Vermont watchman and State journal. [volume] (Montpelier, Vt.) 1836-1883, 1872-02-28
Narrow Gauge Railways.-.No. 3.
COMPARATIVE COST OF THE TWO srs EMS.


cability Of applying in this country the prin-
cplo which has been 50 successfully practicod
elsewhere Obviously one Of the principal
questions in connection with this subject is
as to the cost Of constructing railways Of
narrow gauge, as compared with the existing
broad gauge system Upon this point much
practical information has been furnished by
English aud American Engineers Manu-
turors Of Railway iron and rolling stock, aud
others Of practical experience in the con-
struction and management Of railways. j.
T. Boyle, Esq, the able engineer Of the
" Louisville & Nashville railroad" ia a COM
munication to the directors Of the " Louis
willie Il New Orleans Air Line" estimates
the cost Of their road. if gauge Of three
feet is adopted, at sl2,500 per mile, but
thinks it may be built for considerably less
He adds that the average cost Of broad
gauge roads in this country is nearly s35, 600
per mile which is perhaps fair estimate
for roads Of five feet gauge but suppose the
latter estimate reduced to s2G,500 per mile,
which is said to be the cost Of the " Mont.
pelcr & Wells River road" we have ap-
proximately for the cost Of the narrow gauge
- per cent. Of the cost Of the wells River"
line The Massachusetts committee give a
comparative estimate Of the cost Of roads of
two feet nine inch gauge, and four feet
eight and one-half inch gauge, including roll
ing stock the former foots up s13,757 the
latter S23,974, showing Swing Of SlO2l7
per mile An eminent English engineer os-
Inmates the cost Of lines Of three fcot gauge,
at about one-half the cost of lines of the or
binary gauge, and in support Of this opinion
says " Ia the first place the narrow gauge
implies a saving Of about % per cent in
cost Of formation, next lighter rails and
seepers, and less ballasting may be adopted,
as the weight Of engines and rolling stock
will be much less. The saving in permanent
way therefore, may be put down at 30 per
cent, Bridges, culyerts, engine and wagon
sheds, and other buildings, will be somewhat
smaller, and the saving under this head,
though not large, will still be worthy Of con-
sideration. In the rolling stock, too, which
may be included in the original cost Of con-
structon there will be considerable saving.
In perfectly fiat country the saving in con-
structon would be about one.fourth in an
ordinary country, from one-thrd to one.half;
in an exceptionally rough country, consider
ably more. As it is easy to be seen, the
power to adopt curves Of smaller radius, in
consequence of the shorter wheel base of the
carriages, gives the engineer of the narrow
gauge an immense advantage in setting out
his line. He may follow the course of riy-
er, or the contour of a mountain side, with
comparative ease He may double out of the
way of heavy gradients, long viaducts, deep
cuttings, and wind his way to the desired
terminus, with consequent saving, which, in
some cases, is enormous. Richard b. Os-
borne, Esqr., an experienced engineer Of Bal
timore, estimates the cost of construction of
a line of three feet gauge at about six
tenths Of that required for our standard roads
Of like quality.
Before leaving this subject will consider
the objections which have been presented and
discussed by railway men in different ocali-
ties. The narrow gauge system is not object
cd to, because it does not or cannot exhibit
capabilities for traffic equal to what is claim.
ed for it, or that it cannot be constructed and
maintained at very much less cost or that
there is not great percentage Of paying ton
mage in proportion 10 the dead weight trans
ported, in its favor, or that it cannot penetrate
districts where the ordinary gauge is i'm
practicable but because it is not of the same
gauge as other roads in the country. making
break of gauge and the transfer of freight,
aud change Of cars by passengers, a ueces-
sity, This is a serious objection it must be
admitted, though it is the only one offered
worthy Of notice and this annoyance is not
by any means overcome or done away with,
even on lines of uniform width as people
travelling often change cars, and freight is
transferred to greater extent than is gener.
ally believed, and these facts are not usually
brought forward by tho advocates of the
broad guage, wheu this subject is being dis
cussed. The Massachusetts, Committee in their
report in speaking Of this matter, say, that
the loss of time is very inconsiderable aud the
cost only 10 cents per ton which, divided
over a road 10 miles long, would amount to
one cent per mile" Many Railway Superin-
tendents who have experienced the annoy
ance Of having their rolling stock scattered
in every direction, and their companies sub
iected to great expense to recover it, aud in
many eases sustaining heavy losses from the
want of attention or slight repairs at a proper
time to their cars when on other roads, would
think, regard any expedient which would
keep their rolling stock on their own line
worthy of consideration, aud should think
be fairly estimated in Offset And further,
think the difference in favor of the narrow
gauge IN, running expenses per ton oil weight
would considerably more than defray all cx-
pense of traushipment, aud give to the public
as low if not lower freight tariff than is
now exacted on any Of the railroads of New
England, aud believe that if this objection
cannot be overcome except at a cost Of sl0,-
600 or $4,000 per mile, which would in
many cases deprive people of any railway ia
cilities, it will be by thinking public osti-
mated at its proper value. Had gauge Of
feet been adopted twenty or more years. ago,
when railroads we're being introduced in this
and neighboring states, an immense cap
ital might have been saved or if the same
amount had been employed, it would have CIV
Gu as result double the miles Of road, and
increased the wealth Of those states in like