The Sun.
London, England, 1846-02-19 00:00:00

REPORT OF THE GAUGE COM-
MISSIONERS.

[PRESENTED TO BOTH HOUSES OF PARLIAMENT BY COM-
MAND OF HER MAJESTY.]
May it please your Majesty—We, the Commissioners appointed by
writ, under your Majesty's privy seal, bearing date the llta of July,
in the ninth year of your Majesty's reign, to inquire whether, in fu-
tureprivate Acts of Parliament for the construction of railways, pro-
vision ought to be made for securing an uniform gauge, and whether
it would be expedient and practicable to take measures to bring the
railways already constructed, or in progress of construction, in Great
Britain, into uniformity of gauge, and to inquire whether any other
mode could bo adopted of obviating or mitigating the evil apprehended
as likely to arise from the break that will occur in railway communi-
cations from the want of an uniform gauge, beg dutiffilly to submit
that we have called before us such persons as we have judged to be,
by reason of their situation, knowledge, or experience, the most com-
petent to afford us correct information on the subject of this inqury,
and we have required the production of such books and documents,
from the various railway companies, as appear to us to be the best
calculated to aid our researches.
We have personally examined into the usual course of pro-
ceeding on various railways both at home and abroad, espe-
cially those which are incident to a break, or interruption of
gauge; and we have personally inspected several locomotive engines,
as well as mechanical contrivances invented, either for the general
use of railways, or for obviating the special difficulties presumed to
arise from the break of gauge, or otherwise connected with the sub-
ject of our inquiry ; and as we believe we have now carried our in-
vestigation to the utmost useful limits, we feel iu a position dutifully
to offer to your Majesty the following report:—
I. Our attention was first directed to ascertain whether the break
of gauge could be justly considered as an inconvenience of so much
importance as to demand the interference of the Legislature.
Gloucester is the only place where a break of gauge actually exists
at the present time. .It is caused by the meeting at that j lace 01
the broad or 7 feet gauge with the narrow or 4 feet 8% -Inch gauge.
There are other points, however, where a transfer of goods occurs
similar to that which Must result from a break of gauge, and per-
sons well acquainted with railway traffic have no difficulty in fore-
seeing the nature of the inconvenience that would arise from any
further intermixture of gauge ; and we humbly submit the obser-
vations that occur to us as to the whole of this important part of
the question.
We will divide the subject of the break of gauge under the follow-
ing heads :-
Ist, As applying to fast or express trains ;
2dly, To ordinary or mixed trains ;
•
idly, To geode trains; and
4thly, To the conveyance of your Majesty's forces.
1. Fast or express trains.
We believe that the inconvenience produced by a break of gauge
will, in some respects, be less felt in these than in other trains, be-
cause the passengers travelling by fast trains are usually of a class
who readily submit to many inconveniences for the sake of increased
speed on the journey, and who are, perhaps, generally less encum-
bered with luggage than persons travelling by the slower trains ; and
as it is understood to be the general practice that no private carriages
or horses are conveyed by these trains, the inconveniences of a break
or gauge are reduced in this instance to the removal of the passengers
and a moderate quantity of luggage; and although such removal
must create delay and some contbsion, as well as personal discom-
fort, especially at night and in the winter season, besides the risk of
a loss of luggage, yet we de not consider the break of gauge in this
instance as being an inconvenience of so grave a nature as to call for
any legislative measures, either for its removal or for its mitigation.
2. Ordinary or mixed trains.
In these trains the passengers considerably exceed in number those
I who travel by the fast trains, and they have generally a much
greater quantity of luggage. To such travellers a change of carriage
is really a serious inconvenience, and it is a well-known fact that
persons travelling by railways in communication with each other,
but under different managements, endeavour to make such arrange-
ments as to admit of their travelling by those trains which afford
them the accommodation of occupying the same carriage from the
beginning to the end of the journey.
The managers and directors of railways are well aware of this
feeling, and in some instances where they do not allow their car-
riages to run through, yet with a view of diminishing the incon-
venience to which this exposes their passengers, they send a luggage
vats from terminus to terminus, to prevent the evil of a removal of
the passengers' luggage; and some railway companies incur con-
siderable expense in running trains of return empty carriages, in
order to accommodate the public by enabling travellers to avoid a
change of carriage on the journey.
