RAILWAY CONSTRUCTION. 



have too great a lateral overhang for proper stability, except at 

 very moderate speeds. 



The following list shows the gauges adopted in various 

 countries : 



ft. ins. 



England, Scotland, and Wales 4 8J 



Ireland 5 3 



United States 4 ty, with some lines 5 ft, 5 ft. G ins., and G ft. 



Cauada 4 8j and 5 ft. 6 ins. 



France 4 8 



Belgium 4 84 



Holland 4 8* 



Germany 4 8 



Austria 4 8J 



Switzerland 4 8 



Italy 4 8| 



Turkey 4 8i 



Hungary 4 8 



Denmark 4 8 



Norway 4 8J and 3 ft. 6 ins. 



Sweden 4 8J 



Mexico 4 8^ and 3 ft. 



Egypt" 4 8J and 3 ft. 6 ins. 



Peru 4 8 



Nova Scotia 4 8J and 5 ft. 6 ins. 



New South Wales 4 8J 



Brazil 4 8J, 5 ft. 3 ins., and 5 ft. 6 ins. 



Uiugusiy Republic 4 8 



Russia 5 



South Australia 5 3 



New Zealand 3 6 



British India 5 G and 1 metre. 



Ceylon... 5 6 



Spain 5 6 



Portugal 5 6 



Chili 5 6 



Argentine Republic 5 6 



Cape Colonies 3 G 



Jiipan 3 G 



After many years' experience of actual working, the broad, 

 7 feet, gauge of the Great Western Railway has been abandoned 

 for the 4 feet 8 inch gauge. Doubtless this decision was the 

 result of most careful deliberation, and was made upon convincing 

 proof that the 4 feet 8 inch gauge could fulfil all the advantages 

 claimed for the wider gauge, whilst at the same time it possessed 

 the merit of less cost of construction and working, and greater 

 facilities for the exchange of traffic with other lines having the 

 standard gauge. The facility of exchange, or through working 

 of rolling-stock, is a leading element of successful railway 

 working, and it is difficult to estimate what would be the 

 amount of loss and delay if we had any great extent of break 

 of gauge on the main trunk lines of our own country. 



Although some countries have selected gauges of 5 feet and 



