24 HENRY DEANE, 
but would not so well allow for the convenience of the 
passengers by a possible train leaving Sydney at 5 p.m. 
3. Introduction of a third rail, so that the same line 
would suit both gauges. The points and crossings seem to 
have been practically worked out by Mr. Brennan, and Mr. 
©. Wilkin of the Interlocking Department, has shown me 
a model to prove this. The heads of the rails have to be 
narrowed by planing, and at platforms, bridges, tunnels etc. 
the mean centre of the two roads has to be shifted out by 
half the difference of the two gauges, so that the required 
clearance may be efiected. Mr. Wilkin assures me that 
he has made diagrams showing that this is quite workable. 
4. Exchangeable bogies as used in Canada before the 
unification. This is applicable to all the newer passenger 
stock, but not to four-wheeled freight stock. 
5. Moveable wheel gauge, effected either by a sliding 
telescopic axle, or by a divided axle asin Mr. A. R. Angus’ 
system. Mr. Angus has informed me that he expects soon 
to be in a position to get tests made, which I consider 
absolutely necessary to prove the practicability of his 
system, however faultless otherwise the mechanical details 
of the apparatus may be. Mr. Angus claims that his 
System reduces friction on curves as the wheels can follow 
round independently of one another without having to slip. 
This is undoubtedly the case, but the greater part of the 
excessive wear and resistance is due to the stiff wheel base 
of the locomotives. 
A traveller from Central Queensland to Adelaide has to 
wait over at Brisbane, Sydney and Melbourne. He has to 
encounter two breaks of gauge. That at Albury can be 
dealt with in one of the ways mentioned, that at Wallangarra 
can best be treated by the adoption of Mr. H. C. Stanley’s 
via recta or separate short cut to Brisbane. The time will 
come when the traveller will expect to travel without these 