It is by the ordinary or mixed trains that private carriages and
horses are conveyed, and the removal of either from one truck or
horse-box to another, at any part of the journey, would be attended
with inconvenience and delay; and with regard to the horses, it
would involve considerable risk.
We arrive, therefore, at the conclusion, that the break of gauge
would inflict considerable inconvenience on travellers by the trains
now under consideration, and that this inconvenience would be much
increased at points of convergence ofmore than two lines.
The change of carriages, horse-boxes, and trucks, and the trans-
fes•ence of luggage of an entire train of much extent, must, even in
the day-time, be an inconvenience of a very serious nature; but at
night, it would be an intolerable evil ; and we think legislative inter-
ference is called for to remove or mitigate such an evil.
3. GOods trains.
From the statements made to us by carriers on railways, and from
' our own observation, we are induced to believe that not only a con-
siderable degree of care, judgment, and experience are necessary in
the stowage of merchandise in railway waggons, but also that it is
desirable that, when properly packed, the articles should, generally
speaking, not be disturbed until the journey is completed. We find
that in the arrangement of merchandise the heavier goods are placed
at the bottom, and the lightet at the top of the load, and so secured
as to prevent friction, as far as practicable, from the jelling of the
waggons : and it is considered vezy desirable, with a view to prevent
loss by pilfering, that the sheeting which is placed over the load
should not be removed till the completion of the journey. Indeed,
acting upon this principle, carriers find it profitable to send their
waggons partially filled from various stations on the line, thereby in-
creasing their tell to the railway company, rather than incur the risk
of loss by theft, to which they would be exposed by uncovering the
waggons on the journey, to 1111 up with intermediate local goods
wogg ns that may have started with light loads from one of the
termini.
The itations for re-arranging the goods trains are therefore as few
as possible; thus, between Leeds and London, the points for un-
sheeting the goods waggons are only Derby and Leicester, and be-
tween Liverpool and London, the re-arrangement is confined to
Birmingham and Rugby, and even at those stations the proportion of
waggons which are uncovered is very small ; indeed it is stated that
at the Important town of Birmingham five-sixths of the waggons
pass without arrangement.
In the conveyance of machinery and articles of a similar class,
which are both heavy and delicate, it is of the utmost consequence
that the load should not be disturbed between the beginning and the
end of the journey ; a change of carriage, such as would result in
all probability from a break of the gauge, would altogether prevent
the transport of such articles by this mode of eonveyance.
We believe that the traffic upon the line of railway between Bir-
mingham and Bristol has been greatly restricted by the interruption
of the gauge at Gloucester,

In respect to the conveyance of minerals, the inconvenience of a
break of gauge would be very serious ; the transfer being attended
with an expense which would be sensibly felt in consequence of the
low rate of tolls charged on such articles; moreover, many descrip-
tions of coal, such as a considerable proportion of that of the midland
counties, are subject to great deterioration by breakage.
In regard to. various articles of agricultural produce, the loss by re-
moval would be less than on other classes of goods ; much incon-
venience, however, would be found in the transfer of timber ; and the
difficulty in shifting cattle would be so great as to present an insur-
mountable obstacle to such an arrangement, from the excited state
of the animals after travelling by railway, and the resistance they in
consequence offer when it is attempted to force them a second time
into a railway waggon.
4. Conveyance of troops.
There is another use of railways which we have deemed it neces-
sary to consider; we allude to the transport ofyour Majesty's troops,
with their military stores, &c., either In the ordinary movements of
corps through the country, in the time of peace, or in the more
pressing and urgent case of their movements for the defence of the
coast, or of the interior of the country.
We have carefully weighed the important information given to us
by the Quarter-Master-General of your Majesty's Forces, as well as
by the Inspector-General of Fortifications, both officers of great ex-
perience ; and we deduce from their opinions, that although a break
of gauge, on the line of route, would produce both delay and con-
fusion, yet, that as in time of peace it is usually practicable to give
notice of the intended movements of a body of troops, the inconve-
nience of the break of gauge might be so reduced as not to be an evil
of great importance ; but in the event of operations for defensive
objects against an enemy, the Inconvenience would assume a serious
character.
It would appear, that for the defence of the coast, the proper
course would be to retain the great mass of troops in the interior of
the country to wait until the point selected by the enemy for his
attack should be ascertained with certainty, and thee to move upon
that point such an overwhelming force as should be adequate to the
emergency.

It is obvious that the success of such a system of defence must
depend upon the means of conveying the troops with great dispatch,
and without interruption on the journey.
