986 PROCEEDINGS OF SECTION H. 
and a sprained leg. Preservation from liability to flood was 
studied, and Sunday work was limited to two Sundays only. 
The number of men employed never exceeded 1 foreman, 5 car- 
penters, and 30 labourers. 
The weight of each span of the new structure, with sleepers 
fixed, was about 64 tons. 
The weight of the longest section of the old timber superstruc- 
ture, with ballast, &c., slid off at one time, was between 120 and 
140 tons. 
The paper was illustrated by several photographs and diagrams. 
No. 4—_NARROW-GAUGE RAILWAYS—THE 2-FEET 
GAUGE LINES IN TASMANTA. 
By Frep Bacu, A.1.C.E., F.S.8., &c., General Manager 
Tasmanian Government Railways. 
(Read Monday, 10 January, 1898.) 
[ Abstract. ] 
ArtTerR introductory remarks, the author said :—First, there is 
nothing novel in the construction of 2-feet gauge lines. As far 
back as 1832 the Festiniog Railway Company was incorporated, 
its gauge being 1 ft. 11} in. In 1869 it was re-incorporated and 
practically reconstructed at a cost of £10,727 per mile, the ruling 
gradients being | in 80. 
The 2 feet gauge lines are in operation in almost every country 
in Europe, and largely in India. 
What is comparatively new in the working of 2-feet gauge 
lines is the recent increase in the weight of the locomotives. 
In Tasmania, the largest locomotive on this gauge weighs 20 
tons, and is capable of hauling 50 tons up a grade of | in 25 with 
curves of 14 chain radius. 
T think that in the near future we shall have 40 ton locomotives 
in use on this 2-feet gauge. 
The reasons for departing in this instance from the standard 
gauge in Tasmania was due to the intention originally of running 
a light tramway into this mineral part. of the country north- east 
of Zeehan ; but the developments in mining and the prospects of 
Nore—The paper was illustrated by lime-light views, showing the character of the line 
and the nature of the country. 
