Narrow gauge

“ Material of any kind can be as effectively delivered on ship-board by narrow gauge railway wagons as by horses and carts, if not better. In reckoning up the cost of transhipment from small wagons on to a railway system—no great matter with proper appliances—it must not be lost sight of that, even if a branch of standard gauge were constructed to many establishments, the large wagons cannot, as a rule, be got up to the point where the material lies, and a preliminary transference in barrows or carts is necessary. ”

“ When considering the cost of construction and working of a narrow-gauge railway as compared with one of the standard gauge, there are certain items which are common to both, and in which the narrow gauge could not be expected to obtain any advantage over the standard gauge. ”

“ For main trunk lines, however, where a large, heavy, and fast passenger traffic will have to be worked, and where goods of all kinds, many of them bulky without being heavy, will have to be carried, an ample gauge must be selected to ensure convenience and safety. A liberal gauge permits the use of commodious rolling-stock without any great amount of lateral overhanging weight outside the wheels; whereas with a narrow gauge there is the tendency—if not the necessity—to use vehicles which [Pg 38] have too great a lateral overhang for proper stability, except at very moderate speeds. ”

“ High speeds are not expected on narrow gauge railways, and no complaints are made about passenger trains whose highest running speed does not exceed 20 miles per hour. By conceding the same indulgence to light railways made to the standard gauge, great economies might be introduced both in their construction and working. The similarity of gauge would admit the transit of the carriages and waggons of other standard gauge lines, and so avoid all cost and delay in transshipment. ”

“ The chief railways of most European countries are on the same gauge as that originally adopted in Great Britain, namely, 4 ft. 81⁄2 in. Irish railways are, however, on the gauge of 5 ft. 3 in. The standard gauge in Russia is 5 ft., that of Spain and Portugal about 5 ft. 6 in. The still isolated railway system of Greece is upon a narrow gauge. The very general use of a common gauge obviously greatly facilitates international trade. ”

“ Now any railway car can be run all over the United States, with the exceptions of a few special lines where the gauge is three feet, six inches.
“Three feet, six inches is the gauge of the railways of Queensland. That of New South Wales is four feet, eight and one half inches, while that of Victoria is five feet, three inches. In South Australia some of the lines are of five feet, three inches gauge, and others have the same gauge as the Queensland railways. The narrow gauge is especially adapted to mountain regions, and also to thinly populated districts. ”

“ Therefore, esteeming the importance of the highest speed on express trains for the accommodation of a comparatively small number of persons, however desirable that may be to them, as of far less moment than affording increased convenience to the general commercial traffic of the country, we are inclined to consider the narrow gauge as that which should be preferred for general convenience, and therefore, if it were imperative to produce uniformity, we should recommend that uniformity to be produced by an alteration of the broad to the narrow gauge.... ”

“ But the policy, even of the Great Western Railway (in which the broad gauge originated) , has supported our views: the narrow gauge has been gradually substituted for the broad: and the broad now (1872) scarcely exists.—On June 20th Lord Canning enquired of me about makers for the clock in the Clock Tower of Westminster Palace. I suggested Vulliamy, Dent, Whitehurst; and made other suggestions: I had some correspondence with E. B. Denison, about clocks.—I had much correspondence with Stephenson about the Tubular Bridge over the Menai Straits. ”

“ It must be understood that I do not here attempt to enter upon the comparative merits of narrow gauge railways generally, but merely to give particulars of what has come within my own experience. To facilitate a comprehension of the conditions under which I have worked, it will be well to explain that I make no pretension to be considered a professional engineer, and that I speak rather as a self-taught mechanic and surveyor. ”

“ The narrow gauge is entirely in its right place in countries where, as notably in the case of the colonies, the traffic is not sufficiently extensive to warrant the capitalization of the expenses of construction of a normal gauge railway. ”

