10 HENRY DEANE. 
construct on the narrow gauge, they must be longer to 
allow of the corresponding larger number of trucks and 
carriages. The narrow gauge locomotives have less 
haulage power and can only travel on the narrow gauge at 
lower speed, so there must be more of them. Should the 
lines be ultimately extended to some considerable distance, 
say 100 miles, passengers and goods can only travel at 
slow speed, whereas on the wider gauge a much higher 
speed can be reached with more comfort, at any rate to 
passengers, and less rolling stock and fewer trains will 
serve the same purposes as it is not delayed so long in 
travelling over the line, and each train can get over more 
ground inthe day. Against the narrow gauge there is the 
nuisance of the break of gauge at the junction, and the 
more costly maintenance of the narrow line with its over- 
hanging rolling stock. So that it resolves itself into this, 
there is a saving in width of construction amounting to 
a Strip of earthworks the width of the difference in the two 
gauges, and there is the difference in the cost of the 
sleepers. From £200 to £600 per mile will cover the 
extra cost. Isit worth while avoiding this expense, when 
the extra maintenance and traffic expenses will probably 
more than absorb the saving in interest on capital cost ? 
The case of a line taken through hilly, not to say 
mountainous country, presents a somewhat different prob- 
lem. The advocates of the narrow gauge can here make 
out a much better case, and I am quite prepared to agree 
that it is easier to arrange for a narrow gauge line, where 
the contours of the country present sharp angles. Iam 
far from saying that a narrow gauge line should never be 
put down, but no one can have any doubt that every effort 
should be made to preserve the standard gauge when 
possible, and if the cost of laying the line with the cus- 
tomary grades and curves is prohibitive, then let these be 
made sharper and steeper and suitable rolling stock — 
