The Charleston daily news. [volume] (Charleston, S.C.) 1865-1873, 1871-09-26
The Narrow Gauge.

come an 2XCllluS queSllou diuouS 0nSiuee's'
A good deal may be said, or at any rate is
said, on both sides. The advocates OF the
narrow gauge urge that they require smaller
sized embankments, less cutting, narrower
tunnels and bridges and culverts, and OF
course less right Of way has to be purchased
than on broad roads. But the greatest saw
ing is said TO be in dea weight. The mass
of cars increases grec.ly in proportion 10
their width, and must be much heavier and
stronger throughout with every additional
inch between the wheels. 1t is estimated
that on ordinary roads the weight Of passen-
ger trains compared to that OF the people
they carry is as rs 10 !, and of freight trains
in proportion to the goods aboard about to
l. An engine, therefore, has to pull an
enormous quantity Of dead or non paying
matter. which would be greatly diminished
by the narrow-gauge plan, upon which the
cars can be built much lighter and still be
strong enough and capacious enough for
every demand upon them. Experience shows
that on three-feet gauge cars 10 not need
to be more than half as heavy, to carry a
given load, as those on the standard gauge.
Mr.. Hawkstraw, an eminent engineer OF In
dia, calculates the difference between the
first cost of q five feet six inch road and
three feet six inch line to be elSl0 mile,
and The saving in maintenance and renewal
OF permanent way ESQ per mile yearly. An
other authority estimates that the working
expense of q given traffic on two feet nine
inch gauge would be about half OF that on
four feet eight and half inch one. The saw
ing would undoubtedly be large in the prime
cost OF building the road, in the outlay for
engines and cars, III all the incidental items,
and in the daily transactions OF business;
but we wait for the results OF a long line be-
fore undertaking 10 speculatetoo confidently
upon the difference. Besides the other ad.
vantages named, it is also asserted that
curves can be made much sharper on narrow
gauge than on broad gauge tracks with safe
ty, thus permitting engineers 10 follow the
natural conformation OF the country. and
saving the expense Of much cutting and I'LL
ing.
On the other hand, it may be urged that
the greater the curves the slower the speed,
if accidents would be avoided. 1t tls also ob-
jected that the cars being light are more
likely to jump the track, and it is considered
certain that o very high rate OF speed can
not be maintained on q narrow-gauge line,
for it is necessary for safety to have the CEN
tire OF gravity of the cars low and the wheels
OF smaller diameter, and those would, there
fore, have to revolve much faster than on
wide track, and be more liable to fracture,
or to heat the journals. One misfortune OF
the narrow gauge is that, in regions where
broader lines are in general operation,
change OF cars and breaking of bulk are nec-
essary in shifting off to the wide gauge. This
difficulty, however, it is suggested. might be
met in part by the laying OF a third rail upon
the latter between those already down. In
regard to the difficulty OF combining great
speed with safety in The narrow-gauge sys-
TEN, it is answered that great speed is not
the main object OF the system, its chief aim
being i moderate first cost, and economy OF
working, with q view Of earning dividends
an object that deserves encouragement in the
United States, where so many roads pay
nothing 10 stockholders. 1t would seem at
any rate to be clelr that, for new parts oil
the country, and fer regions which require
railway connection with main line, but cam
not afford to construct q wide gauge, the new
system offers many advantages.
So far as the system has been tried it has
worked successfully. Narrow-gauge lines,
of widths varying from two feet six inches to
three feet six inches, have been built in Nor
way, Sweden, Russia, Canada, and other
parts of The world, chiefly in mining districts,
and their good operation has confirmed the
favorable opinion formed OF them by engi-
neers. The introduction OF the reform sys-
tenn in this country mas just begun. the Den
yer and Rio Grande Railway Company was
the first in the United States to introduce it
on large scale for regular passenger and
freight work. The gauge adopted is three
feet. The line will be eight hundred and fifty
miles long, and connect the great Pacific
Railways On the goth ultimo ground was
broken at Columbus, ILL.,, for the Cairo and
St. Louis narrow-gange road, which will be
OF the three-foot pattern. But the amplest
test to which the claims OF the narrow gauge
system will be put will be in India, where
the British Government has adopted the
standard of three feet three and three-eighths
practically the French melre-for all
the Indian railways now in contemplation.
The Punjab Northern and Indus Valley lines
will probably be The first built. The present
standard in India is five feet six inches. This
was adopted in 1850, and still has its earnest
advocates. The victory won by the narrow
gauge men was achieved only after hard
| fight of figures.
THE number OF bales Of cotton brought in,
and shipped from, Fairfield County in the
year ending September !, 1871, was l7,lS6,