The Wheeling daily register. [volume] (Wheeling, W. Va.) 1864-1878, 1871-04-11
MARROW GAUGE RAILROADS.
Some Practical Facts Concerning
their Characteristics. =.

their Characteristics.
Messrs. Porter & Bell, Pittsburgh,
builders of light locomotives, have is
sued circular from which We quote the
following concerning narrow-guage rail-
roads:
Several Of considerable length are
now projected, and will in all probabil.
ity be speedily pushed on to compile
ton. But, while no long roads Of mar
row gauge are actually in operation in
the United States, there have been built
during few years past large number
of short roads. For great many Of
these Smith a Porter furnished locomo-
tives, and it is to their work we beg to
call your attention. The facts stated
are kindly furnished us by those owning
and running the locomotives.
GAUGE
The roads that show the best results
are from thirty-six to forty-two inches
gauge. Narrower gauges do not
diminish the cost OF construction and
equipment to any proportionate extent,
and are, on some accounts, objection
able. Were the country through which
the road is to run very billy, and were
the survey to require great amount Of
excavation and rock cutting, these objec-
tons would likely be more than counter
balanced. Our locomotives. however
are built to any gauge.
RAIL,
The rail which commends itself for
real economy OF service is the common
T rail
Wooden rails are perfectly practical
BILE, aud we adapt our locomotives Of
every class TO them with success, but
the loss Of power is from three-eighths to
one.balf at least, and though the first
cost is perhaps less in a well-wooded
country-distant from rail mills-the
cost for repairs is heavier.
Strap rails, of sufficient weight for
service, are nearly as costly as the Il
rail, and are very difficult to keep tied
to the stringer under the continuous
wear of rolling stock.
Light Il rails are now extensively
manufactured in Pittsburgh and Johns
town. and in many other places.
These locomotives, weighing about
$4,000 pounds, have been running on a
IL pound rail for many months, and the
rail shows no sigh Of more than ordi-
nary wear. There are locomotives Of
81, 600 pounds weight, which have been
running for over two years on Fl pound
rail. Rails from 10 to 80 or 40 pounds
per yard can be bought for SO per gross
ton, to q cents per pound,
CURVES
In this matter there can be no trouble,
as these locomotives are actually turn
ing on curves of only 81 feet radius.
GRADES
The lighter these can be made, the
greater will be the tractive power of the
locomotive and the less the strain upon
the road. But the proportisnate loss Of
power and increase Of wear is much less
with narrow gauge than with ordinary
roads. Our six ton engines are regular
ly hauling 81 gross tons up l25 feet
grade on a curvature Of 10 degrees, and
100 tons on a level, at speed of : miles
per hour.
Our large locomotives have proper
tionately greater speed.
One Of our seven ton engines on "A
gauge is hauling over 40 tons up a grade
of 40 feet to the mile.
A twelve ton locomotive is hauling on
4 minute 81 second gauge, 25 tons up
a grade of264 feet to the mile, which Is
Just one-half the work OF 33 ton, six
driver locomotive on the same road.
This showing is the more remarkable
as the road is I miles in length, and
rises in the distance 1900 feet, the steep
est grade being 264 feet, and the average
grade being from 200 to 2l1 feet.
Our fourteen ton locomotive Of 4 min
utes 81 seconds gauge, with proportion
ate power on grades, handle with ease
800 tons on the level.
Where actual weight of fuel has been
reported to us, from 700 to 1000 pounds
Of coal are used per day, on the slXand
ten ton locomotives.
Ia all these statements we have en-
deavored to keep strictly below the &C
tual power of those engines on roads as
we have found them, generally built
with great care, and not in such a
manner as to secure the most effective
work from machinery. The rolling
stock, also, is often of. inferior make,
and very wasteful Of power from exces-
sive friction.