. . . .

The troops should be carried with their equipments complete in
all their details, and with their artillery and ammunition ; and it
therefore appears indispensably necessary, in order to insure the re •
quisite supply of carriages, where perhaps little or no notice can be
given, that the whole should be conveyed in the same vehicles from
the beginning to the end of the journey.
The effect of a break of gauge might, •in this view of the case, ex-
pose the country to serious danger.
To all classes of merchandise, as well as to all military operations
connected with railways, one general remark will apply—that, in
starting from any one point, it is usually practicable to obtain a suf-
ficient number of waggons for whatever may be required to leave
that point, however irregular the traffic may be ; but the conver-
gence of several lines, where the greater number might be of a gauge
not corresponding to the gauge of the other lines, if it happened that
all were unusually loaded at the same time, it would probably be
impossible to provide on the latter an adequate number of waggons
•to carry off all the loads thus brought ; the alternative would be, on
the one hand, to submit to great confusion, delay, and inconveni-
ence, on all the converging lines having the majority on the same
gauge; or, on the other hand, to maintain on the lines being in the
minority a very extensive stock of carriages, which in general would
be totally useless.

There is one point which forcibly presses on our attention, and the
truth of which must be readily acknowledged, but of which
the importance is not at first equally obvious ; it is, that the greater
part of the inconveniences to which we have alluded, are not incon-
veniences of rare occurrence, and which would affect only a small
number of persons, but, on the contrary, that many of them would
occur several times in the course of every day, to a great number of
persons, at each poiht at which a break of gauge might exist. The
cumulative amount of such inconvenience would of necessity be very
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11. We are now brought to the second stage of our inquiry, which
s, to discover the means of obviating or mitigating the evil that we
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2. A form of truck adapted to the broad gauge, butg carryinguges upon
its upper surface pieces of rail 4 feet 834 inches asunder, so that a
narrow gauge carriage may be run upon these rails Without any dis-
turbance of its wheels.
gauge,ies of
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set of wheels, adapted to the other gauge.
4. A proposal to carry merchandise and minerals in loose boxes,
which may be shifted from one truck to another, and of which one
mofe wheels, adapted shng for one bod
only would probably be carried upon a narrow gauge truck, while two
would be conveyed on a brood gauge truck.
s
1. Of these various methods, the flrst;if it admitted of being used
and extensively, would be, in its application, the easiest of
all: By the operations of detaching the wheels from one limiting
hold, of pushing the carriage along converging or diverging rails,
until its wheels were brought to the required width, and of then con-
necting theta by another limiting hold, the transformation of the
narrow gauge carriage to the broad gauge carriage, or trite versa,
would be completed. But this construction 1s liable to grave ob-
jections. It is stated to us as a matter of experience (and we believe
it admits of satisfactory explanation), that a very small unsteadiness
of the wheels of a railway carriage upon the axle renders the carriage
liable to run off the rails. A far more serious objection, however, is,
that the safety of a carriage, and the whole train with which it is
connected, would depend upon the care of the attendant, who has to
make the adjustments of the axle-slide.

It is true that there are other cases, as in the attendance on the
switches and signals, which depend upon the care of the person who
is stationed to work them ; but the circumstances differ very widely.
In these cases, the attendant has a single act to perform (or at the
utmost, two acts only), he is not hurried, and his whole attention is
concentrated on very simple duties.

In respect to the shifting axles, the attendant would have to adjust
a great many carriages in succession (as there are sometimes a hun-
dred waggons in a goods train), the adjustment must be made hur-
riedly, and often in the night; and the attendant's thoughts would
probably have been partly occupied with the loading of goods, and
other station arrangements.
On the score of danger, therefore, we think that this construction
mast be at once abandoned. But we think it proper to add, that if
even there were no such essential ground of objection, a construction
of this nature could not be adequately useful, unless it were ex-
tended to every carriage which is like'y to pass the station where the
break of gauge occurs Under the existing system of interchange
of carriages, which is adopted by all the railway companies whose
lines communicate, and of which the advantages are recognised in
special clauses of the Acts of Parliament applying to several rail-
ways, carriages belonging to distant railways will frequently be
found at the place of junction of the two gauges. This construction,
therefore, will lose much of its utility unless every railway carriage
were made in conformity to it, that is, unless a vast expeuditure of
capital, and a corresponding annual expense in replacing wern•out
carriages, &c., were incurred even on railways very distant from the
break of gauge.
