Worcester daily spy. [volume] (Worcester [Mass.]) 1850-1888, 1872-01-29
WORCESTER
About Railroad Gauges.


Discussion of the comparative merits OF wild,
gauge aud narrow gauge railroads is likely TO ~
on until there has been full and satisfactory eX
pertinent with the narrowest gauge yet proposed
In England, years ago, two eminent engineers
Brunei and Stephenson, disputed concerning
the comparative usefulness of wide and narrow
gauges; and Brunei succeeded in persuadine
one Of the great English railroads to try gauge
seven feet wide. 1t failed to give satisfaction
and was given up; Stephenson's narrower gauges
proved to be far more serviceable. AT present,
it is argued that the same reason VIII Oh gave
Stephenson's gauge a triumph over that OF bru-
mel, will ultimately bring all the railroads 10
adopt a gauge much narrower than four leet
eight and half inches. Whether those VINO
take this view of the matter are correct remains
10 be seen. The claim is that the narrow gauge
will lessen the cost of transportation. There is
likely TO be thorough trial OF very narrow
gauges. In Wales they have a successful rail-
road with a gauge Of only twenty-threc and a
half inches. In the far west, they are building
a long railroad With a three foot gauge and rails
weighing thirty pounds to the yard. This road
is already finished from Denver to Colorado
City, seyenty-six miles, and the plan is to ex-
tend it to the Rio Grande. The following ac-
count of it is taken from the Journal of Com
merce:
''The passenger engines weigh twelve tons,
and cost only $500, and the freight engines
fifteen tons, costing $500. Expense per mile
of building, as equipped, is S13,5O0 which, on
account of high transportation charges OF ma
tcrial from the east is greater than the cost
of a similar road would be in this part of the
country. The estimated cash cost of such
line here is from $4,000 to $4,000 An eXcur-
sion was made over the road Immediately on
its completion, between the points mentioned,
and tue riding was easy and comfortable, at
fifteen to thirty miles an hour. The cars are
necessarily smaller than those used on ordinary
tracks, beng thirty-iive feet long and seven
feet in outside width; having double seats on
one side and single seats on the other, accom-
modatng thrty-four passengers. Sleeping
cars and all couvenienCes of travel can be pro-
gauges. The reported demonstration of
The practicability of a threefoot gauge
over broken country like that in Col
oTad0 is 4 matter OF Importance TO all the
people Of the United States. 1t proves that
railways suitable for passenger and freight
business may be built far cheaper,than the aver
age of existing roads. Towns and villages
which require rail connection, but have hitherto
been destitute Of that advantage, recoiling from
the high price of construction, may now pick up
courage and build a road. In mountainous re-
gions, the superior merits of the narrow gauge
are very apparent, since the expense OF cutting,
filling, tunneling and grading is so much re
duced FROM the estimates for broad gauges.
The sharper curves practicable with three foot
track are also great argument in its favor.
With diminished cost of construction will come
more reasonable tariffs for passengers and
fro las pyrp o
probability of dividends, and other incidental
benefits We are gratifed to learn that the
Denver and Rio Grande' is believed TO be a
triumphant experiment. 1t is said that its eX-
tension to the City of Mexico, 1900 miles from
Denver, is in contemplation"
Narrow gauge railroads may be used for local
purposes where the business is not sufficient to
support more expensive roads. They can moi
make full connection with existing trunk lines
but they can do good service in all other re-
speets. That there is disposition TO make a
much larger use of them here and in Europe is
very manifest. The following is from the Provi-
dence journal:
=. "lhe Russian, the Norwegian, the Indian and
British governments have sent commissioners
into Wales TO examine the working of the Fes-
tiniog and Port Madoc road, and their report
is unanimously rendered, that the common rail-
road gauge of four feet eight and a half inches
is far beyond all ordinary requirements. All
the members considered three feet ample Tor all
purposes; many of them put the maximum at
two feet six inches. In Queensland the narrow
gauge is a success. Mr.. Phil, government en-
gineer in Norway, reports similar success there.
In France there are two private railroads and
one public railroad OF twenty-nne inch gauge;
in Prussia the thirty-one inch gauge Broethal
railroad, is working most successfully, both as
railroad and as financial speculation"
1t has been objected that ye.y nsrrow gauge
railroads would be unsafe, because the equilib-
rum of cars on a narrow track would be endan
gered. The reply is that experience has already
shown this 10 be a mistake. A fact touching
this point is cited in the journal. The same OBJ
lection was raised against the narrow gauge
railway in Wales AT first, the British govern
ment inspector Of railroads would only allow
tue Festiniog and Port Madoc cars to be run
at speed Of twelve miles per hour; he has
since given authority 10 the company to run
passenger trains at any rate Of speed they may
think fit; and in his last official report he afrms
that he travelled over this road 1881 inch gauge
at 80 miles an hour with every feeling of safe
w." Larger experience Of such roads will settle
this and some other points more concusively
but not many railroads are likely to be built
with tracks as narromas that in Wales Whether
narrow gauge railroads will yield all the advan.
tages claimed in their behalf, we cannot under
take to say; butihereis already much testimony
in favor Of them.