Vermont watchman and State journal. [volume] (Montpelier, Vt.) 1836-1883, 1872-02-14
t5alchman & Journal,
The New Railroad Project.

In our article last week, on tho necessity
for a railroad to the Lamoille Valley we
called public attention to a subject which Vi
tally affects the interests of Montpelier, and
Of the Vermont Central Railroad. The pro-
ject meets with very great favor and if there
was charter, there is little doubt but ground
would be broken by the first Of April. In
such an enterprise as this, there can be but
one opinion aud feeling among our citizens
1t is the one thing that will control for us the
entire trade Of Northern Central Vermont,
and inevitably make the Lamolc Valley
road, west Of Walden, tributary to our inter-
ests.
The question arises with respect TO the
feasibility Of the project. BY the longest
route, the distance TO Wolcott is twenty three
miles. BY the shortest, by way of Eagle
Ledge, it is less than twenty miles. The Eagle
Ledge route, to the eye Of competent engi-
necr, presents no serious difficulties. 1t is
estimated that a narrow gauge road, well con-
structed and equipped, will cost less than
$4,000 per mile. If it should cost ten thous-
and per mile, the total cost to Wolcott would
be two hundred thousand dollars. This sum
ought to be easily raised without any resort
to the favorite process Of bonding the towns
directly interested. Fifty to seycnty-Gye
thousand dollars raised by subscription would
secure the right of way, and build the road
to such an extent as to make its bonds per-
fectly good With the road once in opera
ton to Wolcott, there would be no difficulty
in its extending itself, in the course of very
few years, north through the Black River Val.
ley to Newport. The advantages Of the road
would be, Grst that it would cost only three
flths as much to build 1t as to construct the
ordinary gauge second, that it would do the
same amount Of business at thrce-flths of the
csst that it takes for the common gauge
third that both its stock and bonds would be
a handsomely paying investment.
There is not broad gauge in the country
that has half the business which would neces-
sarily and naturally flow to this road, that
would not be ten per cent paying stock, if
its capital could be reduced two-6iths, and its
running expenses be lessencd in the same
proportion. In the balance saved VIC should
find the margin of constant and ample pro-
should control the business of the Black Riy-
or Valley and the Lamolle Valley from
South Hardwick west to Morrisville or Cam.
bridge, would be as desirable as any bank
stock in the country. Take for illustration
the Possumpsic road which runs through no
better region than this proposed route, and
which has never, till quite recently done any
through business. Its stock has uniformly
paid six per cent. Suppose its capital d.
minished from two millions to twelve hundred
thousand dollars, and its running expenses
from five hundred thousand to three hundred
thousand, and its gross earnings to stand at
the same figure, say six hundred and twenty
thousand it could add the balance saved
two hundred thousand, to the present net
earnings, one hundred and twenty thousand,
and have net income of three hundred and
twenty thousand dollars. That il, allowing
it to do the same business on capital d.
miuished two-hfths and at a cost two-flths
less, it could pay dividend Of twenty-six
per cent instead Of a dividend Of six per cent
The broad gauge consumes an immense
capital in its construction and equipment
Then it consumes an immense sum in its op
Grafton. The difference between tho cost o
the broad and narrow gauges and the differ
encc between the expenses Of their operation
is the difference between bankruptcy and tn
most prosperous success
The real objections TO the narrow gauges re
spect only the difficulty of connecting wit
the broad gauge The national car compan
has solved that difficulty in the matter of dc
ing away with the necessity Of transhipmer
and breaking bulk in heavy freights. The az
plication Of the principle by which they no
change from four feet eight and half inch,
to six feet, would easily obviate a similar di
fculty with the narrow gauge But the roa
from here to the Lamoillc and through tn
Black River Valley would not be a grei
through route. 1t would depend entrel
upon the local business of the rich countr
along which it would pass. That local trait
would be ample to sustain it. There woul
not be the necessity that it should be of ii
same gauge with the Central, that thel
would be if it was connecting link in
great railway thorougbfare and if it shoul
be necessary to break bulk at Montpelier @
through freight to or from Boston or Burliul
ton, the transhipment could be effected by III
road itself at less cost than it would requiI
to hunt up its cars should they be sent owe
other lines. The objection is of small const
quenee compared with the vital and over
whelming advantages to be secured by tn
narrow gauge.
We commence to-day n series of paper
written by practical engineer upon the ad
vantages of the narrow gauge, We call tb
attention oil our people to them They wi
be repete with valuable information, and wi
demonstrate the possibility as well as impoi
lance of this enterprise.
DJ-It would seem that Great Britain ha
been preparing for the contingency of wal
A special dispatch to the Boston Daily IA
pertiser, from Halifax, says it is reporte
there, Oh trustworthy authority, that a treat
exists aud has been signed by the British an
Canadian government for the separation
the Dominion from the British empire. II
terms were agreed to when the confederate
act was passed by the Imperial Parliamen
but the treaty was not to take effect for son
years unless the British government saw n
oessity for action sooner. The British troo
have haan llv vithdrawn from, Han.d