The Emporia news. [volume] (Emporia, Kan.) 1859-1881, 1871-08-18
NARROW GAUGE MACHINERY.

4
senger cars, baggage cars, sleeping cars
| and platform cars, for the Denver mar
row gauge railroad. This rolling stock
is of three feet gsuge, and embraces all
the different classes of equipment.
! Newspaper articles are good things
| in their way, SO are engineering Opin-
| ions, but the thing itself is what most
strongly seiZes hold of the popular
mind-and these engines and cars give
| q better idea of what the narrow gauge
is capable of than anything we have yet
aeen.
The engines are from the Baldwin
Locomotive Works, of w. Baird & Co.,
Philadelphia, and are en- exact model of
those of the PeLsylvRnia Central-a re-
duced copy we may call them-and the
cars are on the same model. The pas
senger engines have four driving
wheels, cylinder 9x16 inches, weight on
drivers, with water, q, 1000 pounds-to-
tal weight % 600 pounds four-wheel
tender accompanying, weighing 1900
pounds empty.
The freight engines have six driving
wheels, SO Inches in diameter, with one
pair of leading wheels, cylinder 10x&
inches, weight on drivers 25 600 pc ant
and total weight of $4,000 pounds
tender 1900 pounds, empty.
The passenger cars are 80 feet long,
and including platforms 40 feet; height
inside dome z feet and 9 inches height
of floor beams above rail % inches; ca
pacity IS passengers-handso fin
ished after the style of Pnllman's palace
car, and give the same room to each
passenger as the broad gauge car; are
thoroughly ventill ted, have eight
wheels, with springs that make them as
easy and comfortable as any car. Their
weight is 5000 pounds.
The freight cars are of the ordinary
pattern, four wheeled, weigh only LOCO
pounds, and have a carrying capacity of
10000 pounds.
This is 8 very brief description of
this rolling stock, and made so as to be
readily comprehended and understood.
As they are all of the exact pattern of
| those now in use on the Pennsylvania
road, comparison of what they do
with what is done on that road, will
make the relative utility of the two as
perfect az illustration or experiment is
possible to be made.
The standard passenger engine on
that road has q weight on drivers of
10000 pounds, just double that of this
Denver engine, and total weight, in
Guiding tender, of 10000 pounds-or
IS 600 pounds more than the engine and
/
The usual local passenger train on the
Pennsylvania road consists Of
+ Tons.
each, and each weighing 20 tons. .......S so
One baggage car ........-. ............-.1 Il
One engine and tender ..-.a..-. .,-....-. .521S
"
o. Total ......-.... 14t11
This train will accommodate PIP pas
L fnIl To hn a
number of passengers on the three feet
gauge, we require:
| Six passenger cars, seating each 90 passen-
gers, and each weighing tons. 49,. As
One baggage car ACKNOWLEDGEMENTS. I
l. Total. ...,.......,........T2
Here we have less than one-half the
weight of the broad gauge, with the
same number of passengers-and as the
smaller engine has one-haIf the power
of the large one, it follows that it can
take its load anywhere the other one
can-and by the calculated capacity,
can carry it thirty-six miles while the
age one is going forty miles, and with
1 the same ease.
So much for passenger traffic. Now
let rs try the freight by the same tests :
# Tons.
| The capacity Of the freight engine on three
feet gauge Is, on average low grades q. 4O5
| Deduct engine and tender. -.-.....-. 49,. p
Leaving for load -. ................3 $50
Cars weigh 3 tons to carry 5 tons of this
load, then % would be cars, or say los
Leaving for paying freights 90. go
On standard gauges freight engines having
| double the weight on drivers will have
4 double the capacity, or. -............. $40
Deduct engine and tender. ..-.....-.... 60
Leaving for load ..............-... $50
Cars weigh 10 tons and carry 10 tons, then
Leaving for paying freight. ........ $50
Thus we find that the actual capacity
of narrow gauge freight engine is just
about three-fourths that of the stand.
ard engine of more than two and half
times its weight.
This estimate, however, is made for
full loaded trains, and on the SUPPOSE
ton that all trains move full loaded,
which is rarely the fact. The statistics
of the Pennsylvania road, with proba-
bly, the heaviest traffic in the United
States, show that more than four tons OF
dead weight are annually carried to one
of paying weight-or to state it moro
clearly each car carries only one-fourth
its capacity. Taking this rule for mar
row gauge, which from its smaller size
cannot be expected, we have the follow
ing result: E
THREE FEET GAUGE.
Cars weigh tons and have q capacity Of
Then in load a. above Of. 3Ss
There will be weight OF cars 9 3s
Leaving weight OF paying freight .I46
FOUR TRET, EIGHT AND HALF INCH GAUGE.
In load as above OF ~
| Weight Of cars--.......-. ~
| M081A % I9eIgut ----.---. La
Ut only four tons more than on the narroH
, gauge.
In our former articles on this subject
we had to deal, from necessity, in theo.
retic calculations, but here we have the
actnal and practical demonstration by
} machinery built on exactly the same
plan and at the same shop. We submit
to our friends that the question Is No
longer an open one, and that the mar.
row gauge Is the railroad of the future
l-KaRsGs CEtg Journal.