The Westport Times AND CHARLESTON ARGUS. In the cause of Truth and Justice we strive. THURSDAY, AUGUST 24, 1871.

Westport Times, Volume V, Issue 853, 24 August 1871, Page 2

The Westport Times AND CHARLESTON ARGUS. In the cause of Truth and Justice we strive. THURSDAY, AUGUST 24, 1871.

It will be remembered that about two ' years ago Dr. Feathersfcone, when in England, gleaned a mass of information respecting railway construction tending to show most conclusively that a narrow gauge was alone consistent with economy. Mr Vogel has also, we believe, examined and reported upon the American railway system. The report of a civil engineer, named Mr Elsdon, is greatly at variance with the information furnished by Dr. Featherston upon the subject, inasmuch as he contends that the ordinary ga,uge used, having a width of 4ft B£in, may be brought down to a cost of little over £4OOO per mile. Mr Elsdon was despatched by the Victorian Government to Europe and America to make himself thoroughly acquainted with the existing railroads in those countries, and to report on railway construction generally. Mr Elsdon has embodied the result of his investigations in a report which has been laid before the Legislative Assembly of Victoria. The first matter treated of is the question of gauge. He shows that, with two exceptions, throughout England, in most railways in Norway, Sweden, and Russia, and in nearly all the railways in France, Belgium, Austria, and Germany the passenger lines are 4ft B|in gauge. The two exceptions in England are the Festiniog Railway in Wales, referred to by Dr Featherston, having a 2ft gauge, and the Great Western of the United States of Am"er<»*i£is contemplated to have a uniform gauge of 4ft B£in, and to that end all tones having

a wider gauge are to be reduced. Letters from Messrs Gh P. Bidder and J. Hawkshaw, civil engineers of eminence, of London, are appended to the report, and their experience in the construction of lines of railway must command for their opinions due consideration. Mr Bidder says that " the cost of a line is measured, not by the gauge, but by the quantity of traffic, and the speed at which that traffic is required to be carried. He adds that a railway of 22 miles in length was required to pass through a very poor district in England ; specially light rails were used in its construction, and the rolling stock was also of the most inexpensive character. The cost of this line, including expense of land, was thus kept down to a little over £4OOO per mile; but in none of such cases would any railway authorities in England dream that it was necessary to reduce the gauge. Some valuable information is furnished, showing the progess in English railway construction. Mr Bidder says that when railways were first constructed inJJ England both rails and engines were much lighter than those now used. The weight of the rails ordinarily laid at the present time is from 70 to 83 lbs per yard, and the engines usually weigh from 30 to 40 tons, whereas formerly the rails did not exceed 30 to 40 lbs per yard, and the engines were only ten tons weight. The increased traffic, and speed at which this traffic has to be conveyed in the present day has rendered ;it necessary to increase the rolling stock and rails greatly in size and weight. "Whatever Mr Bidder's capabilities may be as an engineer, it is doubtful whether his opinion would apply with equal force to countries possessing such natural obstacles to easy railway .communication as are presented by New Zealand. In addition to this country being sparsely populated, and unable to bear the burden of an expensive railway system, there are physical difficulties of a graver character than have been generally encountered in England'or other European countries. Our numerous rivers and the rough, broken surface of the country generally are an effectual bar to any very am. bitious railway project. What may be suitable to the wide and productive valleys and teeming population of India or some portions of America is not adapted to us. In New Zealand the cuttings, embankments, bridges, viaducts, tunnelling, &c, required in constructing railways will be as great, probably greater in proportion to the length of the lines, than in any other aountry in the world; and if it is practicable to reduce the gauge with safety and convenience, we cannot see how it can fail to have a most important influence upon the cost of construction.