Grant County herald. [volume] (Lancaster, Wis.) 1850-1968, 1876-04-20
NARROW GAUGE.
Hisso, and Achievements OF the "Linie Mar
rov1 Gauge"

We have published many columns
upon the above subject, and will
continue to present whatever argu-
ments we find in favor of narrow over
broad gauged railways. The follow.
ing letter of Mr.. j. 81. Williams of
Belleville, Wis, in the State Journal
| gives valuable Information on this
subject, and is of special value to
this community at the present
| time:
There are many localities in which
railroad would be a great conven-
fence, but where, from various causes
broad gauge would be az impossi-
bility. 1t may be sparsely settled
section whore the traffic would be
insufficient for it's support, or COM
munity regarding it as costly ex-
pertinent beyond their means, hesi-
tate to make the attempt; or again,
the natural difficulties in the way of
grades and curves, may be such as
to n axe it almost, if not quite, a me-
chanical impossibility. In all, or
nearly all such localities, narrow
gauge road, properly equipped would
supply great deficiency, and by iu-
ducing immigration and business en-
terprise, tend to develope the natural
resources of the country, and while
it contributed to the needs of the
community, add to its own. useful.
ness and to the general prosperity of
the country.
The history of the narrow gauge
railway is very brief but uone the
less brilliant or unsupported by stub
born facts. From it's inception to
the present time it has met with Bit
ter opposition from the broad gauge
| officials, who saw 10 it the beginning
of the end of extortion and monopo-
ly, and arguments against it have
been advanced equal to those that
met Ropert Stephenson and his ter
rifle eaght-mile.an hour locomotive.
But the narrow gauge still lives, the
cars do not break down or tip over,
the wind does not blow them from
the rails, accidents are startlingly UNI
frequent, and the sturdy locomotives
with long trains of cars attached,
clmo twisting and curving upward,
still up, until from hitherto-thought
inaccessible height, they look smil-
ingly down upon their ponderous
broad gauge rival, and through their
shrill-voiced whistle scream, "HoD
is this for high"
In the United States, narrow gauge
roads can be said to date back only
to 1870, in which year the beaver
and Rio Grande railway was organi-
zed, surveyed, located, built and
thoroughly equipped for distanceof
76 miles, its first passenger train
going over the rails on the End day
of August. At the close of 1874. the
road was built 100 miles, with a
branch 40 miles long, and had cost
only $4,000 per mile, while the
Denver Pacific aft s IL in. on
nearly the same level, cost $22 900
per mile. Its earnings for 1872 were
1914, 421, expenses S187, 354, leaving
its net earnings $167, O67. Its only
liabilities for the year were to earn
| interests on it's bonds to the amount
of only about $4,000 10 geld. Its
subsequent. history has been equally
satisfactory.
The Montrose railway, of Penn
sylvania, is 81 miles in length and
cost $12,6 per mile. In 1874 its
earnings we're s62. 200; expenses
5000, leaving s34 200 profits, or
enough to pay 10 per cent. dividend
on its capital stock.
The Mineral Range railway, of
Michigan, has cost $26, 874 per mile.
or nearly double the usual rate of
narrow gauge roads. This was owing
almost wholly to the remoteness of
the locality and to the roughness of
the country. A broad gauge was es-
timated to cost $75 900 per mile if
practicable at.all. For its first 1900
feet it has grade of I'll feet per
mile, and two miles more of LAG feet
per mile, and its sharpest curve, 40
feet radius. comes on this grade, In
1870 this road earned 500, 121; ex-
pense, S55, 1857 leaving net S43, 765.
After paying interest and taxes there
was left $23, S07 to the credit of the
income account. or enough to refund
to its stockholders the whole amount
of their Investment 10 about fifteen
years.
The Carlo and St. Louis railway is
$50 miles long. About 80 miles of
it's middle section is very difficult,
Astounding IN steep grades, sharp
curves, high entertainments, deep cut
tings, and it has one tunnel nearly
as long as that of the Pennsylvania
line at Creston, Pa. and yet it only
cost, fully equipped, 1894 per
mile.
The Chicago, Millington and West
ern has beed surveyed, located and
nrtislly constructed through see
Jon where the minimum cost of broad
gauge roads has been s42,0 900 per
mile, The estimate for a 3-foot road
were only $4,000 per mile, and the
part constructed has fallen slightly
below the estimate.
The Memphis and Knoxville rail-
way has been estimated to cost for
5 foot, the usual southern gauge,
S25. 015 per mile, for 3-foot road
S13, 0I0 per mile or saving of 46
per cent on permanent way alone.
The Western Maryland railroad
extension estimates for 100 miles Of
double track were at the rate of S77,-
$50 per mile for 4 feet 81 inches, and
S55, 230 per mile for foot, or saw
ing of 81, 250, 900 on the entire line.
We have endeavored to show by
the foregoing facts and figures Gail
from official roports), and as brief as
possible, that cheapness of construc-
ton and maintenance and expenses
of operating, are largely in favor of
| Al =.