In this report the history of the ordinary gauge is given, with the origin of the standard of 4 feet 81/2 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 on top, for a double track of 5 foot gauge, with a gravel ballasting two feet deep.  The bridges were of wood, of the Howe pattern, no spans being over 200 feet in length.  The stations at each end, and the station and engine houses along the line, were on a plan uniform throughout, and of the most ample accommodation.  Fuel and water stations were placed at suitable points, and engine houses were provided 50 miles apart, built of the most substantial masonry, circular in form, 180 feet in diameter, surmounted by a dome, and having stalls for 22 engines each.  Repair shops were attached to every engine house, furnished with every tool or implement that the wants of the road could suggest.

The equipment of rolling stock and fixed machinery for the shops was furnished by the American firm of Winans, Harrison & Eastwick, who from previous acquaintance were known by Major Whistler to be skillful, energetic, and reliable.  Much diplomacy was needed to procure the large money advances for this part of the work, the whole Winans contract amounting to nearly five millions of dollars; but the assurance of Major Whistler was a sufficient guarantee against disappointment or failure.

In 1843 the plans for the work were all complete, and in 1844 the various operations along the line were well under way, and proceeding according to the well arranged programme.  In 1845 the work had progressed so far that the construction of the rolling stock was commenced.  The locomotives were of two classes, freight and passenger.  The engines of each class were made throughout from the same patterns,