manner the adoption of a gauge of six feet. Major Whistler rejoined in a
report which is one of the finest models of an engineering argument ever
written, and in which we have perhaps the best view of the quality of his
mind. In this document no point is omitted, each part of the question is
handled with the most consummate skill, the bearing of the several parts
upon the whole is shown in the clearest possible manner, and in a style
which could only come from one who from his own knowledge was thoroughly
familiar with all the details, not only of the railroad, but of the
locomotive as well.

In this report the history of the ordinary gauge is given, with the origin
of the standard of 4 feet 8½ inches; the questions of strength, stability,
and capacity of cars, of the dimensions, proportions, and power of engines,
the speed of trains, resistances to motion, weight and strength of rails,
the cost of the roadway, and the removal of snow are carefully considered.
The various claims of the advocates for a wider gauge are fairly and
critically examined, and while the errors of his opponents are laid bare in
the most unsparing manner, the whole is done in a spirit so entirely
unprejudiced, and with so evident a desire for the simple truth, as to
carry conviction to any fair minded person. The dry way, too, in which he
suggests that conclusions based upon actual results from existing railways
are of more value than deductions from supposed conditions upon imaginary
roads, is exceedingly entertaining. The result was the adoption of the
gauge recommended by him, namely, five feet. Those who remember the "Battle
of the Gauges," and who know how much expense and trouble the wide gauge
has since caused, will appreciate the stand taken thus early by Major
Whistler; and this was but one among many cases which might be mentioned to
show how comprehensive and far-reaching was his mind.

The roadbed of the St. Petersburg and Moscow Railway was made 30 feet wide