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Narrow Gauge Railways

IN AMERICA.

'J

A SKLTCll or TIIlilR RISH,PKOGRI:SS AXI) SUCCESS:

VALUAP.LF. STA TISTICS AS TO GRADES, CURVF.S, AVKffJIfT OV RAIL, ],Oa)M()TlVKS, CARS, ETC.

ALSO A

»

DIRECTORY OF [(ARROW G^UGE I]A1LWAYS

nV lYORTJ! AMERICA.

BY

HOWARD FLEMING.

ILLUSTRATED.

SECOND EDITION:

1876,

rHESS OF THU

INQUIRKR 1'. a I'. CO., Lancaster, Pa.

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/^'i^ 096

///T ~rF^76

f53

PKEFACK TO THE SKCOXI) KDITIOX.

The fivorablc inception accorded to the first edition of this vs'ork, thri)ut,di its narrating in a i)oi)ular form the history of the Narrow (iauge Railway, and presenting in a succinct man- ner VMtal figures concerning those constructed, thus becoming an assistant in promoting the construction of others, must be sufficient apology for reissuing it after the lapse of a year.

In a work of this nature, devoted to a special railway interest, which is growing rapidl\-, the statistics require to be constantly corrected, and extensive additions made thereto, so that an annual revision is absolutely necessary in order that it may be a manual to those engaged in the promotion and construction of economical railways.

To engineers, the new chapter on construction, contaming formulas for earthworks and for laying out curves, may prove useful and acceptable.

To railroad companies, the corporate histor\' and reports of organizations other than their own may induce comparison ; and it is hoped that their relations to each other ma\' be drawn closer by the construction of connecting roads.

To the pul)lic, whose desire for cheap means of transportation to open up rich mineral and agricultural sections, so that their latent products may ue converted into wealth, and who desire to attain that end with the smallest outlay, this brochure is offered for reflection.

F"orty years ago the four feet eight and a half inch gauge, the narrow gauge of that da)-, was opposed by the wide gauge; the antagonism was fierce, the opposition intense ; it was, nevertheless, of no long duration, and ended in the universal building of the standard gauge road of to-day. Less then a decade ago, a narrower gauge was propounded, the width be

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twccn the rails to he three feet six inches, or less. History repeats itself. The suf:j<;estion was vigorously opposed. The partisans of each Rauj;o availetl themselves of the press, and its colinnns were filled with the argiinients of enthusiastic ex- ponents, until the fust narrow gauge railway was constructed, when all theories weredispclled.and actual practice gave results still, as an innovation, it had to pass through its period of trial and term of probation, antl submit to the severe criticisn; which all must endure. This may now be considered at an end, as all attacks have ceased, owing to results having been ob- tained which were at first denied.

During the last twelve months narrow gauge railways have been extended and multipled in a ratio the reverse of the standard gauge — a ])roof of the favor in which they are held; and wc anticipate from this time, that the annual mileage con- structed will form a large proportion of the yearly increase of railroads in the. United States.

The compiler acknowledges his indebtedness for much valu- able data received from the officers of the several narrow gauge railway companies enumerated in this work, and only regrets that it was out of his power to present fuller financial state- ments and reports of operations. lie would again impress upon railway companies the necessity of publishing this most desirable information, as its non-appearance militates not only against themselves, but the system of wJiich they are represen- tatives. H. F,

PJuladclpJiia, 1 876, 3 1 1 1^ Walnut St.

NARROW GAUOE RAILWAYS.

THKIR ORIGIN AND GROWTH— 'I'HE FKSTINiOG LINi:—

Tin: Min'Ri': gaugI' railways of i:ur()pi<:_

ARGUMENTS IN TIlllIR I'A\OR_TlIK DKAD- WiaGHT QUl'SriON.

Dl'kixc; tlic early history of niilways in Juii^iancl, a great controversy arose amont^ engineers as to the best gauge to be adopted. Two eminent engineers, the greatest of the time, Brunei and Stephenson, toolv t)i)posite sides, and divided the profession into two hostile faetions, who carried on with much energy and some acerbity of feeljng what was called "the war of the gauges." The Brunels advocated the liroad (iauge,and the Stephensons became the champions of the Narrow. The former gave to the Great Western line the seven-foot eaufre: the latter to the Liverpool and Alanchester, and numerous other lines, the four feet eight and a-half inch, or narrow gauge of the period.

This controversy lasted twenty years, and every argument that skill and ingenuity could .invent was brought into requisi- tion. Volumes were written to prove what after all had to be determined by experience. Like most controversies, this one at last came to an end und-r the accumulated evidence of years, leaving the narrow gauge the victor — the victory having been made decisive by the conversion of Brunei's Great West- ern Broad (iauge Railway to the present "standard" of four feet eight and a half inches throughout the entire line during 1874; and in America and Canada, where a broad gauge of six feet and five feet six inches had been adopted in some in-

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stances, such as the Oliio 61: Mississippi ami the Clrand 'rniiik, the track has been narrowed to four feet eij^hl and a half inches at j^M'eat expense — experience ha\ in^^ proven that the orij^inal j^auj^e was too wide for the traffic, and that, to use the words of a celehr.iti'd engineer, the niachiner\- and rollinj^ stock had been built to haul and tr.uispDit a n.illon when they tlitl not ha\e more than a ([uart to c:arr)'. iiiat a six-feet ^auj^i" is too wi(U.', is deiuonstratc'd b>' the report of Captain Tylei" on the h^rie Kailwa)', in which he recommends it to be narrowed, even thouL^h the estimated cost of effectinij it amounts to i^'*^, 5 00,000. l*'urtln'r, a practical financier has stateil that, " \'ou could not raise a dollar in the United States to-tlay, to build a road of wider i;au;^e than four feet ei^ht and a half inches."

Stephenson's t^au^e was the result of accident or unex- j)Iained cause, as when the parts of the first locomoli\e were put together, it was found to fit a ^auL^e of four feet eight and a half inches, instead of four feet nine inches, as was intended, antl which was then the distance between the wheels of ordinary vehicles in haii,dantl. With few exceptions, this gauije has been adhered to ever since. No one asked the question until a few years a_L;() — Why 'was the present standard gauge chosen, and w h)' will not a narrower one answer all purposes? Man is an iinitati\e creature; and l-aiglanti, the jjirthplace of the Iwa)', inhabited principally by a race of conservative m IS now in consetiuence a railway system of 16,449 miles

h- I.. oi\ the f(iur feet eight and a half inch gauge. yMthough only ^6/ miles, according to the luiglish Hoard of Trade re- turns, were constructed during 1 874, yet Capt. Tyler, in his report, considers that the railway system is far from complete, and that many hundred miles will have to be built to give the benefit of railway communication to outlj'ing districts. The aggregate length of railways authorized b)- Parliament during the years 1870, 187 1, 1872, 1873 and 1874, and not yet con- structed, alone amounts to more than 2,200 miles. The ques- tion that naturally suggests itself is. Why were not these rail- ways built ? The answer is, because the lines of route are not able to support a gauge costing on the average J5 1 85,000 per mile, and because capitalists are aware of the fact that more

tliaii (»iu;-si\th ni tlir amount invcstcil in l'",ii^lisli i-ailrnail .sliaivs pays no dividend. ,

This knowlcdjjc .shr)iild cause the construction of liie ahovi- required niileaL,'c ot" tlie narrow L;auL(e of to-daw which, as will be hereafter shown, is bniU and .ei|iiil>pc'(.l for a uuuh more moderate fi|4ure. In f.iet, a pamphlet has just l)een issut'd en- titled " Lii^dit Railways," ur^inL,^ the construction of three feet i^aii^c railways for the convenience of sniall towns and \'illa^es that will place them in connection with the trunk lines. It would 1)1' absurd to advance, still more to sustain an ar^nmient for the conversion of the /'/'..v,/// /■ji<;//s/i srs/ciu to a narrower tjaut^e ; and )-et. in llu' li;.;lu of e\i(k;nce, we cannot deii\- that a \-ast econoni}- would ha\e be^n madi', had two-thirds of its [present mi!ea<^e been constructed either of the ( "anadiaii i^auj^e of three feet six inches, the .South iVmerican metre s^au^e of three feet three inches, or the L'nited .States standard narrow ^aui,n; of three feet; it beiiii;- full\- able and more than suffi- cient to meet all the demands of trafilc //cTi', antl how much more when llrst constructed, and when the business had not at- tained its present proportions!

The world-famed and initial narrow c,faut;e railway, the Fcstiniot;', in North Wales, was orii^'inally constructed in iS:;j, as a horse tramwa\', to carry slate from the quarries to a ship- pinj^ point at Portmadoc; it was made nominally of a two feet j^auge, the exact gauge being half an inch less than that. This state of affairs continued until iSr)^. when, on the recommen- dation of Mr. C. \i. Spooner, the engineer of the line, locomo- tive power was adopted. The two locomotives built for the line by Messrs. G. I'aigland 6^ Co., in 1 863, are four-wheelecl engines, the wheels being two feet in diameter and coujjled. The wheel base is five feet, and the cylinders which are outside are eight inches in diameter, with twelve-inch stroke. The weight of these engines, in working order, is eight tons. Sub- sequently, Messrs. luigland built five other engines of a similar class, two of them, however, being heavier, and weighing ten tons in working order. The year i(S69 was marked by the introduction of the Fairlie engine, on the Festiniog railway, and the results which have since been obtained, show that Mr.

Spooncr oxcrcisod sound jiid^micnt in rccoinniciulin^' the adoption of this systoin. The l'".ui lie ciij^iiK-, "Little Woiulcr," was hiiiit by IMr, I'"airlic, at llic 1 latchain W'orUs, and is mounted on two steam hoijies, each bo^ie having four coupled wheels two feet four iiulus in ilianuter. The wheel base of each boj^ie is five feet, and the total wheel base of the en^dne nineteen feet, while the weight, in worUinj^^ ortler, is nineteen and a half tons. ICach Iioj^ie has a pair of cylinders S,',; inches in dianiete-r, with thirteen inch stroke. In oidinary W(Mk this entwine will take up a tr.iin, the total <^ross weii^ht, inclusive of entwine, bein^ '-/'i tons, of which about twenty-one tons will be [)as.scn<^ers and floods carried. On the down journey, when the slate trucks are loaded -.uh] the j^ootls wa^ijons ein])t)', the total weii^dit of enj.niie and tiain is about 336'/ tons, of which 230 tons are paying load.

Imperial Princes and Royal Commissions from Russia, France, Italy, Spain, Norway and Germany, toL,^ether with en- gineers from the United States, Ilrazil, "and the uttermost parts of the earth," have wended their waj' to the Welsh hills to behold and investigate ind :riticise this miniature iron road. The novelty was so enduring, at first, that scarcely a week elapsed without sclt'-appo'nted incpiisitors presenting them- selves before the chief engineer and manager of the line, Mr. Spooner, until at last he began tcj wonder whether he acted in that capacity or as a showman.

It may not be inopportune he-re to present the following ab- stract from the report for 1874 of the Festiniog Railway, according to tuc returns of the British Board of Trade:

I.en<;lh of road, simple tracU, 23 li inch gniij^c, 14 miles.

Capital cost.

Paid up common stock (4;;^ dividend in 1873), . . . 5430,930

Preferred stock (5% dividend in 1S73), . . . 175,000

J,()ans (healing $'/b inteiesl), . . . • . 60,000

Total cost ($47,566 per mile), .... $665,930

Besides dividends and interest charges, the company paid in 1874, $6,760 for "way leave," and 3i,355 '"o'" rent of lands ; and adding this to the interest and dividends we have ;$37,i02, which is /V per cent, of the cost of the road.

a^m.

The nunibcr of passcni^'crs and tons of tVcii^lit caniid and receipts therefrom were : f

Passengers, I'ons of I'Vci^lit, OiIrt SdUiccs,

MMIIIK.

150.714 145,141

RKCIIITS.

S-'4.555 4.145

'I'otnl EaniiiiKs, .'....• Sl-'4.<J'^o

Workin-; ICxpenscs (54.04 \>cv cent.), .... *'".545

\

Net Receipts, ....... >*'57.4.iS

The enthu.siasin provoked by the I'e.stinioi; Railway, and tlic various papers issued l)y Robert 1\ I'airlie, esi)eciall\- those read before the British Association in iS7oand iSji.on "The Gau^Lje for the Railways of the Future," and " Railway (iauges," has not been without effect.

On the continent of l'"uro[)e narrow ^^lutre railwa\'s art- in .successful operation in lielLjiuni, Iwance, Italy, Switzerland, Au.stria, Russia, Norway and Germany.

In 1*' ranee a plan has been set on foot t'oi the construction ot what are to be called " Rural Railroads." 7 lie project was first broached by j\I. Chambrier, a well ki;o\vn civil enj^niie.-r, who ha.s devoted much time and attention to it. T.'.e proposition is for the construction o( narrow lines of '-rural railroads," or a width of one metre only, instead of the usual gauj^e of one metre and a half — alonj; the wide space which every traveller in France must ha\e observed on the side of almost every hi^di road. Now, at present, the ordinary railroads transport heavy ^oods at the rate of 3 or 4 centimes, or less than a cent per ton per kilometre; Inil only under condition of allowini; a large accumulation to take place, and consequently a great los.s of time at stations, and then sending off the whole in a hunp by one slow heavy goods train. Now these "rural railroads," economically constructed and without stations, or depots, or accommodations of any kind, profess to be able to replace ordinarv carriages, without anv delavs, at two or three times less than the present cost. They will connect the small towns and villages and manufactories all over the country, and carry off their produce, agricultural or other, as it is ready for trans- port. For their construction there will be no need of "Acts of

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Parliament," or compulsory appropriations, or surveys, or other expensive preliminaries, any more than for costly contributions of any kind along the Une. All that will be required will be the "concession of the roadsides" for the i)ur[)ose by the Con- seil-Geneude of the Department, with the authority to modif}' here and there the inclines, when too steep. l?ut the speed is not intended to much exceed that of an ordinary nxad car- riage, and the trains will stop and pick up goods awaiting them ai' ?'-^ery road they cross. Simple receiving offices maj' be established at village stores, or the owner of goods may bring them to the train himself and accompany them to their desti- nation, paying his fare on the way, just as in an omnibus or tramwa}^, without the ceremony of ticket-taking or other impediment. The expense of laying down such " rural lines" will not exceed 25,000 francs per kilometre, instead of 100,000 francs, which is the case even on the most economi- cally constructed ordinary roads in France. The estimate also of the proceeds of such lines, based on a rate of carriage of 25 centimes per ton per kilometre, and on the a\erage road traffic of goods and passengers, seems to be fairly remunerative in a financial point of view, as an investment, exclusive of the general advantage to agricultural interests to be expected.

In Switzerland the first narrow gauge railway was opened in 1874. The maximum gradient is 201 feet to the mile, and the sharpest curve has a radius of 198 feet. The undertaking has proved \ery profitable. The Swiss Society for Narrow Gauge Railways, organized in September 1872, holds concessions for over one hundred miles of metre gauge railways which are now being pushed to completion.

Finally, we ha\'e to notice the narrow gauge tramways pro- jected by the well-known Swiss locomoti\'e engineer, Mr. A. Brunner. These are to be worked by two-storied motive power cars, and a concession has been granted for such a line from Zurich to some suburbs.

In India there are some 500 miles of the metre gauge being worked, and a considerable amount under construction. The last act, however, of the Secretary of State for India, reflects little credit upon him as a statesman, in that he has reversed

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tlic wise policy initiated by tlie late lamented l-'arl of I\Ia)'o, in respect to the questi(Mi of the S'^^ge of the lines to be here- after constructed in India. We cannot but think that this de- cision will be reconsideretl, in view of the report of the Ciovern ment Director bi tore us.

The total in\cstnicnt in Indian Raihva\'s is about ,<' 100,000,- 000 (5500,000,000), the interest being guaranteed b}' the British Government on the 5,872 miles of railroad completed, which have cost on an average about SS2,50C per mile.

