Vermont watchman and State journal. [volume] (Montpelier, Vt.) 1836-1883, 1872-02-21
Nnrrnn Gange RalIways..No. 9.

Narrow Gauge RaiIwayS--N0. :.
Until about twenty years ago, the weight
nj professional opinion was in favor Of the
broad gauge for railways, and it was thought
that the tendency must be to build not only
new lines with wider gauges than any then in
use, but to change old ones to corresponding
measure. Gradually this belief has been
modified, partly as result Of experiment
and partly Of closer scientific research, and an
opinion almost exactly opposite has stead
lily gained ground Whereas in 1850 it was
generally supposed that gauge wider than
four feet eight aud onc-half inches would be
found expodient, much narrower dimenso'
have now been adopted, and it is believed Va"
ultimately prove to be the most judiciou' aud
economical 1t is not generally known that
roads Of extremely narrow gauge have been
in use during the past few years, and have
thus supplied the pratical data for judging
the utility of their general introduction.
In addition to the Festinog line previous
ly described, there is in the BroiltbOl, joining
the Cologne and Gies.en road, another mar
row gauge road, the prosperity Of which is
teaching a similar letson. Its gauge is two
feet seven inches it has curves Of l2l feet
radius, and grades of 10 feet to the mile.
The weight of the rail is "a lbs. per yard
the engines weigh l21 tons, aud haul 26 cars,
each loaded with four tons. The cost of the
line per mile, including rolling stock, is set
down at 100000 There are lines Of road
in use in Pennsylvania Of two feet six inch
gauge. on which epciues Of eisl' 'o"' weight
IRE used, and safely run on grades and curves
that ten years ago would have been deemed
improbable. The Denver and Rio Grando
railway" from Denver to Nj Passo, running
along the base Of the Rocky Mountains q
distance Of $50 miles, is Of three feet gauge
and so miles has been completed, and for
sometime in operation. The Denver and
other western papers report that trains on
this road have, during the recent snow
blockade been making regular trips, pluugiug
through snow drifts which have very much
impedcd and in some cases entirely blocka-
dcd trains, on the broad gauge roads in that
rcgicn-and exhibiting an efficiency under diff
dcultics equal to, if not surprising those of
broader base.
The extent to which the narrow gauge has
gained the good opinion Of scientific men, is
indicated by report recently made by
appointed by the British Secre-
iary Of State for India, to consider the FEAST
oility Of a narrow gauge for the extension Of
he " Indus Valley Railway" and also for
,ther projected Indian lines, amounting in
heir aggregate to ten thousand miles. Three
If tho four engineers appointed to investigate J
md report upon the subject, recommended Q
gauge Of two feet nine inches, and the !
ourh recommended the adoption of gauge t
4 three feet six inches. The gauge adopted
Tas three feet threo inches, and considera. a
lie portion Of the broad gauge lines already P
D existence in that country are to be CONVEX. s.
cd into narrow gauge A commission up. u
ointed by the Emperor of Russia, to inves. tt
gate the subject of narrow gauge railways, CO
isited the Festinog line last year, and after a
thorough series Of experiments TO deter ei
inc its efficiency under all circumstances, re. b'
'rted unanimously in favor of the adoption ell
the narrow gauge for the construction of NJ
ilwsys in Russia. The Duke Of Sutherland, mi
no accompanied the commission, said that IN
the question Of gauges was in many dis. tic
lets the question of railways or no rail. pu
lys.'
t--L.... ..;I ao.---i--s the carry
Y capacity OF barrow gauge roads, and the sa
'portion Of dead to paying weight, as com. dr.
red with roads of four feet eight and 90. GO
L inches. And | subjoin, as pertinent to A..
s subject, the following table from circu- ~
of Messrs NJ. Baird Il Co., of Philadel- ""
ia Locomotive and Gar builders "