The spirit of democracy. [volume] (Woodsfield, Ohio) 1844-1994, 1875-05-25
County Correspondence.
| Written for The Spirit of Democracy.
NarrOvy.Gauge Railroads.

The following opinion of an eminent
engineer of California, who has prac-
tical knowledge of the system, will be
of interest to us here:
at will be admitted that the chief diff
ficulty in building railroads anywhere, is
their cost The present standard gauge
railroads in the United States have cost
about $4,000 per mile, the construction
of which has created an Indebtedness of
nearly 2,200 millions of dollars (exclu-
sive of stock subscriptions, J which at
percent interest per annum, involves the
aaszsiai pay 4AelIt Of ct54, 600, coo, wilisa
The commerce Of the country is COM
PEELED to pay. If the present system is
not changed, and the bond list increases
in the next ten years as it has in the last,
this Indebtedness will amount to proba-
bly, not less than $500 millions Of dol
lars. The change that is proposed in
the narrow-gauge system will build roads
that have an equal capacity, both tor
freight and passengers, and upon which
equally fast time can be made, for less
than forty per cent; and when built can
be maintained at not to exceed third
of the expenses of the present system.
Thus two of the most formidable objec-
tons in the way of construction of rail-
roads in snarsely settled countries would
be removed-that of an exorhitant cost
and an expensive system of management
There is scarcely county in tee State
hat of0 0,,Tt 70 lN,,i1l
gauge railroad, wherever good public
highway was necessary Even the lines
already occupying our principle avenues
of business would find it necessary to
change :he present standard or he COM
PEELED to reduce their charges to such
low rates as not to be able to pay run
ming expenses. The cutting and filing
of the road bed will not be over one-half
through a country of an ordinary even
surface; curves can be used and success
fully operated as sharp as 200 feet radi-
us, and thereby reduce the cost of con-
struction in .hilly country to less than
25 per cent of what a standard gauge can
be built for in those countries; the cost
of permanent structure be reduced at
least one third ties to two -thirds;' the
rails will be reduced from 80 pounds per
yard to 25 and 80, and their durabil-
ity increased from 5 years to at least 10,
with the same business.
"The locomotives can be reduced in
weight from 25 and 60 tons to and Is
tons, made on patterns suitable to the
changed gauge. The cars will be re-
duced from 16 and 80 tons to and 6
tons; while the freight cars can be re-
duced from 6 and IA tons to l and 81
tons. The buildings can be reduced in
proportion; the turntables and al! fix
lures can be reduced at least three-fifths.
TliIs system of roads can be constrnc-
ted in one-half the time required to con
struct the present system, and return in
terest proportionately enhanced. The
principal cost of maintaining road de-
pends upon the weight the road-bed has
to carry to do its business, the proper
ton being as three to one of all other
expenses. This is reduced in passenger
traffic from l ton and 81 tons dead
weight to l tor paying weight, on the
standard gauge; the one quarter of ton
dead weight for passengers, and to one
third ton dead weight to one ton of pay
ing weight for the proposed narrow
system.
"The present system as result has
given over'60, 900 miles of railroads, on
which we are obliged to carry at least 6
tons of carriages to ton of freight,and
and from 10 to 80 tons of carriages for
l ton of passengers,c costing for its trans
portation S200,000.o00 annually, on
bonds, more than is necessary, and get
ting in return the satisfaction of know
ing that we are expending millions year
ly in manufacturing rolling stock for the
special purpose only OF wearing out the
rail it runs on: while the prsctical result
Of the proposed change will be,economy
in construction and operation, cheap
freigtrtS large dividends, adaptabiilty to
mountainous countries, feasibility of
doubling the number Of miles of our
railway system at one-third of the for
mer outlay, the easy development of val
liable districts, and long train of advan.
tages which is sure TO follow to the stock
holders who invest in these roads, as
we'll as to the people who settle those un-
developed regions. And above all, and
before all other considerations,t they will
constitute q means through which exist
ing lines of standard-g gauge roads will be
compelled to respect the conveniences
and necessities of the public in reduc-
ton of freights to at least one third.