Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1870-02-21
NO. A..

pended to move equal weight on the same
plane, do not wish to call in question, but
do call in question his application of the laws
OF mechanics to the relative power to move
equal weight on different gauges of railroad,
as the practical observation of railways will
more fully determine, as well as mechanical
laws.
There is one comparison, however, in
which-in spite of the elaborate experiments
made on the resistance of trains on the broad
gauge and the apparently low amount of their
resistance-the narrow gauge has shown
decided superiority over the broad. This is
in that of the power required respectively to
work the two gauges. Whatever any special
tests may have shown to the contrary-tests
in which the circumstances of trial were prob
ably different from those which determine
the general results of practical working-the
broad gauge has always employed heavier
class of rolling stock for given service than
has been found necessary on the narrow
gauge.
Bringing every other element Of comparison
to a common standard, the engines and cars
of the broad gauge are Of excessive weight,
much heavier than those of the narrow gauge,
as the gauge itself is wider. There must, of
course, be a reason for this. 1t is true the
axles of the broad gauge cars and engines are
necessarily longer, and therefore heavier than
those employed on the narrow gauge. They
are heavier, too, in proportion to the weight
carried, unless the limit of weight fixed for
each wheel on the narrow gauge be exceeded
on the broad. This difference of weight is,
however, very trifing and can hardly be said
to effect the general comparison. A fact
which is more to the purpose is that with two
wheels on one axle the rolling resistance can
not always be alike, and thus when either is
checked, however slightly in its course, the
tendency of the other is to run ahead Of it, and
thus bind the fanges against the rails. just
in proportion to the distance between the two
wheels upon one axle, or, in other words,
just in proportion to the width of the gauge,
must be the effective leverage by which one
wheel is enabled to gain on the other. The
wheels, too, are slightly but unmistakably
coned, and when mrched even one quarter
of an inch to one side or the other of their
proper course, they tend to move in a circle
and thus to bend themselves between the rails.
1t is like opening a very wide drawer in a
case of drawers. If there be any lateral play
the drawer will be almost sure to stick in
opening, whilst much narrower one will pull
out without difficulty. In this view perfect
railway gauge would be no gauge at all,-that
is to say, a single rail like Palmer's suspend
ed railway in use somewhere in Prussia.
This, of course, is incompatible with the con-
dition of capacity and stability imposed on
railway working but the narrowest gauge
which will fulfil these conditions ought to be
the best gauge.
1t is also perfectly established that the mar
row gauge CA feet l-2 inches) affords space
sufficient for the heaviest engines. The en-
gines now working on the Pacific Railroad
are, believe, the largest in the world, but so
far as space is concerned they might have
been made much larger.
Considering the suficiency of the narrow
gauge in ali respects and its decided superior
ity in many, it is on many accounts to be re-
GREETED that the feet 6 inch gauge was
adopted for Canada and part of this State.
At the present time we have in the United
States no less than six different railway
gauges, to wit: the foot 8 1-2 inch, the pre-
calling gauge; feet 10 inches of which there
are about 2500 miles 5 feet, of which there
are several miles; 5 feet inches, feet
inches and 6 feet and in some cases the rolling
stock of both the foot l-2 inch and foot
10 inch gauge run for considerable distance
over what is called compromise gauge, feet
8 1-2 inch, thus adding seventh gauge to the
list.
Whatever may be the disadvantage of any
one width of gauge, the break Of gauge, of
which the United States railway furnish so
numerous examples, is a curse to the whole
system. Better ideas are prevailing, and the
4 foot l-2 inch gauge is soon to be the uai-
form gauge Of this country, as well as in
Great Britain. The Pacific railway will have
the controlling influence on roads leading
from our large manufacturing centres, so that
goods car go through from the Atlantic to the
Pacific without re-shipping or transferring
from one gauge to the other.
The matter Of gauge has been heretofore so
fully discussed that it is not worth while to
take up the time of your readers with any
further discussion on its merits. Suffice to
say, that the Guage Commissioners appointed
in England to report on the merits of the diff
ferent gauges then in use in that country,
after a very thorough examination of all the
conditions relative to each gauge, made their
report to close in the following language:
That as far as safety, accommodation and
convenience of the passenger, no decided
preference is due to either gauge"
THAT in the commercial case of transport
of goods they believe the narrow gauge to
possess the greatest convenience and to be
: more suited to the general traffic Of tho
, country"
THAT the broad gauge involves the greater