Year: 1870

In the report of the railroad commits
sioners of this State for 1869, notice the
following remarkable statement:


Page II of report. And yet in refer
ence to roads hereafter to be built, it should
be observed that the narroac gauge is
cheaper-cheaper in construction and in
equipment than the broad gauge. The
difference in the construction of the track
is something, but in the equipment is very
considerable-say from 10 to 10 per cent.
And in capacity there is quite as much adj
vantage of the narrow over the broad
gauge as there is in the equipment. An
engine of given capacity will haul over
a narrow gauge road, other things being
equal, 10 to ID per cent. more of freight
than an engine of the same capacity will
haul over broad gauge" And it is fur
ther said that an engine of the same ca
pacity will haul 20 per cent. more upon a
gauge of fl. 10 in. than upon gauge of
it. in WIDTH" &c.


These statements are so remarkable and
so utterly contrary to well established
mechanics principles and the application
of mechanical forces that some notice of
of them seems to be required. There is
no difference in expenses of making the
excavation or embankment or bridges up
on the two gauges in this State. The
"dumps" and excavations are of the same
widths in each and of course the same
number of yards of earth is to be moved.
The bridges are all built of the same width
and hight ,and of course cost the same. The
rails are the same, the cross ties are now
used on the two gauges in this State are
one foot larger on the broad than on the
narrow gauge, but this is not peculiar to
to the gauge, for some narrow gauge roads
are now using cross ties of the same length.
And formerly the broad gauge roads used
cross ties of the same length as the mar
row gauge, so that in the construction Of
the road way there is no difference in art.
AS to the engine of the same capacity of
actual cost of each about 5000 owing to
the increased number of hues put into the
boiler, and the increased iron used in the
construction, but builders accustomed to
make engines and cars for both the 5 #.
in. and the ft. l-2 in. gauge, rarely
make any difference in the price they
name for building either; and the cars
no difference in the price is made. The
width of the bodies of the passenger cars
being the same or nearly so, and of the
box and flat cars only about in.


And, as to the ''hauling" capacity of
two engines of the same sized bodies,
cylinder, length of stroke, &C., one of
which is it. 8 1-2 in. gauge, and the other
5 fl. in. gauge upon track of the same
levels and curvatures, there can by no
possibility be any difference unless known
laws of mechanics are reversed in this
particular case. The statement j S that
the engine in each case, shall be the same
in steam: capacity and of course if the en-
gines are alike the weight upon the driv-
ing wheels resting upon the rails where
the traction is created will be the same,
and, as matter of course, the hauling
power will be the same. About this there
can be no question Whence then, comes
this wonderful advantage or increased
power of the narrow gauge engine? The
trouble with this statement is not that any
law of mechanical force is overturned or
suspended, but in the want of accuracy in
stating the facts which lie at the founda-
ton of experiments. After many years
of observation upon all the gauges, the
writer of this article has found no such
advantages as are alleged.


The great advantage for us as State in
one gauge over another lies in the facility
alone with which ears with their Interests
unbroken, can be sent from one line OF
road to another. All other alleged differ
ences are chimerical.