The net earnings in 1873 were less than /"3, 200,000 (Si <').- 000,000). Without this guarantee, therefore, the investment would be very unsatisfactory — indeed, it would never have been made; and yet where the traffic grows very slowK', a gauge of five feet six inches, with its attendant hea\ }' expenses, is per- sistetl in to the detriment of the Ih-itish (jovernaient, finan- cially.

Were the Indian Railroad system constructed on the metre gauge, it is altogether probable that it would luave been much more profitable.

In .Australia and New Zealand, the narrow gauge is repre- sented bv such lines as the C.)ue(.,'nsland Railwa\-, and the Dunedin and Port Chalmers Railway, and others.

In South .\merica, the Argentine Confederation, the Repub- lics on the riwr Plata, tlu' Brazils and Peru, narrow gauge railways are in operation, under construction or projectetl. in Mexico a short line is in very successful operation.

Of the system of narrow gauge railways in Canada, New Brunswick, and British possessions in North America, we shall speak more at length, further on.

• It has been reser\ed to the United States to carry out most full)' this new departure, which originated, over forty }-ears ago, at a secluded spot in Nortli \^';''es. The object of tl.e author is to give now the history of tne rise, progress and suc- ces.*-- of the narrow gauge railway in America. No such record ha.'~- \'et been published. By issuing it, it is hoped to cenvnit the relations o^ narrow gauge railways the one to the other, and to exhibit, in a connected form, the work done in the field and that is being still carried on. Poor's Manual of U. S. Rail-

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roads does not speak, in its preface, of the narrow t^aiiq;e rail- ways or the new system that is bein<; introLhiced, and which is rapidly gaining grand proportions. Vernon's Railroad Man- ual likewise is silent, in its editorial and prefatory remarks, on the railroads of the United States antl I3ominion of Canada, in this particular; so that it behooves us, as advocates and suc- cessful demonstrators, to give to the world the results obtained since the first narrow gauge passenger railway ran its first train in America.

Before enumerating and giving a short sketch, as far as practicable, of the narrow gauge railways, a resume of the arguments urged in tiieir favor may not be out of place:

Firsf. The cost of constructing a railway is nearK' as the width of its gauge ; in very rough countries the narrow gauge will be greatly less than the proportion to its wiilth, whilst on Hat, level ground the proportion will be more; but taking the average (excluding rolling stock, fencing, stations and tele- graphs,) the cost will be ft)und to vary as the gauge.

Si(-oiid. \\\cA-y inch ailded to the width of a gauge, beyond what is absoluteh' necessary for the traffic, adds to the cost of construction, increases the proportion of dead weight, increases the cost of working, and in consequence, increases the tariffs to that extent, and by that much reduces the uselul effect of the railway.

Third. A saving, in first cost of construction, equal to 33 per cent., is effectetl, owing to the flexibility of the gauge, in allowing the road to be built so as to follow very closely the natural co; tour of the country, and to the reduction in gratlu- ation, bridgmg and superstructure. As a comparison of cost, we may take the Denver extension of the Kansas Pacific Rail- way, built under the same engineermg su[)er\ision as the Denver anil Rio Grande ; the character of work on the two roads being much the same, though that of the D. & R. G. is somewhat the heaviest. The Kansas Pacific uses a rail weigh- iiig fifty-six pounds per yaril; the Denver and Rio Grande' using rail weighing tlnrty pounds per yard. Kansas Pacific cost. p.;r mile, with eiiuipment, 823,500. Denver and Rio Grande cost, per mile, with equipment, jS 1 3,500.

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The first cost of a good Macadam hi^lnvay is :>6,ooo a mile, and there arc many narrow gauge railways that have been built and equipped for $9,000 a mile, as the annexed reports exhibit.

The following estimate of the probable cost of a narrow gauge road over a prairie country, like that around Chicago, was lately made by the railroad contractors, Messrs. F. K. Canda & Co., who built the Cairo & St. Louis Narrow Gauge Railway.

COST I'KR MU.E — TUKKK VF.KV CA'-CK.

Grading, ........

Iron (30 ll)s. to tlie y.ird), ......

Fish plates, fastenings, etc, .....

Cross tier> (2,640), .......

Bridging and Culverts, ......

Track-laying and surfacing, ......

Engineeiing, .......

Right of Way, ........

Station Mouses, Water Stations, etc., ....

Sundries, ........

52,200 4,080

435 Soo

400

400

250

300

375 280

59.520

ROI.I.INC. .STOCK.

For a road loo miles in length, doing a coal IrafJic as well as general freight and passenger business, the following will be a fair equipment :

12 Freight locomotives, .... 58,000 596,000

4 Passenger locomotives, . . , . ^ 7,000 28,000

300 Coal cars, ...... 450 135,000

70 Flat cars, ..... 420 29,400

100 ]5ox cars, ...... 520 52,000

10 Passenger cars, ..... 3,000 30,000

3 Passenger cars, second class, . . . 1,500 4.500

3 Baggage cars, ..... 1,400 4,200

i?379.»oo

Or 53.79' per mWc.

If a forty pound rail were used, the cost would be about ^1200 per mile more than the above estimate; but where the grades are not steep, or the traffic especially heavy, a thirty pound rail is deemed quite sufficient.

Comparing these figures with a standard gauge road running out of Chicago, say the Chicago, Burlington & Quincy, the first cost of which we believe was about $20,000 per mile, (owing to the accounts being destroyed by the great fire of

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October 9, 1 87 1, the actual sum cannot be stated,) a savini^ is effected throuijh the adoption of the narrow gauge of about ^7,000 per mile.

About these proportions may be expected to hold good in any country not mountainous. In rough country it reaches 50 per cent, and in mountainous regions it amounts often to a difference between entire practicability and impossibility, as between the two gauges.

Mr. T. E. Sickles, writing of the section of the Colorado Central Railway that passes through Clear Creek Canon, says : "On this 13!/ miles the creek falls 1,700 feet. The cost of grading a road bed through the canon for a four feet eighi and one-half inch track, was estimated to be $90,000 per mile. The actual cost of grading a road betl for a tliirc feet track, has not exceeded $20,000 per mile. This large difference resulting' from the fact that the locations of the two lines occupy differ- ent ground. On the broad gauge location the minimum radius of curvature adopted was 955 feet, and on the narrow trauge it is 220 feet. The canon is so tortuous that the broad gauge location would have required in construction numerous tunnels and bridges across the stream, with high embank- ments, and deep, open rock cuttings. The adoption of the narrow gauge admitted of an alignment conforming approxi- mately to the windings of the cafi )n, enabling a graded road bed to be obtained foi- less tlian one-quarter of the estimated cost of a broad gauge road bed, with the additional advantage that increase of distance secured more favorable grades."

I'urther, the etpiipmcnt is adaiited to the gauge and the re- ciuirements of Lraffic. Lighter locomotives and rolling stock being made use of, entails consequcnll)' a lighter rail.

Fourth. The dead weight of trains, con\'cying either passen- gers or goods, is in direct proportion to the gauge on which they run ; or in other words, the proportion of non-paying to paying weight (as far as this is intk^pendent of management) is increased exactly as the rails are firther apart ; because a ton of materials disposed upon a narrow gauge is stronger, as re- gards its carrying power, than the same weight when spread out over a wider basis. In pri)of of this we \\^<i^ only cite the

IS

case of the Festinioi^ Railway. The wagons used upon it, for carrying timber, weigh only I2cwt., and they frequently carry a load of over 3^2' tons, at a speed of twelve miles an hour. In other words, these wagons carry as much as six times their own weight, whilst the best wagons on the ordinary luiglish gauge do not carry as much as twice their own weight.

On the Denver and Rio Grande the freight cars weigh less than three tons, and carry a paying load of eight tons, being nearly three times their own weight, whilst on American stand- ard roads it is generally one to one.

The following figures from the Louisville and Nashville Railroad Company, show the proportion of dead weight to paying load on their average passenger train :

7'oii<: of dead to one (>l Dead •ii)ci;^ht. Payiiii; 7i'cvV«/. f'ayiir^.

163-54	. 6.21	26.33
1 15.12	5-58	20.63
• 53-'y	4.64	33.01
126.43	3-'y	39.62
99.86	3-33	30.00
87. 28	1.02	5.5-88
6553	1.69	38.. 2

Main .Stern, . Knoxville Branch, Memphis Line, Nashville & Decatur Div., Barclstown ]5ianch, . Richmond Branch, (;iasL;')w Branch,

The disproportion of dead weight to paj^ing load has be- come so noticeable, that the president of the Master Mechanics' Association referred to it in his last annual report, from which we make the following extract :

Gentlemen, the railway l)Ankrui)tcy has !^i\-eii rise to various expedients for overcoming it. Among other remedies, "narrow-gauge v-dways" have been rcconimend>;d as capable of so much cheaper operation that their adoption would work a cure. I refer to this, not for llie pur|)ose of discussing the ([ues- tion of gauge, but to call your attenticjn to the fact tluit where the narrow gauge has been adopted tlie great practical effect Iuim been to materially reduce the weight of the rolling stock.

Here, gentlemen, it is well we shoidd jiause for rellection; here we are louclieil in our own department of railway economy; here we are affected where we alone are concerned, and where we have the whole responsibiliiv. If a nar- row-gauge railway can be oijcrated at materially less cx])ense than one of the ordinary gauge, chiefly because the r(dling stock in use upon it is lighter, or, to speak more correctly, there is less dead weight hauled upon the narrow gauge in proportion to the paying weight, is lliere not a remedy at (juce ti) be apjilied to reduce the cost of doing business on railways of the ordinary gauge by reduc- ing the weight of the rolling stock ?

> I

16

^ ■

■^

1

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m'

1

in

i

Gentlemen, duiing the last twenty years railways of tlic ordinary gnu' e have not clianijed in their superslriicture, in their iirid^es, or in their iron, hut the roliin}^ stock in use upon tlicm lias increased in wei;^ht from iifty to one hundred per cent., and the usual load for a freij^ht car has increased fifty ]ier cent. Tlie same hridge and the same iron, and yet an enormous increase in tlie weij^ht which is constantly hearing down to crush that iron and those l)ridges. Gentle- men, can any thing he more olivious than that if the proper proportions formerly existed between the superstructure, the iron, and the bridges, and the weight of the rolling stock, those proportions are now entirely out of balance ?

If a locomotive that weighed twenty two tons, a freight car that carried eight tons, and a passenger car that weighed fifteen ton^, were suitable to tlie ordinary gauge of railways twenty years ago, how is it that, without changing the roads, we are now operating on them locomotives weighing thirty-tbec tons and upward, freight cars loading twelve tons and upward, and passenger cars varying from twenty to thirty-five tons?

I believe, gentlemen that the-^e are essentially the facts of the case. [ iielieve Ihey have had a material influence in producing the present railway bankruptcy, and it seems to one that it does not speak well for our influence as master mechanics that we have not been al)le to do more with railway managers in pre- venting the use of rolling stock of such enormous weight.

Fi/t/i. Traffic capacity. The evidence furnished by several commissions, establishes beyond question that the four feet eight and a half inch gauge possesses a capacity far greater than is needed.

The Massachusetts Railroad Commissioners, in their seventh annual report, state that the average number of passengers to each train during the last year was 66, and the average number of tons of freight was 64. The passenger trains, including locomotives and baggage-cars, averaged 1225^ tons of dead weight, and the freight trains, 212 J-S tons. Taking each train as consisting of four passenger cars, we have an average of 16 to each car, when they are constructed to carry 56. Con- sequently, the returns would seem to indicate that the railroad corporations of the State haul 1.77 tons of rolling stock for each passenger they carry, and 3.29 tons for each ton of freight.

A narrow gauge passenger car weighing, say 15,000 pounds, is constructed to carry 36 passengers. We will presume for an instant that they only carry on the average 10 passengers, being the same proportion as 16 is to 56; an unproductive v;eight capacity (including engine and tender 45,000 pounds,) is, therefore, carried of 1.08 tons for each passenger, being

^

17

i,6oo pouncis loss than the standard gauge; but this is a pre- sumption that rarely or never occurs, the cars being most frequently more than half occupied, so that the dead weight proportion is considerably reduced.

Touching freight capacity, the following letter is produced, which speaks for itself This effectually disposes of the theory that the narrow gauge cannot compete with the broad one :

1)|-.NV1'.K, GH.OKADI), Alli,'. 20, lS7_?.

II'. IV. Bont, Es(j., Sii^erintcnknt Denver iy' Rio Grande Railway :

Dear Sir : — Ii was with some doubts thai I applied to you for transporlatioii for my Gicii World's Exposition, consisiinir of circus, mcnaijfrie and nciuarium, o\eryour line, it iiavinj^ been inlimatod to me that j^Meat difficulty mij,dil be ex- perienced in obtainiiii; sut'iicient accommodations over the Xarroii> (iaii;^e, and even if these were obtained, it would be extremely iiazardcuis, as many of my cages of animals are very lii.i;h. J have had several years exiierieiice in trans porting my circus, etc., over railroads, and I desire hereby to express to you my appreciation of your arraiiijemeiUs made for us, and to say that never has my World's Exposition been moved more promptly or satisfactorily, your cars beinfj ample to accommodate my stock, waj^ons, caj^es and even the elei>hant, weif^liinjj five tons and standini^ nine feet eight inches in hei<,dit. 'J'lie stock anil animals have never ridden on any line with as much ease and comfort as on your Narrow Gaiv^e road. Your cars beini,' so near the (ground, renders them much easier to load than those of the ordinary j^auj^e. I have met with courteous and business-like treatment fr(Mii your employees and aj^cnts, and everything was a complete success. Truly Yours,

[Signed] John Rohinsov, Jr.,

Manager Old John Robinson's Great World's I'^xijosition.

Sixth. Economy in management. In this respect the narrow gauge railway shows a mark','d advantage, the cost of operat- ing being about twenty per cent, under that of a standard gauge road. The Utah Northern Railway reports expenses as 56.2 per cent, of the gross earnings ; the Toledo and Maumee, as 50 per cent.; the Toronto and Nississing, 61.25 P*-''' cent.; the Mineral Range, 63.56 per cent, h'or the comparison of a nar- row gauge railway with one of standard width, we can take the Cairo and St. Louis and the St. Louis and Southeastern, which run parallel for some distance. Owing to the competi- tion of the narrow gauge, the St. Louis and Southeastern was obliged, during 1875, to pass its interest. Comment is un- necessary.

In comparing the wear and tear of the two gauges, the ad-

i:i'

l8

: ( L i

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i I

vantage is immensely in favor of the narrow gauge, with its light machmery and rolling stock. The ordinary standard gauge passenger car, weighing 35,000 pounds empty, ham- mers the rail joints with 4,375 pounds on each wheel, when loaded and hauled over the rail at twenty-five or thirty miles per hour; the weight of the blow is enormous, and terribly destructive to the superstructure.

A first-class narrow gauge passenger car weighs 15,000 pounds, empty, and consequently only hammers the rail with 1,875 pounds per wheel.

The same truth applies to locomotives. A thirty-ton loco- motive, and its loaded tender weighing about seventeen tons, or a total of forty-.seven tons, will exert a pressure of nearly six tons on each driving wheel. When driven at a high speed the strain upon the track is terribly destructive.

The narrow gauge railway uses locomotives weighing from eight tons up to engines weighing forty two tons. The weight being distributed over the driving wheels, thereby gaining the necessary adhesion and requisite power, a greater paying load can be hauled, either on a level or up a grade, than on the broad gauge.

To exemplify this, Mr. Richard B. Osborne, a civil engineer, has prepared the following table, assuming the very largest class of locomotives put on the three feet gauge, with cylinders of fifteen by eighteen, thirty-six inch drivers and thirty tons weight, and with a tractive power, on a level, equal to 1,460 tons, so as to compare it directly with an engine of equal power on the standard road.

Oit a level— gross weight of train 1460 tons.

'i'he 3 feet engine with 399 tons of cars will haul of coal.

The 4 feet 8^ inch engine with 566 tons of cars will haul of coal,

On a luaximuin grade of 26 4-10 feet, gross weight being j8j tons :

The 3 feet engine with 160 tons of cars will haul of coal.

