Grant County herald. [volume] (Lancaster, Wis.) 1850-1968, 1872-03-19

hesitatcd 10 avail themselves of this
lmpro1 ment, or as some perhaps
would say. they have been slow TO
try the experiment. But experiment
IL is no longer, but fact recogn eel
by the leading railroad men Of tho
country, and though late in adopting
this system, il seems as if now we
We're about 10 enter upon the con-
struction Of narrow guage railr ads
on scale unequaled any wher -
The Denver and Rio Grande road
has now seventy five miles in OF ra.
ton, and the splendor and perfec ion
of its equipments is unsurpassed by
any broad guage road. Ii is admi ted
by all who have had occasion to test
it, that no road furnishes carriage of
greater comfort or convenience, and
none better adapted for business
There are many projects on foot for
the construction of these roads. IL
is therefore very important TO enquire
whether this interference with the
common guage is judicious. AS be-
fore remarked, guages broader than
4 feet 81 inches have proved less
economical, and in many instances
have given place to it.
1t is quite important, if possible,
that there should be a common guAge
TO all the railroads in the Ur ted
States. To change bulk inter-. res
with transportation, and every such
change is attended with delay and
expense, and sometimes with loss of
material, and no change of gage
should be encouraged unless v3ry
strong reasons for il can be shown 10
exist. 1t is true that the cost of
transfer of freight from the car of
one road to the cars of another is
not great per ton, provided reason.
able facilities for such transfers are
provided.
There is difference of opinion az
to the cost of transfer, and estimates
range from three TO ten cents Der
ton. If for convenience we take
the middle ground between Il ese
two extremes we have 81 cents per
ton, which is probably ample.
La addition to this there is in
necessity delay of transfer. In these
times when every thing is tenciog
towards Geographic dispatch, delay is
80 intolerable, that it cannot b, ig-
nOred, and should not be permi Ted
unless urged by very important con
siderations. Ii possible, therefore, it
would be better to have a unit RIM
guage SO that car of freight might
DO sent from any point in our cou' Try
to any other point, without delay or
break of bulk
There ought to be the Same facility
for the carriage of freight as for
passengers, and the railroad sys EN-
of the country will not pc perfected
until the shipper has absolute choice
of route, and can send car of frei5h
any where he pleases.
This, however, is probably a subject
for future legislation, when the all
roads Of the nation shall have yie..ed
to their natural law Of gravita ion
and followed the postal and tole-
graphic mediums into the control Of
the general government.
La the meantime, this difficult IL
presented, and strenuousIy urgec a.
fatal objection to the adoption OF
the narrow guage. Want Of con-
nection will be seriously felt, aud
though the additional cost incurred
will not be as great as is generally
supposed, yet it should not be under
| l. 10 l.
our railroad system is cOmparativ Ely
new. That improvement in the
system ought rather to be looked for
and encouraged than to be discarded
without trial. La almost every
branch of industry improvements
are rapid and decisive.
This is the history of the Iooomo-
tive and rolling stock of our railroads.
The broader guages than the Ste
phenson guage have been compelled
to go down before the results of *
periments, showing them TO DO M IRE
expensive whilst less useful. ALd if
the Stephenson guage is proved to
occupy the same position with ce-
spect to the narrow guage, lat
should prevent it from sharing he
fate Of the broader guages. We )e-
lieve the verdict in this trial to be al
ready written, and that 10 choosing
new guage which may eventu lily
become the guage Of the country, we
should be careful to select that Que
which is least liable to objection.
1t ought not again to be left TO ac-
cident, but the true principles upon
which the question must be deciled
must be found out.
Experiments have been made with
guages %! inches, 3 feet, 3 feet in.
and three feet six inches. The re Ids
of each of these guages have been
successfully operated are construct
ed more cheaPly make as great
speed with equal or greater SAT y;
aud carry freight with the same ia
cility, and very much greater &c 90
my. What general principle sh aid
then govern the selection, aud M Ike
us adopt one of these guages ra' her
than the others?
1t is clear that our choice sho I'D
be that guage which gives car OF
sufficient size to accommodate every
class of business. yet with due regard
to economy of construction. And in
this country the promoters of the re-
formed gnage have settled with en-
tire unanimity upon three feet as be-
ing the most suitable for that pur-
pose The English authorities, b W.
ever have adopted guage of three
feet and three inches for India aud
Australia. 1t seems to be well es
tabIished that the guage of two feet
six inches can carry freight chez Ger
than the three feet gusge, and the
23l inch guage cheaper titan that of
= feeI s inches. But it has also been
found better to sacrifice something
of economy in order TO secure com
fort and convenience.