“ Roads have been built 7 feet, 6 feet, 5 feet 5 inches, 5 feet, 4 feet 9 inches, 3 feet 6 inches, 3 feet 31⁄2 inches, 3 feet, and 2 feet, but the very broad and very narrow gauges are losing favor, and 4 feet 9 inches is the standard, 6 feet being generally known as broad gauge, and 3 feet 6 inches as narrow gauge, though anything over 4 feet 9 inches is broad, and anything under is narrow. ”

“ Some persons have odd notions of the speed of railway trains. Some few years ago, a jockey who had missed the express to Newmarket, was anxious to have a special train, but on being informed of the cost, he earnestly asked an officer of the Company “if he did not think the express might be overtaken if he followed it in a cab!” The express train was running on the Eastern Counties.
[47] The “narrow” gauge, the gauge all but universal through England, Scotland, Wales, and Europe generally, is 4 feet 81⁄2 inches; the “broad,” or Great Western gauge, is 7 feet. ”

“ A rail should be made not only strong enough to carry well the engines that have to pass over it, but it should also be heavy enough to stand the wear of several years. Narrow-gauge engines must be heavy in conformity with the loads they have to haul. The same amount of power must be exerted to haul a hundred tons on a given gradient, whether the gauge be narrow or broad. In some cases of narrow-gauge railways the original rails, which weighed only 45 lbs. ”

“ Although this deficit with increasing altitude has been fully recognized for a century, yet no effort has been made until recent years to make a proper correction or to eliminate this influence of the wind at the mouth of the gauge. Professor Joseph Henry, about 1850, recommended to the observers of the Smithsonian Institution the use of the “pit-gauge.” About 1858 he recommended a so-called shielded gauge, namely—a simple cylindrical gauge 2 in. in diameter, having a wide horizontal sheet of metal like the rim of an inverted hat soldered to it. ”

“ The great majority of fits made under the standard gauge system consist of cylindrical pieces fitting into holes or bores. Suppose then that we have a plug and a collar gauge each of an inch diameter, and a reamer to fit the collar gauge, and we commence to ream holes and to turn plugs to fit the collar gauge, then as our work proceeds we shall find that as the reamer wears, the holes it makes will get smaller, and that as the collar gauge wears, its bore gets larger, and it is obvious that the work will not go together. ”

“ Here, an endless chain allowed the loaded, descending cars to pull up the empty ascending ones.
The standard gauge of American railroads is now 4 feet, 81⁄2 inches, measured between railheads, a standard adopted after many years of confusion before the present gauge dimension was adopted. Although Bryant described his track gauge as 5 feet, this dimension was measured between the “bearing points” of the wheels on the tracks. If the bearing points are assumed to be the center of the treads of the wheels, his gauge is found to match closely the present standard gauge. ”

“ In regard to the third head, it may be noticed as a curious fact, that the strong and commendable predilections of English engineers for the standard gauge, whenever obtainable, appear to lead them, where circumstances compel the adoption of a narrower one, to advocate as little reduction as possible. ”

“ In the case of the external gauge ·5770 inch diameter, the external and internal gauges are so near in size that the one does not go through the other when dry, and if pressed in, there would be danger of the surface particles of the one becoming imbedded in or among those of the other, which I have seen happen, and then no amount of force will separate them: but with a small quantity of oil on their surfaces, they move easily and smoothly. ”

“ A 6-foot gauge was introduced on the Erie Railway and retained long after the standard gauge had become general in the United States. As time passes, however, the 4 foot 81⁄2 inch gauge is becoming more common all over the world. The method of fastening rails to the ties varies. In America hook-headed spikes are almost universally used; the bull-headed rail used in England is wedged into cast-iron chairs which are bolted to the ties; in Europe considerable use is made of bolts; and when steel ties are employed various forms of clamping devices tightened by means of bolts or wedges are used. ”

