that the numerous representations addressed to us by the
principal carrying and commercial interests which have been concerned in
the traffic affected by the change of gauge at Gloucester, have fully
borne out the statement of the evils experienced, more especially with
reference to the loss, delay, and misdirection of goods. The principal
Railway Companies north of Birmingham have also made strong
representations as to the obstacle thrown in the way of a proper
development of the traffic by the break of gauge; an obstacle which, as
regards coal, iron, salt, corn, and every description of heavy goods,
they consider as amounting to a virtual prohibition.

The question may be raised how far it is possible to obviate the
inconvenience of two different gauges by mechanical arrangements? These
arrangements may consist either--

1. Of contrivances for transferring the bodies of waggons from the
wheels and axles adapted for one gauge to those adapted for the other;
or--

2. The laying down of additional rails, so as to permit trains of either
gauge to run on without interruption.

With regard to the first, it is stated that the experiment has been
repeatedly tried on the Liverpool and Manchester, the Newcastle and
Darlington, the Leicester and Swannington, and other Railways, where
crossed by local coal Railways of a narrower gauge, and has never
succeeded. The practical difficulties also are obvious, of securing with
waggons constructed with moveable bodies, the rigidity and solidity
requisite for safety, and to prevent excessive wear and tear, and damage
to the articles conveyed. Even if we were to suppose, however, all
mechanical difficulties overcome, the serious objection would still
remain, that in addition to the expense of transfer, a large additional
stock would require to be kept by all Railway Companies, owners of mines,
and other parties who had occasion to send traffic sometimes in the
direction where the gauge was uninterrupted, and sometimes in the
direction where waggons of a special construction were required. This
consideration is the more important as, under the system of the clearing-
house, the whole stock of the narrow-gauge Railways of the country may be
considered as becoming more and more common property, available wherever
there may be a press of business, and for as great distances as may be
required, in order to avoid the inconvenience of unloading.

The second arrangement, of laying dow