2. The plan of placing a narrow gauge carriage upon the top of a
broad gauge truck has, on the face of it, this obvious difficulty, that
a broad gauge carriage cannot be placed in the same wanner upon
a narrow gauge truck, and therefore, unless not only the broad
gauge railway, but also all others communicating with it, be fur-
nished with trucks proper for carrying narrow gauge waggons,
and with narrow guage waggons also, and unless the loads
travelling towards the narrow gauge be placed only in those narrow
gauge waggons, the system affects nothing as regards the passage in
one direction But even with regard to the passage from the narrow
gauge to the broad gauge, the system will not bear examination. If
the trucks are supported on springs, there is practically a difficulty in
running the waggons upon them ; and if they are not supported on
springs, they will sustain great injury on the journeys. If they are
loaded singly there will be a great delay ; if they are ',laced in a row,
and the narrow gauge carriages are run through the whole series,
very great caution will be necessary to secure each carriage both in
front and in rear. When heavy loads are thus placed in elevated
positions, and when the security of each depends upon adjustments
hurriedly made, there will be the danger to which we have alluded
In noticing the first proposed construction. Finally, an enormous
amount of dead weight will be carried on the broad gauge line. We
reject this proposal as entirely inapplicable to the traffic of railways.
3. The system of shifting the bodies of carriages from road wheels

to railway wheels is practised successfully in France, where the
diligences from Paris to distant towns, proceeding on road wheels
from the Messagerie of Paris to the railway station, are carried on
a peculiar railway truck as far as Rouen and Orleans, and are then
again placed on road wheels to continue their journey. At the low
speeds of the French railways this system is safe, but we doubt
whether it would be safe with the speeds of the English railways.
Moreover, it deprives the railway system of one of its greatest
conveniences ; namely, its readiness to receive almost any number
of passengers without warning, and to carry them to any distance,
small or great. Carriers' carts are also conveyed (but to no great
amount) in the same manner. In France, as we understand, it is
not thought likely that the system will be in any degree retained
when those railways shall have been extended further. The same
remarks, we conceive, would apply entirely, or In a great measure,
to similar proposals for the shifting of the bodies of railway car-
riages; but as this plan has never been strenuously urged, it le un-
necessary to criticise it more minutely.
4. The system of conveying goods in loose boxes, carried upon
railway trucks, has been seriously discussed. It has been repeatedly
tried, and we are able therefore to give an opinion on it, founded on
experience.
The result of this experience is, that la one instance of a temporary
character, where the whole operation was under the control of one
engineer, it succeeded; in other instances, although always under
the control of one engineer or one company, it has usually failed ; and
these failures have occurred where, from the deterioration, caused
by hand-shifting, to the mineral conveyed, it was matter of anxiety
to avoid transference of the load, from one box or waggon to ano-
ther, and where no expense was spared in the erection of machinery
proper for the transference of the loose boxes. • ,
These failures, it is to be remarked, occurred in a traffic which Is
comparatively regular, viz., that of coal ; in, traffic of a less regular
character, the causes tending to produce failure would be very much
more numerous.
We consider that this method is totally inapplicable to remedy the
inconvenience of a break of gauge,
Some of the witnesses whom we have examined are of opinion
that there would be less difficulty in unloading the waggons of one
gauge, and placing the articles in waggons of the other gauge, by
having two rows of waggons on the different gauges, marshalled
alongside of each other ; but having 'witnessed this process at Glouces-
ter, we are of opinion that such a system Is totally inapplicable to an
extended traffic.
We sum up our conclusions en this head by stating our belief that
no method has been proposed to us which is calculated to remedy in
any important degree the inconveniences attending a break of gauge.
111. Considerations on the general policy of establishing an uni-
formity of gauge throughout the country.
We approach this momentous question with a full conviction of its
importance, and of the responsibility that rests upon it.
That an uniformity of gauge is now an object much to be de-
sired, there can, we think, be no question. In the earlier
period of the railway history of this country, the great
trunk lines were so far separated as to be independent of
each other, and, as it were, isolated in their respective dis-
tricts, and no diversity of gauge was then likely to interfere
with the personal convenience, or the commercial objects of the com-
munity; but now that railway s are spreading in all directions, and
becoming interlaced with each other in numerous places, that Isola-
tion is removed, that independence has ceased, and the time has ar-
rived when, if steps cannot be taken to remove the existing evil of
the diversity of gauge, at least it appears to us imperative that a
wider spread of this evil should be prevented.
