XXXII. . C. O. BURGE 



The greater part of the figures in this paper are necessarily 

 approximate, and the various positions of the centre of gravity 

 of truck and load, on which much of the argument depends, are 

 practically incapable of exact determination, so that to, cover 

 inaccuracies, a very decided advantage for one system over the 

 other, in the particular cases dealt with, must be made out. 

 This has been done, and the margin is so great for possible 

 overstatement, as regards the important matters of the amount 

 of the different classes of loading, and of the relative cost of 

 working on the two gauges, that the conclusion to which the 

 figures and the facts of this paper, as well as those of the previous 

 one, point, is that a certain combination of circumstances must 

 exist, to justify the construction of branch railways in New South 

 Wales, on a smaller gauge than that of the present lines. 



These circumstances are, firstly, that the district to be served 

 must consist of rough country, in order that the economy of 

 narrow gauge construction may be sufficiently felt to influence the 

 choice, and hence a fairly large traffic must exist to pay interest 

 on heavy construction ; secondly, that such district be large 

 enough to contain and require a narrow gauge system, considerable 

 enough in itself, to minimise the evils of isolation ; and, thirdly, 

 a preponderance of traffic of high specific gravity, such as slate, 

 coal, or ore, must be obtained, with an absence of dependence for 

 profits on passenger or live stock traffic. 



It will be found that such a combination does not exist in New 

 South Wales, and hence it is good policy not to depart from the 

 existing gauge, but to seek economy in construction by other 

 means, according to the nature of each particular case, such as 

 sharper curvature, steeper grading, and care in alignment and in 

 design, in which latter, utility should be the sole guide. 



