Grant County herald. [volume] (Lancaster, Wis.) 1850-1968, 1872-07-23
LANCASTER WISCONSIN, TUESDAY JULY 49, 1872


q The passenger coaches of the Eu.
jropean and American narrow gauge
lrailways are admirably adapted 10
ltraveIing.
Il The first-class Mario" gauge coach
9es constructed by Messrs. Jackson
az Sharp. Wilmington, Del, and in
ause on Denver and Rio Grande rail
way, are forty feet long over all, z
fleet wide outside,7 feet in ches high,
with two our..wheeled trucks, W heels
a24 inches in diameter, weight II 900
Hpounds, and carry 36 passengers
leach. The stills are only q inches
aabove the rail, making the centre of
Hgravity very low; hence the cars ride
Exceedingly steaoy and with less lat
Seral or oscilating motion than is usu-
Hally observed upon the broad gauge.
2The seats are arranged double on
zone side, and single on the ether;one-
ahalf of the length of the car having
! the double seats on the right, and the
,iother half having the double seats on
3the left;so as to distribute the weight
4 These cars are finished in the best
sstyle; the wood work, the upholstery ),
decorations, and the whole arrange
tment being strictly first-class.
To enter these cars is to be con-
Evinced that the traveller need have
hno apprehension as to his safety or|
acomfort. 10 word your committee
4 find that it is the opinion of those
abest informed that furnish every re,
gquisite called for by the frst-class|
coach. While they will not furnish
1 four seats for passenger who PAYS
flor only one. they will furnish more
spassengers with the preference of
seats than the broad gauge doubleI
seats do, while the seats are in every
Prospect as comfortable. The cars be-
ling smaller, railway officials cam
8equalize the seats to the number of
apassengers much better than with
sthe broad gauge, thereby saving
Slargely in dead weight, wear and
stear, and the consequent cost of main !
tenance.
= CARRYING LIVE STOCK.
Many of the farmers along the line
Eof the Galena and Southern Wlscon-I
zs.n Railroad have been told by the
2enemies of the road, that its cars
scould not conveniently transport
slive stock. The report of the COM
4mittee on this point is conclusive
1t says:
q The Denver and Rio Grande rail-
way carry nine Of the largest cattleI
gin car weighing less than $1,000
spounds, while the broad gauge carry
sonly fourteen of the same class in al
Fear weighing from $4,000 to 10000,
<pounds.
The d. and r. G. stock cars have
flour wheeled trucks, are twenty -four
Eject long, the door being at the side
sbut near the end instead of the CEN
] tire and on the opposite side of the 9TH
Ger end. For heavy and valuable cat
3tle, they have two gates in the carl
& (Which when not in use are folded
back against the side of the car, u
(which makes three rooms 6x8 feet,
zinto which they put three head oil
Sstock, each giving sla ace of 2x8 feet
Z for each head.
4 The broad gauge puts IA head of
Sthe same cattle into 28ft. Car, which,
Sgives the ID. and R. G. and other mar
srow gauge the same floor room that
1the broad gauge has, and with much
Eless dead weight.
Il A table shows that while the mar
Grow gauge cars are so arranged as
Ito carry stock moro comfortably
Ethan the old system, they save, of
xdead weight, 1877 pounds per head
&2, 573 pounds per car load of 8 head,
Sand in a train of 20 cars II, AGO
spounds, or 30 tons in favor of the
Snarrow gauge.
y Prominent stock men DOW say that
@they would prefer to send their stock
Ito market in such cars as the Denver
ssand Rio Grande furnish, because it
Sdoes not put so many together, and
.zthat the danger of cattle getting
down is much less, while they can
tQO6 l6u anu dLj6uu6'l W OSblOf.
g BREAKING CONNECTIONS.
81 The time of transferring freight
& need be very little if any, greater
fsthan is now unnecessarily consumed
Yin the inspection and repair of cars
ssat immediate points, which are sent
over long lines. The shipper can
safford slight delay, if thereby be
3 saves largely in the cost OF ship
4 ments.
sa Experience has demonstrated the
cost of transferring frei. hts in Great
&Britain to about 2 pence per ton
EaThe cost on the Canada frontier has
been found to be from many years
Mexperience, FIVE conts per ton. Con
Msidering it as question of cost, it
81 will evidently bear heaviest upon
Through freight which has to be
at each end of line, at 8
kcost OF five cents per ton, or charge
aof ten cents per ton total. The aver
Gage cost of transporting freight may
8be taken at one and one half cent,
per ton per mile on the broad gauge
Ebut on the narrow gauge we fine
Hthat we eau transport twenty-five
Eper cent. cheaper in actual working
expenses of ten centsp ton than may
Nbe incurred in transferring freight
land still leave a balance in favor o
1.-The narrow gauge, or skipper of six
Mty- fve-cents per ton, $3.50 per ca
ssoad OF ten tons, or 1852 90 for
,train Of twenty-five cars. Furthe
nargument is deemed unnecessary up
eaon this point.
Isl OPINION OF EXPERTS.
8 Mr.. Spooner, engineer and super
IEintendent of the Festinoig road, un
Esder date of December, 1870, gives tn
Following opinion:
81 "From my experience in working
ALhe / foot III inch gauge, deduc
tive following. to show the sufficienc,
zof the 2 feet inch gauge:
ID /. That the cost in construction, i