The 4 feet 8^2 ^nch engine with 226 tons of cars will haul of coal,

On a maximum grade of 40 feet, gross weight being 444 tons ;

The 3 feet eng^ine with 121 tons of cars will haul of coal,

The 4 feet 8jS^ inch engine with 17 1 tons of cars will haul of coal,

Tons.

1064

900

Tons.

427 361

Tons. 323 273

19

Tons.

1064

900

Tons, 427 361

Tons. 323 273

'Jons. 182

'55

These trains, it will be seen, correspond in j^ros.^ 7vcij^ht : the three feet gauge by its less weight of cars transporting about seventeen per cent, viorc productive load than the standard gauge.

On a i^radient of 80 feel per fiiile, gross weig/it 3^2 tons :

The 3 feet enj'ine with 70 tons of cars, will haul of coal.

The 4 feet 8 !< '"ch engine with 97 tons of cars, will haul of coal,

P'rom the foregoing we learn :

first. That an engine of 3 feet gauge can take a greater num- ber of tons of freight in its cars against the same grade; and

Second. That it will haul the same number of tons of load in its cars up steeper grades than the engines of the 4 feet 8^ inch gauge, with its loaded cars, can at all accomplish.

We have shown before that the load of freight on the 4 feet 8j/ inch against a 26yo grade is 361 tons, and that \\\\s freight load can be increased on the 3 feet gauge to 427 tons against a like grade; so also can it be stated that the freight load of 361 tons, not being increased on the 3 feet road, it could be taken by the narrow gauge engine over 33 feet grades instead of 26,\ feet. A gain in gradient obtained of 25 per cent, by the adoption of the 3 feet gauge.

So likewise the freight load of the 4 feet ?>]/, inch engine on a gradient of 80 feet being 155 tons; that of a three feet would be 182 tons. But giving the 3 feet engine the oad only of its rival, or the 155 tons, it will transport it over grades of 95 feet, or about 20 per cent, greater.

It seems then clear that while the steam poxver of the 3 feet gauge engine is 710 greater than the other, and keeping the same paying loads as the wider gauge, the smaller road can overcome gradients from 20 to 25 per cent, greater.

Under the caption of "Locomotives" will be found some further remarks on the power of narrow gauge engines. We therefore leave this subject for the present.

Seventh. Safety. During the early discussion of the rela- tive merits of the standard and narrow gauge railway, the ques- tion as to safety on the narrow gauge was propounded, and it was boldly asserted at the time that it would be extremely haz- ardous to ride in cars the wheels of which were only three feet

■Jf-

f ir

20

apart, and that if they were hauled at a velocity equal to the cars on the ordinary gau^^e, it would be courting certain danger. It was the old argument, in another form, against the first intro- duction of steam locomotion. That the hypothesis was falla- cious is evidenced in the fact that si/ur the fust nairow gauge train commenced running in America, there has been no serious accident entailing grea' loss of life reported. We leave it to our readers to compare this statement with the record of stand- ard gauge railroads.

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to the Jangcr. t intro- s falla- gaiigc serious 'C it to f stand-

CONSTRUCTION OF NARROW GAUGE RAILWAYS.

"The first object for consideration in examining a project for a railway is the nature and extent of the traffic to be provided for. If this is hirge and of a character to demand high speed, the work must be atlapted to bear tlie contemplated service. If a lii^ht tratftc, and especially ivith a lo-iver rate of speed, is anticipated, iiiiieh may be saved in the expense of construction, and also in the expense of operating the railway hy adapting the works to the sen'ice to be performed." Such are the opening words of a book on railway property published sixteen years ago, before a narrower gauge than four feet eight and a-half inches was contemplated, and the words we have italici.sed are peculiarly applicable to the narrow gauge .system. In fact, they are the text which its exponents have always quoted.

A narrow gauge railway should not be built where a heavy traffic is expected or a high rate of speed demanded, as under those circumstances the standard gauge should be laid down, but where a country has to be developed by a railway trans- porting its products to a market, and where the development will take time, and the community are unable to raise the capi- tal for and support a standard gauge, then the narrow gauge railway is the one to adopt. If these principles are not adhered to at the outset, complications will arise which could have been avoided at the tirst, and we may safely assert that if many of the railways now in default had been constructed of the narrow gauge, the country would not be suffering from the depression which commenced after the panic of 1873.

It is argued by those opposed to the narrow gauge, that light standard gauge railways can be con.structed and equipped for the same cost as narrow gauge roads ; and that break of gauge and transhipment would thus be obviated. An exami-

(21)

11 >

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nation of the ai'fjunicnt, shows that the earthworks for a light standard [^auge railway cannot be less than those of a railway of same }^MUg'' doing a heavy through business, as the dimen- sions of cuts, banks, and tunnels are not reduced. Tlu-re is, therefore, no saving under this head. In bridging and trest- ling a small saving might be effected, provided that the cars for the light standard gauge arc only permitted to pass them. Cross ties would remain of same dimensions. In iron a forty- five pound rail could be ado|)ted, which would .save a trifle. In rolling stock, the greatest saving could be effected, but not to the e.xtent that it is urged ; and in comparison with the narrow gauge, would be much weaker.

On the other hand, a light standard gauge railway would run its cars over its main line connection, and endeavor to prevent them being made up in trains with heavier rolling stock — an impossibility, and the result would be the demoli- tion of the weaker. Or goods received on main line in a heavy car arc consigned to some point on the light railway, when either the superstructure must be injured or tranship- ment take place. There is, therefore, no real economy in their construction, whilst in the narrow gauge a saving of 33% can be effected.

The duty of location is a very important one too often over- looked. The alignment being diverted for the gratification of individuals whereby the public suffer. Due consideration niu.st also be given to the general lina of the trade of the district which the railway is to pass through, as if it crosses it at or near right angles it is seldom a success. In this respect we quote the following from the report of the Erie Railway in 1853. " Experience has now demonstrated that no more safe or profitable investment can be made in this country than in a well located and well managed railway."

In the proper location of the line the grades, curves and earthwork require very careful attention, especially when the railway is to be of narrow gauge and constructed economically. We shall consider these in their order.

GRADES AND GRADING,

The narrow gauge aims at following as closely as possible

rolling

23

the contour of the {Tfonnd over which it pusses, then-by avoiding the expensi\e cuts, and fills, and tunnels which so much advance the cost of construction. It has been fre(|uently stated that a narrow gauge locomotive with its train of cars can surmount much steepi-r grades than the standard gauge locomotives. This is only true as regards paying load, which we have exemplified on page I<S. W'c would recommend that moderate grades be only used, and where it is necessary to have long steep grades that short levels be introclucL-d so that a continuous grade may be avoided, liy this means the engines will be relieved and the summit more easily attained.

One of the most important points that require attention in grading, is the drainage, this being essential to a gootl rail- way; as if this is not provided for, the track will settle unecpially, and a disagreeable rolling motion will be experienced when riding over it, which imparts a feeling of insecurity and gives the railway a bad name. When the line passes over com- paratively level country, it is always prudent to secure good drainage by raising the grade a few inches above the surface ground, even if first expense is increased. It will also avoid the constant tamping and surfacing which would otherwise occur. For width of road-beds in cuts twelve feet is found to answer and on banks ten feet is sufficient

CURVATURE.

This feature in the construction of a narrow gauge railway, to a great extent, controls the reduction in earthwork and tun- neling, and demands the fullest attention. We cannot too highly impress the necessity of properly laying them out as they affect the wear of rolling stock and safety of travel owing to their being .so much sharper than on the standard gauge. Henck's Field Book so fully treats on curvature, that it is un- necessary to go into detail on this head, but we present the following formula originated by G. H. Mann, C. E., which will be found useful in laying out curves of small radius, as the method of laying out by deflection is often inconvenient, owing to the chords being short and inconveniently close to the in- strument.

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24

The random line T c is first run, and *-he angle I found by meas- uring I t' T and I T e, and taking their sum from 180°. Then IT T' determined, and the

ii=ic' = V\

(0

R = radius of circle ;

n I r r

2 sill ITT'' .', chord y tan I T T^ ;

or T f' X ta» I 'i' '1'' This value (i) may l)e (letermined as follows :

■}''

R-

(2).

(2) beet

l,f~-='^

+ /;.

,/2 008 2 I + (/•= sin2 I -j_ /,2 _}_ 2 ,/^siu I -^ R2 (/'■* H2<///siii I = R2 _ /<2.

(/ 4- /i sin 1=: ,/ R ^"3 /r^ !p //TsTn2~i.

</= v'K'

s^ I

I.

Or we n as follows ;

lay

if stakes are to be set at equal distances al

th

ong the curve, proceeii

Let T /' = V < ) T (• (^ = rt, i!i T c' = (i.

Tl

len a _—

2K h

X 360°, and /

J rt° = <) T c- d or (^ T I T= - _- X 90° =

- X 28° 39' ; then R'^ jy

/3 = I T T' — J a. </2 T?" + T^'^ —ilc'lb cos /3,

or 1

f t- = chord, d= V\ c^ + /^ — 7bco% /?;

and angle I is found thus :

sin I

/sin /?

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II

m

25

w

It will be noticed that the exact length of each arc is laid out, and no error arises from the chord being taken equal to the arc.' For curves of small radius, and where the length of arc is required to be quite small, this method has the advan- tage that the instrumental work can be done very rapidly.

Regarding the proper elevation of outer rail on cur\es, I find it to be the practice on some roads to leave the degree of eleva- tion to the section men, they putting them up according to t^ste. The consequence is that some curve-, are nearly " flat" or level, while others are "stuck clear up," and cars will [)ass around some of them very smoothly at high rates of speed, while on others the oscillation is fearful. Recent observation discloses the fact that on a cnvvc properly elevated there is no oscillation, however great the speed, providing always the track is in good surface and line. If the elevation is too great, the wheel flanges will be thrown against the inner rail with great force at high velocities. This may be accounted for in various ways.

One prominent engineer charges it to the cone of the wheels, and claims that the coning of wheels is an erroneous practice. This needs further investigation before mechanics will consent to drop the cone, the prevailing opinion being that the plan is correct. The idea is that in passing around a curve, the larger diameter of the wheel treads the rail on the outer side, while that on the inner, having a less distance to travel, runs on its smaller diameter, which seems to accord with both theory and practice. The evil ascribed to the cone as producing oscillation is doubtless chargeable to imperfections in the track. This is apparent from the fact that there is no oscillation on a perfect track on curves. In running at high velocities on curves, a slight imperL'ction in the line has a tendency to throw the flange against the inner rail, which of course puts the inner wheel on its largest diameter on the short side of the curve, where il sliould not be. The reaction of the powerful side thrust, together with the natural tendency of the cars to fall on the outer rail, brings it suddenly back to its former bearing, when there is another reaction, which is greatly assisted by an excessive elevation of the outer rail by the force of gravity. Thus we see that by the combined action of gravity, centrifugal force and momentum,

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26

1 !i ;

aided by imperfection in the permanent way, oscillation will continue entirely around the curve when the wheel is once thrown from its proper place on the rail by a single imperfec- tion in the track on first encountering the curve, although the rest of the curve may be in perfect condition, The same im- perfection in the permanent way that will throw the flanges against the inner rail on an elevated curve will do the same thing on a " flat" curve, but with somewhat diminished force, owing to the lack of aid from gravity, as in the case of the ele- vated rail. But while the inward end thrust is made more forcible by the action of gravity on the elevated curve, that, is to say by its (the axle) running down hill, the reaction on the flat curve is greater and throws the wheel flange against the outer rail with greater force, as- the motion is on a plane instead of on an incline or up-hill. In this way the danger of derail- ment is far greater on the flat than on the elevated curve. A defective joint, a worn flange, or any slight imperfection, may cause the wheel to mount by the undue force with which the wheel flange is thrown against the outer rail by the centrifugal force and reaction above mentioned. As the outer rail is the guide for the wheels, it is important that it be kept in a condi- tion as nearly perfect as possible, both in regard to its surface and line, as well as its elevation. It is also noticeable that on most roads the rails are not sufficiently bent on sharp curves, which causes excessive oscillation and wear, and this should receive greater attention than is usually the case. The proper way is to commence the elevation 1 00 feet before reaching the P. C. This gives an easy approach to the curve, as the wheel flange always follows the higher rail on straight line, and by reaching the curve with a gentle elevation, the wheels get their proper position against the outer rail, when they will keep it entirely around the curve unless forced inward by causes above mentioned. *

CROSS TIES.

Ties 5 inches by 7 inches, by 7 feet long, and placed two feet apart from centre to centre, give sufficient bearing surface.

KAILS.

The weight of iron is governed by the heaviest weight on

ion will is once nperfcc- ugh the imc im- flanges ic same id force, ■ the ole- ic more , that . is \ on the inst the 2 instead f derail- rvc. A ion, may liich the ntrifugal il is the a condi- ; surface that on ) curves,

should c proper hing the le wheel , and by <ifet their

keep it es above

i

any single wheel ; this is invariably on driving wheels of en- gines, and by the amount of traffic. Some narrow gauge rail- ways have found a 25 pound iron rail sufficient, while others use a 56 pound rail, or lay down a 40 pound steel rail at fust. The majority use 30 and 35 jjound iron rail. A few companies, unable to purchase iron at rhe outset, have availed themselves of wooden rails, made of hard maple, set into the ties, which are notched to receive them, and made fast by wooden keys. Tiie rails are 3 ' i inches by 6 inches, and as long as they can be got, and are spliced with a lap joint, held fast by two bolts. The wear of rails thus far has not been sufficient to furnish statistics in reference to their life on grades and curves.

TRACK-LAVIN(;.

Mr. Huntingdon has so tersely written on this subject, that we give his words entire :

TracU-l.iyinj; is geiieiallv performed in a careless manner, witli little c)r no rejiard to wear and tear of track and roliinj^ stock. Tiie main ol)iect in view l)eing to j;et over the ground as fast as i)(issil)le, so as to put tiie road in opera- lion, when all defects may lie remedied. 'I'his mif^ht lie well enough if the remedy was sure to he applied, hut this is very seKlom the case, and track once poorly laid, is {renerally allowed to remain so until safely demands a ihorouj^h overhauling, which can only be done at great expense and inconvenience. In- deed, there is no remedy for some of the defects of ]ioor track laying after the road is ])Ut in operation. Of course the ballasting can be done, the track put in good surface and line, the ditches and water courses cleaned out, and the road ])ut in good running order, for the //wcw/ ,• but if the lies are im]iro])erly laid, croiiked iron laiil on a straight line, if the iron is not sufficiently curved on curves, or is allowed to run ahead on curves, the inner rail getting so far ahead as lo bring the joint-ties diagonally across the track, there is no remedy, except to tear up the track and relay it.

two feet fice.

light on

saa

PROGRESS OF MRROW GAUGE RAILWAYS.

; i

iili

Althoucrh narrow j^auf^e railways in the United States are comparatively new, it bcinj^ only five years since the "round was broken — in 1 871 — for the initial line, the Denver & Rio Grande Railway, yet a large amount of mileage can be shown as completed and under speedy construction, notwithstanding the strong opposition and prejudice against them at their first introduction. That the opposition is declining and the preju- dice being overcome, is evident in the fact that such first-class standard gauge lines as the Pennsylvania, the Lehigh Valley, the Philadelphia, Wilmington and Baltimore, and the Memphis and Charleston, recognize in narrow gauge railways important adjuncts and feeders to their trunk line, and have assisted in their completion by either supplying superstructure or equip- ment, or guaranteeing, as in the case of the Philadelphia, Wil- mington and Baltimore, and Baltimore Central to the Peach- bottom Narrow Gauge Railway, a commission of 25 per cent, for the first year, and 20 per cent, for the second year, etc., on all passengers or freight carried by them, which is rccarried over the Peachbottom road fi'oni their country, or consigned from Philadelphia or Baltimore to points in the country reached over the Peachbottom.

That the attention of the public has been directed to the matter — a pressing want being felt that by some practicable means cheaper nv des of transportation may be obtained, more particularly in and for those sections not now furnished with a ready means of forwarding, to a market, the comparatively small amount of surplus available for export, but having such means at command could and would rapidly develop resources which otherwise must remain dormant — is evidenced by the annexed table giving the mileage constructed during each of

the five years 1871-5 :

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29

VAYS.

