Secondly. I see no reason why the ordinary construction of rails, chairs, and sleepers should not be equally applicable to the wide gauge as to the narrow. I have used them occasionally. I should think 75 lbs. per yard heavy enough for any purposes.
Thirdly. Within all ordinary limits, certainly in curves of more than 250 metres [12½ chains] radius, the gauge does not affect the question of curves. The effect of a curve of larger radius than this appears, both from much observation as from theory, to arise merely from two causes, the one centrifugal force, which is easily neutralised, and is independent of gauge; the other from the axles not being able to travel in the direction of the radius, and consequently the wheels not running in a tangent to the curve. This also is unaffected by the width of gauge. Practically I believe the conditions are not altered.
Fourthly. The expenses of construction are not dependent on the breadth of gauge unless the total width allowed for the loads or carriages is thereby or for other reasons increased, which is not a necessary consequence of a seven-feet gauge.
The wide gauge could be laid upon the London and Birmingham Railway without altering any of the works, but in constructing the Great Western Railway I thought it desirable to provide for carrying larger bodies, and I placed the centres of the two railways 13 feet apart, instead of 11 feet, and therefore my railway became four feet wider in total width.
The increased cost of this, including the cost of land, will vary from 300l. to 500l. per mile.
Fifthly. The increase of width will not increase the weight of an engine (of the same power) 500 lbs., but I avail myself of the larger width to get more powerful engines, and they weigh, with water in the boiler, 18 to 21 tons. I send a drawing of one; the stroke is 18 inches.
Sixthly. The passenger carriages are all on six wheels, and excessively strong; at present the framework of carriages and the whole of the waggons are made of iron. The first-class carriages weigh, with wheels, &c., 7 tons 16 cwt. (17,472 lbs.), and carry 32 passengers. Second-class about the same weight, and hold 72.
Seventhly and Eighthly. The comparison being on different railways under different managements and totally different circumstances, no strictly correct comparative results can be given; and of course the most opposite opinions are entertained and expressed. I believe we travel much quicker at the same cost and with more ease, and certainly the wear and tear of engines and carriages is very much less with us than with the other lines; but for the reasons above stated it cannot be made matter of exact proof, but remains matter of opinion.
The report of the Gauge Commission, on being presented to Parliament, was referred by the House of Commons to the Board of Trade, who reported on it in June 1846. They did not, however, concur with the Commissioners to the full extent of their recommendations; for, while admitting the break of gauge to be an evil, they could not, having regard to the circumstances under which the broad gauge companies had been established, and the interest they had acquired, recommend either that the broad gauge should be reduced to narrow, or that rails should be laid down for narrow gauge traffic over all their lines. Such measures would involve great expense, and they were unable to suggest any equitable mode of meeting it.
This conclusion necessarily affected the opinion of the Board of Trade in regard to the several lines under construction connected with the Great Western Railway, which the Board recommended should be all made on the broad gauge.