237 



mits of should be used for the economical one. In the ordinary 

 rough country the usual curvature is about 573 feet (or less 

 than ten chains) radius, with gradients properly compensated — 

 in fact, the practice was to use the best curves that the topo- 

 graphical nature of the country allowed. To use the words of 

 Mr. Wellington, an eminent American engineer : — 



"Roughly speaking, and excluding curves in stations, one- 

 half of American mileage might be said to be built to a radius 

 of 1,900 to 1,430 feet; half the remainder to 955 feet; half 

 the remainder to not over 573 feet, and only about one-eighth 

 to sharper radii, the standard maximum being 359 feet radius, 

 which brought the cost in the roughest country within reason- 

 able limits, and enormously below what twice the radius ren- 

 dered possible; whilst on the other hand using any sharper 

 radii than that best adapted to the given topographical condi- 

 tions rarely saved more than an inconsiderable percentage." 



Terminal and station facilities should be of the cheapest des- 

 cription, and level crossings should be used everywhere, and 

 fencing dispensed with except in cattle-grazing districts. 



The question to be solved in America and in all new coun- 

 tries is, " Shall we construct a cheap railway or have none at 

 all ?" This was essentially the case in Queensland, and it prac- 

 tically was the reason for the introduction into that country of 

 3' 6" or narrow gauge as it is termed. In America narrow 

 gauge lines are not now built, and every year sees the change 

 from the narrow^ to the standard gauge, 4' 8|", which is now being 

 carried out at a very heavy cost, but the break of gauge has be- 

 come so troublesome that the various Companies are only too 

 desirous to adopt the standard. The best American practice 

 was not a wasteful employment of heavy grades for the sake of 

 saving distance and eliminating curves, but it was to get as low 

 grades as possible for the longest portion of the distance, and 

 to concentrate the heavy grades together and work them with 

 extra engine power. 



One important element should not be forgotten when we 

 speak of the cheap system of railway construction adopted in 

 America, and that is the country is generally well supplied 

 with timber and water, thereby materially cheapening the con- 

 struction. 



ABT SYSTEM. 



During the past year a very satisfactory system has been in- 

 vented by Mr. Abt, of Switzerland, for overcoming mountain 

 inclines. This problem has taxed the brains of many inventors, 

 but the plan devised by Mr. Abt appears destined to supersede 

 all others. He has abandoned the well-know rack rail with its 

 two sides and rollers acting as teeth between them, and builds 

 up a number of elementary racks, and places them side by side. 



