Memphis daily appeal. [volume] (Memphis, Tenn.) 1847-1886, 1871-12-31
The Narrow-Gaugs Ruilroad.

Editors AppeGl-Ths present eommOn
gua2s now OF about four-snd-a-half feat
is the narrow-geuge, as compared with
that formerly used, and he mechanical
war by which it wa substituted was, per-
haps, equal TO that now waging ToT what
is al this time the nsrrow-gsuge-say
three-and-s-helf feet, or less. 1t is not
unlikely that three-and.s-half feet will be
very generally adopted for the present
narroW-gsuge, so far a. any general
change Of gsuge shall be made at all.
When the reduced guage was first
sprung upon uB, some twelve months ago,
the earnest and even vehement and de-
faint assurances of Its friends we're quite
| overcoming 70 most OF us In cur anxiety
and zeal TO adopt any change that promised
a material reduction in the enormous
expense of building, equipping sna run
ming railroads, amounting, as It did ana
| does, to a prohibition of railroad facilities
to large districts OF country, and often
times to pretty well-to-do communities.
It was even said that this class Of road,
adequate 70 ali the demands in railroad
/ ing, could be completed for sig thousand
dollars a milel The writer, under these
influences and l~ights-like others, not
prepared TO g~ainssy-yielded not a re-
| luotsnt, although, perhaps, too hasty con-
sent. But more time, examination and
reflection, not then Of course had, modify
these views, or rather OOr;e cot and adjust
them. 1t is quite certain the discussion
viii occasion very important and valuable
economic changes IN the machinery and
operation OF our roads; but it is equally
certain that ali hat was at first and 80
| persistently claimed for the narrow-gsage
is moi possible or practicable in railroad
ing. In some places in Europe and the
United States short lines of a few miles
length have promised or done well,
and likely will oontinnet to bOso; and sew
ersl lengthy lines have been projected
and are partially completed, as the Dem
yer road of 800 miles, along the east slope
of the Rocky mcuntains, But these roads
cannot be built at suoh figures as 5000 per
| mile. They csnnO be put into operation
at q less cost than from thirteen to tWen-
ty Thousand dollars per mile, generally.
Over a very broken or mountainous Il
try the cost, of course, would be more.
This, however, shows a vast saving over
the broad. gauge, which costs from TWEEN
" to thirty. nve Thousand dollars per mile,
being q saving of from eight 70 lfte8n
thousand dollars per mile-Rn important
item 10 any people, especially to M of the
sOuGh who, heretofore, have only been
able to get our roads by frst giving all we
had or could give to build them, ard hen
giving then up entirely to pay tie bal
ance, or larger PETt OF tho cost, any
change that would enable Us to do better
than this would bless Us. Whsther We
FIND the opportunity OF this benefit in the
natrOw-Eauge, except in the first cost of
the rosd, or whether we shsll find it al
ways in the first cost even, is tie quss-
ton. But, certainly people appealed 10
20 contribute Of their substance, perhaps
hard.earned, ought not be told that these
rosds can bs built and owned by -tbsm-
selves at those imaginary low figures, or
that they can be bput for nothing, or
without money at ala sort of bosh We
sometimes hear, and which is like into
that OF saying, As inducement to beef
rAisers In ths country, that beef in Men,
phis is twenty cents per pound, (by the
single steak, of course, and not 50 stated
when, by the quarter, 1t is nv or six or
eight cents only, and much less by the
besf, and yet much less by the herd or
quantity. The people ought not to be de-
ceived, but should DO fully spd correctly
advised iH all their hEzSTds and expect
sucss in railroad -embsrkations. If they
could well sff3rd 70 lose all their invest
ment to get a given road constructed, that,
as a general rule, is no Excuse Tor mis-
leading or deoeiving them.
But there is likely, also, on examine
{ on and rehsotion, more or less of mis-
take as to the degree OF efficiency and
amount OF operating expenses of the mar
roW-gsuge, as stated by its over. zsalous
A0HOLntp1 AA0 AOAIoI III w 6AACaAA AOOA
closely 10 these points too. And here it
is conceded that the opposition to the
narrow-gsuge In b present or old sYs-
ten could not be surrendered Without q
struggle. 1t ia claimed that The engine
usedfs too light, making the cost Of re-
pair greater Qt is said doublel, End o OF
the 81 and waste necessary. and decrease
ing the tractiye power on b rail, q 80
the safety, etc., etc, etc. DO NOT propose
to 20 into the details, which are more be-
fitting from the engineer, The Rsilroad
Gazsste, recognised, / believe, as the lead
ing railroad journal Of the United States,
ably oonhsts the narroW.gauge, and the
leading railroad nsa saS engineers OPP
DOSE Ii. A. L. Mortimer calls II "Ehe ner-
fow-gsags mania, which Is oyerrunning
the country yith its gFogpdlesy ergu-
nents,H and deplorss s'the Immense ex.
penso that q further prosecution OF such
work must entail" etc. BE adds; sit
seems almost inconceiyabls that lntelli-
gent men, t say nothing ofmen who pro-
Tess to be civil engineers, and who set
themselves up a. advisers 70 railroad COR