Fayette County herald. [volume] (Washington [Washington Court House], Fayette County, O. [Ohio]) 1860-1???, 1874-11-26
Tho Dayton and South Eastern
Railway as an Investment

ard gauge of four feet eight and one
half inches.
We find, then, that the Narrow, or
Three Feet Gauge, costs only one-haJ
as much as the Broad should dha0e cost
and only about one-thtTd a1hat they
hare actually cost While this is true,
in moderately rolling or broken coun-
tries, we find that in very rugged, or
mountainous sections the cost of
Narrow is frequently less than one
fourth that Of the Broad Gauge.
Where the Broad would cost S45,-
600 per mile, the Narrow would cost
only SIS, 700 per mile; or where the
first would cost $4,000 per mile, the
latter would cost only $4,000 per
mile.
We have also shown that the Mar
row, or Common Sense Gauge, saves
largely in dead weights, or, in other
words, that it carries or transports
more paying weights in proportion to
the dead weight, per car, than the
Broad Gauge does, or can possibly
do. Here, then, is large saving in
the cost of hauling dead weight, in
favor of the cheap road, as aeeH rs q
large saUiag in the acear and tear con-
sequent upon much tighter gross
tonnage
In other words, if a train of 20
Broad Gauge Box Cars, weighing 20,-
600 pounds each, will carry 10 tons
each OF freight, we have 100000
pounds dead weight, and 100000
pounds of paying freight, or one ton
Of dead soeight to one ton Of paying
.fTiegAt
Twenty-Five Narrow Gauge Box
Cars, weighing four tons, or 5000
pounds each, will carry eight tons, oil
10000 pounds each, or a total of 20C
tons. We have, then, in this case, %
cars that weigh only four tons each, ,O1
a total of 100 tons dead qoetght to
carry 200 tons Of paying freight
whereas the Broad or Standard Gauge
hauls twenty cars weighing 200 tons
to carry 200 tons Of paying freight, q
saving Of 100 tons dead toeight in q
single train i1o .faUor Of the Narrow
or Common Sense Gauge.
A Savtng Of 100 tons an q single tril
or 200 tons IN the round trip.
AS it costs the same to transport
ton of dead weight as a ton Of paying
freight, the reader will readily under
stand why tits that the Narrow Gaugc
can work much cheaper than the mor'
costly Broad Gauge, and still have I
larger margin for profits
The saring in the cost Of transport
ing 100 tons dead aoejght for the sin
gle, or 200 tons for tie round t,tl
carried through a gears bushes
qcould amount to q ve,y large sum
First, then, the Narrow Gauge cost
0ne-kdlf as much as our Broad c
Standard Roads should haze cost, an
only about one, third as much as tn
haze actually cost.
Second, the interest account of tt
Narrow Gauge will be Jess than on
half that of the Standard Gauge.
Third, there will be large Sarh
an dead aoetght in favor of the Narro
or Common Sense Gauge.
Fourth, there will be Il large Sart1
tn the qoear aud tear in consequen
of the saving in dead weight.
Fifth, there will be a still great
saving in wear and tear in con.
quence Of lighter Machtnery and Ro
ing Stock
Sixth, the superstructure or ira
being lighter, the Machinery. and Ro
ing Stock much lighter, it aoU not
qWire so large q force TO keep up
pairs.
Seventh, for the several reaso
stated, the Operating Expenses "
be largely reduced, the Narrow GA
Roads IN operation Aaring l1ractfc
ly demonstrated that the reductl
averages fully 25 per cent.
The Columbus and Hooking Val
Railway, main line and branch, is
miles long. The total cost per m
has been $46,659 GA, and of t
amount, S27, ,O85 42 per mile, is in
form of a bonded debt. In 1878, {
Road earned ,555 81 per mile,
operating expenses were 50 42.IOO
cent of its gross earnings, or ST.
06 per mile, and its net earnings W
S4,335 81 per mile, from which stO
holders were paid 10 per cent d
dend The result shows remarka
good management; its operating
penses being much less than the
iority of roads in Ohio
Now, while that Road runs throl
fair agricultural district, it will
compare either in interest, fertility
productions with that section in VIII
it is proposed to locate the Daytol
South Eastern Narrow Gauge,
does it penetrate rs fine q coal
iron region as does our proposedche
eT road.
This being the case, the Dayton
South. Eastern, located and pass
through more extensive, and IL m
superior agricultural region, pene
ting a mineral region where Iron
is found in vast quantities on the
face, with Coal Of very supe
quality underneath the Iron, and il