at cach stage of the process. Gypsum.-- Gypsum is imported from Jodhpur and Rcrwar, and a small quantity is added to the clinker during the process of grinding to correct setting time. Clay - Clay does not exist except in rcry small quantities and is not used or needed in the manufacture of this cement, argillaceous material being present in the limestone in the requisite proportions. Coal. Tho coal used is from the Bengal coal-ficlds and other selected mincs. Description of Plant and Process of dranufacture. The cement is manufactured by the “Dry Process.” The plant consists of a raw mill, rotary kiln, coal mill, cement grinding mill, power plant, and cement store. The machinery and plant used is thoroughly up-to-date and of recent design. The quarried stono, after leaving the quarry, is conveyed in tip wagons holding 25 c. ft. cach to the raw mill. Any surplus stone quarried is conveyed to a dunp or store which provides a supply of averago stone of all grades for use during the periods of shortage of labour. At the raw mill the stone is dumped into a jaw crusher having a capacity of 7 tons per hour, from which it passes by an clorator to a reinforced concrete hopper. This hopper feeds 2 large kominors or ball mills, containing 5 tons of steel balls cach, in which the crushed stone is coarsely, ground. The coarse ground material is elevated and distributed for storage and mixing into three large silos. At this stage the material is tested crery hour for the calcium carbonate (Ca Coº) content, any necessary adjustments being made by the introduction of high-limed or lovy-limed stone as tlic case may be into the crusher. Provided the average of a series of tests on the material gives the correct percentage of Ca Coz the distribution and mix in the silos brings the whole material to the average percentage of Ca Coz. The rough ground material is then conveyed and fed into a tube mill which reduces the material by attrition to the necessary fineness of division. Analysis of raw meal- Loss on ignition 34-2 Silica 36.7 Iron oxide Alumina Lime Magnesia Per cent. . . 0.9 2.8 43-5 1.3 Total 99.46 ·After passing through the tube mill the raw meal is fed into another series of three silos where a further mixing of the material in a fine state takes place. This finished meal is stored and fed to the kilo when required, and it will be seen that a very complete adjustment of mixture takes place. The material is conveyed from the raw mill to the rotary kiln by screw conveyors through a measuring machine which regulates the amount of meal fed into the kiln. As the meal is in a dry state it passes through a damping machine from which it drops through a feed pipe into the kiln. The added moisture is about-12 per cent. by weight, and is only necessary to prevent the finely ground material from being rawn up the chimney before it bas the opportunity of proceeding down the kiln to the burning zone. The rotary kiln has no special features ; it is of the ordinary type of dry rotary kiln 175 feet long and 9 feet diameter. From the kiln the clinker, which when thoroughly burnt, has a temperature approx. 2800°, passes through a cooler situated directly under the kila from which it emerges at a ature of 100°-160° F. The firing of the kiln is by means of finely ground coal dust which is blown in at the firing end of the kiln The coal is first fed into a roller mill which breaks up any lumps present. From the roller mill it is elevated and stored and later passed through a drying cylinder where it is dried thoroughly before passing to the tube mill for final grinding. It is essential that the coal should be dry as damp coal causes the mill to clog Per cent Analysis of clinker- Loss on ignition Ipsoluble matter Silica 25 4 1.6 Iron Oxide Alumina 66.7 Lime 1.4 Magnesia 4.8 Total 100.0 mu are w Ibs. e. The Cement Mill consists of a ball mill and tube mill with the necessary elevators and conveyors. About 1} per cent. of gypsum is added during this process to correct setting time. The finished cement passes along a screw elevator to the cement store and bagging shed F ------lond he hind into bags, which after being filled t adjusted. The bags hold 188 of very strong voren jute. A special patent wire fastener is used in tying the neck of the bag which cannot 3 thnost mondaninn the fastener useless for further use, thus providing As a protection against weather I wagoas. Bags are less expensive than casks and unless exposed to rain or subjected to rough handling or long sea voyages are quite suitable for the purpose. The capacity of the works as at present existing is 26,000 tons of Portland Cement per annum. Testing and Sampling. - Sampling and tests are carried out at the Forks at each stage of the manufacture and during the packing of the finished cement. 633 I. M. BO.

·6 GOVERNMENT TEST HOUSE. ALIPORE, CALCUTTA. REPORT. BRITISH STANDARD TEST for l'ONTISYU CENT, Buxdi Coext Company's Wuliks. amc and Brand of Cement-"). B. B." Portland Cement. Resulta obtnined. Standard (1016). 1.- l'incncss of Grinding residue on Mesl, 150 x 180 10.9 percent Not inore than 1.4 pier cent. + Do. 70 x 70 0 1 Ditto 1 2.Specific Gravity 8.17 Not less than 3.10. 3.--Chemical Composition- Between %85 and 2.0. Proportion of limo to Silica and Aluinina. *** Insoluble Residue. Not more than 15 per copt. Magnesia Ditto 3.0 . Salphur calculated as S. O, Ditto 2.75 . Total loss on Ignition Ditto 3.0 *** 4.- Tensile Strength (Neat) • 710 Not less than 150 lbs. 7 days (average of 6 briquettes) 163. (=W..) ) lbs. 707 10,000 Do. Wat =766. 28 days ditto 5.-Tensile Strength (Cement and Sand)- 320 Not less than 200 lbs. 7 days (average of 6 briquettes) lbs. (11.). 28 days ( ditto ) lbs. 10,000 127 Do. W. + = 351. Wo 6.- Setting Time- Initial 130 mias, Not less than 30 mins.- Final, About 31 hrs. Not more than 7 hrs. Classification Slow. 7.--Soundness Expansion after boiling 6 hours in LeChatelier Mould. (a) Cement aërated 24 hours lmw. Not more than 10 mm. (6) Do. failed. 7 days test (a) having Do. 5 mm. 400 Proportion of water used in gauging - (a) Neat briquettes To) Cement and Sand briquettes Temperature during period of testing :: 21 por cent, 87 760-86°F .

·GOVERNMENT TEST HOUSE, ALIPOBE, CALCUTTA. REPORT. BEITI98 STANDARD TEST FOR PORTLAND Cerext, BOYDI Crveyt COUPIT'S Tours Name and Brand of Cement-"B. B B." Portland Cement. Nature of Sanple-Taken from Storage Bids, Pesults obtained. Blandard (1915). 1.--Fireness of Grinding- Residue on mesh, 180 x 180 10.8 per cent. Not more than 14 per cent. Ditto 76 x 76 0.1 Ditto 1 IP 3.19 Not less than 3.10. 2.--SpeciGo Gravity 3 - Chemical Compositionand Between 2.95 and 2 0. Proportion of lime to silica alamina. Insoluble residue Not more than 15 per cent Ditto 30 . Ditto 2 75 .) ... Ditto 3.0 JD 696 Not lesu tlan 430 ILS. Magnesia Sulphur calculated as SO, Total loss on ignition 4.- Tensile strength (Neat) - 7 days (average of 6 briquettes) Ibé. (=W). 28 days (average of 6 briquettes) lbs. 5.-Tensile strength (Cement ard Sand) - 9 days (average of 6 briquettes) lbs. (1.). 28 days (average of briquettes) lbs. 6.---Setting Time 40.000 759 Ditto W+ 763 402 Ditto 200 lbs 10,000 512 Ditto Initial 110 mins. Not less than 30 mics 1 Final Upder 7 hours! Yot more tlian 7 hour Slow Yot less than 3 Lotr. Classication 7.Soundness Expansion after boiling 8 boor in LeChatelier Mould 05mm Not more than 10 mm (9) Cement aerated 24 hours Ditto 3 (6) 7 days Test (a) baring faileal. :75 otett. 23 Proportion of water ord in gagiis- (a) met brizzelles B) Cortsat iad Sand briparita Teoretien darifs renal al telier ·8 28 days 57 Remarks. Regular monthly samples of this Company's cement bave been tested by us over a period of nearly 2 years and have shown that this factory nut only produces a cement equal to the best British brands, but what is even more important produces a cement which is very uniform in quality. Tests over the whole period show but little variation in any characteristic. This is a feature of no little importance. No sample has been found to have a quick setting time. The high results recorded for the sand-cement tensile strength call for some comment. Not only are the results for the 7 days tests 100 per cent. higher than the minimum demanded by the specification but the increase of strength at 25 days is 110 lbs. (the minimum increase being 25 lbs.) which is 440 per cent. greater than the minimum required increase. Taking an average figure for the period during which the present plant has been in operation I find that the tensile strengths are as follows: B. S. S. B.S.S. Neat. Sand and Cement. Requirements. Requirements. 7 days 736 400 lbs. 7 days = 382 200 lbs. 28 days 793 790 lbs. 483 408 lbs. Increase 54 lbs. Increases 101 26 lbs. Due allowance being made for the higher temperature of testing in India (see general reference to this at the beginning of the report), the effecč of wbich is to hasten maturity and therefore give somewhat higher results for tensile strength the fact remains that the results achieved by this company are exceedingly good. The sand and cement strengths for “ B. B. B." Cement have never been exceeded and rarely even approached in tests made by this departa ment of English cement. The Company have the advantage of excellent and extensive deposits, machinery and organization are thoroughly up to date, and the most careful system of analysis and check is observed at every stage of the process. THE KATNI CEMENT AND INDUSTRIAL COMPANY'S WORKS, KATNI, CENTRAL PROVINCES. The works of the Katni Cement and Industrial Company are situated in Tikuri village, which is owned by the Company and occupies a very favourable site lying close to the main East Indian Railway line 24 miles distant from Katni Junction, where are also branches of the Great Indian Peninsula and Bengal-Nagpur Railways. The erection of the works and the installation of the plant was completed in October 1914. Manufacture for the market commenced in earnest in 1915 and production has increased and is increasing, rising from 13,000 tons in 1915 to 31,000 tons in 1916. The output this year will be still greater. The cement plant was designed and constructed by Messrs. F L. Smidth of Copenhagen, a Continental firm of repute in the industry, the machinery being driven electrically from energy obtained from Turbo-Generators. The electrical equipment pas supplied by Messrs. Siemens Brus. Steam is obtained from three sets of Babcock and Wilcox boilers of 850 H. P. each. Labour.-Native labour is obtained mainly from the surrounding district and may be taken as fairly constant except at such times when the crops are being harvested and sown. When the quarries are in full operation the Company employs about 2,000 labourers and houses for a large number of them are in course of erection by the Company. Raw Material. Water is obtained from a river about half-a-mile from the works. The water is pumped through 18" diameter pipes into a large storage ferro-concrete reservoir which has a capacity of 11 million gallons and stands 135 feet above the works. The water is soft and has no corroding action on the boilers. Limestone.Large supplies of limestone are to be found in the immediate neighbourhood and surrounding country. The quarries from which the limestone is now being excavated are situated about mile from the works.