If we had to deal with a question not affecting the interests of par-
ties, who are not only unconnected, but who are opposed to each
other he a spirit of emulation, if not of rivalry ; or if we were deal-
ing with the property of the public, and not of private trading com-
panies, we should merely have to consider, whether that uniformity
of gauge which we deem to be so desirable, would be too dearly
purchased by an alteration of one gauge to suit the other, or of both
to some fresh gauge which might be considered preferableto either,
if any such there be.
Bat our position is different from this, since we have to consider
not only the relative length of the different systems, the comparative
mechanical efficiency of each, the general superiority of one above
the other, their adaptation to the wants of the country, and the pos-
sibility as well as the policy of a change, hut also the pecuniary
means of effecting it. We have further to look to the consequences of
an interruption of the traffic during the progress of an alteration.
There is still another view of the question, and that id, the expe-
diency of having, on lines of railway, additional rails, so as to afford
the facility of using engines and carriages on both gauges.
This expedient, in whatever form adopted, cannot be considered as
free from difficulties. If two rails, forming a narrow gauge way,
are placed between the two rails which form a broad gauge way, car-
riages of the different gauges may run in the same train, without
alteration even of their buffers, which in the ordinary construction
of the carriages correspond exactly on the broad and narrow gauges.
But the expense of such an insertion would probably be not lees than
that of an entire change of gauge, including, in the latter, the
change of engines and carrying stock ; and the complication which
it would introduce at the crossings might produce danger to rapid
trains, unless their speed were diminished on approaching suchin tsused,.
would
iffieualletye
beof m
Paucckih gi'greater the rails, if longitudinal sleepers
wereP than if rails of only a single
gauge were employed. If a single rail were inserted eccentrically in
Thed
a broad gauge way, so as to form, in conjunction with one of the
broad gauge rails, a narrow gauge way, the expense of the inser-
tion, and the danger of the crossings, as well as the difficulty of
packing the rails, would be somewhat diminished, but it would
be imprudent to run carriages of the different gauges in the
same train ; and as it would probably be the policy of the railway
company to adopt for their own stock of engines only one of the two
gauges, and to interpose those difficulties which amount to a prohibi-
tion of the use of other companies' engines, the inconveniences of a
break or gauge would exist in almost all their force at every junction
of a branch railway on a different gauge.
We consider, therefore, that the general adoption of such a system
ought not to be admitted.
We remark, however, that the difficulties to which we have al-
luded may be greatly diminished on any railway where the system
of combined gauges is cordially taken up by the company ; and we
think that great respect ought to be paid to the rights which the
companies may be supposed to possess in the systems which they
have devised or adopted. At the same time, we lay it down as the
I ellrst principle, that inter-communication of railways throughout the
country ought, if possible, to be secured. If, to obtain the last-men-
tioned object, it should be necessary to alter or snake a change in
any existing railways, we think that it may be left as a matter of
ulterior consideration for the Legislature, whether in these limited
instances the combination of gauges may not be allowed.
Whatever may be the course which at the present time circum-
stances will permit, It will appear, from the opinion we have ex-
pressed, that we think, abstractedly, equalisation desirable ; and we
shall therefore proceed to consider what gauge would be best, in such
a system of equalisation.
We shall examine this:part of the question under the following
heads :-
Ist. Safety.
2nd. Accommodation and convenience for passengers and goods,
3rd. Speed.
4th. Economy.
1. We will commence with the question of safety.
We are of opinion that experience will, in this matter, afford a
better test, by which to compare the systems of the broad and narrow
gauge, than any theory; and we therefore have made inquiry into
the nature of the accidents recorded in the official reports of the
Board of Trade, as well as of such as have happened since the last re-
port was published.
We Ind that railway accidents arise from collisions, obstructions on
the road, points wrongly placed, slips in cuttings, :subsidence of em-
bankments, a defective state of the permanent way, loss of gauge,
broken or loose chairs, fractures of wheels or axles, &c. ; and, lastly,
from engines running off the line through some other cause.
