The herald and mail. [volume] (Columbia, Tenn.) 1873-188?, 1874-01-30
NarrOw-Gauge Railways
fFrom The New York Sun.

The friends of the narrow-gauge sys-
tenn Of railways in this country have been
actively though quietly at work during
the past two or three years, with practical
results which Will surprise those who have
not closely observed the progress making
in this new and important movement.
The narrow gauge in the United States is
chiefly associated in the popular view
with the Denver and Rio Grande road,
which has been regarded as an expert
ment, and on which the new gauge has
been practically tested with the most
satisfactory results. In fact, however,
there are at this time in the different
States and Territories no less than thirty
eight different narrow-gauge roads either
completed or in the course of cOnstruc-
ton, and all of them in actual operation,
having an aggregate of 989 miles of track
already laid, and which, if finished ac-
cording to the plans on which they have
been begun, will give an aggregate of
1851 miles ofnarrow-gauge road.
In the January number of the american
Manufacturers Journal we find a mass
of interesting statistics on this subject
showing more clearly than anything which
has hitherto appeared the progress of the
narrow-gauge system, especially III the
South and the Far West. Of the thirty
eight roads referred to above the longest
is the Denver and Rio Grande, which has
l59 miles of completed track, and is to be
extended to a total length Of SO miles;
the Cairo and St. Louis road, which is to
be 100 miles in length, l44 miles of track
being already laid; the Utah Northern
road of 100 miles, with 10 miles compile
ted; and the Kansas Central road, see
miles long, Is miles of which have been
completed. Besides the roads in the
United States, there are in the British
possessions of North America five narrow
gauge railways having an aggregate ot456
miles of completed road, aud which when
finished will make an aggregate Of Sll
miles.
In addition to the roads partially or
wholly built which are in actual operation
in the United States, there are a large
number of others already in construction.
The Manufacturers Journal gives the
names Of twenty-five of these which are
to be from 10 to $50 miles in length,
eight of them being over 200 miles long.
If also gives the names Of thirty other
companies organized to build nnIIUw-
gauge roads.
So far as reports have been made con-
corning the practical working OF the mar
rUw-gauge sy stem it's results have been
highly encouraging The Denver and Rio
Grande road for the first ten mouths of
1873 showed net traffic earnings amount
ing to nearly 40 per cent, of the gross re-
ceipts The Toronto, Grey and Bruce
road in Canada for the year ending June
30, 1873, reports net traffic earnings Of 81
per cent, and the Toronto and Nipissing
for the same year of 393 per cent, on the
gross. The Arkansas Central road for
its short line of 81 miles completed
showed net earnings at the rate of $1,000
per mile per year, We do not know what
this road cost, but the first division Of the
Denver and Rio Grande road cost only
SI3, 500 per mile, with its equipment,
while the Canada roads are said to have
averaged $3.50 per mile.
The great argument urged in favor Of
the narrOw-gauge system is the saving
made in dispensing with unnecessary
dead weight in the cars-weight which II
costs Just as much to moye as if it was
paying freight. The argument Is very
simple. Practical experience has shown
that ten of the narrow-gauge cars, carry
as much freight as eight broad-gauge cars,
while one narrOw-gauge car, loaded with
five and half tons Of freight, weighs no
more than broad-gauge car empty But
there is also a very great saving in the
cost of construction and equipment of
narrow gauge roads over those of the or
binary gauge; while for mountainous re-
giOnS the narrOW-gauge has an immense
advantage over the wide in respect of its
superior facilities for taking trains over
sharp curves and up ascending grades.
Indeed, trains can be run over narrow
gauge road with comparative ease where
it would be impossible either to build or
operate a road of the common kind
Whatever opinion railroad men may
unite on in respect to narroW-gauge
tracks for the great established thorough
fare Of traffic there can be no doubt
that their introduction will be ofimmense
value in developing new sections of the
country where railroad facilities are re-
quired, but where the capital is wanting
to build roads on the expensive plan in
general use.