The Somerset press. [volume] (Somerset, Ohio) 1873-1977, 1874-01-30
NarrOw-Gauge Railways.

The following review of the narrow
gauge railroad may not be without in
terest to our readers:
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 the new and i'm
Portant movement. The narrow-gauge
in the United States chiefly associated
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 SO
different narrow-gauge roads either
completed or in the course of constrIc-
ton, and all of them in actual operation,
having an aggregate of 986 miles of
track already laid, and which, if finish
ed according to the plans on which they
have been begun, will give an aggregate
of 3,751 miles of narrow-gauge road.
In the January number of the Amer
lean Manufacturers Journal we find a
mass of interesting statistics on the sub
ject showing more clearly than anything
which has hitherto appeared, the pro-
gress of the narrow-gauge system, es-
pecially in the South and the Far West.
Of the thirty-eight roads referred to
above, the longest is the Denver and Rio
Grande, which has 159 miles of COM
pleted track, and is to be extended to a
total length of $40 miles; the Cairo and
st. Louis road, which is to be $50 miles
in length, IA miles of track being al
ready laid; the Utah Northern road OF
100 miles, with 20 miles completed; and
the Kansas Central road, $50 miles long,
65 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 rail
ways having an aggregate of 459 miles
of completed road, and which, when fin
ished. will make an aggregate of 811
miles.
In addition to the roads partially OF
wholly built which are in actual opera
tion in the United States, there is large
number of others already in construc-
ton. 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.
1t also gives the names of thirty other
companies organized to build narrow
gauge roads.
So far as reports have been made con-
cerning the practical working of the
narrow-gauge system, its results have
been highly encouraging. The Denver
and Rio Grand Road for the first ten
months of 1873, showed net traffic earn
ings amounting to nearly 40 per cent. OF
the gross receipts. The Toronto, Grey
and Bruce road in Canada, for the year
ending June 80, 1873, reports net traffic
earning of "a per cent, and the Toronto
and Nipissing for the same year of 294
per cent. on the gross.
The great argument urged in favor oi
the narrow gauge system is the saving
made in dispensing with unnecessary
dead weight in the cars-weight which
it costs Just as much to move as if it was
pay ing freight. The argument is very
simple. Practical experience has shown
that ten of the narrow-ga gauge cars will
carry as much freight as eight broad
gauge cars, while one narrow-gauge car
loaded with five and a half tons OF
freight, weight no more than broad.
gauge car empty. Indeed, trains can be
run over a narrow-gauge road with com.
parative ease where it would be impossi.
BILE 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
fares of traffic, there can be no doubt
that their introduction will be of i'm
mense value in developing new sections
of the country where railroad facilities
are required, but where the capital il
wanting to build roads on the expensive
plan in general use.-N. Y Sun.