Of these several classes of accidents, all e., cept the last, are ob-
viously independent of the gauge ; and with reference to this class, we
have thought it right to endeavour to determine whether the advo-
cates of either gauge could fairly claim, in regard to these accidents,
a preference for their respective systems, on the score of greater se-
curity to the traveller. In these lists we find only six accidents of
the kind we are considering recorded from October, 1840, to May,
1845, whereas, there have been no less than seven within the last
seven months, aid these are all attributable to excessive speed, the
majority having happened to express trains. Of the whole number
of these accidents, three have occurred on the bread gauge and ten on
the narrow ; the former, however, differ in their character from the
latter, the carriages only, in the last two cases, having been off the
line, whereas, in all the ten narrow gauge cases, the engines have run
off, and the consequences have been more fatal. We must here observe,
however, that the extent of the narrow gauge lines is 1,901 miles, and
that of the broad only 274 ; therefore the comparison would be un-
favourable to the broad gauge if considered merely with regard to
their relative length ; but it must be borne in mind that the general
speed of the Great Western considerably exceeds that of many of the
narrow gauge lines, and that some consideration is on this account
due to the broad gauge.
The primary causes of engines getting off the rails appear to be
over-driving, a defective road, a bad joint, or a badly balanced en-
gine. If, in consequence of heavy rains or other unfavourable circum-
stances, any part of the road becomes unsound, the engine sinks on
one side as it passes along such part of the rail, suddenly rises again,
and is thus thrown into a rocking and lateral oscillatory motion, with
more or less of violence, according to the rate of speed, and a very
similar effect is produced in passing at high speeds from one curve to
another of different curvature. A succession of strains is thus
thrown upon the rails, and if, before the rocking subsides, the wheel
meets with a defective rail or chair, which yields to the impulse, the
engine and train are thrown off as a necessary consequence ; but, as
far as we can see, such casualties are equally likely to happen on
either gauge, other circumstances being similar.
It has, indeed, been stated by some of the witnesses whom we have
examined that the broad gauge is more liable to such accidents, from
the circumstance that the length of the engine, or rather the dis-
tance between the fore and hind axle, is less, in proportion to its
breadth, than in the narrow gauge engines, and that therefore,
the broad gauge engine is liable to be thrown more obliquely
across the lines, and in case of meeting with an open or
defective joint, more liable to quit the rail ; but we cannot admit the
validity of this objection against the broad gauge lines. It may be,
that the proportion between the length and breadth of the engine has
some influence on its motion, and that the motion is somewhat less
steady where the difference between the leugth and breadth is con-
siderably diminished, but practical facts scarcely lead to the con-
clusion that the safety of the trains is endangered by the present
propertion of the broad gauge engines; for it appears that on the
London and Birmingham Railway, where the engines hitherto
employed have been, generally, short four-wheeled engines, the
distance front axle to axle not exceeding seven feet, or seven feet
six inches, no such accident as we are considering has been re-
ported ; and, we are informed by Mr. Bruyeres, the superintendent
of that line, that no such accident has ever occurred. The same
remark applies to some other narrow gauge lines ; and if, as has
been stated, exemption from these accidents has resulted from the
close fixing of the engine and tender adopted on this line, the same
system might be adopted en any other line, whether on the broad
or narrow gauge. An evil may also sometimes arise in six-wheeled
engines, by the centre of gravity of the engine being brought too
much over the driving wheels, and the springs being so adjusted for
the sake of the adhesion of the wheels to the rails, that the front
wheels would have little or no weight to support, and would be thus
in a condition, by any irregularity in the road or other obstruction,
to be more easily lifted off the rails. But here, again, if this fault in
the construction or adjustment has been any where committed, it
is a fault or defect wholly unconnected with the breadth of gauge.
Another cause of unsteady or irregular motion, daugerons to the
safety of the train, has been stated to be the great overhanging
weight beyond the axles of some engines of recent construction, and
of the weight of the outside cylinder beyond the axle bearings. So
far is this construction is concerned, it certainly appertains to nar-
row gauge lines only, but at the same time we must remark, that it
is not essential to their working.
Upon the whole, therefore, atter the most careful conslderatioß of
this part of the subject, we feel bound to report, that as regards the
saf ty of the passenger, no preference is due, with well-proportioned
engines, to either gauge, except, perhaps, at very high velocities,
where we think a preference would be due to the broad gauge. On
this part of the subject we would beg to point to the nature of the
evidence of Mr. Nicholas Wood.
2. We have now to avert to the question of the relative accom-
modation and convenience for passengers and goods.