States are c ground cr & Rio be shown hstanding their first the preju- first-class rh Valley, Memphis important issisted in or equip- phia, Wil- he Peach- 5 per cent, ir, etc., on 1 rccarried consigned ry reached

:ed to the practicable ined, more lied with a iparatively aving such ) resources ;ed by the ing each of

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2 2 2"

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The late John Edgar Thomson, when conversing with a gen- tleman who was requesting his opinion on the narrow gauge question, stated, "that were he uow building certain of the branch roads of that great highway, the Pennsylvania Railroad, (one now carrying annually ! 0,000,000 tons of freight,) he would make them 3 feet instead of 4 feet 8^ inch gauge."

After such an endorsement by so celebrated an engineer and financier, whose whole life had been devoted to the study of railroading in its several departments, and with the past few years as a basis to stand upon, we believ^e that narrow gauge railways will be "a power in the land," and that they will rev- olutionize certain distri-ts in America, and whole countries in other parts of the world, and be the means of making fruitful the barren places.

In support of the statement just made, we produce two tables taken from an official report, showing by counties the progress of Colorado in population and wealth from 1870 to 1874. The counties in bold type are those through which the Denver and Rio Grande Railway runs. It will be seen that their development is trebled and quadrupled. The Denver and Rio Grande was begun in 1870.

POPULATION.

COUNl'Y. CENSUS 187O. CENSUS 1873.

Arapahoe 6,829 25,000

Bent 592 3.850

Boulder 1,939

Clear Creek I.'sgf^

Conejos 2,504

Costilla 1,779

Douglas 1,388

El Paso 987

Fremont •• 1,064

Gilpin 5,490

Greenwood 5'°

Huerfano 2,250 y.

Jefferson 1,39°

Lake S22

Larimer 838

Las Animas 4,276

Park 447 2,800

Pueblo 2,265 8,950

Saguache 304 2,000

Summit 258 1,050

Weld 1,636 5, 100

5.325

5,500

3,800

3,350

3.100

3.45°

3,300

• , 7,500

600

3,350

6,230

87s

3.250

S.780

Totals.

.39,864 104,860

33

h a gcn- w gauge 1 of the S.ailroad, ight,) he uge." incer and study of past few )W gauge ' will rev- untries in icT fruitful

iduce two unties the m 1870 to which the seen that ie Denver

CENSUS 1873.

.. 25>oo° ... 3.85" .. 5-325 .. 5.500 ... 3.800 ... 3.350 ... 3.100 .... 3.450 .... 3.300 .... 7.500 600

.... 3,350

6,230

875

3.250

5.780

2,800

8,950

2,000

1,050

5.100

104,860

COUNTY.

Arapahoe.

IJenl

Houlder ....

Clear Creek. 1,100,112

Conejos, including La Plata

Costilla, including Rio Grande

Douglas

Klliert

El Paso

Fremont

Gilpin 2,000,000.

ASSESSMENT LIST.

1S70. 1874.

$4,731,830 $15,088,085

35'.248 2,172,267

1,121,972 2,547,964

1,485,008

265,702 I4'.4>5

118,062 528,249

574.397 1,470,636

1,675.760

524.965 3.160,323

375.950 i.3'4.695

Greenwood

Huerfano

Jefferson

Lake

Larimer

Las Animas ..

Park

Pueblo

Saguache 129,656

Summit 123,926

Weld

2,322,342

446,924 Abolished in 1S74.

324.932 702,856

1,034.738 2,034,529

I72,9'7 250,998

332,5'o 905.944

457.932 1,186,482

175.550 795.707

857.811 3.784.348

599.308

158,722

954.361 2,003,166

Totals $16,015,521 $44,388,804

The Secretary of the Utah Western Railway writes : "The promoters of broad gauge roads here, as elsewhere, try to retard the narrow gauge as much as possible ; but in spite of this the broad gauge has built only 87 miles since May 17, 1869, while there have been built about 200 miles of narrow gauge since August 23, 1871, with a very good prospect of making a grand union road during the coming summer, to unite most of the narrow gauge roads in Utah."

On a previous page the subject of converting broad gauge lines into narrow gauge railways, in certain instances, was briefly mentioned. It has been demonstrated that a narrow gauge railway will be remunerative where a broad gauge can- not, owing to its much larger expenditures ; it is therefore not to be wondered at that the directors of such, being convinced of the efficiency and lesser expenditure of the narrow gauge railway, should convert their line into one by altering the 3

34

it

1!,'

li

gauffc and disposing of the rolling stock for other, seeing that if this is not accomplished, their railway must be run at a loss, or else train service must be discontinued. Or again, where certain short lines, built on the standard gauge, connect with trunk lines, built on the narrow gauge, and it is expedient to overcome break of gauge, and consequent transhipment, that such lines be converted into 3 feet ones; or further, where the surveys being made for a standard gauge, the original intention being to construct a line 4 feet S}4 inches wide, subsequent consideration on the probable traffic and consequent revenue, induced the construction of a narrow gauge railway.

The following railways are mentioned as an example of each proposition :

The Chester and Lenoir Narrow Gauge Railway, formerly the Kings Mountain Broad Gauge Railroad.

The San Rafael and San Quentin, leased by the North Paci- fic Coast Narrow Gauge Railway, and converted into one of 3 feet.

The Kalamazoo, Lowell and Northern Michigan Railway, organized for standard gauge, and to be constructed of narrow gauge.

Of the roads mentioned in the preceding table, the following have the amount of mileage set opposite each respectively under construction :

MILES.

Worcester and Shrewsbury Extension .' .' l6

Camden, Gloucester, and Ephraini 6

Peachbottom .- 5

St. Louis, Bloomfield, and I-ouisvillc 60

Chicago, Millington and Western 100

Havana, Rantoul and Eastern 90

Farmers' Union 12

West End 7

Wyandotte, Kansas City, & N. W 5

Denver and Rio Grande 50

Golden City and South Platte 2

Utah Northern 20

■ North Pacific Coast.... 25

San Luis Obispo 3

Chester and Lenoir 20

Texas Western 25

linfj that it a loss, n, where icct with ;dient to icnt, that 'here the intention bsequent revenue,

le of each

formerly

orth Paci- D one of 3

Railway, of narrow

following spectively

MILES.

i6

6

5

6o

lOO

9°

12

7

5

50

, 2

20

25

3

20

25

35

During 1S76 a very large amount of narrow gauge mileage will be completed, as the railways in operation have fully dem- onstrated their capacity in every class of traffic, and their economical operation will induce capital to seek them as investments. They should however be constructed from stock subscriptions, paid by the community along the route, and those interested in the development of the region, who are the interested parties in the operation of the railway. The most conservative financiers recommend that the whole cost of the road should be so divided between the stockholders and the bondholders that not more than one-fourth of the total amount should be raised by bonds, while three-fourths should be raised by stock subscriptions, aided by outside help. Floating debts should never be too heavy — at any sac- rifice a new railroad should place its debt beyond contingen- cies. The late Chief Justice Chase, when Secretary of the Treasury, in 1861, laid down this principle in a striking form. It was essential, he said, for a large debtor to maintain control over his indebtedness. It is especially needful for railroads to get such control. And of the legitimate rules for doing so, the chief one is this : To avoid demand obligations, and to con- vert, as rapidly as possible, their floating debt into long bonds.

On the next page we give a list of the companies in the most forward state, that have been recently heard from ; also their total projected mileage, and their mileage under con- struction, and the address to which communications should be sent, prefacing it with the remark that the data here given are as correct as circumstances will permit, seeing that there is no Bureau or organization created purely for the collection of such statistics, and to which narrow gauge railways could report. It is, therefore, not improbable that those lines that are reported as surveyed, may have their line graded, and those stated as under construction have part of their line ironed and in operation.

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With but few exceptions, three feet between the rails has been the width adopted by the narrow gauge railways of the United States; this gauge being found t'lo most servicable for carrying every variety of freight. Of the railways with a less gauge than three feet we must notice The Sumner Heights and Hazelwood Valley Railroad, of ten inch gauge — the nar- rowest gauge railroad in the world. This new departure is the idea of Mr. Geo. E. Mansfield, of Walpole, N. H., who projected and built it during 1875. The line is one-third of a mile in length, and starts from the summit of a small hill just back of the Hazelwood station, on the Providence Railroad, and after winding round the hill by sharp curves, comes down through his back yard, and by an apparently very dangerous curve shoots obliquely across one street, closely shaving a street cor- ner where it runs over a small bridge, and then across another street to the side near the railroad, and thence for a short dis- tance parallel with the latter. The ties or sleepers are com- posed of narrow strips of inch board about fifteen inches long, upon which are nailed (with small finish nails) rails made of soft wood, about an inch square and ten inches apart. On these are nailed narrow strips of thin hoop iron, and the whole affair is complete. The car used on this road is a platform, about two feet wide and five feet long, and the diameter of the wheels is five inches. It would seem, at first sight, that the whole affair was a mere boy's plaything, and a dangerous one at that ; but a test of its capacity would soon undeceive the proprietor of such hasty judgment. It would appear, to begin with, that the wheels of the car, with their small flanges, would be sure to jump the track at every curve, but by a peculiarity in the way of connecting them with the car (an invention of Mr. Mansfield) they follow the track in every wind and curve as surely as if they were eighteen inches in diameter and had a corresponding depth of flange. The maximum grade is 715 feet to the mile, and the sharpest curvature 25 feet radius. There is one bridge sixty feet long on a curve and grade of 440 feet to the mile. Tour heavy men can ride in the car, which descends by gravitation, and is under complete brake control; and those who have ridden upon it are surprised at the absence of oscillation.

ils has

of the vicable . with a heights he nar- e is the ■ojected mile in back of id after through s curve eet cor- another lort dis- ire com- ics long, made of 3n these ole affair m, about r of the that the rous one ;eive the to begin cs, would eculiarity ention of nd curve md had a de is 715 zt radius.

grade of 1 the car, ete brake rprised at

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NARROW GAUGE LOCOMOTIVES.

The locomotives for working narrow gauge railways neces- sarily conform to the same principles as those for the standard gauge; when, therefore, the projectors of the initial narrow gauge railway in the United States requested the Baldwin Lo- comotive Works of Philadelphia to submit designs for pas- senger and freight engines, their drawings did not essentially differ except in dimensions from those made for standard roads. A description of the first passenger engine, constructed in June, 1 87 1, and aptly named "Montezuma," its mission being to run through the territories once owned by that ancient monarch, will not be out of place.

The engine has four drivers connected and a two-wheeled truck. Diameter of cylinders, 9 inches. Stroke of piston, 16 inches.

" '' driving wheels, .....

" " pony wheels, .....

Distance between centre of pony wheels and centre of front drivers,

Distance between driving wheel centres.

Total wheel base of engine, .....

Rigid wheel base (distance between driving wheel centres), . Diameter of tender wheels, .....

Distance between centres of tender wheels,

Total wheel base of tender and engine, ....

Length of engine and tender over all.

Capacity of tender, ......

Weight of tender empty, .....

" " engine in working order, ....

" " " on drivers, .....

" " " on each pair of drivers,

" " " on pony wheels, .... Height of smoke stack above rail, ..... Height of cab from foot board to centre of ceiling.

Its tractive power, exclusive of the resistance of curves, is

as follows :

On a level, ....... 512 gross tons.

On a grade of 40 feet to the mile, .... 164 " "

On a grade of 80 feet to the mile, . . . . 98 " "

( 3-' )

40
24
5ft. SH
6 3
II ii>4
6 3
24
6
20 s'A
35 4
500 gals.
5.500	lbs.
25.300
20,500
10,250
4,800
9 9
6 3

I,

40

From these figures should be deducted 17 gross tons, the weight of the engine and tender in working order, to get the total weight of cars and hiding that can be drawn on a level or on the grades named. The speed attainable is between 25 and 35 miles per hour.

In the course of time defects were apparent in engines for passenger service constructed as above. Locomotives, there- fore, arc not now built on that pattern, but made similar to the " Baldwin," a view of which is given on opposite page.

The following is a description of an engine built by the Na- tional Locomotive Works at Connellsville, Fa.

Tliis enfjine has four connected drivers and a four-wheeled truck. Diameter of cylinders, 12 inches. Stroke of iiiston, 18 inches.

" " driving wheels, ....

" " truck wheels, .....

Total wheel base, ......

Rijjid wheel base, ......

Tender, eight-'"'heeled, tank capacity.

Diameter of tender wheels, .....

Distance between centres of tender wheels.

Total wheel base of engine and tender.

Length of engine and tender over all.

Weight of tender empty, .....

" " engine in working order,

" " " on drivers, ....

" " " on truck, ....

Height of smoke stack above rail,

" " cab from foot board to centre of ceiling.

TRACTIVE POWER.

On a level. On a 20 foot grade, On a 40 foot grade, On a 60 foot grade, On a 80 foot grade, On a 100 foot grade.

46	<t
22	it
i8ft.	ti
6 8	i(
1,200	gals.
24 in	ches.
48	((
36ft. 8	tt
43 3	(<
11,600 lbs.
37,000	((
26,000	f-
11,000	<(
II feet
6 "	Sin.
740 gross	tons.

395 260

19s 140

"5

the

the

or

and

for

liere-

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Tlic Followiii); IlIiiHtraAioiiM Show i

PORTER, BELL & C

Li<^ht passenger engine for 25 or 30 ih. rail.

8 in. diam. 16 in. stroke, Cylinders, 9 in. diani. 16 in. strok

5 feet 9 inches,

10

<)

33 in. or 36 in. 22 " 24 "

16 CXK) lbs., 2,500 " 500 gals.

Rigid wheelbase, 6 feet 6 inches

Total wheclhase, 12 " o ''

Diamett.'r of drivers, 36 in. or 40 i;i.

Diameter of truck wheels, 24 " 26 " Weight in working ortler, Weight on drivers, 20,000 llis.

" on tiiick, 4,000 "

Water capacity of tender tank, 750 gals.

Light freight engine for 25 or 30 th. rail.

Cylinders, 9^ inches diameter 14 inch -.hoke.

Wheelhase, . . . . . . . 71't. :; iiiclie

Diameter of drivers, ...... 30 or 33 ''

Weight in working order, .... 20,ooD Ihs,

Water capacity of tender taid<, . . 500 gals.

For mixed service larger (.Jrivers and a two-wheel suing bolster r is required. The three foil ja'ui^" styles are specially adapted to local and sulm 8 X 16 up to 12 X 16 cylinders.

The Following IlliiMtrntioiis Show Aho Principal

PORTER, BELL & CO., OF

Light passenger engine for 25 or 30 lb. rail.

8 in. diam. 16 in. stroke, Cylinders, 9 in. diam. 16 in. stroke.

5 feet 9 inches, 10 " 9 " 33 in. or 36 in. 22 " 24 "

16 000 lt)S., 2,500 '« 500 gals.

6 feet 6 inches. 12 " o '' 36 in. or 40 in.

Rigid wheelbase, Total wheelbase, Diameter of drivers. Diameter of truck wheels, 24 " 26 " Weight in working order. Weight on drivers, 20,000 lbs

" on truck, 4,000 "

Water capacity of tender tank, 750 gals.

»•

Light freight engine for 25 or 30 tb. rail.

Cylinders, ()j4 inches diameter 14 inch stroke.

Wheelbase, . . . . . . . jft. 3 inches.

Diameter of drivers, . . . . . , 30 or ^t, ''

Weight in working order, .... 20,000 lbs,

Water capacity of lender tank, . . 500 gals.

For mixed service larger drivers and a two-wheel swing bolster radius bar truck required. The three foUjvVaig styles are specially adapted to local and suburban roads, ar 8 X 16 up to 12 X 16 cylinders.

V the Principal Ntylcs of ^nrrow Gauge Loc^niotiTCS Built by

JO., OF PITTSBUBOH, PEISTN^^.

♦•

roke.

Through passei^er engine ior 35 or 40 tb. rail.

