Vermont watchman and State journal. [volume] (Montpelier, Vt.) 1836-1883, 1874-07-01
Montpelier Rutland Railroad Company.

Rochester, on Tuesday Of last week, re-
suited in a determination to open books for
subscriptions to the stock, with a view Of
raising at least the amount Of thirty thous-
and dollars, when the Company can be or
gained, aud the road surveyed and located,
and the cost estimated so as to determine
whether funds can be raised for its con-
struction
There was free conference among the
and other citizens interested,
and the conclusion was that the portion Of
the road from upper Granville to the Cen
trail Vermont road at Bethel or Royalton,
should first be attempted. This part Of the
contemplated road lies wholly within the
valley Of White River and one Of its
branches, and promises extraordinary iacil-
itios for the construction of a narrow gage
railroad at the lowest cost Of that class
There are no serious difficulties in curves
grades, grading, or bridging. Most of the
line will admit very nearly a surface road
In fact it was believed that the towns
through which the road will run, and man
ufacturers and owners Of real estate who |
are to be largely benefited are able to con-
struct this part of the road without outside
aid. The remaining part of the line from
Granville through the valley of Mad river,
and from Rochester to Rutland, will be
much more expensive; but if it is demon
strated, as it is confidently believed it will
be, that the road from Granville to Bethel
or Royalton will pay the expenses Of opera
ting from the start, and something over as
dividend upon the stock, then it will be
certain that the whole line will pay, aud its
construction will be assured. Neither Rut-
land or Moutpe ler-nether the Central
Vermont and Rutland railroads, nor the
other roads connecting at Rutland, could
afford to forego the great advantages which
a narrow gage railroad from Montpelier to
Rutland would afford 1t is a matter, in
deed, in which the people Of northern and
central, and western and southwestern YER
mont, will have far greater interest than
most of them now imagine. 1t must be
remembered however, that outside aid from
railroad companies or otherwise, cannot be
had until the people on tho proposed route
have raised all they can for the construc-
ton of their road
Nothing but narrow gage road was
7 contemplated by the commissioners, and we
hope no other will be constructed, even if
the present standard gage shall be proved
practicable, since it has been demonstrated
by practical experiment that narrow gage
railroads can be constructed and operated
at cost from twenty to fifty per cent. less
than standard gage roads, and, at the same
o time, are amply sufficient for passenger and
: freight traffic, with safety speed and com.
fort equal to the standard gage roads
We regard the construction Of the latter as
an imposition, an unnecessary and burden
some tax, gross outrage in fact upon the
/ people. The great problem Of cheap trans
il portation, by water, wherever possible, anC
by narrow gage railroads elsewhere, ha
&c already been demonstrated by both scienc,
;, and experience, and we have to wait but
- little longer for the government and PEG
] l.. r a. Al
IN ciate and accept the demonstration. w
TX are so fully convinced of this, that, if i
er were in our power, not another train shout
he be run over the Montpelier & Wells Rive
railroad, until its gage had been reduce
o. to three feet. From that moment, tn
" road would more than pay expenses, an
re the stockholders would have fair prospeC
lis Of ultimately saving the capital invested
Most certainly, had the road been cor
es structed on a three feet gage, these happ
't- results would have been secured. The LEI
u son Montpelier has learned should not b
~ unheeded by the projectors of new raj
roads in Vermont.
m. We are not ignorant of the prejudiC
by against the narrow gage, which prevail
ID. among those who have not been fully il
nd formed on the subject and particularly
-" the objection TO transhipment of freigi
from the narrow to the standard gal
Of roads. Through without transhipment
rat is fashionable phrase, and the ayoidan'
he of transhipmeut is certainly convenienc
he But convenience costs money, and the ba
anco between convenience and cost must
no found before deciding the matter. If f
=. example, by transhpment, once or dozt
ON times, a barrel of -four can be brougl
Of from Chicago to Vermont for ten cents p
barrel less than the cost when il is not ira
D., shipped, the purchasers and consumers
IL the -four in Vermont would decide for ira
~, shipment. The argument for the mario
10 gage is, that transportation is eheapen'
,il in spite Of all the inconveniencies and co
that attend transhipment. An exhibitit
ms Of the various reasons for the cheapness
ers narrow gage transportation is not dillicu
err but 1t would be tedious, and we will ther
~, =, fore advert to but one. That is, the il
Mic mense saving on equipment, and partic
larry in freight cars and their MAINTENANCE
lis The narrow gage roads, which interse
ow other roads Of the standard gage cam
The send their cars upon the latter, and ther
ns fore the number Of cars the narrow ga
ND ~ road needs is simply that which is necessa
ere for transportation on is oiea track. Hen
1ed a narrow gage road, such as the Montpeli
and Wells River road ought 10 hare bee
no and the Montpelier and Rutland toiH Be,
IRE is better equipped with twenty cars, than
~ would be with hundred which are to
,ao sent In all directions between Boston a
hat Chicago and Canada and New York Gil
ou- 1t is obvious that here is saving of eigh
del per cent. in the cost Of cars alone and d
"m is one of the reasons why transportation