The Wheeling daily register. [volume] (Wheeling, W. Va.) 1864-1878, 1871-05-25

This would seem to indicate that
while the 4-st gauge roads cost 60 per
cent. Of gross earnings 70 operate, and
return 40 per cent as not revenues, the
three foot gauge can be worked at Q
cost OF 40 per cent, and will yield 6O
per cent. Of the gross revenue for the
net income.
The THREE-FEET GAUGE ADVANTAGEOUS.
If this be so, or even approximating
to what has been stated, the question at
the head of these remarks has received
its reply, for doubtless reason, and
that good and sufficient one, has been
found why the present gauge of our
iron roads should not be adopted for
our future railways.
From estimates madsI am OF the
opinion that the cost OF construction OF.
the three-feet gauge will be about o.lo
Of that required for our standard roads
Of like quality.
Twothirds have been usually con
sidered as the proportion which agrees
with this estimate closely. .-
That there is great decrease in the
first cost OF construction will be seen
from the difference in cost merely OF
iron rails for the two gauges.
COST OF IRON RAILS.
For the 100 miles, taken as our ex.
ample in the foregoing remarks, we will
estimate the iron first for double track
100 miles long laid with the usual %
ID. per yard.
This would require ?ois tons, at
''
Second. The narrow gauge double
track, laid with - n. rail-, would
require IL, ,li2 tons at s75............- l,O6o,d5O
a7l,05O
Showing a difference OF near half
million on the first cost OF iron alone,
while a greater difference will be found
in the cost Of the finished tracks.
RENEWAL OF IRON RAILS.
1t must be borne in mind that the
saving on first cost OF iron rails will be
repeated euerg tcc years, the heavy rails
on the 4-Si roads being quickly destroy
ed by the excessive weight and speed,
while the lighter rails on the three-ieet
gauge (Which will Of necessity be made
Of a better quality OF ron) will last very
many wears, until fairly corn out, the
crushing and Eliminating action being>
done away with.
The following may be taken as the
comparative cost of the two different
gauges, with the probable incomes de.
rvabls from each:
Roads costing (including equipment),
on the
STANDARD GAUGE
$4,000 per mile and paying 10 per cent,
would cost, on the 3-ft. gauge, $500
and pay - per cent.
$4,000 per mile and paying ! per cent,
would cost, ON the 3-ft. gauge, $4,000
and pay II per cent.
$4,000 per mile, and paying per cent,
would cost, on the n. gnuge, sls,GD
and pay lj per cent.
$4,000 per mile, and paying per cent,
would cost, on the 3-ft. gauge, $1,000
and pay DPor cent.
The decrease in the destructive pow
ers Of the locomotive, by reason Of the
change Of gauge, will, OF itself prove 80
great benefit that il will work n revo.
luton in the finances Of our future roads
Railroad men will hail with delight
anything that will prevent, or even
greatly reduce the inccssant wear and
tear OF iron rails. Steel rails will not
be needed for such roads. A rail made
OF fair, refined iron will answer every
purpose. Fastenngs will have chance
Of proving their respective merits, be
cause the cost will he within reach OF
all, which now excludes the best from
many roads.
Cross-ties, the duration of which is
limited not by their decay, but by wedr,
will require removal every six or seven
years in place OF every three or four.
Here are elements enough, without en-.
tering into the lessened wear and tear OF
rolling stock to render railroads more
remuneratye.
The weight Of the locomotive. as
sumed for comparison in the foregoing
remarks, il greater than would really
be required on the ,hree-ieet gauge. Ia
proof Of this will quote from the cir.
cular of M Baird d Co, the proprie.
tors Of the extensive Baldwin Locomo'
tive Works, in Philadelphia. These
gentlemen, alive 10 the advantages prom
ised by the reduction Of gauge, nave
prepared themselves, like business men,
to supply the want that will ere long
tax the capabilities Of our locomotive
manufacturer.
They give the weight Of six different
locomotive engines for the narrow gauge.
with four 10 six wheels connected, and
from 1900 pounds to $4,000 pounds
weight in working order, and 5000 to
1900 pounds on each pair Of drivers.
30 that their maximum weight ofengine
is 5000 pounds L>Ss than that chosen for
/