10 inch diameter 16 inch stroli; cylinders, 11 inches diameter 16 inches stroke.

6 ft. o inches. Ki^id whtelbasc, 6 ft. o inches.

15 '• 10 " Total wh^li)ase. 15 " 10

44 " Diameter pf drivers, ' 44

30 " DiametiT of truck wheels, 30

Weij^lit in working order,

22,000 lbs. " Dili drivers, > 24,000 lbs.

8,000 •' " oij truck, . ' ■ 8,500 "

1,000 gals. Water c-ipacity of tender tank, 1,100 gals.

This Style, with 36 or 40 inch drivers, is well adapted for mixed trains.

Heavy freight engine for 35 tb. rail.

II inches diameter 16 inches stroke ; cylinders, 12 inches diameter 16 inchts

stroke. 8 ft. I inch.

30,000 i)js. 1,100 gals.

Wheelbase, Diameter of drivers, Weij^ht in working order, Water capacity of tender tank.

8 ft. r inch.

36 " 33,000 lbs. 1,200 gals.

■ radius bar truck is used. For the slov/ speed most economical for freight service, no pony truck is suburban roads, and no extended list of dimensious can be easily given, as they are all built from

41

The following is a description of an cight-whcclccl locomo- tive built by the Brooks Locomotive Works, of Dunkirk, N. Y.:

Stroke	of piston,	16 inches
.	.	44	i(
.	.	20	It
•	.	39 /z	((
.	. 1 6ft	. I	((
.	6		^t
.	.	24	It
	30	9	t(
.	.	Soo	gals
	2	5,000	U.S.
,	I	7,000	((
	,	8,000	tt

DInnieter of cylinders, 11 inches.

" " driving wheels,

" " truck wheels,

" " driving wheel centre. Total wheel base of engine, Rigid wheel base, .... Diameter of tender wlieels. Total wheel base of engine and tender, Capacity of tender. Weight of engine in working order, . " " " on drivers, " " " on leading truck, .

The boiler is of the kind known as wagon top .style and made of Pennsylvania charcoal iron ^ inch thick. Cylinder part of boiler 35 inches diameter at smoke box end; made telescoping back. Dome 22 inches diameter and 22 inches high, placed over fire box. Flues 82 in number, !-):( inches diame- ter, 7 feet 6j^ inches long, set with copper bushing at fire-box end. Before lagging is put on, boiler to be fired up and tested as perfectly tight under a steam pressure of 155 pounds.

The fire box is of homogenous cast steel 49^2 inches long and i8y^ inches wide inside. Sides, crown and back sheets }{ inch thick; flue sheets 3-8 inch thick. Water space 2}4 inches back and sides, 2^/j inches front. Stay bolts of Ulster iron J'i inches diameter, placed not over 41/i inches apart, screwed and riveted over sheets at both ends. Crown bars made of two bars iron 4 inches by % inch, ^elded at ends, placed not over 5^ inches from centre to centre; ends having firm bearing on side sheets. Crown sheet securely fastened to

It

'i

43

bars by rivets placed not over 4>jX5 •/ inches apart. Grates adapted for the fuel ; ash pan, approved design ; smoke stack, adapted for the fuel.

Safety valves, two in number, patent relief valves placed in dome, one set to limit the pressure desired, the other adjusta- ble by a lever in cab.

Frames, of hammered iron with pedestals welded on, planed full len<;th. Top bar 2ljX3 inches. Pedestals cased with cast iron gibs and wedges, to prevent wear by the boxes.

Pistons, to have cast iron spider and follower with Dunbar's patent .steam packing, with rods of patent cold rolled iron.

Guides, of hammered iron case-hardened, 2^ inches wide, 15^ inches thick at each end and i ' i inches thick in the mid- dle, fastened to yoke.

Valve motion, approved shifting link style, graduated to cut off equally at all points of the stroke. Links of best hammered iron well case-hardened. Rocker shafts of wrought iron with journals 2^{ inches diameter, and 8 inches long; arms J^ inches thick. Reverse shaft made with arms forged on.

Tyres, of best crucible cast steel, flanged, 5 inches wide, and 2)^ inches thick when finished.

Driving axles, of best hammered iron ; journals 5 inches diameter, and 6 inches long. Wheel fit 5 inches diametei 6 ^V inches long.

Wrist pins, of best cast steel. Wheel fit 574 inches \on^ and 3'/^^ inches diameter. Main wrist 3 inches in diameter and 3 inches long. Side rod wrist 2^^ inches in diameter and 23^4 inches long.

Springs, of best quality of cast steel.

I'eed water, supplied by two brass pumps with valves and cages of brass, well fittetl. Plungers of patent cold rolled iron : or one pump and one No. 5 injector. Cock in feed pipe regu- lated from foot-board.

Engine cab, to be substantially built of walnut well finished, and securely braced to boiler and running boards. Pilot, to be made of oak and ash, well braced. Finish — Boiler lagged with wood, jacketed with Russia iron secured by brass bands. Dome lagged with wood, with brass

43

casing; on body. Top and bottom ring of brass or iron. Cylinders lagged with wood, jacketed with brass, with brass casing heads. Steam chests cased with brass. Top cover to be made of cast iron. Cylinders oiled from cab by pipes under jacket.

Its tractive power, exclusive of the resistance of cur\*es, in addition to weight of engine and tenders, is as follows :

On a level,

On a giatle of 20 feet to the mile. On a yrade.of 40 feet to the mile, On a fjrailo of 60 feet to the mile. On a tirade of 80 feet to the mile. On a j^rade of 100 feet to the mile.

550 «•■( 250

100

.So 70

tons.

The next illustration is of a " Mogul" engine, built at the same works. This style of locomotive is recommended by Mr. Brooks in his letter to the author, which will be found at the end of the chapter.

With the exception of the following alterations, the specifi" cation for an eight-wheeled engine is suitable for the Mogul pattern.

Fire box 60 inches long, 18'/^ inches wide inside. Diameter of cylinders, 11 inches.

" " drivinj^ wheels,

" " truck wheels,

" " driving wheel centre. Total wheel base of engine, Rigid wheel base, .... Diameter of tender wheels. Total wheel base of tender and engine, . Capacity of tender tank, Weight of engine in working order, " " " on drivers, . •' '' " on truck wheels,

Stroke of piston, i6inchcs.

36 " 24 "

32 "

. iSl't- 9 "

10 6 " 24

• 3' 7 " 1,000 gals.

33.000 lbs. 28,000 " 5,000 '•

44

Guides, of hammered iron case-hardened, 3 inches wide, i }i inches thick at each end and i}i inches thick in the middle, fastened to yoke.

Valve motion, approved shifting link style, graduated to cut off equally at all points of the stroke. Links of best ham- mered iron well case-hardened. Rocker shafts of wrought iron with journals 2!/^ inches diameter, and 10)8 inches long; arms Ji inches thick. Reverse shaft made with arms forged on.

Driving wheels, 6 in number, 32 inches diameter inside of tyre. Centres of ca.st iron constructed with hollow hubs and rims, solid spokes, relieving the centres from all strain from contraction in cooling by a uniform distribution of metal.

Tyres, of best crucible cast steel, flanged, 5 inches wide, and 2 inches thick when finished. Tyres on middle pair of drivers plain, 5 ^^ inches wide.

Driving axles, of best hammered iron; journals 5 inches diameter, and 6 inches long. Wheel fit 5 inches diameter, 6 ^\j inches long.

Wrist pins, of best cast steel. Wheel fit 6 inches long and 3^ inches diameter. Main wrist 3 inches in diameter and 2j4 inches long. Side rod wrist 2^ inches in diameter and 2^ inches long.

Feed water, supplied by one brass pump outside of cross head, with valves and cages of brass, well fitted. Plungers of hollow tubing. One No. 5 injector. Cock in feed pipe regu- lated from foot-board.

Its tractive power, exclusive of the resistance of curves, is as follows:

On a level, ....... 750 gross tons.

( )n a grade of 20 feet to the mile, .... 350 " "

On a grade of 40 feet to the mile, .... 225 " "

On a grade of 60 feet to the mile, . . . , 150 " '*

On a grade of 80 feet to the mile, . . . . 125 " "

On a grade of 100 feet to the mile, .... 100 " "

The following letter from the President of the Brooks Locomotive Works to the author is of such interest that we produce it entire:

Mv Dear Sir: — Will you kindly allow me space in your

45

valuable publication upon the Narrow Gauge Railway System, to give briefly my reasons for recommending the so-called " Moi^itT' locomotive for all general traffic upon such a line, either passenger or freight. Tlie importance of rightly decid- ing this question canned be oa er-estimated ; and r ^ Irm con- viction as to its bearing upon the economical operation of the system must be my apology for this article.

The elements of friction obtaining from the operation of any given width of gauge of track or lateral base line for the support and movement of the equipment thereon, may be very properly classed under three separate heads.

1st. In the decreased proportionate weight of equipment to paying load moved.

2d. In the frictions resulting from the conditions of the vertical lateral centre of gravity, and the angle of stability.

3d. In the frictions resulting from the conditions of the angle of impingement of the flanges of the wheels upon the rails.

The entire economies resulting in the operation of a narrow gauge railway, obtain from these three heads; and therefore no one interested in the construction or maintenance of a narrow gauge railway can afford to ignore the advantages to be derived from a careful study and analysis thereof. Many persons are seemingly so carried away with the positiveness of these resulting economies, without regard to conditions, that they seem to fully believe that one pound avoirdupois weighs less than sixteen ounces. Actual weight, unfortu- nately, possesses no less gravity upon a narrow than upon a broad gauge; and therefore nearly «// economies in this direc- tion must be obtained under the conditions of the 1st head.

I .say " nearly all," as there is a percentage of gain even in moving the same weight upon a narrow gauge, prov'ded proper attention is paid to the conr'itions of the 2d head , and a constant certain percentage of gain always, in moving the same weight upon a narrow gauge, under the conditions of the 3d head.

One of the most important questions for the consideration of parties designing to construct, equip or operate a narrow

46

gauge railway, is to decide upon such a weight and design of locomotive, as shall secure to them all the advantages to be derived from the adoption of such gauge. The proper distri- bution of weight in order that the maximum weight upon any one point upon the rail may never exceed a given limit, and that limit so largely under the capacity of a light iron rail to receive without injury, as to be used many years without per- ceptible depreciation, should receive minute attention and consideration. Now I assert as the experience resulting from a careful study of this question, that upon a 35 ft) rail, the weight upon a single point should never exceed three tons: and I also assert that if <"he weight is kept down to two and one-half tons upon a single point, the rail will only wear out from lateral abrasions, and will be practically indestructible from hammering and consequent lamination.

Upon this question of locomotive equipment, minute con- sideration should be given to the conditions under the 2d head.

There is a misapprehension of the law governing the lateral oscillations and abrasions, from which obtain the frictions under the 2d head.

The fact, that the philosophical law of all lateral oscillations of the rolling stock in motion, in the abrasions of the wheels upon the rails, determine that such abrasions sliall be upon curved lines or upon arcs described by radii, from the vertical lat- eral centre of gravity to the point of contact of the zvheels upon the rail, in so far as the conflicting force of gravity will admit, seems to be '^nored ; and it is taken for granted that with any given deflection in the base line or track, the same results would obtain as when such rolling stock were not under for- ward or backward motion.

Suppose a vertical deflection obtains at a point under the wheels of a car or locomotive at rest; the lateral force obtained would be precisely as to the angle of deflection; because the effect of such deflection would obtain positively and directly when received; and "wowXdhQ decreased \n {orcc and quantity precisely in proportion to the increased width of gauge, or much less upon a broad, than upon a narrow gauge, with the same vertical deflection in each case.

47

Whenever such car or locomotive is under motion, however, the result of any vertical deflection in the base line laterally, obtains far <5rj^;/<'/ the point where such deflection occurred; emanating directly from the centre of gravity of such moving body; and therefore the quantity of lateral abrasions and con- sequent friction resulting from any given deflection would be nearly as to the distance from the centre of gravity (vertical and lateral) to the point of contact of the wheels upon the rails.

Therefore, in order to secure the best results, a locomotive should be used having the minimum elevation of centre of gravity, and designed to give the most uniform steadiness of motion, as well as the most uniform distribution of weight.

I am aware that much prejudice exists against the " Mogul" locomotive for rates of speed exceeding 12 miles per hour, upon roads of standard gauge ; and that the experience of rail- way managers invariably has been, that such a locomotive should only be used at slow rates of speed. There is no doubt that very heavy depreciation would follow the use of these locomotives at high rates of speed upon a standard gauge; for the reason that upon such gauge the lightest "Mogul" locomotive built has a weight upon each driving wheel exceeding five tons ; and the general and more frequent fact is, that they are run with a weight exceeding six tons upon a single point. Now a weight even of five tons upon a single point upon an iron rail, is so very near the full capacity of resistance of such rail, thai the added and consecutive blow of the extra driving wheel of uie " Mogul" locomotive is a very large added element of depreciation ; and hence the idea seems to obtain that the same difficulty would result from the use of the "Mogul" locomotive upon the narrow jauge for high rates of speed. This, however, is not the case where the maximum limit of weight upon a single point never exceeds tw<o ana cm' half tons ; for the reason that this weight is so 'argely under and within the capacity of an iron rail, that the added conse- cutive blow of the extra driving wheel is of no consequence; and the steadiness of motion attained by a proi)cil propor- tioned and properly counterbalanced " Mogul" locomotive may be secured without fear of pernicious results.

48

ii

There is not the slightest difficulty in attaining and main- taining a speed of ^o /ui'/c's per //^wr if desired, with a diameter of driving wheel thirty-six inches. A very high velocity is not expected nor generally desired upon the narrow gauge; and as the question of the elevation of the centre of gravity is really a most important one, driving wheels thirty-six inches in diameter will be found to give the best results in the end. Hence I do not hesitate to recommend a properly propor- tioned '"Mogur' locomotive with thirty-six inch driving wheels, as the best and most economical for adoption for general traffic upon a narrow gauge.

There will be exceptions to this in the way of requirements for special service in the vicinity of large towns, where a light and frequent suburban passenger traffic exists; in which case a locomotive specially adapted to the specific service required, and not at all suited to general work, would be found to be the most serviceable.

Upon page 43 will be found a cut and general specifications of the Brooks Mogul three feet gauge locomotive; and while we desire to give our friends and patrons who favor us with orders such locomotives as they deem best in each special case, we take the liberty of recommending the "Mogul" loco- motive as likely to give them the best satisfaction and the most satisfactory results.

Upon page 41 will be found cut and general specification of the standard eight wheel locomotive adapted to the narrow gauge.

Most respectfully submitted to yourself and your readers by

H. G. Brooks, Prest. Brooks Locomotive Works.

..J.:

FIRST NARROW GAUG

BUILT BY THE JACKSONI

1871.

iniiHi mrJi n

mmsam ii mwmm mmm : ii> misiiBBii mnniniiiiiim

)W GAUGE PASSENGER CAR,

lACKSON & SHARP COMPANY,

1871.

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IPANY,

NARROW GAUGE PASSENGER CARS.

When the question was first discussed of building Narrow Gauge Railways in the United States, the projectors naturally looked to the engineering fraternity of Great Britain for pre- cedents. The result was apparent in the establishment of a measure of favor towards the use of four-wheeled passenger cars, built on the coupe plan, so common on European roads. F'urther reflection, however, decided that it would be impossi ble to revive a custom that had become so obsolete in America, as the one of confining a small number of passengers in the equivalent of a stage-coach body.

In the meantime the Jackson and Sharp Company, of Wil- mington, Delaware, prepared and submitted designs for pass- enger cars, built on the American plan, of placing a long body on swinging trucks, to the Denver and Rio Grande Railway, the initial narrow gauge railway in the United States. These were approved and adopted by the managers, and on the opposite page will be seen a side view of the car " Denver," constructed in 1871, and being the first narrow gauge car built in America. The dimensions are as follows :

Length Width . Height Diam. of wheel

35 feet. •• Weight . 7 " I Ueail wt. per pass.