·g The limestone is broken up by pick and by blasting and carried by coolics to the quarry, loaded into small tip vagons of 16 c.ft capacity, and run direct on a darrov gauge railway to the crusher or storage ground. The method employed is expensive orring to the beary Orcburden which averages 35 ft. and consists chiefly of clay. Cost could be considerably reduced and the output increased by the use of mechanical meads, such as tho use of steam shovels, deep blasting, and the Tellerage system of transmission from the quarry to the works; by such means the storage of largo quantities of limestone direct from the quarries to the mouth of the crusher could with advantage be made, thus providing against possible shortage of labour. Analysis of a sample of Katni limestone :- Per ctot. S8+ Lors on ignition Insolable batter Solable silica Iron oride Alamina 62 31 0.5 1.9 47.8 1.5 Lime Magpedia Sulpharic anhydride Total, 99 $ Clay.—The supply of clay is practically incrhaustible and is rich in silica. As the wet process of the manufacturo of coment is adopted by this Company it is necessary to reduce the olay by passing it through a wash mill to a con. sistency suitable for pumping direot to the kominor where it is mixed with tho limestone. Analysis of clay :- Long on ignition 10-4 Silica 6S 3 Iron oxide Aluminy 19-7 Lime Magnesia Total 08-7 Per cent, 4.3 1.6 . . Gypsum --Gypsum used is to regulate the setting time and is added in suitablo proportions during the grinding of the clinker. Analysis of gypsum :- Per cet. Long on ignition 208 Josolable matter 2.0 Solable silica 0-7 Iron oxide Alumins 31.1 Magnesia 445 Salpbario anhydride Total 1010 Lime Coal.-The class of coal used here should be as far as obtainab'e 1st class with a high calorifio raluc and a loir percentage of asli. From 27 per cent to 30 per cont. of coal exclusive of that which is used in the power bousc is burnt per ton of cement, it is therefore ono of the chief experses connected with cement manufacture. Process of Janufacture.—The cement is manufactured by the met process. The limestone arriving in tip vagocs from the quarries or storage 39 Y, BOX ·ið depots is first dumped into a jaw crusher from which it passés, up in an elevator to a reinforced concrete hopper over the kominor into which it is fed by an automatic feed table. The clay is added to the limestone in the kominor, and the percentage is automatically regulated. The mixture on passing through the kominor is again raised by a spiral conveyor to the tube mill where it is reduced to a fineness which ensures an intimate mixture of the lime and silica, etc., in the raw materials. From the tube mill the slurry, as it now is, is passed by spiral conveyors to four correction bins in which revolving stirrers keep the mixture continually in motion. - The slurry is here finally tested and any corrections in the mixture are made before being passed on to the feed mixers for the kiln in which there are also stirrers. The slurry is now ready to be calcined and is pumped up to the rotary kiln into which it is automatically fed. The firing of the rotary kiln is by means of coal ground to an impalpable powder fed in at the firing and under forced draught. Analysis of fire brick used in lining of the rotary kiln :- Per cent. Loss on ignition Silica 76.9 Iron oxide Alumina Lime 0:3 Magnesia 0.3 0.4 0.4 21.2 99.5 The clinker coming from the rotary kiln is passed through a rotary cooler into which cold air is forced. The clinker enters the cooler at a temperature of 2000° F. and leaves it at 150° to 200°F. The clinker after leaving the cooler passés doin a shoot into an elevator which raises it, to a hopper situated on the clinker gantry where it is automatically loaded into. tip wagons and weighed and then.conveyed to the clinker shei where it is stored. From the clinker storage shed the clinker is conveyed in tip wagons to an elevator which again lifts it into a hopper above a ball mill which consists of a cylinder revolving around a horizontal axis with perforated plates around the circumference. The grinding is effected by means of steel balls which roll on the lower part of the mill and fall from plate to plate as the mill revolves thus crushing the clinker. The crushed clinker is thrown on to sieves on the periphery of the mill, that which is fine enough passing through and the residue returning automatically to the mill -as it revolves for further reduction. The powder on passing through the ball mill is finally reduced in å tube mill to the fineness required in the finished cement. The Portland Cement is now elevated to an automatic weigher and from there to a continuous belt conveyor into the storage bins. During the passage of the cement to the bins by the belt conveyor small quantities are mechanically picked up and dropped every few minutes into a tub which when full is brought to the test room for analysis. Analysis of Katni cement from 'samples taken by Superintendent of Local Manufactures : Per cent. Loss on ignition 1.9 Insoluble matter 0.2 Soluble silica Iron oxide 3.1 Alumina 8.8 Lime. 62.1 Magnesia 1.9 Sulphuric anhydride 2.2 $ 4 . 19.0 . 99.8 ·1 GOVERNMENT TEST HOUSE. ALIPORE, CALCUTTA. . REPORT. BRITISH STANDARD TEST YOB PORTLAND CEMENT, KATNI CRYENT COMPANY'S WOEXS Name and Brand of Cement-Katai (Sample 4). (Selected by Superintendent, Government Test House, personally on his inspection.) Results obtained Standard (1915). 1.-Fideness of Grinding Residue on mesb, 180 x 180 7.0 per cent. Not more than 14 per cent. Ditto 76 x 76 1.0 Do 1 15 51 3 15 Not less than 8 10. 2.- Specific Gravity 3,-Chemical Composition- Between 2 85 and 20. Proportion of Lime to Silica and Alumine, Insoluble Residue Not more than 1.5 per cent. Do. 3.0 Do. 2.75 Do 3.0 684 Not less than 450 lbs. Magnesia Sulpbur calculated as 8.0, Total loss on Ignition 4.-Tensile Strength (Neat)- 7 days faverage of 6 briquettes) lbs. (=W.). 28 days do. ) lbs. 5.--Tensile Strength (Cement and Sapd). 7 days (average of 6 briquettes) Ibs. (7.) 28 days do. ) lbs. 6.- Setting Time- 40,000 757 Do. W. + = 742 S56 Not less than 200 lbs. 10 000 406 | Do. W + 384. Initial 74 mins Not less than 30 mins. Final Under 7 hrs, Not more than 7 hry, Classification Slow. 7.-Sounddeeg- Espansion after boiling 6 hours in LeChatelier Mould. 2 mm. Not more than 10 mm. (a) Cernent aerated 24 hours () Cement 7 days test (a) having failed. Do. 6 pm. Proportion of water goed in garging- (a) Nest briquettes (1) Cement and und briquettes Teceperature during period of testing 206 per sent. 87 800_8307, ·12 GOVERNMENT TEST HOUSE. ALIPORE, CALCUTTA, REPORT. BRITISH STANDARD TEST FOR PORTLAND CEMENT. KATNI CEMENT COJIPANY'S WORKS. Name and Brand of Cement-Katni (Sample B). (Selected by Superintendent, Government Test House, personally on his inspection.) Results obtained Standard (1915). 1.--Fineness of Grinding- Residue on mesu 150 x 180 cent. per 13.5 per cent. Not more than 14 1 » Do. 76 x 76 0.8 3.11 Not less than 3.10. 2.--Specific Gravity 3.--Chemical Composition, Proportion of lime to silica and Alamina. Between 2.85 and 2.0. C Insoluble residue Not more than 1.5 per cent. 3:0 Magnesia 2.75 ... Sulphor calonlated as S. Og .. 3.0 Total loss on ignition 4.-Tensile strength (neat) -- 653 Not less than 450 lbs. 7 days (average of 6 briquettes) lbs. (=W.). 40,000 =717. 28 days (average of 6 briquettes) lbs. 709 W. + 5.-Tensile strength (cement and sand)- 361 Not less than 200 lbs. 7 days (average of 6 briquettes) lbs. (W.). 10,000 =988. 28 days (average of 6 briquettes) lbs. 447 W. + 6.-Setting Time Initial 118 mins. Not less than 30 ming, Final Under 7 hrs. Not more than 7 hrs. Classification Slow. 7.--Soundness- Expansion after boiling 6 hours in LeChatelier Mould- (a) Cement acrated 24 hours 1 mm. Not more than 10 mm. Do. 5 mm. (6) Cement 7 days test (a) haring failed. 21 . Proportion wator ured in ganging (a) Nont briqaottos i) Coment and is nd briquettes Tomperatore daring seriod of testing per coat. 8+ 850–890F.

