Eureka daily sentinel. [volume] (Eureka, Nev.) 1871-1887, 1874-01-23
~NARROw.GArGE RAILROAD.

Ing rapidly constructed, we presume
our readers will be interested in any
thing relating to the comparative add
vantages between the narrow and the
average grade roads. From all we
have seen. the advantages appear to
largely predominant in favor of the
narrow-gauge, and experience proves
that they cost far less for construction;
can be operated at much less expense:
can be made where it S almost an inn
possibility to make those of broader
gauge; and in short, as a writer in
the american Manufactures Journal
for January says, in an elaborate arti-
Gle: 1t is \ reform movement in rail-
way management and construction. 1t
means retrenchment and economy in
the construction and operation of the
iron road - the modern highway"
This writer then goes on to claim, and
we think his opinion based on sound
reason-and borne out by the insight of
experience, that in the first place it
costs SO per cent. less than the average
grade road in its first cos of conslruc-
ton; secondly, a saving i'll operation,
which make the net earnings of this
road 80 per cent. on the gross, instead
Of 33, which has a liberal average for
good completed roads; and thirdly, the
fonSthi1itxv Of a,y,st rY,.ti,r .HnSa rood.
80 as to reach sections of country,
when, op ing to their far superior cost
Of construction and expense of operat-
ing, would render it almost an impos-
sibility to reach, by the ordinary road.
The writer then goes on to show the
difference between the dead weight.
which the ordinary road carries and
that which the narrow-gauge carries.
He says that broad-gauge cars, on an
average weight eight and one-halftons
each, while the narrow-gauge cars
weigh but II and one-half tons each;
and yet, while there is this great differ
ence in the weight, that the narrow
gauge car will carry about three-tourths
OF a, much freight as the broad-gauge
car; or in other words, that twenty
narrow-gauge cars will carry as much
freight as sixteen broad-gauge cars
while the difference in dead weight
would be as follows: Sixteen broad
gauge cars, eight and one-half tons
each, one hundred and thirty-six tons;
twenty narrow-gauge cars, three tons
each, sixty tons; making the great diff
ference Of seventy-six tons, and Yet
carrying in one train all that the
broad-gauge train can transport; and
he then adduces the following illus
tration:
If one farmer, in carrying his wheat
to market used a wagon which, empty,
was almost as heavy as his neighbours
with the load on, whose wheat would
co~t the most? Whose horses and
feed and drivers would COS the most?
Whose work would be done the quick
est and in the most w0rkmanlike man.
ner? Whose road would require most
repairing? And, lastly, who would
get into the market first? This is for
the Changers.
He then goes on to show the num-
Der of miles of narrow-gauge that are
now already built and importation and
which are contemplated and being
built; but we see he has not added our
road to the list-although he has put
on the Is miles of the Phoebe and Bull
ionville road, and to show the net
earnings of the various roads of this
gauge, which have been operated dur.
ing the past year. But we will not
statistics; suffice it to say that he de.
monstrates the superior advantages O.
this over the old average gauge.
We believe railroads a prime neces-
sitv of modern life. but we do not be.
live, as IN the case of the Central Pa
cific, they should be turned into the
means of oppression and of wringina
the hard-earned dollars out of tho
pockets Of the laboring man and build.
ing up colossal fortunes for the Stan.
fords, CrOckers and Huntingt0ns, who
have had their read built for them by
the peoples money, and then and
run it for their own personal private
emolument.
Our road will be built by private en-.
terprise and without asking a dollar OF
Governmental aid, whether State or ma.
tional; and while we hope the enter
prising projectors may reap a fair re-
ward for the time, labor and money in
vested, we know their own good judg-
ment will nOt allow them to out up
freights and fares t. the last cent that
our already overburdened people can
bear. By so doing they would stand
in tier own light; as experience has
amply proven that by putting the
tariff Of prices at a fAirer living rate,
business is increased, travel is multi
piled, and what at first seemed a sacri-
flee turns out in the end to be of i'm
mense benefit and the wisest and best
policy.