15,000 pounds. 416 " 10'/^ " : Capacity . . .36 pass.

2 " I Ht. of .sill from ground 27 inches.

The interior arrangement may be inferred from the accom- panying cut. The seats are double on one side and single on the other, this arrangement being reversed in the centre of the car, so that each side carries half double and half single seats — an arrangement which secures a perfect balance of weight when the car is full.

The single seats are nineteen inches wide, the double seat, thirty-six inches, the aisle seventeen inches. These cars are 4 (49)

3"

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III

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i\ I'

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50

finislicd in the best style; the wood work, the upholstery,

decorations, antl the whole arrangement being first-class. The accompanying section shows how the angle of sta- bility diminishes from fifty and one-half degrees for the empty car to forty-seven and one-half degrees for one loaded. This excellent result is due to a care- ful study of the parts, so that the load is carried within the shortest possible distance from the track. Even when exposed to the fierce onset of the Colo- rado gales, the cars have always proved themselves equal to the emergency. This has not been peculiar to that locality alone, but from all roads throughout the country the same satisfactory record has been received.

It was thought among narrow gauge engineers, when the system was in its infancy, that in no case should the width of car exceed double the gauge of the road. Even the seven feet width of body in the Denver and Rio Grande cars was regarded with feelings of apprehension until such time as the practical demonstration of the case proved the fallacy of the hypothesis. Since 1871 the width of cars has been steadily increased by builders, until at length a width of 8 feet over body has been attained and operated with great success. The height of cars has remained unaltered, and other details the same. A most important advantage has been secured by the change in width, for by this means it is possible to seat four passengers abreast instead of three, and thus increase the car- rying capacity of the car from thirty-six to forty-seven pass- engers. This improvement especially commends itself to the wants of short lines of twenty to forty miles in length, and to temperate climates. In tropical climates it is best to keep the

BUILT BY BILLMI

yoi^k:

BILLMEYER & SMALLS,

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SMALLS,

51

width at eight feet and lengthen the seats, so that three pass- engers will be accomodated abreast. Cars eight feet in width and seating four passengers abreast have an aisle ot seventeen and one-fourth inches wide, and seat rooms of thirty- five inches each. As such cars weigh about 16,000 pounds, the dead weight per passenger is only 340 pounds. The saving in dead weight is very marked as compared with that of 722 pounds per passenger, so common on roads having a gauge of 4 feet 8y^ inches.

Thus far we have described only the mode of seating the passengers in first-class cars in which the seats have reversible backs. In second- and third-class cars it is the custom of some builders to arrange the seat^ parallel to the walls of the car, the same way as obtains on street railways, and placing at the same time seats in the aisle for twelve passengers. The l^f^ter seats are arranged transversely and back to back. Where no saloon is used a car of thirty-five feet in length will seat, by this arrangement, sixty passengers, giving a dead weight of about 266 pounds per passenger. We leave '> to others to infer what saving may safely be relied upon under such favorable relations between dead weight and effective load.

^t can scarcely be necessary to enlarge on the comfort and ease enjoyed in the cars of the narrow gauge system, or to point out the close similarity in arrangement of stoves, saloons, sashes, ventilators, etc., common to the broad and narrow gauge systems. Suffice it to say that the Company who first demon- strated the feasibility of building comfortable passenger cars, has since manufactured most luxurious parlor as well as sleeping cars for roads of three feet gauge. There is, in fact, no limit to the comfort that can be secured with the development of the system.

The annexed cut represents a narrow gauge passenger car built for the " Eureka and Palisade Railroad Company," by Messrs. Billmeyer & Smalls. It is a first-class car, which for strength, beauty and comfort is not surpassed by any passenger car manufactured in this country. This car, named " Eureka," has a length of thirty-five feet in the body and forty-one feet

S s

52

out to out, and is seven feet in width, with a comfortable carry- ing capacity of tliirty-six passengers; it weighs about 17,000 pounds, but could be built lighter without lessening much of its strength by the use of canvass instead of tin roofing, and by reducing the sizes of the irons and timbers used in its con- struction, though it is deemed by the builders of the " Eureka" far more important to guard against possible contingencies, than to save a few thousand pounds in the weight of the car.

The trucks are built of the best material and are after the most approved plans, securing to them strength and stiffness, and to the car the steadiness and easy motion always so desir- able to travelers. The body of the car, which in design is similiar to the first-class coaches used on the Pennsylvania Railroad, is a model of strength and beauty, and is evidence of the superior artistic, as well as mechanical skill of its builders. Its frame work is of the best Southern Yellow Pine, braced and strengthened and put together in such manner as to secure the most perfect protection against accidents and at the same time give symmetry and grace to the appearance of the car when finished. The finest quality of poplar is used on the out- side, while the richest and best varieties of hard wood, such as cherry, walnut and ash, are used with well selected profusion on the inside, and with its cushions of scarlet and green, and its hooks and lamps, and knobs, hinges, etc., of silver mount- ing give it the appearance of some fairy boudoir rather than a temporary convenience for the traveling public.

The coloring is all very fine, and though not gaudy, it is yet bound to attract and plea.se the dullest lover of the beautiful.

A patent heating stove ornaments, and is at the same time of sufficient capacity to make the car comfortable in the coldest weather.

The Messrs. Billmcycr and Smalls in the "Eureka" have thus added to their reputation of long standing as among the best freight car builders in the United States, the title of first- class narrow gauge passenger coach builders.

They are now building for the Denver & Rio Grande R. R. Co. a number of first-class coaches, eight feet wide, forty-one feet total length, containing fourteen windows on each side,

I

Narro^v Gauge Fa

BUJLT BY BARNEY & SMITH

35 ft. over sills, double seat each side of aisle, seats 46 Passengers, leaving room foi opening in window, giving ample room for Passengers to look out, and giving unusual o deck made to open, a most important feature in so small a car with so great a carrying c

rauge Fasseiiger Car,

& SMITH MANUFACTURING CO,,

^YTonsr, oh:io.

jrs, leaving room for stove and saloon. Weight gj{ tons. Special notice asked to height of nd giving unusual opportunity for free ventilation through the large opening. All sash in 0 great a carrying capacity.

ruiiiNG CO.,

35 ft. eight g}( tons. Special notice asked to height of opening in ilation through the large opening. All sash in deck made

S3

with two in each end of car, with twenty-five double seats, twelve on each side placed opposite each other and crosswise of the car, the other one placed at the end of the car back of the door, lengthwise of the car; with Miller platform and coup- ler, twenty-four inch wheels, etc.

By a vote taken at the Narrow Gauge Convention held in the City of St. Louis, June, 1872, it was decided that, as a matter of expediency, the height of the centre of drawheads of cars should be 24 inches above the upper surface of the rails. The wisdom of this cannot be overestimated, for with a three feet gauge there is no possible reason for a difference in height of drawheads on converging lines of road. If the 24-inch wheel is universally adopted as the standard, both in the case of passenger and freight service, then the narrow gauge system will have the uniformity of design recently established on the broad gauge. In the former case the heii^ht of dr- .v'head would be 24 inches, and the diameter of the vv'heels 24 inches; in the latter 33 inches height of drawhcad, and 33 inches standard height of wheel. Such dimensions are in accordance with the laws of most perfect stability for the freight, a.s well as the passenger cars.

The many improvements that have b^'en adopted on the standard gauge, such as the Miller Platform and Coupler, the Westinghouse Air Brake, etc., have also been applied to narrow gauge cars with equal success; so that in mechanical as well as in artistic adaptability the n.irrow gauge system is equally pliable with the standard gauge, while in working economy it is vastly its superior.

NARROW GAUGE FREIGHT CARS.

'

TiiK question as to whether narrow gauge freight cars could transport with equal facility the same class of freight as that carried in standard gauge cars, so naturally arose when railways of three feet gauge were projected, that it will not be inopportune to refer in this place to each class of car con- structed, and compare it and its relative capacity with the sarfie class on an ordinary gauge railway.

In 187 1, the well-known car builders, Messrs. Billmeyer & Smalls, of York, Pa., were requested by the Denver and Rio Grande Railway Company to submit designs and dimen- sions for a Flat Car and Box Car, for their three feet gauge railway, then being constructed. The designs being approved, they commenced building the first cigJit-zvhcclcd narrmv gauge freight car constructed in America. A view and description of this car is given below:

Length of frame 23 ^^ feet. Width, 6 feet. Wheels 20 inches in diameter, fitted on 3'^ inch axles with .steeled iron trucks, and steeled spiral bearing springs encased.

Weight of car, 6,250 pounds. Capacity, 10 tons. Cars of this class have been built 25 feet long, dYi to 7 feet wide, with 24 inch wheels, and weighing about 7,500 pounds.

Gaugt. Wtight 0/ car in pounds . Capacity in pounds. Proportion of dead weight

to paying load. Standard , 18,000 20,000 i lo i.ii

Narrow . . 6,250 19 000 i to 3.04

(54)

55

The following is a view and desi ription of the first eight- wheeled Box Car built by the same builders:

Length of frame, 23'/^ feet. Width, 6 feet. Wheels, 20 inches in diameter, fitted on ^}i inch axles, with steeled iron trucks, and steeled spiral bearing springs encased.

Weight of car 8,800 pounds. Capacity, 9 tons. Cars of this class are now being built 25 feet long, 7 feet wide, with 24 inch wheels, and weighing about 10,000 pounds.

(^auge. H'eight of car in founds. Capacity in pounds.

Standard Narrow .

The following is a view and description of an eight-wheeled Coal Car with two drops in centre, designed and constructed by Messrs. Billmeyer & Smalls, for the East Broad Top Rail- way Company.

19,000 8,800

20,000 17,600

Vri'portian iif dtad weight to paying load. I to 1.05

I to 2

Length of frame, 23^ feet. Width, 6 feet. Wheels, 20 inches in diameter, fitted on 3^^^ inch axles with steeled iron trucks, and steeled spiral bearing springs encased.

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Weight of car, 9,000. Capacity, 10 tons

(laHgr, H'n'ght o/car in pounds. Ca/'acity in pounds.

Standard l8,ooo 30,000

Narrow . . 9,000 20,000 i to 2.22

The following is a view and description of an eight-wheeled Stock Car, designed and constructed by Messrs. Billmeycr & Smalls, for the Costa Rica Railroad.

Proporiinn t>/ dtnd ivrighl to pitying lotitl, I to 1.60

Length of frame, 23 j^ feet. Width, 7 feet. Wheels, 20 inches in diameter, fitted on 3 M? inch axles with steeled iron trucks, and steeled spiral bearii. , springs encased.

Weight of car, 8,000 pounds. Capacity, 9 to 12 large head of cattle facing the ends of car, or 16 small cattle facing side of car.

Weight 0/ Ctir No.ofcattte Weight 0/ cattle Gross weight of Total weight Gauge. in pounds, per cur. in pounds. loaded cars. per head.

Standard, 18,000 14 19,600 37.600 1,285.

Narrow, 8,000 9 12,600 20,600 888.

Dead weight in favor of narrow gauge, 397.

A difference of 397 pounds per head, 3,573 pounds per car load of nine head, and in a train of twenty cars 71,460 pounds, or thirty-five tons in favor of the narrow gauge. Prominent stock men state that they prefer sending their stock to market in such cars, because the cattle steady themselves better, and there is less danger of their getting down, and because it is easier to feed and attend to them.

From the foregoing comparisons it will be seen that the least dead weight is hauled when a narrow gauge car is moved,

5;

and that relatively a fjrcater amount of payinj^ weight is tratis- portcd in it than in the standard gauge. This is one of its greatest advantages, and is well worth remembering. The fol- lowing extract from the First Annual Report of the Denver and Rio Grande Railway Company is so much to liie point, that we shall conclude this chapter with it:

Willi conconlritcil or he.-ivy freij^'ht, which cnn^tilutes on this, as on nearly all railroads, the jjreat l)iilk of the tonnage to lie transported, the advantaj^e realized has been 35 per cent. That it is to say, thirty-five hundredths more freight has heen rej^nilarly carried on the narrow fjaujje rolling slock, with the same total weight of .ars and load, as on the broad (,'auj;e. This can he most readily icen hy ol)servin;j a train of 16 loaded cars (which wciyh say 8j^ tons each when empty) arrivinj; at Denver on the broad ;{au;^e road, and their contents trans- ferred to the Denver and Kio Orande Railway. The same frt'ii^hf is placed in 20 narrow {jauj^e cars, ihe eniply weit^lit of which is somewhat less than three Ions each. The comparison will then stand as follows :

• Paying; Curs. Empty iveight. loiiii.

16 widc-gaugc 3',< ton« each. n tons each,

20 narrow-gauge . . .less tlian 3 tons each, 8 "

Saving iti total weight, 76 tons which is equivalent, after allowing for the weight of cars necessary to carry it, \o ^G ions adiiitional freight which the narrow g.niti.^e train could take without any increase of weight over the broad gauge train — in other words, 35 per cent, more ; this is on the jiresumption that the cars on each gauge are fully loaded. I5ut it very frecjuently hajipens in the ordinary course of railroad bus- iness that cars are net loaded to their capacity, in which event the narrow gauge receives a proportionately greater benefit. For in- mce, if from any slalitin there was a load of but 5^ tons to cany, the narrow gauge car would weigh no more with this load than the broad gauge would entirely empty.

It is the case with almost any kind of freight that whate^'cr a (../ on the Den- ver and Kio Grande Railway holds of ^oods up to 5^ tons, is so much dear gain to it. That is, it can carry that much in each car as cheaply as the wide gauge road can run its cars empty.

Tohil	T,>tiil	Total
iteiiii	piiyini;	weight iiirs
veiglil.	load.	a Hit toail.
ij6 tons.	i6'>	396
riQ "	.6cj	aao

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REPORTS OF ROADS.

ALAMICDA, OAKLAND AND PIICDMONT RAILROAD.

This Company was organized in February, 1873, to construct a narrow gauge railway from Oakland, in Alameda county, to Piedmont Hotel, a watering place on the Coast Range, thence into Contra Costa county,adistanceofabout 60 miles. During 1873, some ten miles were constructed between Oakland and Piedmont Hotel, that are reported to be doing a good busi- ness, as the line runs through a fine agricultural country.

No statistical information could be obtained.

The capital stock is $100,000, all paid in.

The office of the Company is at Oakland, Cal.

AMERICAN FORK RAILROAD.

This Company was incorporated on the 3d of April, 1872, to construct a narrow gauge railway from American Fork, a station on the Utah Southern Railroad, eastward, up the caiion, and passing the Miller and other mines, to Sultana, an esti- mated distance of 22 miles. Work was commenced in May, and by October, 18 miles were completed between the junction with the Utah Southern Railroad and the mines at the head ot American Fork Caiion.

The maximum grade is 297 feet to the mile, and the aver- age grade exceptionally heavy.

The sharpest curvature is 25° (299 feet radius).

The weight of rail is 30 pounds to the yard.

The weight of one of their engines, built by Messrs. Porter, Bell & Co., of Pittsburg, is 17 tons, having cylinders 12x16 and six drivers. This engine takes a train of over 47 tons up the maximum grade.

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Financial statement — Capital stock authorized, $300,000; all paiil in. No funded debt.

Lloyd Aspinwall, President, New York City.

H. I lorner, Secretary and Treasurer, Salt Lake City.

1*2. Wilkes, Superintendent, Salt Lake City.

ARKANSAS CENTRAL RAILROAD.

This Company was organized in 1870 under the General Railroad Law of 1868, to build a railway of 3 ft. 6 in. gauge from Helena to Little Rock, a distance of 150 miles. During 1872, 48 miles between Helena and Clarendon were con- structed and put in operation, and 80 miles graded, bridged and tied. Negotiations are on foot to procure money for the completion of the line.

The maximum grade is 52.8 feet to the mile.

The sharpest curvature is 13° 30' (425.40 feet radius).

The weight of rail 35 and 45 pounds to the yard.

The weight of engines, 8, 10 and 20 tons, all placed over the drivers.

F^quipment — 3 locomotives, 2 passenger cars, i baggage, 34 freight cars of all classes.

