Los Angeles daily herald., 1874-02-05
NARROW. GAUGE RAILWAYS.

From the n. y. SUM-.
The friends of the narrow-gauge
system 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 OBJ
served 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,a 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 construction, and all OF thee
IN ACTUAL OPERATION,
Having an aggregate of $50 miles of
track already laid, and which, if fin
ished according to the plans on which
they have been begun, will give an
aggregate of 1851 miles of narrow
gauge road.
In the January number of the
american Manufacturer Journal, we
find mass of interesting statistics on
this subject, showing more clearly
than anything which has hitherto APP
peared in the progress of the narrow
gauge system, especially 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 $50 miles of completed track, and
~ to be extended to total length of
$40 miles the Cairo and st. Louis
road, which is to $50 miles in length,
IA miles of track being already laid;
the Utah Northern road of 100 miles
with 20 miles completed and the
Kansas Central road, $50 miles long,
% miles of which has 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 of 456
miles of completed road, and which,
when finished, will make
AN AGGREGTE OF S11 MILES.
In addition to the roads partially or
wholly built which are in actual oper-
alton IN the United States, there are
large number of others already in con-
struction. The Manufacturers Jour
nal 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 in length. 1t also gives
the names of thirty other companies
organized to build narrow-gauge
roads.
So far as reports have been made
concerning the practical working of
the narrow-gauge system, its results
have been highly encourage g. The
Denver and Rio Grande road for the
first ten months of 1873 showed net
traffic earnings amounting to nearly
40 per cent. of the gross receipts. The
Toronto, Grey and Bruce road in Can
ada for the year ending June 80, 1873,
reports
NET TRAFFIC. EARNINGS
Of 81 per cent, and the Toronto and
Nipissing for the same year of 39i per
cent. The Arkansas Central road, for
its short line of thirty-four miles COM
pleted, 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 S13, 800 per
mile, with its equipment, while the
Canada roads are said to have aver
aged Sl5,000per mile.
THE GREAT ARGUMENT
Urged in favor of the narrow-gauge
system is the saving made in dispens-
ing with unnecessary dead weight in
the cars-weight which it costs just as
much to move as if it was paying
freight. The argument is very SIM
pie. Practical experience has shown
that ten of the narrow-gauge cars car
~ as much freight as eight broad
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 ordinary gauge
while for mountainous regions the
narrow-gauge has an immense advan-
tage over wide in respect to its supe-
rior facilities for taking trains over
sharp curves and up ascending grades.
Indeed, trains can be run over a mar
row-gauge road with comparative
ease where it would he impossible to
either build or operate road of the
common kind.
Whatever opinion railroad men may
unite on in respect to narrow-gauge
tracks for the great established thor
oughfares of traffic, there can be no
doubt that their introduction will be
of immense value in developing new
sections of the country where railroad
facilities are required, but where the
capital is wanting to build roads on
the expensive plan in general use.