·13 Remarks This firm was the earliest of the three in the field and has been manufacturing cement for nearly 3 years The works were first inspected by me at the Company's request in April 1915. Until recently we have not made regular monthly tests of their product, but a large number of samples have been tested from time to time hoth for the firm and on behalf of purchasers, so I have had the firm's ‘product under observation from the commencement The tensile strengths of the cement both neat and with sand have been uniformly high and equal to those of first-grade English cement. Trouble was experienced over the question of setting time especially at certain seasons of the year, and cement which at the time of manufacture was entirely satisfactory in this respect was found to become quicker setting with age and aération. I need not discuss the causes of this undoubtedly serious defect beyond saying that it was not due to lack of care and supervision on the part of the factory staff. Not only is the design and arrangement of plant entirely satisfactory, but the examination of the material at all stages of manufacture is complete and efficient. The firm appear to have overcome this difficulty now. The samples taken by me at the time of my recent inspection have been examined rigidly for this condition and have proved satisfactory, recent samples from other sources have confirmed the opinion and I do not anticipate a recurrence of the trouble. Katni " Castle Brand" Cement as at present manufactured compares favourably with the standard English brande. THE INDIAN CEMENT COMPANY'S WORKS, PORBANDAR, KATHIAWAB. These works are situated at Porbandar, Kathiawar, a Native State under British administration, on a site adjacent to the Docks and having & wharf frontage so that cement can be shipped nunft en distribution to ports in India, Persia, etc Porbandar State Railway (Metre Gauge, : whilst for consignments booked to'stations on the Broad Gauge transhipment is made at Viramgaum on the Bombay, Baroda and Central India Railway. The erection of the works was commenced in February 1913 and completed in October 1914. Staff and Labour. The staff consists of Manager and Chemist, both Europeans, two Assistant Chemists, Chief Engineer (Parsi), two Assistant Engineers and a Workshop Foreman. No difficulty is found in obtaining unskiled and semi-skilled labour of the class required. About 350 labourers both men those engaged in quarrying. Bien are vomen 4 to 5 annas per day of 9f hours. ded for the employees. Raw Materials. Water.-An ample supply of water both for drinking and power is obtained from the Porbandar State. It is potable but hard and for boiler use is first softened to an average bardness of 6° in a Lassen and Hjert Water Softening Plant. Limestone --The limestone quarries from which the famous Porbandar Limestone, used so much for building purposes in Bombay, is obtained are situ. ated near Ranawao, some 13 miles from the works, and chips are sent by rail from the quarries to the cement Forks The limestone is a miliolite, almost white in colour, and practically a pure limestone. It is soft enough to be cut by saw and dressed with axes, and is practically homogeneous rendering selertion unnecessary Chippings sufficient for the factory's needs for 40 years have accumulated and the deposit of limestone is practically inexbaustible The deposit extends along the base of the Barda Lills of silica (Granophyre) and the small amount of silica required to increase the silica content in the clay used is obtained by adding this Barda stone. 638 I, M. BO) ·14 Clay.--Clay beds of a depth of from 6 to 10 feet occur near the works to the north and east and cover an area of several square miles. The deposits are allurial and of uniform composition. No washing is necessary. Gypsum Deposits of needle-sha ped pieces of gypsum mixed with clay occur on the marshes within a few miles of the works. The present development of these deposits supplies about half the factory's requirements, the balance being obtained from other places in Kathiawar. Average Proportion of Raw Materials. Percentage in mixture, lbs. Limestone Clay Barda stone 987 168 112 77.90 13.26 8.84 Total 100.00 This gives a percentage of 75.0 to 75.5 of Calcium Carbonate. Analysis of Raw Meal. From abovo material. From chalk and Medway mad. Eng. Per cent. Per cont.) . Loss on ignition (CO2, etc.) Silica and insoluble (Si.02) Oxide of iron (Fe, 03) 34.68 14.33 . . 620 Alumina (A1,03) Lime (CaO) Magnesia (MgO) Alkalies and loss 34.60 15.91 2.30 36.66 4.36 42.90 1:50 .43 42.34 48 1.97 Total 100.00 100.00 Comparison of analysis with Medway cement mixture shows its similarity. Analysis of Cement, Per cent. 1 Logs on ignition Insolnble matter Silica (Si (,) Oside of Iron (Fe,0,) Alumina (Al,03) Lime (CaO) Sulpharic anbydride (S03). Magnesia (MgO) 2.50 1:12 20.88 4.03 6:57 61.88 1.55 1.17 . Total 200-00 Coal.--For poter purposes Ist class Bagdigi coal was used until supplics were requisitioned by Government. Coke.-Coke is used for firing the cement kiln. Until the difficulty of obtaining coal was felt a regular supply of low-ash coke was ensured by having furnace coke prepared from Bagdigi coal.

·16 Description of Plant and Process of Manufacture. The "Dry Process" is employed. The clay is dug from the river-bed and sun-dried, raised by an inclined belt conveyor into a pair of toothed rolls which break it up into small pieces, and then dried in a rotary coalfired dryer. The dried clay is then elevated to a storage silo of 100 tons capacity from which it is automatically weighed and discharged into 10 cwt. Decauville tip trucks. Limestone and Barda stone are added in the correct proportions and the whole passed through a jaw crusher. It is then elevated into storage hoppers over two ball mills which reduce it sufficiently to pass through a 50 x 50 sieve, and is finally ground in a tube mill. This raw meal is elevated to four 120 ton storage silos placed next to one containing crushed coke. At this stage & proportion of coke is incorporated with the rasy meal and the mixture of raw meal and crushed coke is then elevated to a damping from where about 12 per cent of water is added to it to make the mass sufficiently plastio to be compressed into bricks. Two brick presses produce per hour 3,009, 10" X 4" x 2" bricks, each weighing 9 lbs The bricks are calcined in a vertical continuous kiln known as the Trachsler Kiln. It bas four vertical shafts 42'0" high by 7* 6* diameter constructed of reinforced concrete lined with fire-brick, the shafts being grouped together and surrounded by a cylinder of reinforced concrete the object of which is to prevent radiation and ensure uniform combustion The total height of the kiln as a whole is 72' 6' from a ground level and the maximum diameter is 56' 0". Bricks of raw meal are elevated to the charging platform and fed into the kiln by means of long shovels each layer being interspersed with a layer of coke. The coke incorporated in the bricks assists complete and uniform calcination. At the loading platform ench shaft is separately connected by a damper with an electrically-driven exhaust fan ; the temperature of burning is thus under control. The process is a continuous one; bricks being fed in at the top and cliuker removed at intervals from the drawing eyes to a platform situated about 9'0' above floor level. The clinker is first broken up in a jaw crusher, and the pu tion completed passing successively through a Krupp No. 10 Ball fill having an automatio feed of the shaker" type, and a tube mill 26'0" long by b'0" diameter. From 1 % to 1 % of gypsum is added to the clinker at this stage. The cement plant was supplied by Messrs. Irupp Of Essen, and the Company fortunately have plenty of spare parts. The grinders, elevators, etc., are rope-driven from a main shaft and Outlying machines are motor driven: Power is obtained for tho niain shaft from an 840 H. P. Hick Hargreaves Cross-Compound Surface Condensing Engine, and a 224 K. W.A.C. Generator driven from the main shaft provides current for the machine motors and for lighting purposes An auxiliary 250 H. P. Cross-Compound Engine, by Messrs Ruston and Proctor, coupled to a 150 K. W. A. O. Generator is used as a stand-by. Steam is supplied from a range of three 30' 0" X 7' 6" Lancashire boilers. Samples of cement are taken at_regular intervals during grinding and tested for fineness and setting time. These are all mixed every 24 hours, and a complete test made Further samples are taken at the time of bagging so that each consignment may be supported by test certificates. The cement is packed and sealed in stout jute bags, each containing 112 lbs. nett of cement. Atmospheric conditions appear to bave practically no influence on the quality of the cement. Grinding is a little more difficult during the monsoon owing to the clogging of the screens, but these effects of humidity are minimised by using exhaust fans The present output of the works is at the rate of 20,000 tons per annum.

