Vermont watchman and State journal. [volume] (Montpelier, Vt.) 1836-1883, 1872-02-14
NnrrnM Gnnge Railways...No. I.

! Narrow bnWgc hiiiNhiS--N"' W
hessys. Editors Having seen au article
in the Journal Of the eth inst, advocating
the construction Of " Railroad TO the La
moilc Valley, and as alusion was made there
in TO the narrow gauge system Of construction,
| am induced to offer for the consideration OF
your many readers, some statistical and 9TH
er facts relating to narrow gauge railways,
compiled chiefly from the reports and csti-
mates Of eminent engineers and railway men,
both American and European, who have in.
yestigated this subject thoroughly, aud have
given the system their hearty endorsement.
4 line constructed upon this plan in Nor
Wales, called the =" Portmadoc aud Fcstinog
Railway" Of only 23l inch gauge, has deyc-
opod a wonderful capacity for business though |
built and maintained in a mountainous dis.
triot, where the ordinary gauge would for
many reasons have been impracticablc. The
1 line is a succession Of sharp curves and at
tains an elevation of 700 feet in l3l miles.
This distance is trayerscd with single en-.
( giuc hauling so tons Of paying freight in !
one hour, making three stops at way stations,
on heavy grade. An eminent English en-
gineer, who is making professional tour of
this country, and who is fully conversant with
the subject in all its practical relations, in
communication to the Philadelphia Press
speaks Of the Festinog Railway" as fol-
lows:
This little line has attracted visitors
from almost all parts Of the habitablc globe.
"Wiso men from the East, Royal Russian
commission, Anglo Indian engineers Norwogi-
ans Prussiaus, AustriaDs, French, Spaniards,
and Italians, have been to see aud criticise
this miniature iron road. New world visitors
too, from the States, the West Indies and the
! Brais, have crossed the Atlantic to inspect
the workings Of this line. The Festiuog
e railway is, however, more than curiosity
a it is a practical Illustration Of most i'm
q portant principle in railway construction. 1t
. is fact, worth more than thousand theo-
f ries, which demonstrates that the railways Of
. the future need not be the costly and often
= unremuneratiye works which they have been
T. in the past a fact which believe is to bring
about a revolution in railway affairs, and all
d that appertains thereto. Any such fact
r. Judge will be Of supreme interest in a coun-
d try with vast expanses Of territory, still I'M
Y peopled, great resources still undeveloped,
c resources which must be developed mainly
o through the agency Of railroads. The Fest
< inog line, which is single one was origin
!. ally constructed in 1882, as horse tramway,
IS and was made nominaly 2 feet gauge-the
t exact gauge being inch less than that. Eight
o years ago Mr.. Spooner the engineer and man.
e ager Of the line, resolved upon the bold ex-
pertinent Of converting it into locomotive
1t and passenger railway, retaining the odway,
&c and thus setting at defiance the preconceived
theories Of engineers as to the width of
# gauge necessary for line over which steam
e engines should run. Years before that, the
If great 4" battle Of the gauges" had been fought
r in the country, and four feet eight and one
. half inches had been adopted as the stand
e ard gauge the narrowest which was thought
= to be consistent with the requirements of rail-
t way traffic. Even that, by some, was regarded
y as too narrow, aud lines of seven feet gauge
o were laid down, at enormous expense, for the
sake of some fanced advantages which never
r resulted Had any one at that time yentured
{ to hint that a large traffic, equal to any which
n was then contemplated, might be conducted
Il on a line of two feet gauge, he would have
g been secuted as a mailman. Facts, however,
r are stubborn things and not easily convicted
r of lunacy. A large traffic, both passenger
e and freight, is conducted on two foot gauge,
t and the Festinog experiment has made it clear
d to all but the most bigoted that much mar
e rover gauge than that generally adopted is
II amply sufficient for the accommodation Of all
lie ordinary traffic, aud may be constructed and
st worked at far less cost than the ordinary
's gauge"
Of The Legislature of Massachusetts, has lately
TT had this very important subject under cousid
st Grafton, and joint committee of the two
G. branches was appointed to inquire into the
w subject. This committee, on the llth o.
March last, made very able, though not al
exhaustive, report pointing out the great ca
Gu pacity, safety, economy, and general adapta
''S ton Of the narrow gauge for branch lines il
CT this country, On the subject of capacity fo
W traffic, the committee say, speaking Of tn
I'll /" Festinog Railway" 1t is a wonder of me
gu chanical science, and lamp Of hope to tn
Ia railway -forsaken everywhere. In one yea
ca its tonnage amounted to 1856, 1872 tons, aver
III aging $3.50 tons per mile of road, which
Ior more than double the traffic Of the Connect
no cut River Railroad---a fair sample of tn
Ut thirty Railroads of Massachusetts,; and ii
~ passenger business, though not strictly pas
mt senger road, amounted the same year t
o. G,S07 passengers per mic---whch exceed
us that of the prosperous Worcester and Nashu
Gu Railroad for 1870"
nc The joint committee being deeply impresse
'r with the vast importance of securing uni
er formity in the width of the new narrow gaug
St. lines, wisely adopted the views of Mr.. Rober
It's Fairee, rising and able mechanical and civi
is- engineer of London, in favor of three foo
IS gauge. Mr. Fairlee is of the opinion tba
&C. three feet would he equal to the requirement.
D. of nearly all the trunk lines of England, for tn
ls present and for some time to come. This gaug
IN has been generally adopted in this country
ds aud will | think become the standard gaug
u for all new narrow lines, as il seems to be tn,
p best under all the circumstances, and meet
r. with the approval of most of the engineer
ny who advocate the narrow gauge system. l
til is broad enough for the steadiness aud safety