New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1871-04-27

number TO each train being Sssv o. inns OF freight TO
car The av So% compare these figures show.
ncrnatss os SrPs Of Trade IN England The report
rom which the latter are taken I r had lust passed
the whole ran a, CONFUSION The comparison there
tre sbould be very favorable 10 'ne rui""'' u '
country o.,, ,.uw,x prsrITa
MA were then a. 2i7 miles OF railway In Great Britain
constructed nj an outlay OF capital OF 45O262os lS 10
about SO times tho mileage OF the railways operating III
the state OF NewYork The returns show That S969os
Messengers were carried in that year. But this includes
ticket holders who travel every day the real
number OF passengers carried computed ut 00O
one line alone carried 1893 s1 uns OF merchandise TINS
linethe London and North apout
passengers ayear and has revenue OF about
600 per annum Its gauge IL nevertheless te uhua
one Of feet s. inches I inns more ede income o han All the
railways operating In New-fork And yet u declares
possible effort to obtain It, No than 100000 persons
travel in and out OF London daily The number OF trains
COO the number OF trains passing through the Chaplain
Junction in the suburbs of London Is over 700 daily
This enormous traffic Ia carried on at an expenditure OF
fraction per cent OF the earnings and tho
average profit fraction over per cent, and this
structon Of English railways Sal 500 mile There
then 80 times as many miles OF railway IN Great
convenience call 1t four times many -Four times tho
number Of passengers carried by the railways
the carried by the British railways the aver
travel Of an American being S o %
miles but this is accounted for by the innumerabe
short branch d s nSi Hes fsS
each train to the low figure OF 10 miles miles Th he
sht CARRIED by the roads last year was
l9soa15s tuns earning ss'lT2lss MULTIPLYING this sum
gives sisss But from the report of the Board OF
Trade, quoted above It appears that thc British lines
earned R3s635i in that year or about 90OOOODO more
than the NewYork lines The ratio OF expenses to
earnings the NewYork lines Is COLL, exclusive OF inter-
@ SSis on oans While the On
spite of the enormous cost Of British compared with
American. lines, and the vast difference in the general
commercial rate of interest and returns from invest
expected in the two Countries Is only twoiths
of per cent more with the New-York than Win
the British lines.
WHERE THE MONEY IS LOST.
Afew figures will exhibit at glance the enormously
increased of operating railroads In consequence
of this inordinae capacity. Their unwarranted breadth
of gauge not only entails unnecessarily heavy charge
for maintaining and repairing the roadamountng in one
year to s1O5S 67but also compels the use OF engines
of great power cumbrous cars, and very heavy rails
Thus it follows that every engine which leaves New,
York has to draw vast amount OF non-paying dead
weight 1t is estimated that for every passenger car
draw ~ 900 n of dead weight and that with ordinary
cars the engine draws including tender and baggage
M he central amounted to
carried mile but they carried o ns OF don
weight with them, e., tun and haI OF dead weg h
per passenger exclusive Of the weight OF baggage Inc
ES Gu on mile With sc5 tnns Of dead weight
which is three and half uns Of dead weight per pas
500 600 ns one mile with 49, 100000 uns OF dead weight
or 9lO of un of dead weight for every tun OF paying
freight; while the Erie moved Sl800O0O0 tuns OF freight
with 900 tuns of dead weight. or Ii tuns VI
dead weight per tun OF paying freight
This dead weight out OF proportion 10 tnat OF all otner
known means of transportation, shows that the COM
panes doing immense amount OF work that does
not pay The additional charge made on passengers rldng
In cannot the companies, and yet
into the Legislature Albany reduce the extra charge
for them to half cent mile The wear OF these heavy
cars on the rails Is necessarily very great The common
car as built weighs $1,000 pounds empty and nam
mcTs the rail with 1900 pounds on each wheel The car
of 9fOOt gauge road would only hammer the rail with
1900 pounds per wheel Tho truth applies to loco
motives An engine that bears with weight OF 20 tls
on its driving wheels, distributes uns TO each wheel
and with its loaded tender and its own Ineffective load
weighs altogether about so tuns OF which one hat Is
dead weight. In the Farle engine. which Is specially
tire load including coal and water placed on the driy-
ing wheels and is thus utilized in the work OF hauling
the train Thus instead Of engine carrying 30 tunS
In order procure the working effects OF 30 we have an
engine weighing this 20 tuns and more and tins load
is distributed eight Wheels giving but y tuns per
wheel instead Of five tuns The wear and tear OF rails
forms heavy item in railway expenditure as also does
the cost OF renewal and repair Of rolling stock
GREATEST SAFETY on NARROW GAUGE
Some fear has been expressed that tho equilibrium OF
the smaller cars OF narrowgauge lines will not DO so
stable that of 1.-THE larger cars Of the +feetSnch
gauge lines. The following diagrams and explanations
prepared by engineer who is about to construct B.
feet gauge limo in this country, show this fear to be
grOundoss: