The spirit of democracy. [volume] (Woodsfield, Ohio) 1844-1994, 1875-10-12
NARROW GAUGE RAILROADS.
The Result OF FOrty.fiye Years of
Experlence-.TheA Abandoning OF
the Broad. Gauge Track alt Over
the Civilized World.

At the recent meeting of the Cheap
Transportation Association, Mr.. j X.
Hornish, President of the Forty first
Parallel Railroad, delivered an interest
ing address on narrow-gauge railroads. |
He said that capital was demanding in
creased rates for transportation and the
public reduction, and, as the case
stands. commerce must have reduction
and capital an advance in rates. The
struggle had been going on for two
years. 1t was paradoxical struggle,
for both contestants were actually on
the same side, and both would suffer
should either gain victory. The en-
tire trouble, he Thought, grew out of the
nature of our railroads. Railroads oil
the standard gauge "a feet 81 inches
were not adapted to the conditions Of
The commerce of the country, and hence
were failures as means of cheap trans
portation and safe investment. The
remedy lay in narrow-gauge railroads
6 feet) By their use commerce could
secure low rates, and capital safety and
remuneration equal to the best perma.
nent investments in the world. Mr..
Hornish continued:
We are estimating for first-class
road and fist class equipments and ap-
pointments, with an average tonnage of
$500 tons per mile, or an average on
the whole line of 1000 miles or $780,
600 IONS per annum From these data
we obtain our train miles and our ton
mileage.
After forty-fve years of experience
and development. the lowest average net
oast per ton mile on our four first class
trunk roads, viz: the New York Central,
the Erie, the Pennsylvania Central, and
the Baltimore and Ohio, is eight miles
per ton mile, and the lowest average
gross tariff is twelve mills per ton, that
is eight mills for expenses and four
mills for interest and dividend on in
vestment First class single track roads
exceed this average; from nine to twelve
mills being the net cost, and from IA to
l6 mills the average gross tariff.
At the average of twelve mills gross
tariff and eight mills net cost the profits
will fairly cover the interest on the cost
of double tracked road, with first-class
equipments and appointments, and at
the average of eight mills the entire in
vestment becomes worthless. 1t is
therefore evident that if our standard
roads were given to the public for moth
ing they could not make the tariff rates
required. If the rates on bulk freight
were made at less than the average cost,
the rate on all other freight would have
to be advanced beyond an equitable pro
rata.
In the case of narrow gauge rail.
road the average tariff of eight mills
gives an interest on the cost of double
track road, and also large contingent
fund, and the capital is not impaired
until the average comes below six miles.
At the rate Of eight miles the standard
road becomes bankrupt, while the mar.
row gauge earns 10 per cent. on the cost
of the double track, besides S2,500,00O
for contingent or sinking fund.
On roads where the average train load
is 200 tons, the average train mile must
cost 81, and this is equal to five mills
per ton mile. Should the average train
load be less than 200 tons the average
cost must be proportionately less than
five mills, and if the cost can be made
less than five mills, then by so much
less the road will have the margin to
cover fluctuations in trade and contin-
gencies for which there can be no calcu
lation made.
The speaker instanced several stsnl
ard roads, showing that their running
Iexpences were equal to their gross re-
ceipts, and that in few only did they
pay dividends on their capital stock
He held that narrow gauge road would
pay handsomely on an amount of bust.
ness that would enable standard roa6
merely to exist. In all the history oi
railroading broad-gauge railroads had
broken down from their own magnitude
There were seven feet, six feet, and five
and half feet roads, and the expert
ence Of forty-five years had proved
them failures. Even the standard rail
roads-4 feet 81 inches-are failures ir
six cases out Of eight In Russia the
question had been met squarely, and the
Russian railroads were being cut dowr
from five feet to a three and hal
feet gauge, and the result was satisfac
tory in every sense. A main point il
the argument was that the narrow gauge
system would reduce the original in
, vestment in railroad at least forty pc
cent, and its operating expenses al
} much more.
In conclusion the speaker said:
After the most thorough investigation
the three-feet gauge has been adopted
in the United States. This secures th
largest strength in the materials, ampl
magnitude in the cars for all undividabl
y = bulks and weights, and the best averag
4 utility Of fire surface and steam powe
0 lin the locomotives. In practice ais
s. these roads are proved to yield spec
equal to all reasonable conditions Q
commerce, and in safety far excel tn
D standard roads.