·16 GOVERXUENT TEST HOUSE, ALIPORE, CALCUTTA. REPORT. BEITIS! STANDSED Test for: PorylasDICEMENT INDIAN CEMENT CONTANY'S TVORES. Xone and Drand of (cment-Garapali Brand Portland Cement (Samp!c . B.) (Selected by Superioteadent, Government Test llouse, personally on his inspection at Porbandar on 5th July 1917.) Results obtained. Sisndard (1916). 1.-Fineness of Grinding Residue on inesh 150 x 150. 7.1 percent. Vot more than 14 per cent. Do. 70 x 76. 02 hemed . )) 2.-Specific Gravity 3.10 Not less than 3.10. 3. Chemical Composition- Between 2.55 and 2.0. Proportion of Lime to Silica and Alarnina. Insoluble rteiduc Not more than 15 per cent. Magnesin ... 3.0 Sulphur calculated as SO, 2.75 Total loss on igation 3.0 3) +53 Not less than 450 lbs. 3 4.Tcosile Strength (ncat) 7 ding's (average of 6 briquettes) lbs. (=W.). :S days (average of 6 briquettes) Ibf. 40.000 61: 1. + =5+1. 6.--Tcorilc Strength (Cement and Sand) - 7 days serago of 6 briquettes) 204 Not less than 200 lbs. It's. (1). 10.000 25 days (rrerage of 6 briquettes) lbs. 203 -253. 1.-Seiliog Timo Initial 105 mins. . Not less than 30 mias, l'inal Undur 7 hrs. Not more than 7 hrs. C!arification Slow, 7.Sooridocis Taneinn af:-?iwiling 6 hour in 1. Cl.-11. Vook in. Not more than 10 mar. 2 idays Tr:::::) Larias ... ini. I'::;*".'<!nis: - in 17 nyc.! ;**!:n ta:1:274:c! kr ·17 GOVERNMENT TEST HOUSE ALIPORE, CALCUTTA. REPORT., BCITISH STANDARD TEST POR PORTLAND CEYANT. INDIAN CEMENT COMPANY'S YOK. Name and Brand of Cement --Ganapats Brand Portland Cement (Sample C.D.). (Selected by Saperintendent, Government Teet House, personally on bis inspection at Porbandar on 5th July 1917). Rocults obtained Standard (1918). 1- Fineness of Grinding Resid on mesh 180 x 180 8.7 per cent Not more than 14 per cent. Do. 76, .02 Do 1 23 8 12 Not less than 3 10 2.-Specific Gravity 3. Chemical Composition- Proportion of lime to silica and alumina, Between 2 85 and 2 0 Insoluble residue Not more than 15 per cent Lo 30 1) Magnesia Sulphur calculated as $: U, Do. % 75 31 Do. 9.0 Total loss on ignition 4-Tensile Strength (neat) --- 7 days (average of 6 briquettes) lbs. (= W. ). 517 Not less than 450 lbs. A 511 Do. 40,000 – 604 28 days do. lbs. 5 - Tensile strength (cement and eand) 7 days (average of 6 briquettes) lbs. 215 Not less than 200 lbs 10,000 - 261 Do. Y. + 28 days co ) lbs 276 6.-Setting time- Initial 115 mins. Not less than 30 nine. Final Under 7 lours Not more than 7 hours Classification Slot 7.-Soundness - Expansion after boiling 6 hours in LeChatelier Mould. 1.5 mm. Not more than 10 mm. (a) Cement serated 24 hours (6) Cement aerated 7 days (a) having failed Do 6 mm. Proportion of water used in garging- (a) Nent briquettes B) Comert And and briquettes Temperatar duting period of testing 19 per cent. Bio-880 F ·1S Remarks.-It will be seen from the results of the tests of samples of this cement taken during my recent inspection that the tensile strength was not high frough to comply with British Standard Specification, 1910. On the other laul, other simples tested in the ordinary course of my rrork haro sometimes complied fülly with tliat specification. Porbandar "Ganapati Brand” cement is sound, reliable, and suitable for all classes of work, but being of somewhat lover strength than rotary kiln Coments is not so economical in use. In order to attain the same strength in construction it is necessary to use larger proportion of this cement in the mortar or concrete. This Company has alrcady purchased a Rotary Kiln to be installed at an carly date, with a view to increasing the tensile strongths of their cement at 7 and 28 days and so to bring it into line with other cements manufactured by the Rotary Kiln process. $11712111 any. It will be (vident from a perusal of this report that these three factories dealt with are all modern concerns located on convenient sites, dealing withi entirely suitable raw materials equipped with up-to-dato machincry, efficiently stafiel and under expert European management; factories schich compare favourably with those of well-known manufacturers at home. Success in producing cement of high quality depends to a great extent on thie care exercised by the staff in keeping a constant check on the manufacture at all stages of the process. I was equally satisfied with the methods and staff cinployed by all these firins to ensure a uniform product. The samples taken at the time of my recent inspection were selected by me from storage bins, etc and tie results obtained by the tests mado by my department are supported by tests made in the laboratory of the same brands from other sources tested at different times. These results show that Bundi and Katni cements, as at present manufacture, are cqual to the best English brands, while the snme is truc of Porbandar cement except as regards its tensile strongth which is somewhat low. lll these cemenis arc sound, reliable, and suitable for all classes of work. Imported cements are not infrequently found to have deteriorated during a voyage and Indian cements offer advantages in this respect also. It is hoped that the publication of this report will scrre to remorc any prejudice against these brands of Indian cement which may remain in tho public mind and lead to an expansion of the industry. The combined output from these three factories is at present half, or less than hall, the amount imported into the country prior to the war so there is room for expansion. When cement has to be conrcred long distances by rail from the factors to the consumer the freight cliarges add greatly to the cost, and for this reason it is desirable that cement factories should be distributed over the country 18 willely as possible. A factory cannot, liowever, be set up in a placo determined non loy these considerations alone. The location depends on the presence of Fuitable cicposits of raw materinl, the cost of fucl delivered at the works and a multitude of other minor considerations. IIEXRI a. F. JUSGRAVE, Superintendent of Local Janufactures, and Gorerament Tort Tlouse, lliporr, Indian milions Bourl.

·( 4 ) The Revenue Authorization Rolls for 1922-23 have been submitted on a new form which gives the fullest information and 'which will facilitate control. This work alone has entailed much labour and I am certain this would not have been done in the ordinary course of events. The fact that I returned from leave at the end of January and Mr. Warren did not go till the end of April enabled the latter officer to utilize my services in the interval in this and other pressing work., As regards re-organization of work, a programme has been submitted to the Board. I propose, if invited to do so, to discuss the matter before the Board when it meets. As regards motor trollies, 2 have been provided and these are most useful and we are making enquiries regarding a 3rd. As regards the Loco Department another Assistant has been engaged and a special inspection of the accounts of this Department is being made by Mr. Wilby. His report should indicate considerable re-organization resulting in economy. More subordinate Superintendents have been engaged and although we are not yet at full strength we have sufficient men, I consider, under present conditions, As regards the Provident Fund we have placed Sir Francis Couchman's suggestions with certain amendments before the Public Works Member of Council, Bikaner, and the Finance Member of Council, Jodhpur. We have also referred the Banking question to the Railway Board in Simša and have asked the Finarce Member of Council, Jodhpur to represent this question to the Government of India through the Foreign Department. The Marwar Junction-Desuri Line has been closed down. Enquiries as regards a Creosoting Plant for sleepers have been made but I am inclined to think that soft wood sleepers are a waste of money and am hoping to purchase hard wood sleepers which will not require treatment or steel trough sleepers. Sir Francis Couchman has modified his first proposals somewhat in his second Note dated February 1922 and this second Note has received and is receiving attention. Sir Francis Couchman's recommendations which apply solely to the Jodhpur Railway should be easy to carry out since all that is required is the approval of the Marwar Durbar but when these recommendations refer to the system as a whole action is not so easy since action also requires the approval of His Highness' Government in Bikaner and I cannot help feeling that it would be advantageous to divide the report into 2 portions in future- -- one part dealing solely with the Jodhpur Railway and the other part with joint system - if this latter part were also signed by the Adviser to the Bikaner Government business would probably be expedited. I prefer not | to put this suggestion forward officially, J. FEARFIELD Dated May 15th, 1922. AG, Manager, J. B, Ry.

·Note On the Jodhpur Bikaner Railway. February 1922. (1) Thrs Note must be considered to be in continuation and amplification of my Note of April 1921. In that Note I endeavoured to describe briefly the history and present position of the Railway and to put forward proposals as to the policy which should be adopted for improving financial control, and for taking in hand new works and improvements to enable the line to meet the probable demands on it. The proposals suggested involved a considerable amount of spade work in the preparation of detailed statements, plans, estimates, etc., and I hoped that these might have been ready for examination during my present visit at Jodhpur. A good deal of work in this direction has been done, probably as much as could reasonably be expected under the circumstances; but a good deal still remains to be donc before final conclusions can be arrived at. (2) The general position at present is that the Jodhpur Bikaner Present position. Railway, like pretty well everything else, is suffering from the after effects of the Great War. Local traffic has been good, but the lucrative through traffic has fallen off, due to the universal slump in trade. Arrears in maintenance and renewals, and in improvements and additions, have had to be faced, and the cost of working has greatly increased owing to the all round rise in prices. The result has been a large falling off in revenue earnings, with a great increase in expenditure; and though the in. troduction of new higher rates from ist April should increase the earnings, it is still necessary to curtail expenditure as much as possible in the immediate future. The policy to be pursued at present is then to endeavour to set the house in better order as, regards financial control, and efficiency of work. ing, and, while elaborating programmes, to provide for such works and additions as appear to be required, to confine expenditure for the time being to the minimum necessary to meet urgent requirements. It is first necessary to consider how far these questions are likely to be affected by either the introduction of the Broad-gauge, or the separation of the systems owned by the Jodhpur and Bikaner Durbars, (3) So far as the former is concerned the increased demands on, and proposed the arrears of maintenance, etc., to be made up on the existing Railways in India are so great, that expenditure on new constructions must for sonic time to come be strictly limited to projects of the most urgent nature. The proposed through Broad-Gauge connexion to Karachi involves very heavy expenditure, with a somewhat doubtful return on it, and cannot Bread ·( 2 ) in any way be classed as urgent. Consequently, so far as can be foreseen at present, it may be accepted as being outside practical politics for a good many years to come. All that is necessary, then for the present, is to bear in mind that, though from the Jodhpur point of view its construction should be put off as long as possible, it is pretty certain to come sooner or later, and that: any big alterations or additions should be so designed and carried out as to provide for its eventual introduction. eparation of System. inancial control, (4) As regards separation of system, I understand the Bikaner Durbar contemplate making a commencement on building new Railway Workshops at Bikaner next cold weather, and separation must, therefore, be reckoned as a practical possibility in some 5 years' time. Though the present joint ownership of the system necessarily involves certain difficulties and complications in working; from a purely commercial point of view, the separation of a medium sized railway system, into two smaller ones cannot be regarded as likely to result in economical working, or under' existing conditions to be financially to the real advantage of either' State. (5) The first essential to obtain efficient financial control is the introduction of a form for the Capital and Revenue Budgets and Authorization Rolls which will render it possible to see clearly the expenditure provided for under each head and item for both establishment and material and to compare it with the same for the previous two years. On the Jodhpur Bikaner Railway matters are complicated by the fact that figures for the whole system are required for the Railway financial year, April to March, and for each of the Durbar systems for the Durbar years. The question then is how to obtain efficiency and at the same time avoid unnecessary. repetition and labour I would suggest that full detailed budgets and rolls be drawn up for the Railway financial year and that these be considered as the actual authority for expenditure, and that abstracts, based on these, be drawn up to supply such information as is required for the Durbar years. For this purpose I do not think the railway could do better than adopt the form used by Government State Railways which provides for full details, supported where necessaryžby explanatory notes. The Revenue Budget distinguishes between ordinary; fuel and 'programme', the latter being based on a schedule of works in order of urgency, showing those already in hand, and to be started during the year, with estimated cost, amount already spent, and to be speni, during the year, in each case. The Capital Budget consists of a similar schedule for new works chargeable to capital. Both these schedules should be 'based mainly on accepted programmes of renewals, replacements and improvements: I understand that the budgets for the coming year, which are now under preparation, are being drawn up very much in accordance with these recommendations, and that the preparation of certain information which the Railway Board have called for, will considerably facilitate the preparation of the complete programmes previously recommended. - ·for Capital and KETEQW Current years budget (6) So far as the Jodhpur State is concerned funds for both, Capi. Prands of Tonde tal and Revenue Expenditure have, I understand, been supplied from the same source, viz. 'State balances. The opinion has been expressed that this policy involves the starving of other interests, such as education &c. at the expense of the Railway, and it appears probable that this must sometimes be the case. The generally accepted principle is that Capital pays for all new works, additions and improvements, and that Revenue maintains everything at the standard provided by Capital. On Government Railways Capital requirements are supplied from loan funds, and Revenue from current receipts. As railways invariably tend to expand, expenditure on Capital Account must always be reckoned on. 7. I do not think much practical good can now be obtained by any close examination of the current year's budget. It has already been revised once and much of the essential expenditure provided for has already been incurred. On the other hand, owing to the delay in sanctioning the budget, the provision included for several works will not are large increases under wages and sppervision. I find it practically impossible to examine these without more detail, but there is no doubt that under existing conditions increases under these heads have been inevitable, There is a very large increase under Abstract A, mainly due to heavy permanent way renewals to eliminate the inferior and light rails on the Merta Roau-Bhagu Section. These renewals are required, but have apparently been carried out more rapidly than they need have been in order to find second-hand material for the Desuri Branch. The debits and credits between Capital and Revenue on account of new material put in, and old material removed, are somewhat of a puzzle. I see no reason why these should not in future be maintained to show the transactions actually carried out each year, all new material put in the road being debited to Revenue and all second-hand material taken oul, debited to Capital Suspense. As this latter does not involve a cash expenditure, it should not be included in the joint account on which interest is charged There should be a considerable reduction under this head in future. be spent. There 1 The increase under Loco: expenses is mainly under fuel and is, I fear, likely to be permanent and in, fact, probably further increased, 'The estimate for revenue receipts appears to be a fairly safe one and if cxport recommences, or the proposed increased rates brought in, should be • cxceeded, Certain further directions in which improved procedure appears desirable are now considered. Wortsbop and Scorer Accouala 8. The workshop accounts are at present maintained by the Loco, Foreman. This is a survival of old times when the shops were smaller and the accounts much less important than they now are. They should be taken over as soon as possible by the Auditor cven though his office - may require strengthening for the purpose.