The first-class carriages of the bread gauge are intended to carry
eight passengers in each compartment, and the compartments are
sometimes subdivided by a. partition and inside door. On the narrow
gauge lines, the first-class carriages are usually constructed to carry
only six passengers in each compartment, and we find that about the
same width is allowed for each passenger on both gauges. Some of
passengers, to four
the original mail carriages were adapted ~ and we
believe that the public had a preference for these carriages over both
the other descriptions.
Until lately, the were alto
broad gauge carriages gether more corn-
modious than those of the narrow gauge, carriages have
been introduced but recently
on several of the narrow
gauge lines nearly as lofty
e and equally commodious ; in short
we
as those on the broad gauge and
regards accommodation ' essential difference as
con-
venience to individual passengers in the first-class carriages of the
two gauges. s on the broad gauge six persoris sit
In the second-class carriage
bi f holding seventy-two
side by side, each carriage
only four p
passengers. On the narrow gauge, generals, persons sit
side]
number in each carriage being tlerty_two , iii
sidei by side, the total
this respect we are inclined to consider
the latter are more comfort-
ably
accommodated.
With reference to the ease of the carriage and the smoothness of
the motion, we have had very contradictory evidence, and it must
be
admitted that great difference is experienced on the same line at
state of the road, the s ri springs
of
the carriage, the number of persons nthe springs
in the train, anclg
into action, the position of the carriage . the speed at
which the train is propelled,which conditions are
all independent of
We have, however, with a view of snaking
the breadth of gauge.
several our own observations on this question, travelled times over
all those lines having
their stations in London, and after making, to
for the circu
mstances
above best of our judgment, every allowance
above mentioned, we are of opinion that at the higher velocities the
motion is usually smoother on the broad gauge.
It is now to be considered whether either gauge has a superiority
over the other in regard to the conveyance of general Merchandise.
Under this head we class manufactured goodsl and their raw ma-
terials, mineral products, such as coal, lime, roll, and other ores;
agricultural produce, such as corn, hops, wool, cattle, and timber.
On these points we have taken the evidence of Persons well from their Information, and
ac-
quainted with the carrying trade, and
be
of
our OWII observation, it does not appear to consequence to the
parties sending or receiving goods whether they are transmitted in
the waggons containing five or six tons, or in waggons of larger
capacity, provided that the cost and security are the same, and that
the carriers undertake the responsibility of any damage that may
result from the size of the load. But Messrs. Horne and Chaplin,
and Mr. Hayward, who are largely interested, and have had great
experience in the carrying trade, have expressed a strong
opinion that the smaller waggon is far the
, , more con-
venient and economical. The same opinion is still mors
strongly expressed by those witnesses we have examined
who have experience of our mineral districts. These persons state
that the smaller waggon can be more easily handled, and can be
taken Wong sharper curves than would be suited to a broader
waggon ; that such sharp curves are very common in mineral works
and districts, and that the broken nature of theground would render
curves of greater radius inconvenient and expensive.
Another important difference between the two gauges, in this com-
mercial view of the question, would present itself- in localities in
which there may be a difficulty of readily obtaining full loads for the
waggons at road stations. Here the defect of are dead weight.,
which we find to apply more particularly to the broad gauge, would
be greatly increased, unless another evil of still greater commercial
nnportance were created, that of detaining the waggons to receive
full loads. On the whole, therefore, we consider the narrow gauge
as the more convenient for the merchandise of the country.

We were Very. desirous, if it had been found possible, thoroughly to
investigate this part of tile subject by means of the official data called
for by us, and furnished by some of the principal companies, contain-
ing a statement of their working expenses • but we find the circum-
stances so different, that very little satisfactory information can be
thus obtained that has strictly a reference to the economy of the
two gauges. There are, of course, various matters that have an in-
fluence on the actual cost of locomotive power and general traffic
charges, that are in no way connected with the breadth of gauge ;
such as the nature of the curves and gradients ; the price of coke ;
the general nature of the traffic, the mode of working that traffic as
adopted by different companies, the employment of engines of greater
or less power, that increased accommodation to the public which in-
volves an extra expense for return carriages, &c.
