RAILWAY RIVALRIES

Evening Star, Issue 20943, 6 November 1931, Page 12

RAILWAY RIVALRIES

WHY THE 7FT GAUGE WAS ABANDONED The gauge of seven feet, which was adopted originally by the English Great Western Company for the main line between London and Bristol, was the widest over used in railway construction. In 1883, tho year in which the Xn-ospectus of tho company was issued, tho only steam railways, as distinguished from colliery tramways, in existence were tho Stockton and Darlington and the Liverpool and Manchester. For these tho 4ft Btin gauge had been decided uinm, because it was the gauge of most of the tramways. Mr Isambard (afterward Sir Isambard) Brunei, who was tho engineer of the Great Western Company, considered that a 4ft BJin gauge was too narrow, and ho asked tho shareholders to consent to the 7ft gauge on the ground that it would bo safer and would provide greater comfort (writes Hugh Sharp, in the Melbourne ‘ Argus ’). Even in those early days the disadvantages of two gauges were foreseen. Engineers not personally interested in either gauge had prepared a report in 1839, at the request of the directors of tho Great Western Company, in which they recommended that the 4ft 81-iu gaugo should be adopted. By that time, however, the line from London to Maidenhead (twenty-four miles) had already been laid down with the rails 7ft apart, and at a general meeting of the shareholders it was determined to complete tho line to Bristol on that gauge. 'i'Ue Londoii-Maideuhead section was opened to tho public in July 4, 1838. The event occasioned extraordinary interest. “The first portion of this stupendous and extraordinary undertaking, 1 ’ says the |Sun,’ “ having been completed to Maidenhead an exxterimental trip was made yesterday by the directors and a large party of friends, including scientific gentlemen and members of both Houses of Parliament. This railway may well claim for itself tho title of ‘ Great,’ for it throws completely into tho shade all those lines already oxiened to the xmblic. ... There are four descriptions of carriages, all of which are about 12ft in height from tho rails to tho roof. Tho extra first-class Carriage reminds us more of ono of those comfortable state cabins of our first-class river steamers than anything else wo can liken it to. It is fitted along the sides with largo plate glass windows, commanding a most extensive view of the surrounding country, and will accommodate from eighteen to twenty persons. Hero are luxurious couches, cushions, and sofas, on which ono may recline at full length —nay, even tables at which those whose appetites are too much excited by the three hours’ transit from London to Bristol may enjoy themselves, or read, or play at chess; the whole forming a combination of expedition and comfort which wo think it will puzzle tho next generation to surpass. The engines to draw these immense moving houses are of corresponding size and power, and with their tenders weigh upwards of twenty tons each. The train was received with hearty cheers from the assembled multitude, and by a salute of ordinance from one of tho embankments.” Tho‘“S” class of express engines introduced on tho Victorian railways in 1928 weighed 194 tons 13cwt. HIGH SPEEDS. It is stated in the report that the return journey was made at the rate of forty miles an hour, and that such was the steadiness of the broad gauge that Mr Guppy, one of tho passengers, walked over the roofs of tho carriages from one end of the train to tho other while it was travelling at full speed. I have a copy of a time-table published in 1845, 'which shows that even at that remote date the expresses of the Great Western Company made tho journey of 125 miles from London to Bristol in two hours and forty minutes, including htops at Didcot, Swindon, and Bath. That required an average speed of nearly forty-seven miles an hour. Although eighty-six years have passed there is yet no train in Australia which can compare in speed with those carl}' Great Western expresses. Seven years after the Groat Western had been opened the- break of gauge had caused such trouble that a petition was presented to the Crown, in which it was requested that either the 7ft or tho 4ft BJin gauge should bo insisted upon in all subsequent construction. Tho commission appointed to report on tho problem recommended that future extensions should bo on the 4ft BJin gunge, but that tho companies using the broad gauge—the Groat Western and the Bristol and Exeter companies—should be allowed to retain’it. While tho commission was preparing its rex>ort the broad gauge companies suggested that a series of tests should be made on both gauges to ascertain which was tho bettor. _ Permission to make the tests was given. A Great Western engine, Ixion, was entered as the chamxnou of the broad gauge cause, and two engines built by Bobert Stephenson represented those who advo-

catecl the narrow gauge. The Ixion attained higher speed and used less fuel than its competitor at the initial trials, but the narrow gauge party, refusing to confess itself beaten, entered the second engine. Jlr (afterwards feir Daniel) Gooch, the chief mechanical engineer of tho Great Western i ailway, rode on the footplate to see fair play. His zeal naerly cost him his life, for the engine, after having attained a speed of forty-eight miles an hour, bounded off the rails, and nearly buried itself in a ploughed field. ‘ Consequently I was unable to take any further. observations of its performance, he said in his report. He added that before its derailment the engine “ pitched and yawed terrifically.” The driver in his evidence at the inquiry said that the engine “ ran smoothly and steadily.” CONDITIONS IN AUSTRALIA. Although none of the trials favoured the narrow gauge, the commission, taking into consideration tho far greatei mileage of the railways that had been laid on tin 4ft SJin gauge, recommended the narrow gauge as the standard. The Great Western and the Bristol and Exeter railways—which afterward became part of the Great Western Company’s system—retained tho broad gauge until 1892, but in order to permit 4ft Bsin rolling stoclc to run over tho line a. third rail- had been laid in the ’sixties. A similar expedient has been proposed in Australia, but the conditions are not similar. There was a difference of 2ft 3}in between tho 7ft and 4ft Biin guages, which made the laying of a third rail practicable, eßtween the sft 3m gauge adopted by the Governments of Victoria, and South Australia and the 4ft 8J in gauge - adopted for tho Commonwealth Government railways and for tho railways of New South Wales tho difference is but Giin, and it is generally agreed among railway engineers that this margin is too small to admit a third rail owing to the almost insuperable difficulties which would arise at points and crossings. In Tasmania a third rail was laid between Launceston and Evandale Junction, and it worked very well for many years. Tho difference in tho gauges—sft Sin and 3ft Gin—was Ift 9iu.