A. H. Johnson, President, Helena, Arkansas.

Edward Vernon, Vice-President, New York City.

J. A. Toppan, Superintendent, Helena, Arkansas.

BATH AND HAMMONDSPORT RAILROAD.

This company was incorporated by the Legislature of New York in 1872, to build a narrow gauge railway from Bath, on the Rochester division of the ICrie Railway, northeastward through Pleasant Valley, to Hammondsport, at the foot of Crooked Lake, a distance of g}^ miles, and it is proposed to extend the line westward 20 miles to Hornellsville. Grading was commenced in 1872 and completed the following year, but track was not ironed till 1875.

The maximum grade is 132 feet to the mile, maintained for 6,000 feet, and the proportion of grade to level in entire line is as 9 to 10.

The sharjDCst curvature is 8° (717 feet radius), and the pro- portion of curvature to tangent in entire line two-ninths.

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No. of britlc'es, lo; afjgrcfjate Icn^h, i.ooo feet. ^

No. of trestles, i ; .u^s^retjatc length, 1 50 feet.

The weight of rail is 40 pounds to the yard.

Weight f^f engine i6y^ tons, 13 tons on drivers.

A/erage cost of road per mile, including equipment, $13,000.

Equipment — 2 locomotives, 2 passenger cars, 2 baggage and express, 4 freight cars.

Operations — Line oniy opened six months.

Financial Statjment — Capital stock authorized, $100,000; paid in, $70,000; fund.:d cLbt. isc mortgage, $38,000; interest, 7% ; floating debt, $5,000.

Allen Wood, lessee, Bath, N. Y.

N. W. Bennett, Superintendent, Bath, N. Y.

J. W. Davis, Secretary, Bath, N. Y.

BKLL'S GAi RAILROAD.

This company was incorporated under the general law of Pennsylvania. May 1 1, 1871, with power to construct a railway from Bell's Mills, on the Pennsylvania Railroad, to Lloyds, in Cambria county, a distance of 85^ miles. The road has since been projected to Fallen Timber, making the total length 19 miles. The road was put under construction in 1872; and in June, 1873, 8K miles were placed in operation. No addi- tional mileage has since been added.

The gr.ide is very heavy, the maximum of 158.4 feet to the mile beinr- continuous for 6-);( miles.

The sharpest curvature is 28° (206 feet radius). There are ten of these curves on the maximum grade, two of which are 600 feet long, turning an angle of 168°.

The weight of rail is 35 pounas to the yard.

The weight of engines 1 5 tons.

Equipment — 2 locomotives, 2 passenger cars, 78 freight cars of all classes.

Operations for year ending December 31, 1875 — Gross earnings, $38,146.42. Operating expenses, $18,504.85 (48.49 percent.). Net earnings, $19,641.57.

Financial statement — Capital stock authorized, $200,000; paid in, $200,000; funded debt, 1st mortgage, 7 per cent, bonds, maturing July i, 1893, $200,000; floating debt, $8,800.

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A. L. Massey, President, 1 1 Merchants' Exxhange, Phila. J. G. Cassatt, Secretary and Treasurer, Altoona, Pa. Jos. Ramsary, Jr., Superintendent, Antestown, Pa.

BINGHAM CANON RAILROAD.

This company was organized in 1872, to build a narrow gauge railway from the mines at Bingham Canon to Sandy Station, on the Utah Southern Railway, an estimated distance of 22 miles. Work was commenced in 1873, and 16 miles completed and put in operation between Sandy and the Wina- muck Smelting Works. The following year the line was ex- tended to Bingham Station and the Utah Mining Comj^any's works, 6 miles.

The maximum grailc is 240 feet to the mile. There is also a grade of 200 feet per mile, continuous for 3 miles, and the average grade is very heavy.

The weight of rail is 35 pounds to the yard.

The weight of engines 18 tons.

Cost of road, with equipment, per mile, $13,000.

Equipment — 3 locomotives, 4 passenger cars, I baggage, 100 freight cars of all classics.

Operations for eleven months, ending October 31, 1874 — Gros.- earnings, $103,247.39. Operating expenses, $40,71 1. 76 (39.43 per cent). Net earnings, $62,535.63.

Financial .statement — Capital stock authorized, $300,000; paid in, $45,000; funded debt, $240,000.

C. W. Scofiekl, President, New York City.

Geo. Goss, Vice-President, Salt Lake City.

George Doanc, Secretary, Salt Lake City.

BOSTON, rI':vi:re beach and lynn railroad.

This company was incorporated under the railroad law of Massachusetts, May 23, 1874, to construct a narrow gauge railway between Boston and Lynn, a distance of 9 miles, which was commenced and built during 1875.

The maximum grade is 63'^ feet to the mile, maintained for 300 feet, and the proportion of grade to level in entire line is one-tentii.

The sharpest curvature is 29^ 23' (195 feet radius).

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No. of tunnels, i ; aggregate length 500 feet.

No. of bridges, 13; aggregate length, 7,542 feet.

The weight of rail is 40 pounds to the yard.

Weight of engine 22 tons, twelve tons on drivers.

Average cost of road per mile, including equipment, ^40,000.

Equipment — 3 locomotives, 7 passenger cars, 8 freight cars.

Operations — The road has been running but six months, and so far very satisfactorily, and has earned about six per cent, net on the investment. Full report will be made at end of a year.

Financial statement — Capital stock authorized, $350,000; paid in, $347,600. No debt.

A. P. Blake, President, Bo.ston.

John G. Webster, Treasurer, Boston.

Henry Breed, Suj)crintendent, Boston.

CAIRO AND ST. LOUIS RAILROAD.

This company was organized in 1865, and a charter incor- porating it passed February i6th, authorizing it to construct a railroad between St. Louis and Cairo, a distance of 146^^ miles. In 1867 the charter was amended, but nothing was done until 1 87 1, when it was resolved to build the line on a three feet gauge. The surveyed route of the road passes through the fertile counties of St. Clair, Monroe, Randolph, Jackson, Union and Alexander, touching at the towns of Columbia, Waterloo, Red-bud, Sparta, Murphyshoro and Jonesboro. It pas.ses through the finest fruit growing district of Illinois and by the Chester and liig Muddy coal fields, and through large tracts of timbered land, much of which is yet to be cultivated. The first ground was broken August 30, 1871, and during 1872 thirty miles were operated. The following year 62 miles were constructed, bringing the line to Murphysboro. In 1874 twenty-six miles were built northward from Cairo, leaving a gap of thirty-two miles to be ironed during 1875, which is now laid.

The maximum grade is 104 feet to the mile, maintained for 4 miles, and the proportion of grade to level in entire line i.s 20%.

The sharpest cui"vature is 15° (383 feet radius), and the pro- portion of curvature co tangent of entire Hne is 10%.

No. of tunnels, i ; length 500 feet.

No. of bridgx.'s, 12; aggregate length, 3,960 feet.

No. of trestles, 26 ; aggregate length, 3 miles.

The weight of rail is 40 to 56 pounds to the yard.

Average weight of engines 19 tons, 15 tons on drivers.

lu]uipment — 23 locomotives, 12 passenger cars, 3 baggage and express, 450 freight cars.

Co.st of road, operations and financial statement are not re- ported.

H. R. Payson, President, St. Louis.

F. li. Cauda, Vice-President, St. Louis.

J. L. Hinckley, General Supt., St. Louis.

CENTRAL VALLKV RAILROAD.

This company was incorporated b)' the Legislature of New York to build a narrow gauge railway between Hainbridgc, a station on the Albany and Susquehanna Railroad, and Smith- ville Flats, Chenango county, X. \'., a distance of 12 miles. Construction commenced in 1K72, and the line wa:; opened for traffic the following year. It is purposed to extend it to McDonough, 12 miLs further.

Efforts to obtain st mistical information from this road have been without result.

Passenger cars were built for it by Messrs, Jackson & Sharp, of Wilmington, and freight cars by Messrs. Billmeyer & Smalls, of York, Pa.

H. S. Crozier, President, Smithville Flats, N. Y.

Thomas Hurley, Contractor, Smithville Flats, N. Y.

CHESTER & LENOIR RAILROAD. This company was organized at Newton, N. C, on the lOth of July, 1873, to buiki a n.irrow gauge railway from Chester, S. C, to Lenoir \ (\, a distance of 105 miles. During that year negotiations w .re commenced for the purchase or con- solidation of the Kmg's Mountain Railroad, a line of 5 feet gauge, running between Cliester and Yorkville, 22 miles, with

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the intention of converting it into a 3-feet gauge, to form part of the Chester and Lenoir Railroad. The negotiations were consummated April 3d, 1874, and the change of gauge and disposal of the broad gauge rolling stock commenced forth- with. On August 31st the line was opened, and the first train on the narrow gauge ran through between Chester and York- ville.

During 1875, 27 miles were completed, bringing the road to Dallas, N. C, and construction is still going forward.

The maximum grade is ?o6 feet to the mile, and proportion of grade to level in entire line is ^y/o-

The sharpest curvature is 6° (955 feet radius), and the pro- portion of curvature to tangcn^ in entire line as i to 2.

The weight of rail is 30 pounds to the yard.

Weight of engine 10 tons.

Average cost of road per mile, including equipment, 587,000.

Equipment, 2 locomotives, 2 passenger cars, 19 freight cars.

Operations for year ending April, 1875. Gross earnings $19,159.48. Expenses $10,412.29 (54 per cent). Net earn- ings, $8,747.19.

Financial statement. — Capital stock authorized, $2,000,000. Paid in $275,000.

A. H. Davega, President, Chester, S. C.

E. Thomas, Superintendent, Chester, S. C.

F. Gardner, Chief Engineer, Chester, S. C.

CHICAGO, MILLINGTON & WESTERN RAILROAD.

This narrow gauge road was incorporated by the State of Illinois, Dec. 5th, 1872, to construct a line from Chicago to the MiF"Issippi River at Muscatine, a distance of 200 miles. Construction was delayed till the end of 1875, when 12 miles were completed, and one hundre . miles are now under contract.

The weight of rail is 30 pounds to the yard.

Financial statement. — First mortgage 7% bonds, due July 1st, 1905, $1,500,000.

Lewis Steward, President, Chicago, Ills.

J. W. Eddy, Vice President, Chicago, Ills.

Geo. N. Jackson, Secretary, Chicago, Ills.

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COLORADO CENTRAL RAILROAD.

This company was organized in 1H71, under the auspices of the Union Pacific Railway, to build narrow gauge hnes from Goklen to Central City and Georgetown, a total distance of 49 miles. At Golden connection is made with the Colorado Central .standard gauge railway, which runs to Denver.

During 1872 twenty-one miles were operated, and the fol- lowing year four miles additional. No m'. .age was completed in 1874. The total line operated on December 31st was 25 miles. Twenty four miles are under construction.

The maximum grade is 275 feet to the mile, and the aver- age grade heavy,

The sharpest curvature 42° (136 feet radius).

The weiglit of rail is 32 pounds to the yard.

The weight of engines from 11 to 18 tons each, nearly all being placed over the drivers.

Equipment — 6 locomotives, 3 passenger cars, 54 freight cars of all classes.

H. M. Teller, President, Central City. Col.

J. L. Overton, Superintendent, Central City, Col.

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CROWN POINT RAILROAD.

This Company was organized in 1874 ^^^ build a narrow gauge railway from Crown Point, on Lake Champlain, where ihe furnaces of the Crown Point Iron Compan\- are situated westward thirteen miles to their ore beds. The road was com- pleted and put in operation during the sunmier of the .same year.

The maximum grade is 160 feet to the mile, maintained for 10 miles, and the proportion of grade to level in entire line about I in 4.

The sharpest curvature is 17° (338 feet radius), and propor- tion of curxature to tangent in entire line as i to 2.

No. of trestles 13. Aggregate length 6,220 feet.

The weight of rail is 45 pounds to the yard.

Weight of engines 16 tons. 13 tons on drivers.

Average cost of road per mile, including equipment. $26,- 000.

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Equipment — 3 locomotives, i passenger car, 112 freight cars.

Operations and financial statement not published. Gen'l. John Hammond, President, Crown Point, N. Y. A. L. Hinman, Treasurer, Crown Point, N. Y. J. D. Hardy, Superintendent, Crown Point, N. Y.

DENVER AND RIO GRANDE RAILWAY.

This company was incorporated October 2y, 1870, under the General Railroad Law of Colorado, to construct a railroad from Denver to El Paso, on the border of Mexico, and thence if suitable concessions could be obtained from the Government of Mj.Kico, to the capital of that republic, a projected distance of about 1720 miles, of which 850 would be in the United States.

General Palmer, the President of the railway, who is well acquainted with the topography of the Rocky Mountain region, and with the proposed line of route and resources of the country, after studying the narrow gauge lines in Europe, proposed to build the Denver and Rio Grande Railway on a 2 feet 6 inch gauge. After, however, carefully weighing all the statistics and considering the interests and requirements of the section of territory through which the line would pass, it was finally decided to adopt a gauge of three feet as the one best adapted to the many and diversified wants of Southern Colorado and New Mexico. Work was commenced early in 1871, and the first spike on a narrow gauge track was driven on Friday, July 28th. The first narrow gauge train was run over the three miles of track completed, on August i6th, and the first division of 76 miles, from Denver to Colorado Springs, was opened for general trafiic on October 27th, 1871. The second division, from Colorado Springs to South Pueblo, 43 miles, was completed and opened, June 15th, 1872.

On the Arkansas Valley Branch, 38 miles, from South Pueblo to the coal mines of Fremont county, were completed and put in operation November ist, 1872, and 9 miles from coal mines to Cafion City, were constructed and opened for general traffic, July 6th, 1874. At the end of 1875 construe-

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tion commenced on the extension to Trinidad, wliich at this date is approaching completion.

The maximum grade is 75 feet to the mile, and the average grade 36 feet to the mile.

The sharpest curvature is 19° (302.94 feet radius), and the proportion of curvature to tangent as 3 is to 5.

The weight of rail is 30 and 35 pounds to the yard.

The weight of passenger engines 12 tons.

The weight of freight engines 17 tons.

Average cost of road per mile, including equipment of 220 miles of main line, in stock an < bonds, $45,000.

Equipment — 13 locomotives, 12 passenger cars, 4 baggage, mail and express cars, and 323 freight cars of all classes. Miller platforms and Westinghouse brakes are in use on all the passenger trains.

Operations for year ending December 31st, 1875: — Gross earnings from 120 miles of main line, represented by ^§2,410,000 bonds, jg3(5o,700. — Operating expenses — $211,882 (58.74 per cent). Net Earnings — 5148,818.

Financial statement — Capital stock authorized, $4,950,000 ; paid in, $4,950,000; funded debt, first mortgages bonds author- ized, $4,950,000; sold $3,283,500; interest 7 per cent.; gold due, $1900.

Gen. Wm. I. Palmer, President, Colorado Springs, Col.

Wm. S. Jackson, Vice-President, " " "

W. W. Bonst, .Superintendent,

denvf:r, south park and pacific railroad.

This company was organized in 1872 to build a nar.ow gauge railway from Denver, Colorado, southwesterly into the South Park, a fine agricultural, dairying and stock raising region, a projected distance of about 1 00 miles. Various causes prevented the commencement of construction until 1874, when 16 miles were completed and opened to Morrison, where there are Sulphur .Springs and other attractions. During 1875 the line was extended a short distance.

The maximum grade is 105 feet to the mile.

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The sharpest curvature, 20° (288 feet radius).

The weight of rail is 30 pounds to the yard.

The weight of engines 14 anil 18 tons — 12 and 15 tons respectively bemg placetl over the drivers.

The operating expenses for the first six months were three- fourths of gross earnings, and the Superintendent writes that had it been broad gauge it could not have been operated with total earnings. lie considers it a success in every respect.

Hon. John Iwans, President, Denver, Colorado.

Benjamin M. Oilman, Superintendent, Denver.

DES MOINES AND MINNESOTA RAILROAD.