·( 4 ) There are, at present, considerable facilities for leakage of stores, both at headquarters and at out-stations. The Stores Department itself is considered later on. It will be sufficient to say here that a properly organised combined Loco. Stores to control all issues to running sheds is an urgent need and that the whole of the Loco. shop area should be fenced in as soon as practicable. The Manager has suggested that Mr. Wilby the officiating Auditor, who will shortly be relieved by the return of Mr. Harrison, should be retained to thoroughly examine and go into the procedure and account methods in use in the Loco: shops and Stores yard. I have already strongly supported this suggestion: such an overhauling is greatly required, and Mr. Wilby is a very suitable and well qualified man for the purpose. Out-door inspec. tions. 9. More out-door inspection work is required by the Officers of all Departments, and the payments of staff should be made more frequently by officers. Far too much of the time of all Officers is at present taken up in office work and routine. This is a position which not unfrequently arises as a railway develops and must be guarded against. To maintain efficiency constant supervision is necessary in all departments. I. consider the question of increase in staff below: the essential is to reduce office work as far as possible and to arrange that most routine work is disposed of by junior officers. As previously suggested I think the use of motor trollies would enable officers to inspect more efficiently and frequently and to economise their time. Two such trollies have been obtained but these do not appear to be altogether suitable. An officer on inspection frequently wants to take another man or two along with him, and trollies should be designed to carry 5 or 6 people comfortably and might well be built in the Loco: shops with imported engines. Superior staff. While I fully recognize the necessity for economy which exists at present, I think there is no question that the railway is under-officered at present, and that the majority of the Executive Officers have far too much of their time taken up in claims and routine work, and are consequently unable to devote as much time as is desirable to out-door inspections. I also think that the present custom of officers working in their own bungalows must lead to waste of time and avoidable references. The only officers who actually work alongside their clerical establishment are the Loco. Supdt. and Auditor. Officers must of course often work in their bungalows, but I think it would tend to both efficiency, and reduction of work, and possibly also to reduction of clerical staff if the Manager, District Managers, and their Assistants, attended the general offices during ordinary office hours. I fear this will involve additional office accommodation, but it would be money well spent. I also think it would lead to efficiency if a senior assistant had his headquarters at Mirpur Khas. There is no great urgency about these alterations but it is a question the Manager should take up at once and carry out as soon as practicable, Depart. I previously recommended the addition of a trained traffic officer with the status of Deputy Manager to take over all claims and commercial work generally. I still think the proposal sound in principle, but after 10. Traffic ment.

