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

and early development in Wales. 1t sprung
from little tramway, first used in bring
ing slate from the quarries up in the noun
tains, and afterwards grew to be passen-
ger, and then general freight road ; until,
in 1870, it carried 10000 tons of freight and
nearly 5000 passengers per mile, and earn
ed dividend on its capital stock of forty
per cent!
Gauge.-The width of what is distinct
lively known as the narrow gauge railroad
has varied, at different times and in differ
ent localities, from one foot to three feet
and six inches but it seems to be now
settled, beyond any reasonable doubt, that
a gauge of three feet will hereafter be uni
formly neutrality-suspicious. having prov
ed that this gauge Is, on the whole, best a
dapted in vast majority of cases to the
requirements of this class of roads and
| the importance, on account of connections
and interchange of equipment, of uni
form gauge throughout the country, will
speedily compel the acquiescence of all in
this arrangement. By "broad gauge" in
this article, the feet and 81 inch gauge Is
always meant.
Roddbed.-Ordnarlly the width OF the
roadbed in cuts should be IA feet, and on
entertainments 10 feet; with slope of /!
horizontal to vertical; and In rock cut
tings, of l-5 to l.
GradeS.- Substantially the samerules APP
ply to grades as on broad gauge roads /;
though, owing to less proportion of dead
weight to the paying load, higher grades
are admissible on the narrow than on the
broad-gauge. The actual power Of the To-
connective is not changed in any manner or
degree by the width of gauge. On all
gauges the line nearest level is best and
any departure from this necessitates an in
crease OF power, proportional to the de-
gree of such departure. The effect of dead
weight will be referred to again in connec-
ton with the discussion of locomotives and
cars.
Cupes-In consequence of the use OF
shorter and lighter equipment, a much
higher degree of curvature is admissible
on narrow than on broad-gauge roads. The
nearer the road approximates a straight
line the better; but curves as high as 10 de-
grees-or 573 feet radius-are permitted on
first class narrow gauge roads ; and even
Is to 20 degree curves are used in extreme
cases. This enables the skilful engineer
by adjusting the alignment of his road tc
the natural contour of the surface, frequent,
ly to avoid deep cuts and fills and expen.
sive masonry and bridges, and thus, IL
, rough and mountainous districts, very
largely to reduce the cost of construction.
SuperStructure. Different patterns Of
, iron and steel rail have been used, weigh
ing from 20 lbs. to 40 lbs. to the yard. Tn,
: more common weight has been 80 lbs. Blu
this, in many cases, might prove too light
/. and therefore 1t is better policy, in ordina
ry circumstances, to use rail weighing 81
! lbs. to the yard. This is ample in size, ant
possesses a much greater degree of strength
in proportion to the strain upon it, thar
any ordinary rail in use on broad gang
roads.
, Cross-ties should be @ feet long and
inches thick, with a six-inch face; AM
: should, when in position, be two feet iron
centre TO centre-2640 being required to tn
, mile.
The following is an approximate estimate