The London and Birmingham, and the Great Western Railway, as
metropolitan lines of great traffic and of considerable length, would
at first sight appear to furnish the best means of comparison, and
these
ee
liisiieisndfiaficet,rneossdenitilticaulllytyiji,n
tcohenThaaririfetetrheofactthletalir
gradients,
abitt.it
in the amount of traffic, estimated at per mile, and above all, they
differ in the character of the engines they employ.
m
e
Cimree'ilitlttep London
"idanvDtairlemi nu: snegthlieifiinnl Companylight
fhthaeve four-wheeledfr
facilities a tnhe
engines, while
lgeeanuteige;
affords, have adopted large and powerful engines, which area erked
at nearly the same cost per mile as the former ; and if such engines
as those on the London and Birmingham line were essential to the
narrow gauge, the question as to the economy of working might be
at once decided in favour of the broad gauge ; but this is by no means
the case ; several narrow gauge lines employ engines of great power,
and work, in consequence, much more cheaply than the London and
Birmingham ; therefore, the comparison between the working ex-
penses of this line and of the Great Western can only be considered
as a test of the principle of working with light and with heavyengincs,
and not as furnishing a test of the working economy of the twe
gauges.

It. a common practice with different railway companies, in their
half-yearly reports to their proprietors, to state the per centage of
their various expenses, under a few distinct heads, as compared with
their revenue; and from these it appears that on the Great Western,
the locomotive charges, during a period of three years, have varied
between 81, and 11'1, averaging 9.7 per cent. on their income ; and
on the London and Birmiugham they have varied, within the same
period, between 7•9 and 10'36, averaging about B'6 per oent. on their
income; and therefore, on a superficial view of the question, the
London and Birmingham would appear to have worked their line at
pa
acheapern rtah tee
p;
abuto
fvtaitil ied
Gorbejecat
Wess t
ehranv;e
bbe eec
anu s
emiat di es
ot
bo v
ohui ss eftoonni
the several returns we have received, that the London and Uhming-
ham Company has far the more abundant traffic per mile, and ought
therefore to be expected to perform its work at a less per eentage on
its income. It has been stated by Mr. Gooch, that as locomotive
superintendent on the Great Western, he is called upon to Etupply a
IP: er :lee
certain amount of locomotive power, and that the coat of such power
is almost entirely irrespective of the load or number of-passengers it
ins is
In
nnindhpee.Appendixr toi drawgthe ;l but:ro thisto that
locomotive
thesecßeport
expensesa In u mawbsheittrrhsactahtreaeir,oedfveegronmueaept.arianti
are given, founded on returns furnished by the Great Western and
London and Birmingham Railway Companies, showing that the
revenue derived from the passengers' trains is 64 per cent. greater
per mile worked on the latter than on the former line. It must,
therefore, be obvious, that as a test of economy for working, we
cannot adopt the principle of a per centage on the revenue ; neither
will the cost per mile run give a more just comparison as to the
economy of the two systems, because it is a well-known fact that
the London and Birmingham Company have been conveying their
traffic with engines of inadequate -power, and that a great economy
would us* to them by the adoption of larger engines.
Other difficulties also occur in the comparison of these expenses on
different lines, in consequence of the difference in the form of the
accounts, and of the circumstance of one company adopting the prin-
ciple of having a reserve fund for renewals, and other companies
having no such fund.
We are, therefore, of opinion, that the most satisfactory compari-
son that can be made of the economy of working the two guages,
will be by applying to first principles, endeavouring merely to deter-
mine what the working expenses of the Grea? Western line, with
their present amount of traffic, would have b.een,,provided it had been
made a narrow guage lino, and worked with such engines as those
employed on the South Western and some other narrow guage lines.
The average weight of a passenger train on the Great Western
Railway (independent of the engine and tender, which weigh 33
tees) appears, by the returns sent t• us, to be 67 tons ; and the ave-
rage number of passengers per train for the half-year ending the 10th
of June, 1845, as appears by our comparative table, is only 47.2,
whose weight, including their luggage, will be estimated at about 5
tons.

Mr. Gooch estimates each carriage and its passengers on the broad
guage to weigh about 9% tons, and therefore there would be seven
carriages to make up the 67 tons above specified. The most com-
modious carriages on the narrow gauge lines, sack as those on the
South Weston], weigh less than 5 tons ; seven such carriages would
therefore weigh about 34 tons, and being capable of containing 126
first class passengers, weighing, with their luggage, 12% tone, the
total load would be only 46% tons. Now we find that even with a traffic
as large as that of the Lou lon and Birmingham Railway, the average
per train would only be 84'9 passengers, weighing about eight tons;
so that, under the supposition of a traine of this extent, the load of