letters in explaining the causes of the cheap construction of American railroads, after noting the fact that labor as well as material is much dearer in America than in Europe, he refers to the use of steep grades (93 feet to the mile) and sharp curves (600 feet radius), upon which the American equipment works easily, to the use of labor saving machinery, particularly to a steam excavating machine upon the railroad between Worcester and Springfield, and to the American system of wooden bridge building, and says:  “The superstructure of the railroads in America is made conformable to the expected traffic, and costs therefore more or less accordingly;” and he concludes, “considering the whole, it appears that the cheapness of the American railroads has its foundation in the practical sense which predominates in their construction.”  Again, under the causes of the cheap management of the American roads, he notes the less expensive administration service, the low rate of speed, the use of the eight wheeled cars and the four-wheeled truck under the engines, and concludes:  “In my opinion it would be of great advantage for every railroad company in Europe to procure at least one such train” (as those used in America).  “Those companies, however, whose works are yet under construction I can advise with the fullest conviction to procure all their locomotive engines and tenders from America, and to construct their cars after the American model.”

Notwithstanding this report, the suggestions of De Gerstner were not at once accepted.  The magnitude of the enterprise would not admit of taking a false step.  Further evidence was needed, and accordingly it was decided to send a committee of engineer officers to various countries in Europe, and to the United States, to select such a system for the road and its equipment as would be best adapted to Russia.  These officers, Colonels Melnikoff and Krofft, not only reported in the most decided manner in favor of the American methods, but also stated that of all persons with whom they had communicated, no one had given them such full and satisfactory information upon all points, or had so impressed them as possessing extraordinary ability, as Major George W. Whistler.  This led to his receiving an invitation from the Emperor to go to Russia and become consulting engineer for the great road which was to connect the imperial city upon the Baltic with the ancient capital of the Czars.

When we consider the magnitude of the engineering works with which the older countries abound, we can but regard with a feeling of pride the fact that an American should have been selected for so high a trust by a European government possessing every opportunity and means for securing the highest professional talent which the world could offer.  Nor should it be forgotten that the selection of our countryman did not arise from any necessity which the Russian Government felt for obtaining professional aid from abroad, growing