·► further consideration think the introduction of a senior officer from outside would be hard on the existing officers, and also that the introduction of a Deputy Manager might be postponed until more prosperous times. I think that the present method of working both the Engineering and Traffic Departments with District Managers is very suitable for existing conditions on the J. B. Ry. and is both efficient and economical; there is, however, an urgent necessity to relieve these officers of as much routine work as possible. The most economical way to improve matters for the time being would I think be the appointment of an experienced subordinate with the rank of Hon: officer to work under the Manager to dispose of all claims work. A further point in this connection is that the experience obtained by the J. B. Railway officers is confined to their own railway and therefore, necessarily somewhat limited, I think advantage should be taken of any possible opportunity to enable any of them to visit other Railways and see what is done there, and so far as traffic matters are concerned I feel sure it would be advantageous if the services of a really experienced Traffic Officer, such as Mr. Hanson, could be obtained to visit the Railway for a week or two next cold weather, and look into and advise as regards the details of traffic working t'he permanent appointment of a new Traffic officer might lead to differences of opinion as regards the present system of working but much useful advice could be obtained from a really experienced Traffic Offices. I think the time has arrived when the appointment of a second Audio Department Assistant Auditor is required. At present the Auditor with one Assistant runs the whole of the Audit and Pay Departments The time of the Assistant Auditor is entirely taken up with Traffic Audit and the Auditor has far too much of his time taken up with purely routine matters. Inspection of stations and other outdoor work is consequently practically impossible, such inspections are very desirable and in fact essential for maintaining efficiency. The appointment of a second Assistant Auditor would also enable the Audit Department to take over the accounts of the Loco: shops which have hitherto been maintained hy the Loco Foreman and probably permit of a reduction in Clerical Establishment. T2. . 13 I am still of the opinion expressed in my previous Note that the Lou Department Loco. Department should be strengthened by the appointment of an additional officer and that such is necessary for efficiency. The present establishment consists of the Loco Supdt, his Deputy, and an Assistant, No allowance is made for leave or casualties, For some time there has never been more than two, and sometimes only one, officer on duty, while to carry on, Mr. Lean the Head Foreman has been appointed to officiate as an officer. Mr. Rogers, the Deputy is at present on leave and I understand it is doubtful if he will return or at any rate stay much longer and Mr. Lean requires, and must be given, long leave very shortly. The minimum establishment for efficiency is the Loco: Supdt in general charge, an officer in control of running, a works Manager in-charge of the shops and an Assistant to relieve the Loco Supdt, of routine work and be available for relief, I think Ms. Lcan, who has proved himself to be an old and ·trustworthy servant, might wall be given the rank ci Honorary 05:2 and be cocsidered as the permanen: Works Manager beschlëss \i. Rc3e73 returns balo:: Ir. Lein 30:5 ca lezre zac:tier oca: nili be esserial a: OLCC, 3:11 II 1:1. 14. I unders:adhe Railway is :13:well cs 12: 25 sucoin. 02:45 2:2 concernc, bis scun 25 ans si concentracia ine M272546's :2 the appointmen: of one or two claims 2:275 !1 se needed. The appointmen: oi Europa. Tr. 1:54:5:alipu: K. appears desirable, ani sasa!! n3:2 1.2. 3 is the 20-3035:. drawirs upci incrematal si 25.0: al 5:09: Vinita animais 13 is in dans. The 501" th: 7:20.np: 1205:03h1:10 ust.3 13. The conditions.c. ita cc: Biz:: Boty 272 such ráz: wherever an order is gooi: 10: 5: 9:50:12 with cutis. Tiesa, applies generally is all seat 22:22: aisir onlara:577.3. A!!752 00:5 00 in:11::52:45:17:. bche: 62:e is c.pl; jusi su 20:23: 10., 2005;5 procenc:12: bungalow will have :3 6: :: ::ib. T:: ::::cina Coci recentiz betit was very hin. 1:is 7: Sim. 245. min. :) spend the 3:22:2: :loi 1:1::2.70: skaits: 26 tre accommission in Siri ::: hodin:56:27:55.0 * excessive, bu:1:1:1:::::: :::..; iPac2.12- cicy acoping simple: s.: 01 3. Les inju*: 020 i beogalos is : 30:2 : Virpa: Riisis: ans:15:35: Omcer. The.W.RE: 15:31:'; : 22:03 best i acopin this 1957. ceb!: nun: 2:..:n:! q:::sin: 2020:37:49:- ore: the king, and 3 con5.05.225. Puisis expenditure which us: 5:1.07.TW: 0.33 16. Cp to 325: 11:50:42..3-7.2.1. 21:17:51:22: R3: chi Railway were supp::::::: ..0950: the railway citica:s were sur.....................::::::21 scales pipa adopred 13:33. 3:1: sind with a varra.. zólf of bringing these 06:23 5:5.7: ? js is ::10:07. S:- Rail- 6353, it was decidira: in iure in sci00:07:autho:135ic accordance with the rules and on 5:ale aivan. Th:52. srovide for a percentage on the 2014! b.ok: 23:15 22: cass, 2.) as the cost că construction 625 very largel: increasin:21:21:51:3!!955 taz: the en: of the more recently built ou.galons is 27373.1.038:21: :2: :3.1 the older ones, and in some cases curicc.7c2:50:1977ing smaller touse: say higher rent than their senis:sin boge: 3:14. inisiserii:'3: -siz. ble, and it would sem fairer to base en: her oa plina74,052 percza:- age or salary. As regaris ha intencion ! place the B. Gailwa; o cars casual terras zith those of State Railways it shouls. I can't be realise the prospects of ine latte, 5. a: 25 Sigsir 29pointazas opes can 21 ·Customs, serving in hill stations, are very, much better. On the J. B. Railway, there is only one highly paid administrative appointment, which only a small proportion of the officers can hope to reach. The Railway Officers are moreover, the only employees of the Durbar who pay house rent. I think, therefore, they might well be treated liberally in this respect, and would suggest that each officer pay 5% of his salary to cover. house'rent and It is a comparatively small matter, but it is often that small matters such as this produce a feeling of irritation, or satisfaction out of proportion to the interests involved. There is one other point in this connection. When the pay of the other officers was raised, no increase was made in that of the Manager, although he has since had to pay house rent. This matter needs putting right. I would suggest the pay of the post be increased to rise to Rs. 2,500. 17. In my previous note I said that the same procedure should be Provident Fund followed as is adopted on State Railways, i e, a cent per cent bonus, and interest at 51%. As a matter of fact it is definitely laid down in the agreement of each officer that he will subscribe to a Provident Fund which will be similar to that on State Railways The Fund has in the past been run on lines similar to those usually adopied on Indian Railways It has been managed by two Trustees, the Manager and the Auditor, the accounts being kept by the latter. It receives the members' deposits, interest on securities, and a half-yearly contribution from the railway, not exceeding the deposits of members, and limited to i per cent of gross earnings of the railway Payments are made to each retiring member of the sum standing to his credit, and the balance investeri from time to time by the Trustees. The bonus credited half-yearly to members has usually been cent per cent on their subscriptions, but latterly owing to falling off of receipts it has been considerably less. Ow.ng to the great depreciation of the securities held the Fund is now not in a solvent condition. The question is how to make it so. As there are 3 partners interested in it, viz , the two Durbars and the Government of India, it is hardly practicable for the Fund to be taken over as has practically been done by Govt, on the State owned lines I would suggest the following procedure:- (1) Value the assets, i, e, the investments and cash, on a specie fied date. (2) Make out a statement of liabilities, i. e, face-value of depo. sits, and bonus and interest due to members. Since the officers joined the Fund on the understanding it was to be maintained as on State Railways, they have, I think, a claim to the facc-value of their subscriptions with bonus and interest. (3) Make out a balance sheet showing deficit. (4) Proceed to form a sinking fund to meet this deficit by a halfyearly levy on the railway Revenue so as to make the fund s.vivent in a specifed term of years. As there is a possibility of a separat:on of the system in some 5 years' time it would be well to fix that period for making the Fund solvents 1 ·( 3 ) Though it is only the officers who can claim a similar treatment to State Railways, it would be both undesirable and difficult to have different rules for them and subordinates, and the latter should, therefore, be given the same rules as the officers, The Banking question. * I think that on the J. B. Railway little or no advantage would be obtained by allowing daily paid workshop employees the benefits of the Fund, and that these benefits should be confined 10 bona fide monthly paid staff. (18) The point at issue at present is the rate of interest to be paid to Jodhpur by the other partners of the system, viz., Bikaner and the Gov:rnment of India, on the outstanding balances at debit of Stores and Mis.ellaneous Suspense accounts, which are financed by !odhpur The rate which was fixed many years ago, when conditions were very different, wa- 4.1 % which rate is still being paid. It is clear that if 43 % was a firir rate say 10 years ago, it is not so now. The Railway Board hiave been addressed on the subject by the Manager, and asked to agree to raise the rate by 21% to 7%. The increase of 2% having been fixed by the Railway Board in a very similar case. The Bikaner Durbar have agreed to the proposed increase as reasonable. The Railway Board, however, declined to do so, though they have given no satisfactory reason. The claim is unquestionably a reasonable one and should be submitted at once through the Resident to the Government of India. tion. Y (19) This is a somewhat similar issue to the previous one. Under Rolling Stock for the British Ses the contract with the secretary of State for working the British Section, the Jodhpur and Bikaner Durbars undertook to supply rolling stock, receiving 5 % of gross earnings for doing so. This was subsequently altered to 5% on the capital cosi of the stock required to work the line, the proportion of the total stock on the combined system being based on gross earnings. Here again if 5% was a fair rate before the War it is evidently not so now, and there is no doubt that at any rate so far as the capital expenditure incurred since rates went up, which is considerable the rate of interest might reasonably be raised by 2 per cent. As regards the capital previously incurred the position is that so far as the ! Wo Durbars are concerned their money is locked up and they are not obtaiuing the value for it they otherwise could do. This question has also been referred to the Railway Board without result and should now be referred to the Government of India by the Resident Sartaz (20) Under the orders of the Railway Board a Surtax, based on freight, has been levied on all traffic originating or terminating on a foreign railway, and the Railway have been told to hand over the whole of this to Government. So far as this tax refers to freight earned in either the Jodhpur or Bikaner States it is practically a tax levied on those States, and should therefore be, retained by them. A further point is that within the Boundaries of the States the railway is not so far as I can gather from such contracts as are available, governed by the maxima and minima rates and fares as laid down by the Government of India, except in so far as it has bound itself by accepting Conference regulations.

·22. On (31) I think a good deal might probably be done by extending the resebolaget ¢¢IMAN 'building stone' traffic from Jodhpur. The first essential for this purpose is to construcº a siding to elie quarries. A survey for this ts, I understand, in hand. This should be expedited and the siding put in as soon as possible. I gathered that there is a pu sıbility that the Surtax now levied on all through traffic w.ls adversely affecting this tritic. This master needs looking 11.0), but th: cost of leading by camel to the nearest railway station is at present so great that the construction of a siding to the quarries would pro. bably enable rates to be increased. The Station Master rt Pipar Road informed me that if the light branch from that station was extended some 12 miles or so, a large additional traffic would be obtained This should be looked into. I think which more prosperous days returned it would probably pay to convert this branch line to metre-gauge. As second-hand rails and sleepers are available the cxpense should be small, and he convenience be considerable. In my previous No e I detailed the various programmes of addi. Errealitate loro twent and tions, renewals and improvements which should be drawn up to provide for renewald maintaining the line in an efficient state and raisin, its capacity to deal witn possible demands. I still co 'sider the preparation of such programmes an urgert matter, but under existing conditions it is necessary to consider how far it is desirable to provide for a greater corrving capacity and increased efficiency at once and how far provision may be dcferred. A very large number of new cngines have bcen ohtamned recently and a licavy programme of permanent-way renewals ncarly completed The line is still ve y short of coaching and goods stock especially the Jodhpur Syszem, but the Railway is now in a position to deal with the traffic at present offering, and with comparatively little further cxpenditure should be able to deal with any ordinary requirements. Conditions ar present appear to be so uncertain and the necessity for ecorom, so important that it is desirable to call 3 haft in cxpcnditure and to provide only for inaintaining the line its present condition and 1o limit improvements to such as are of a really urgent Datuse 23. On completion of the relaying in hand betiscon Mieria Road and Blagu wholesale renewals should be stopped Isolated rail renewals will, of course. be required from time tc timc in (i) Forum cases where rails are badly worn or have corroded as in paris of the Sind Section Alest probably it will be possibc to provide for thcsc from stochs 311 hand. Siecpcr rencwals must continue to be licavy owing to the large arrears (1) SXOL 3 to be made up c 6. Most of the sleepers between Luni Junction and Hyderabad (Sinds are well over 20 years old and are rapidly approaching the end of their life 'The difficulty here is to obtain suffiuient serviccable sleeper, to meet requirements. Hitherto Deodar have been mostly used, but these musi. I (caz, now be reckoned as impossible to obtain at a scasonable price, since Permanent W..

·( 10 ) the demand for that timber for building purposes practically monopolises the supply. Good sal sleepers are being obtained through the R, & K. Railway at about Rs. 31- each plus freight, the supply is strictly limited but as many as possible should be obtained. To meet urgent requirements creosoted 'Chir' have recently been obtained in considerable numbers from the Punjab. These cost, including treatment, about Rs. 4/-plus-freight. The treatment at present consists of dipping only and is likely to prove of little use. To make these sleepers reliable they should be creosoted by some efficient process, and should also have bearing places. The latter would add between Rs. 2/8/- and 3/- per sleeper, and there are so far no facilitiesio India for the former. I think, therefore, the use of these sleepers should be discontinued at any rate until further experience has been obtained of them. Half round Indian teak sleepers are now being tried, they may prove satisfactory, but are awkward looking and can at present only be considered in the experimental stage, both as regards supply and eficiency. The most suitable sleeper for the greater portion of the line is undoubtedly the steel trough. They make a good road and under favourable conditions practically last for ever I think inquiries should be made from the Consulting Engineers regarding the price at which these can now be obtained, and also, as regards a possible improvement in the design. With the great fall which has recently occured in the price of strel it seems possible the use of steel sleepers can with advantagt be considerably extended, but before purchasing any it is desirable to make cnquiries from home as suggested. Steel sleepers, however are ont su table for salty tracts or on soft banks and a considerable number of wooden sleepers will islways be required. I have lately looked into the possibility of a supply from Bu ma It is unfortunate that during the War, and immediately after, large quantities of very inferior sleepers were obtained from Burma for Indian Railways at high prices, and that consequently they have obtained a bad name however, convinced that, by going to the right source, good sleepers can be obtained at a reasonable price from that country. I think Pyingado could probably be obtained at Karachi at about Rs. 3/4|- and Thitya Ingyin foc about Rs. 4/12]- boih of really good quality. Crossing and bridge timbers of any size could, I understand, be obtaine at about Rs. 4/12/- and 3/4/- per cubic foot respectively at Karachi. I am making further enquiries as rega-ds these, and if satisfactory I think it would probably pay the Railway 10 cbtain a sample shipment at Karach to meet immediate needs rather than get any more Chir 24. Thirty new standard M. & P class engines have recently beer added to the line, the total number now being 132 of which 36 belong to Bikaner. The line is now well equipped in this respect and should be abl. to meet any demands which may be made on it. I am, Lanmouir:a. A number of the older engines are rearing the end of their economica life, and will before long have to be scrapped, but there are still many section on which only light types can be used and there are no Engines on the li:

