CHAP. IX. THE RAILWAY GAUGE. 165 



one-half of the quantity of the rails required or 800 

 tons should be of malleable iron, the remainder being 

 of cast-iron. The malleable rails were of the kind called 

 "fish-bellied," and weighed only 28 Ibs. to the yard, 

 being 2J inches broad at the top, with the upper flange 

 3 inch thick. They were only 2 inches in depth at the 

 points at which they rested on the chairs, and 3i inches / 

 in the middle or bellied part. 



When forming the road, the proper gauge had also/ *> 

 to be determined. What width was this to be ? Th( 

 gauge of the first tramroad laid down had virtually 

 settled the point. The gauge of wheels of the commoi 

 vehicles of the country of the carts and waggons em 

 ployed on common roads, which were first used on th( 

 tramroads was about 4 feet 8i inches. And so the firsi 

 tra inroads were laid down of this gauge. The tools anc 

 machinery for constructing coal-waggons and locomo- 

 tives were formed with this gauge in view. The Wylam 

 waggon-way, afterwards the Wylam plate-way, the 

 Killingworth railroad, and the Hetton railroad, were as 

 nearly as possible on the same gauge. Some of the 

 earth-waggons used to form the Stockton and Darlington 

 road were brought from the Hetton railway ; and others 

 which were specially constructed were formed of the 

 same dimensions, these being intended to be afterwards 

 employed in the working of the traffic. 



As the period drew near for the opening of the line, 

 the question of the tractive power to be employed was 

 anxiously discussed. At the Brusselton incline, fixed 

 engines must necessarily be made use of; but with 

 respect to the mode of working the railway generally, it 

 was decided that horses were to be largely employed, 

 and arrangements were made for their purchase. The 

 influence of Mr. Pease also secured that a fair trial 

 should be given to the experiment of working the traffic 

 by locomotive power ; and three engines were ordered 

 from the firm of Stephenson and Co., Newcastle, which 