“ In selecting a new gauge you will be better satisfied with a gauge having a double spring or tube, as they are less liable to freeze or become strained from a high pressure, and the double spring will not allow the needle or pointer to vibrate when subject to a shock or sudden increase of pressure, as with the single spring. A careful engineer will have nothing to do with a defective steam gauge or an unreliable safety valve. ”

“ This attitude is probably due to ignorance of what can be done on the narrowest gauges, for, in spite of the fact that many hundreds of miles of lines of less than 2 ft. gauge are at work abroad, our professional advisers persist in regarding such railways as mere toys. Yet a line of 15 in. gauge has been at work in this country for twenty years, on which thousands of passengers have been carried without a single accident, as many as 120 in one train, over gradients as steep as 1 in 20, the goods traffic being worked in all weathers up a long gradient of 1 in 11 without difficulty. ”

“ Those are reamed with a reamer that has no guard on it, but is pushed into it until the plug—this standard plug—is flush with the end of it. If you go in a little too far it is no matter. Having produced that gauge, we gauge first the one that is used on the lathe for the workman to work by, and he will fit his bolt in until the head will be pushed up against it. If you have a bolt to make from a straight piece of iron, I should advise its being done in two lathes. Here are those beautiful gauges of the Pratt and Whitney Company, which will answer the present purpose ”

“ The gauge in 2 centimetres varies from 14 to 15, this variation arising from a slight, but frequent, irregularity in the spacing of the pins or plungers of the machine. It may be possible by moving a gauge backwards and forwards along a line of perforations to hit off a space of 2 centimetres containing rather more than 15 or fewer than 14 holes, but we have not been able to do so ourselves. With the best of goodwill the limits we have attained are 14 in one direction and 15 in the other, and we rather suspect that the frequent records seen of a gauge of 151⁄2, and sometimes even of 16, in St. ”

“ Instructions of the United States Signal Service direct observers to set the rain-gauge “whenever practicable, with the top of the funnel-shaped collector twelve inches above the surface of the ground, firmly fixed in a vertical position. When a position at the level of the ground cannot be found with a sufficiently clear exposure, the gauge will be placed on the top of the instrument-room or roof of the building occupied by the observer, who will measure the height above the ground and report it to the Chief Signal Officer. ”

“ I designed some cast-steel coupler-buffers of this type lately for the Royal Engineers’ 30 in. gauge experimental field railway, near Chatham, which, though for reasons unconnected with their construction not adopted, are reported as the only ones of several types experimented with ‘which fulfilled the necessary requirements. In the bogie stock the coupler-buffers are fitted to the bogie, and not to the car frame, on account of the severe curves. In the construction of the wagons and cars almost every part is made to gauge, and put together without fitting. ”

“ In the case of a line of 21⁄2 ft. gauge, with a ruling gradient of 1 in 40, a maximum speed of 15 m. an hour and a minimum radius of curve of 300 ft. have been prescribed. Curves of still smaller radius have entailed a maximum speed of 10 m. an hour. It must be understood that a railway described as “light” is not necessarily built of narrower gauge than the standard. Many lines, indeed, have been designed on the normal 4 ft. ”

“ He also notes that in 1670 Hooke had described two other types of rain gauge in which a bucket was counterbalanced in one case by a string of bullets and in another by an immersed weight. But here again, Sprat records the invention of a tipping-bucket gauge by Wren before 1667.
Hooke has been generally regarded as the first inventor of an anemometer, in 1662. [13] But this invention was a pressure-plate gauge—that is, a metal plate held with its face against the wind—whereas the gauge used with the weather clock is clearly a windmill type, of which type this may be the first. ”

“ Gauge.—The gauge of a railway, or its width from inside to inside of rails, affects both its cost and efficiency. If the gauge be exceptionally wide, then the expenditure on works and rolling-stock will be proportionately heavy; and although theoretically the extra wide gauge may possess greater capabilities for accommodation and high-speed travelling, we may find in practice that the necessary requirements may be provided on a much more moderate gauge. ”