·(11 at present which cannot be usefully utilised. No additions or replacements : are, therefore, called for immediately, though it would be good policy to provide for some replacements as soon as funds permit. With the additional power now available it is intended to dispense with the unsatisfactory pracitice of running double crewed engines. This is desirable, but will entail some expense in additional facilities and staff quarters at certain engine changing stations, notably Barmer. With so many new engines the cost of repairs will be considerably reduced for the next ? years. After that it will be necessary to have increased shop facilities for dealing with the additional number on the line On the separation of the system, however, the position will again be, much the same as it has been hitherto. (25) There is a great shortage of coaching stock on the system, and Coaching Stock. it is necessary to keep every vehicle which is at all fit to run on the road. Many of the old -wheeled carriages are of a great age, and must be near the end of efficient service. There are, however, none so far which cannot be usefully employed, though it is proposed to degrade some of the older upper class stock For the same reason, it is frequently not possible to send vehicles to shops for repairs as often as desirable, and consequently the condition of much of the stock leaves a good deal to be desired. It is evident then that there is an urgent demand for further new stock, and provision should be made at once tor as many new bogie vehicles, of the latest types. which the shops can turn out without working overtime. (26) . previously stated, the line is short of goods stock, and though under present conditions there is no necessity for an immediate heavy outlay on additions, further additions should be made whenever opportunity occurs. At the present time it will be sufficient to complete the stock provided for in the current year's budget. Goods Stock No renewals or replacements have yet been made by Revenue, bat certain old vehicles have been sold to the Salt Department. I understand there are at present no vehicles which cannot usefully be utilised. (27) As noted last year, the shops are behind the times and now Locomotive shods, barely capable of meeting the requirements of the line. A rough plan has been drawn up to show the re-arrangements and additions to meet the needs of the Broad-gauge, this plan should be completed as far, as it is possible to do so at present in order to show what areas may eventually be required and enable them to be carmarked for the purpose. In view, however, of the probability of new shops being built at Bikaner in the near future, aud the general uncertain position at present, expenditure should be confined to immediate essentials. I do not think there is any urgent need to move any of the shops as now existing, but the removal of the tiffin sheds from their present posttion is desirable They not only interfere with the much needed improvement of the traffic yard, but encourage men to trespass about the station yard.

·I( 12 ) Hitherto in addition to carrying out all repair work to maintain loc motive, coaching and goods, stock, in efficient condition, all new coaching an goods vehicles have been entirely built at Jodhpur from raw material ..With the recent great rise in cost of Indian labour, the indifferent facilitics provided in the shops, and the heavy drop in prices of importeri manufactures, I think it is very questionable if it is now really advantageous or economical to continue thi:s practice, which is one not usually adoptel on iridian Railwilys. I think this question should be carefully gone into, it being also taken into consideration that any reduction themselves of work which can be introduced will ovviato expenditure on the shops I am inclined in the opinion that the wisest policy at present wou d be to confine the shops as far as possible to repair wirk, and to obtain nets wagons and carriage underfrimes complete, and increly erect them at Jodhpur. I, however, think that considerable cconomy could probably be obtained by manufacturing all signals, interlocking and other such plant required by the Engineering Departinent in the shops Wagon building has been much specialised in, by private firins both in England and India and keen competition has brought prices clown. Signal and inter-locking plant, on the other hand, is practically confined to one or two firms and prices are very high The shops at present inost in need of improvement or enlargement are the Smithy, Foundry and Boiler, Shops The Smithy is not only cramped but very hot, and shut off froin all breeze I doubt if much real improvement could b: obtained without completely moving it, but if the suggestion made above is accepted the amount of work to be done in it will be considerably reduced and it can probably be made to mech requirements for the present Anitein of work which I think needs improvement is springs All spring; are built up in Jodhpur, but the facilities for dying this have been puor. A new furnace is being introduced which should improve mitters, but I think some Hydraulic plant is also required before etlicie Icy can be obtained. A drop hammer is also required in the Smithy. The position of the Foundry is somewhat simịlar to that of the Smithy I doubt if it is possible to reduce much work in this shop and an early move may be unavoidable. For the present it can I think carry on). The Boiler Shop is a portion of the engine repair and erecting shop. Owing to the bad water in miny parts of the line, boiler repairs are unusually hcavy, and the additional engine stock now on the line will increase the amount of work to be done. The position will be relieved by the Bikaner shops, but an curly extension of this shop will probably be needed, and an esiimate for it should be drawn up. Another very heavy item of work on the J. B. Railway is turning up tires. Owing to the large anount of blown sand on the desert sections, tires wear more rapidly and have to be turned up much oftener than on most lines, A new wheel shop has lately been completed, but to deal with the increased stock an addition of one engine, and two wagon, wheel lathes · wili be required during the next 2 years.

·The efficient fencing in of the whole shop, area, with the provisioa of only one means of entrance and exit, is, I consider, an urgent work and one which would soon pay for itself, by putting an effectual check on theſts and on workizn loafing, Where, there is a well defined permanent boundary a wall should be built, otherwise unclimbable fencing which can be moved from time to time is necessary, and which could probably be made up in the shops from old material. 38 There are 3 main points to be considered in connection with General Store storcs: (1) That sufficient and suitable accomniodation is provided for the cus and safety of all articles. (ii) That the procedure adopted for the receipt, issue and accounting of transactions is efficient and brings to light at once any lcakage. (id) That attention is paid to keep down storcs balances by proper scrutiny of indents, by utilising stocks in hand as far as possible, and by avoiding large stock of spares. As regards (1), the present Store yard is faulty and inefficient. In my last Note I recommended its removal to another site, mainly to permit of shop extensions. On going more into detail it appears that a satisfactory arrangement can be more economically obtained by moving the present store yard further back. The requirements which should be provided for are: (i) To arrange all classes of stores methodically without overcrowding. (u) To place all perishable articles under cover, and valuable articles under lock and key. (rii) To ccclose the whole yard with an efficient fence or wall. At present the various classes of stores are much mixed up, and the space available is insufficient. Shedding is both insufficient and inconvenicatly placed, and many articles which should be covered are in the open. The question has recently received considerable consideration, and the Lucknow stores have been visited. The resulting conclusions for remodelliag the stores yard were explained to me and seem sound. A detailed plan and estimate should be drawn up and the work taken in hand as soon as possible The new store yard should provide for the removal to it of all the stores at present lying on the other side of the Railway. As regards (11), the whole procedure is, I hope, to be shortly examined in detail by Mr. Wilby and further consideration may well await his report.

·( 14 ) As regards (iii), the following statement shows the rapid growth of stores balances during recent years:- :- Statement showing “Grant": & "Expenditure" under the head "Stores Transactions" for the years 1912-13 to 1919-20. GRANT EXPENDITULO: Years. Reccipts. Issues. Nct debit to Stores Transactions. Receipts. Issuca, Net dcbit to Stores Transactiops. 1912-13 12,06,500 10,00,000 14,43,942 4,16,735 2,06,500 1,06,500 18,60,677 16,25,794 1913-14 13,06,500 12,00.000 14,11,775 2,14,019 1914-15 20,18,000 19,00,000 1,18,000 37.33, ron 37,081 27.70,181 31,49,208 1915-16 17,00,000 16,00,000 1,00,000 29,63,126 1,86,083 1916-17 28,00,000 27,00,000 1,00,000 31,43,992 31,44.578 586 1917-18 32,00,000 30,00,000 2,00,000 2,39.340 38,35-503 56,7,982 1918-19 34,62,678 31,62,678 40,74,843 63.47,803 30,56,485 3,00,000 6,75.901 1,762 1919-20 55,81,000 51,81,000 4,00,000 30,54,723 43,65,545 6,00,000 1920-21 5,00,000 37,65,545 5,00,000 67.55,129 35,86,307 11,33,398 NOTE:-The years relate to the period from 1st October to goth September. The main items are the following: November 1919. November 1921. Coal 4,25,000 3,25,000 Metalo . *** 3,60,000 3,50,000 Nails &c ... : .. .. 45,000 *** ... 75,000 Tools ... *** 34,000 60,000 Pipes, &c. *** 34,000 56,000 3,65,000 .. 7,01),000 Carriage fittings Eogiao 4,69,000 .." .. ... 9,00,000 Permanent Way material 1,73,000 ... 6,75,000 2nd hand 1 ... ... .. *** 1,99,000 71,000 Electrical fittings ... 24,000 . ... .. 1,42,000 *** 17,000 15,000 Loco impreat Workshop Suspense ... 24,000 61,000 .. Total balanco 24,69,000 36,00,000 These are large figures and the increases have been very rapid I noticed very large stocks of fire-box plates, engine and wagon tires, boiler plates, &c., and it is, I think, clear that Loco spares: and requirements have accumulated to too great an extent and new orders are placed without sufficient consideration of what is already in stock.

