Vermont phÅ“nix. [volume] (Brattleboro, Vt.) 1834-1955, 1873-01-10

Iull capacity, tne nhTTOW-RauSe hduiS Oilly
53i per cent as much dead weight as the
broad-gauge. But cars seldom run fun.
On the railroads in the State of New York,
the passenger coaches carry only about
one-fourth a full load-the average being
thirteen passengers to the coach. With
twenty passengers to the coach in each
train, IA number considerably above the
average throughout the country, the above
table shows the dead weight to each pas
senger to be In the .broad-gauRe 1900 lbs,
and in the narrow gauge only 600 lbs, or
40 per cent. The average dead weight On
roads in Massachusetts, and New York, IN
1870, vast
In Mas Massachusetts 1 52S9 lbs per passenger
The cost of hauling this unnecessary dead
weight, with the increased wear and tear
on superstructure and machinery, amount
ing in the aggregate to many millions of
dollars annually, is paid by the travelling
public.
The proportion of dead weight to paying
load in freight cars, and comparison in
that respect between the tvs systems, is ex-
hibited in a preceding table, to which at
tention is again invited.
Repdirs.-The locomotives and cars of
the narrow gauge, on an average, weigh
less than one-half as much az those in or
binary use on the broad gauge; and the
proportionate weight of loaded trains Is
very nearly the same. Each wheel of the
ordinary broad gauge locomotive, when
running at a speed of twenty-five miles
per hour, will strike the end of the rails,
and all Irregularities in the track, with o
blow equal to about 10000 lbs. A force
so enormous cannot be otherwise than ter
ribly destructive to the superstructure of
the road, with corresponding strain, and
consequent wear and tear, upon the rolling
stock. The best rails last but few years,
and every part of the super structure and
machinery requires constant attention and
frequent renewal. 1t is evident that this
wear and tear may be very largely reduced
In the narrow-gauge road. The extent OF
this reduction cannot, at present, be pre-
cisely determined; but it is claimed-and
certainly with a fair show of reason--that
1t will be fully one-half.
Breaking Buik.-The obvious draw back
| to the narrow gauge system, in its infancy,
is the necessity, in long freight, of tranship-
ment to broad-gauge roads but this OBJ
lection is less serious than at first might be
supposed. Experience has demonstrated
that freight can be transhipped from one
| car to another for from ten to thirty five
cents per ton, according to the kind o.
freight, and the facilities afforded. But as.
Stunning that the transhipment will cos
thirty-five cents per ton-the highest price
named-it presents no very formidable OBJ
lection to the adoption of the narrow
gauge system.
The conclusions arrived at, from the in
vestigatons made, may be stated as fol
lows:
| 1.-That the narrow gauge road, will
single and double tracks, as the business de
mands, is capable of performing any or
binary amount of transportation service
with as much safety and speed as the broad
gauge, and at much less cost.
2.-That 1t can be built for 60 per cent o
the cost of the broad-gauge over the sam
line, in hill country; and in very rougl
and mountainous districts, for a mucl
smaller percentage.
3.-That it can be fully and suitably equip
ped for from 60 to 70 per cent of the cost O
similar outfit for the broad-gauge road.
4.-That it can be operated for from so +
rs per cent of the cost of operating broad
gauge roads, depending upon the amour
of business to be done; and that both tn
road and machinery can be kept in repai
for about one-half the usual expendtur
for that purpose.
5.-That the speed now usually maintain
ed in our ordinary railway traffic-bot
passenger and freight-may be fully ad
hered to on the three feet roads.
6.-That, on account of cheapness In cor
struction and operation, and, also great
increased durability, the three feet gsug
is peculiarly adapted to the means an
wants of sparsely populated districts, hay
ing limited business, and can be made re
munerative in many such districts, whei
the great cost forbds the building of th
oad-gauge road.
This article has far outgrown the limi
marked out In the beginning; and yet m.
ny points of interest have not even bee
mentioned, while others have received OF
ly passing notice. The subject is fruitfl
of thought, and is deserving of careful col
sideration. b. d. HARRIS.
Brattleboro, VT, Jan. 8, 1873.
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