The daily dispatch. [volume] (Richmond [Va.]) 1850-1884, 1871-07-07
Narrow-Gaupe Roads.

The Observation-Disclosures road ha
been much discussed among engineers II
this country, and, as far as we can learn
they are in the main opposed to it as unad
yisable for great many reasons, the chle
one of which is that there must always bt
break of bulk at the point OF connection
of such roads with those Of wider gauge
the matter OF intcrchangiUg cars aud run
ming them from the point of loading then
10 the point TO which their freight Is dcS'
tined being considered every day more ana
more important. In answer to this oilrr-
ton, however, it may he stated that the
narrow-g gauge road is calculated to accom-
modnte narrow intervals between great
lines OF railway, and to take that produce
to those lines which would otherwise have
10 be transported Oil carts and wagons
drawn by oxen or horses. So we consider
that there must he stronger objections 10
the cheap arrow-gauge-chcap in con-
Struction and cheap in running-bc-
fore the decision Is against them. Take
watering. place, for cXamplc-onc that is
within five or fifteen miles OF Il great line OF
railway. ii might be advisable to construct
very cheap line on the narrow gauge for
the accommodation Of that spring. Its
quests would find the conveyance rapid and
easy enough. and it would answer us we'll
as Il more costly line. The business and
profit Of the owner of the spring might
justify him in building the cheap narrow
gauge line, but would be utterly inadequate
10 the outlay for the more costly road at
$4,000 per mile.
We imagine the engineers and the public
will have to compromise on some Fair
ground. The country intervening between
the main lines Of travel and transpol tation
must have some railroad accommodation
which has not yet been afforded to it. The
system oftransportation by railway has left
such localities in most unfortunate condi-
ton, and if they are not to be provided for
the railroad system will be imperfect and
unsatisfactory.
What is exactly the best gauge for these
intervals is not yet fairly settled, We sup
pose we may assume as true that the costly
broad-gauge is impracticable for this pur-
pose, because there is not enough money
in the legion Interested, nor enough pros
rectiye business, to induce capitalists to
supply enough to build the costly broad
gauge roads. To confine them, then, TO
these costly roads, would be to deny them
the Use of railways in the transportation
and travel across these sections. This can
not be. Some gauge that is economical ano
sufficiently effective will have to be deter
mined upon tor the use of the people lei
out of the immediate range Of the grea
railway lines.
The British Government appointed
commission In 1869 to ascertain what gauge
should be adopted for the " Indus Valley
and other pr ojected railways. The repor
of this commission has been adopted by TIT
Indian authorities, and it Is thus decided
that three feet three inches is the width fol
all the State lines. This gauge will be ap
piled to lines extending nearly 10000 miles
in length. This is u very decided step
Still much experimenting will yet have t.
he gone through before it will be settled
what is the best gauge for the limited dis.
tricts where money enough to build costly
roads cannot be had.
The subject is one Of very great interest.
It is indispensable to society, since it has
been brought under the dominion of rail.
roads that they should become searching
and thorough, SO that all territory worth
cultivating shall be accommodated by them.