·( 15 ) I am inclined to think that it would be a step towards efficiency of the Loco Department took over charge of most of their own material and keep it. separately in a Stores Depot of their own and think this might be considered by Mr. Wilby in consultation with Mc. Stirling: 29: The cost of Bengal coal has increased enormously, during recent Coul. years, and as far as can be seen is likely to increase further. Owing to railway strikes, and troubles with cooly labour, .contracts. entered into cannot be depended on, and purchases have frequently to be made in the open market at disadvantageous times. The quality supplied has also detcriorated. At the present time the Loco. Supdt. informed me Bengal coal cost at Jodhpur about Rs. 19 per ton, the increased cost being largely due to increased freight charges. He also said , ton of Welsh coal is equivalent to about if tons of Bengal coal It would, I think, be worth while enquiring at what price complete cargoes of Welsh coal could be obtained at Karachi. At anything. below Rs. 30 per ton it would probably answer to get sufficient coal for at least the western portion of the line t 5 Sigdalling 30 I am inclined to think that too much money is being spent on Signalling and interlocking. As already noted a substantial economy should be possible by making the signals and plant in Jodhpur instead of importing them, but I think interlocking should only be indulged in when absolutely necessary, and this be as simple as possible. A simple form of interlocking between facing points and main signals is advisable at road side stations through which trains run at speed, but complicated systems of succession locks are often not only unnecessary but tend to delay work. At road side-stations "isolation" is only necessary for the main line. Works for in. prong capacity. X 31 The sections of the line which are liable to be called on to carry the heaviest traffic and on which the most serious failures have occurred in the past are from Kuchaman Road via Jodhpur and Luni to Hyderabad. These are also the sections which will be most affected by the introduction of the Broad gauge, and so long as they can deal efficiently with all traffic offering, the very costly introduction of the Broad gauge cannot be considered necessary so far as the J. B Railway is concerned. I propose, therefore, to consider the present position and further requirements in these sections in some detail. The object to be arrived at is to start from Kuchaman Road as many full through loads as possible, to run these straight through without detention, and deliver them in Hyderabad so marshalled as to facilitate transhipment; and to leave the local traffic on each section to be dealt with by separate trains. Accommodate 32 The first essential is a marshalling yard at Kuchaman Road. This Aitonal adot can be conveniently placed alongside the BB & C. I. Ry. yard and should consist of 2 full length lines, and 3 or 4 short dead ends some 300 or 400 feet in length. This work is very urgent.. Y ·'(:16 :) Between Kuchaman Road and Jodhpur all crossing stations except Jalsu and Umed, have now 3 lines. These two stations should be similarly extended but the work cannot be considered of great urgency. At Gotan and Pipar Road the loops are not full length and require to be lengthened. A new crossing station is proposed at inile 29 between Borawar and Gachhipura where there is a section of 14 miles with a heavy grade. The cost of this is estimated at about Rs. 50,000/-. As the load is generally with the grade, this station is not so urgent as would appear at first sight but as it would undoubtedly increase the efficiency of the section it should, I think, be built in the next 2 years. Only absolute essentials should, however, be provided for, and hand permanent-way be used, and the cost of signalling be kept as low as possible. At Raikabagh where the Phalodi Branch joins the Main fine line clear' cannot be given for Branch and Main line trains at the same time, and avoidable delays are incurred. To remedy this an estimate for - remodelling the yard has been drawn up amounting to Rs. 50,000/-. I do not think this expenditure is justified at present. Apparently the desired result could be obtained by converting it into an ordinary Crossing station with one loop and the usual home and outer signals only. At Jodhpur an extensive scheme of alterations is proposed and the drawing up of a complete plan. should be continued. The new marshalling yard at Kuchaman Road should considerably reduce the shunting work to be done here and its actual effect should be awaited before big alterations are undertaken. It is proposed to move the Loco running yard, which is boih too small and blocks extensions of the traffic yard. This must undoubtedly be done sooner or later but as the Loco yard meets immediate requirements fairly well, it might be left for the present. What is most required in the traffic yard is the lengthening of some of the loops and the addition of one or two dead ends for stocking purposes. I think it should be possible to provide space for these extensions at a small cost by altering the entrance into the loco. Fard. These improvements are urgent and should be carried out as soon as possible. The local Goods Yard requires remodelling and enlarging. Any extension in this direction is blocked by the Carriage shed, overflow store yard, and shop workmen's tiffin shed, and these must, I think, be cleared out and the space thus obtained utilised to best advantage. There is, however, no very great urgency about this. Between Jodhpur and Balotra all Crossing stations have now 3 lines. Sutlana Flag station is an important watering station. It is proposed to convert it into a crossing station to avoid delays; unless this can be done at a moderate expense. I am doubtful if it is justified at present. Between Balotra and Barmer all crossing stations except Bhimarlai and Baniya Sanda Ohora have now 3 lines. This is a fairly easy section and there is no immediate urgency about extending these stations, ·(17) Between Barmer and Mirpurkhas all stations have now 3 lines excep Khadeen, Ramsar, Lilma, Munabao, Vasar Bah and Hasisar. There no great urgency about these but a start should be made with Khadece and Ramsar by next year. The loops at Chhor, Dhoronaro, Pithoro and Shadipalli are not of full length, and should be extended at once. At Alirpurkhas the yard is very cramped and trains can only be admitted on to 2 lines The arrangement might I think be improved by altering the approaches to allow of Goods trains being admitted direct into the Goods yard and extending the accommodation as far as space permits Between Mirpurkhas and Hyderabad a third line is Buighai and Khesano These should be put in at once required at At Hyderabad the accommodation is very limited Improvements have been deferred owing to the expected conversion to broad gaugc. As this is now in the air, suggest the triangle be replaced by a turntable which will give room for more siding accommodation and reception lines opposite the passenger platform Transhipment is at present confined to one platform, there is a short and platform used only for bones and iron I think these two commodities could be dealt with elsewhere, and the platform extended and used as a second Tranship platform. It would then be possible to considerably expedite transhipment work by using each platform alternately. These alterations should be undertaken as carly as possible. 33. Much of the J. B Railway lies through country of a more or less desert nature where no water can be obtained, or only of a quality which is unsuitable for locomotives or domestic purposes. This has always been a source of anxiety, and considerable expenditure has been incurred in opening up possible sources of supply and in carrying water by travelling tanks. Watot eeppir So far as I am atvaie no efficient alternative to the Steam Locomotive exists for hauling railway trains, except electric traction, which is out of the question on the | B. Railway. Various types of internal combustion cngines have been experimented with and I took the opportunity lately of obtaining the views of Mr. Tritton of Micssrs Rendel, Palmer and Tritton on the subject and understand no such engine has y ct got beyond the experimental stage. It must be accepted then that walcring stations capable of supplying on the average some 30,000 gallons of water per day are necessary about cvery 40 miles on the through line Between Kuchaman Road and Jodhpur the water supply is generally sufficient and of fairly good quality, but the follouing improvements are required. Merta Road increased overhead storage and more pumping plant.

·( 18 ) Pipar Road-tater is brcught by tanks. There is an apparently good well near the station in sandsione. It should be tested as regards quality and quantity, a good water supply at this station would be of great value. At sereral stations on this length water for doniestic purposes is brought by tzrelling tanks, an expensive and troublesome business. At certainly some of the stations so supplied there are indications that suitable water could be obtained on the spot without difficulty. This requires attention. At Jodhpur water of excellent quality, and usually in any quantity, is obtained from the town supply. I uaderstand, however, cases of shortness are not unknown. The existence of an unquestionable supply here is vital to the Railway aod unless this is absolutely 255ured the proposed broad gauge through line would have to take another route. The real water trouble begins after leaving Jodhpur. At Luni Junction only brackish water can be obtained, and water is tanked in from Jodhpur. Water would be very valuable here and it would seem worth while to consider the possibility of a softening plant At Sutlana the orarhead storage should be doubled. Between here and Balotra 47 miles there is no reliable watering station. A limited amount is available at Ajit but quality is poor, Water is found at Dundarz and should be tested. A reliable emergency supply at one of these stations is much required. At Balotra the supply is good but not suficient for all emergencies. The well needs enlarging and either a new larger pipe line, or if possible, the stazni pump should delirer direct through the pipe line to the station. No water is obtained between Balotra and Barmer co miles and there appears to be no prospect of obtaining any. There is a watering station at Baitu supplied by tans wagons, The overhead supply here should be increased from 6,500 to about 15,000 gallons and a power pump provided. At Barmer the supply is good, about 30,000 gallons per day, but requires increasing. Before sinking a new well borings should be made as suggested by Jir. Tipper. A new sell has recently been sun' by villagers near the station. This should be tested, if water can be obtained there so much the better. Between Barmer and Chbor, ito miles, the only sources of supply are ſasai and Gadra Road, both are good but limited, and there remains 2 length of over 80 miles vith no water and over which it has to be carried by tanks. Mr. Tipper has suggested experimental borings at various places and the sooner these are taken in hand the better. At Gadra Road the wells, 350 feet deep; can probably be improved, as Mr. Tipper suggests.

·( 19 ) From Chhor onward Canal water is obtained but trouble is sometimes experienced during the period the canals are closed about two months, At Dhoro Naro a well is being sunk in the river which it is hoped will give a good and permanent supply. At Mirpurkhas a new additional well is required. The loco. yard here will probably require to be moved before long. The new well might advantageously be sunk to suit the new yard if the water there is found suitable. 34. At Naranpura a new station building is required. At Degana an extension of the station building and improved waiting accommodation are required. Other works required At Merta Road improved waiting accommodation is required. A zenana waiting room should be formed, by enclosing a corner of the ist class waiting shed. Barmer requires to be altered from ao outside Engine station to a homing one, to enable the double crewing to be dispensed with, the engine shed needs enlarging and a number of new quarters are required. 35. The most promising of the new projects proposed appears to be New Projects, that for a connection from Marwar Junction through Desuri to some point on the Oudypore line. Such a connection would not only open up a new through route from Sind and Marwar to the south but would serve some' important places of pilgrimage and open up some rich forest country. As some of the courtry is apparently of a difficult nature a camplete survey should be carried out before any work is started. F COUCHMAN.