This company was incorporated by the Legislature of Min- nesota in 1873, to build a railway from Des Moines to Ames, a station on the Chicago and North-western Railway, a dis- tance of thirty-seven miles; the line has since been extended to McGregor in Clayton county, one hundred and sixty miles further. At first it was proposed to construct it of the standard gauge, but subsequent consideration induced the laying down of a three feet gauge track. Grading was completed in No- vember, 1873, and track-laying commenced at Des Moines January 12th, 1874, the line being completed and opened for traffic to Ames, July 29th.

The maximum grade is 80 feet to the mile.

The sharpest curvature 12° (478 feet radius).

The weight of rail is 30 pounds to the yard.

The weight of engines 15 tons, 12 tons being placed over the drivers.

Cost of road per mile, including equipment, $7,000.

Equipment — 2 locomotives, 2 passenger cars, 2 baggage and express, 44 freight cars of all classes.

Fmancial Statement — Capital stock authorized, $300,000; paid in, $300,000; Funded debt: First mortgage, $130,000; Second mortgage, $70,000. Total funded debt, $200,000; Floating debt, $20,000.

James Callanan, President, Dos Moines, Iowa.

J. J, Smart, Vice President and Supt., Des Moines, Iowa.

Chas. H. Getchell, Treasurer, Des Moines, Iowa.

J. B. Stewart, Secretary, Des Moines, Iowa.

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KAST BROAD TOP RAILROAD.

This company was incorporated May 24th, 1871. uncier the general railroad law of Pennsylvania, to construct a railway from Mount Union, on the Pennsylvania Railroad, to Roberts- dale, Muntin<^don county, where are situated some coal mines, a distance of 30 miles. The line was placed under construction during 1 872, ami the following year ii miles were operated between Mount Union and Orbisonia, at which place arc the iron furnaces of the Rock Hill Coal & Iron Co. During 1874, the nineteen miles between Orbisonia and Robertsdalc were constructed, and the entire line formally opened for traffic on October i6th. The grade is very heavy and the alignment tortuous, two tunnels of 830 feet and 1,150 feet, respectively, having to be driven to reduce the grade and reach the desired point.

The maximum grade is 140 feet to the miK .and is continu- ous for three miles, the average grade for the entire line being 80 feet.

The sharpest curvature is 17° (338 feet radius).

The weight of rail laid is 40, 45 and 50 pounds to the yard, and the track is well ballasted, so that trains run very smoothly.

The weight of passenger engines is 17 tons.

The weight of freight engines is 25 tons.

F^quipment — 6 locomotives, 2 passenger cars, 2 baggage, mail and express, 176 freight cars of all classes.

The amount expended on construction up to November 30th, 1875, was 51,009,702.08.

Operations for year ending November 30th, 1875, the first year of operating: — gross earnings, $69,623.74; operating ex- penses, $42,864.84, (61.56 per cent.); net earnings, $26,758.90.

Financial statement — capital stock authorized, $1,000,000; paid in, $505,760; funded debt, first mortgage, 7 per cent., bonds due 1903, $500,000; floating debt, $43,044.94.

VV. A. Ingham, President, 320 Walnut St., Philadelphia.

W. B. Jacobs, Secy, and Treas, 320 Walnut St., Philadel- phia.

A. W. Sims, Superintendent, Orbisonia, Huntingdon Co., Pa.

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EURKKA AND PALISADK RAILROAD.

This company was organized in 1873 to construct a narrow gauge railway from Kureka, Nevada, southward to Palisade, a station on the Central Pacific Railway, a distance of 90 miles. Work was commenced in 1874, and during the year 50 miles were constructed and opened to traffic about the end of the year, and in 1875 the road was completed.

The line is laid with steel rails, 40 pounds to the yard.

Estimated cost of road per mile, including equipment, $10,000.

Equipment — 4 locomotives, 3 passenger cars, 58 freight cars.

Edgar Mills, President, Sacramento, Cal.

George H. Rice, Superintendent, Salt Lake City, Utah.

Woodruff & Anna, Agents, Palisade, Nev.

FARMERS' UNION RAILROAD.

This Company was incorporated by the State of Iowa, March 20th, 1875, to build a narrow gauge road from a point on the Mississippi River to Monona on the Missouri, a distance of 300 miles. About the end of the year 12 miles were placed in operation between Liscomb and Beaman, and track-laying is still going forward.

The maximum grade on division built is 53 feet to the mile, maintained for about a mile.

The sharpest curvature is 4° (1,432 feet radius).

The rail is of hard maple wood, 3^"x6," notched into cross-ties and keyed, and estimated to last four years.

Average cost of road per mile, including equipment, $5,000.

Equipment — i locomotive, 10 freight cars.

Financial Statement — Capital stock authorized, $2,000,000; paid in, $2,000 per mile; funded debt, first mortgage 10% bonds, $3,000 per mile.

J. W. Tripp, President, Liscomb, Iowa.

V. A. Soule, General Superintendent, Liscomb, Iowa.

GALENA AND SOUTHERN WISCONSIN RAILROAD.

This company was organized in 1871 to construct a railroad

from Galena, on the Illinois Central Railroad, via Plattevilleto

Muscoda, on the Wisconsin River, a distance of 72 miles.

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During 1872-3 thirty miles were graded and bridged, and one tunnel of over 400 feet in length driven. Various causes pre- vented track laying until September, 1S74, when the above mileage was ironed.

The maximum grade is 74 feet to the mile.

The sharpest curvature, 10° 40' (537 feet radius).

The weight of rail is 35 pounds to the yard.

The weight of engines, 14 and 16 tons.

Co.st per mile, including ecpiipjuent, $1 1,000.

Equipment — 2 locomotives, i baggage and smoking car, 34 freight cars of all classes.

Operations — Not reported.

Financial statement — No returns.

Darius Hawkins, President, Galena, Ills.

John Lorain, Secretary, (jalena. Ills.

GOLDEN CITY AND SOUTH PLATTE RAILROAD.

This company was organized in 1871, under the laws of Colorado, to construct a narrow guage road from Golden, where connection is made with the Colorado Central Railway, south-eistward, to Acequia, a station on the Denver and Rio Grande Railway, a distance of 20 miles. During 1873 the line was graded, and the following year 18 miles were ironed, but owing to the panic, the rolling stock has not yet been ob- tained.

The maximum grade is 132 feet to the mile, maintained for 900 feet, and the proportion of grade to level in entire line is five-sevenths.

The sharpest curvature is 18° (319 feet radius).

The weight of rail is 30 pounds to the yard.

Estimated average cost of road per mile, including equip- ment, $g,7So.

Financial statement — Capital stock authorized, $400,000; paid in, ;$ 126,000.

Charles C. Welch, President, Golden, Col.

E. L. Berthoud, Secretary,^ Golden, Col.

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GRAFTON RAILROAD.

This company was organized under the general railroad law of Massachusetts in 1874,10 construct a narrow gauge railway from Grafton Station, on the Boston & Albany Railroad, to Grafton Centre, a distance of three and one-tenth miles, which were constructed the same year.

The maximum grade is 105 feet to the mile.

The sharpest curvature 23° 24' (246 feet radius.)

The weight of rail is 35 pounds to the yard.

Weight of dummy engine, 6 tons.

Average cost of construction per mile, including equip- ment, i' 10,274.54.

Operations — Gross earnings, $5,965.60; operating expenses, Jg5, 316.96; net earnings, ;j&648.64.

Jonathan Wheeler, President, Grafton, Mass.

J. H. Wood, Superintendent, Grafton, Mass.

GREENLICK RAILROAD.

This company was incorporated by the State of Pennsylva- nia, October ,19th, 1874, to build a narrow gauge railway from Scotdale to Chestnut Ridge, a distance of Gy^ miles. During 1875, 3yy miles were completed, between Mt. Pleasant and Bradford Railroad, and Mt. Vernon mines.

The maximum grade is 135 feet to the mile, maintained for I }i miles, and the proportion of grade to level in entire line 7/^.

The sharpest curvature is 16° (359 feet radius).

No. of bridges, 7; aggregate length, 250 feet.

No. of trestles, 2; aggregate length, 500 feet.

The weight of rail is 24 pounds to the yard.

Weight of engine, 10 tons.

Average cost of road per mile, including equipment, $8,500.

Equipment — i locomotive, i passenger car, 17 freight cars.

Operations — The road is reported ps doing a paying busi- ness.

Financial statement — Capital stock authorized, $50,000 ; paid in, $30,000.

J. M. Knapp, President, Scotdale, Pa.

Nath. Miles, Secretary, Scotdale, Pa.

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HAVANA, RANTOUL AND EASTERN RAILROAD.

This company was incorporated by the Illinois Legislature in 1873 to build a narrow gauge railway from Havana, on the Illinois River, to Alvin, on the C. D. & V. Railroad, a distance of 140 miles. Construction was delayed till end of 1875, when 40 miles were completed, and the remainder is now approaching completion.

The maximum grade is 35 feet to the mile, maintained for ^ of a mile, and the proportion of grade to level is i to lj4.

Th2 sharpest curvature is 3° (1,910 feet radius), and the proportion of curvature to tangent as i to 222.

The weight of rail is 30 pounds to the yard.

Weight of engines, 1 2 tons.

Average cost of road per mile, including equipment, $6,000.

Equipment" — 2 locomotives, 2 passenger cars, 2 baggage and express, 85 freight cars.

Financial statement — Capital stock authorized, $1,000,000; paid in, $200,000; funded debt, 10% first mortgage bonds, due 1885, $650,000, $1 1,000 sold; floating debt, $50,000.

Benj. J. Gifford, President, Rantoul, Ills.

Guy D. Penfield, Secretary, Rantoul, Ills.

HOT SPRINGS RAILROAD.

This company was incorporated by the Arkan.sas Legisla- ture in 1870, to build a railroad from Malvern to Hot Springs, a distance of 25 miles, but nothing was done until 1875, when the line was pu.t under construction and completed at the end of the year.

The maximum grade is 106 feet to the mile.

The sharpest curvature is 20° (288 feet radius).

The weight of rail is 35 pounds to the yard.

Weight of engines, 1 5 jA tons.

Average cost of road per mile, including equipment, $15,000.

Equipment— 2 locomotives, 3 passenger cars, i baggage and express, 22 freight cars.

Financial statement — Capital stock authorized, $250,000 ; paid in, $250,000.

Jos. Reynolds, President, Hot Springs, Ark.

G. D. C. Rumbaugh, Engineer, Little Reck, Ark.

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IOWA EASTERN RAILROAD.

This company was incorporated in 1871 to construct a nar- row gauge railway from Beulah, on the Chicago, Milwaukee & St. Paul Railway, south-west via Elkader to Des Moines, a distance of about 200 miles. Work commenced in the early part of 1872, and during the summer, 15 miles were laid. In October the line was opened for traffic, without a station, en- gine house, water tank, turn-table and money. The only station at the south end was a cloth tent, and that at Beulah a baggage car. Box tops were put on platform cars and 16 transformed into box cars. In the face of the greatest difficulties, the rail- road was kept in operation during the winter of 1872-3, all freight at Beulah having to be transhipped by hand, the grain having to be handled in sacks. In December, 1872, lOO car loads of freight were delivered to the Chicago, Milwaukee & St. Paul Railway, which made a very liberal arrangement by which the little road obtained a fair return. During 1874 one and a half miles of wooden track were laid, and the following year 3^ miles of wooden track and one mile of iron rail.

The maximum grade is 60 feet to the mile.

The weight of rail, 30 and 35 pounds to the yard.

Weight of engines, 12 tons. • •

Cost of road per mile, including equipment, $12,000.

Equipment — 2 locomotives, 2 passenger cars, 31 freight cars.

Operations for year ending December 31, 1875 — Gross earn- ings, 5^32,510.07; operating expenses, ;|S20,477.I5 (63 per cent.). This amount includes complete overhauling of road and roll- ing stock. Net earnings, $12,032.92.

Financial statement not published.

E. H. Williams, President, McGregor, Iowa.

Frank Larrabee, Secretary, McGregor, Iowa.

H. H. Kerr, Chief Engineer and Superintendent.

KANSAS CENTRAL RAILROAD. This company was organized on the 1st of June, 1871, with the above title, to construct a railway westward from Leaven- worth to Denver, with branches from Holton to Netawaka, and Clay Centre to Salinas, a total length of main line and

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branches as projected of 550 miles. The country to be trav- ersed is acknowledged to be the most fertile and promising section of Kansas ; the line of road passing through the most densely populated agricultural region of the State. Construc- tion was commenced in 1872, and during that year 56 miles were completed and put in operation between Leavenworth and Holton.

The maximum grade is 75 feet to the mile.

'Ihe sharpest curvature, 12° (478 feet radius).

The weight o"" rail is 30 pounds to the yard.

The weight of passenger engines, 12^ tons.

The weight of freight engines, 171^ tons.

Cost of road, with equipment, per mile, $14,820.

Equipment — 3 locomotives, 2 passenger cars, 91 freight cars of all classes.

Operations and financial statement not published.

L. T. Smith, President, Leavenworth, Kansas.

Paul E. Havens, Secretary, Leavenworth, Kansas.

Wm. R. Martin, Superintendent, Leavenworth, Kansas.

MARTHA'S VINEYARD RAILROAD.

This company was organized in 1874 to construct a nar- row gauge railway across the Island of Martha's Vineyard, Mass., between Oak Bluffs and Katama, a distance of 9 miles, to accommodate the summer pleasure travel. Work was com- menced in the early part of the year, the line being com- pleted and open for traffic August 24th.

The maximum grade is 52 feet to the mile.

The sharpest curvature is 9° (637 feet i.idJMs).

The weight of rail is 30 pounds to the yarc .

The weight of engine, 10 tons.

Average cost of roac' per mile, including equipment, $9,394.90.

Equipment — i locomotive, 3 passenger cars.

The company is doing a paying business,

E. P. Carpenter, President, Foxboro, Mass.

Joseph Pease, Treasurer, Edgartown, Mass.

Henry Ripley, Superintendent, Edgartown, Mass.

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MEMPHIS BRANCH RAILROAD.

This company was organized at Rome, Georgia, in 1873, to construct a narrow gauge railway from Rome westward to Gadfiden, Alabama, a distance of about 17 miles, which were graced, and five miles ironed about the end of the year.

The maximum grade is 66 feet to the mile.

The sharpest curvature, 4° 30' ( 1,273 Vj ^^^^ radius).

The weight of rail is 28 pounds to the yard.

The weight of engine, 10 tons.

Cost per mile, including equipment, $ 13,60c.

Equipment — i locomotive, i passenger car, 5 freight cars of all classes.

W. S. Cothran, President, Rome, Ga. '

C. H. Stillwell, Secretar}^ and Treasurer, Rome, Ga.

C. M. Pennington, Superintendent, Rome, Ga.

MINERAL RANGE RAILROAD.

This company was chartered by the Legislature of Michi- gan in 1 87 1, for the purpose of constructing a railroad from Copper Harbor, on Lake Superior, thence following the general direction of the Mineral Range (so called), southwesterly to some point on Ontanagon river, an estimated distance of 100 miles. Construction on the first division (Hancock to Calu- met), \2j4 miles, was commenced on the opening of the sum- mer of 1872, and after the long winter succeeding, was re- sumed and carried on with all the energy requisite to over- come the obstacles presented by the hard climate and rough face of the country. Track laying was commenced August 8, 1873, and on September 8, trains were run from Hancock to Highway Crossing, 8 miles, and on October the i ith, to Calu- met, 123/2 miles. There has been no furthur construction.

The maximum grade is 211 feet to the mile. There is also a grade of 146 feet per mile sustained for two miles.

The sharpest curvature is 14° (410 feet radius), and the pro- portion of curvature to tangent in entire line is i to 3.23.

The weight of rail is 35 pounds to the yard.

The weight of engines, six drivers connected, 171^ and 20

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tons; with the exception of two tons, all placed over the drivers.

Average cost of road per mile, including equipment, $29,-

324-33-

Equipment — 3 locomotives, 4 passenger cars, 24 freight cars of all classes.

Operations for year ending December 31, 1875 — Gross earnings, $86,000.50); operating expenses, $55,664.41, (64.72 per cent.), net earnings, $30,336.18, out of which was paid, for interest and taxes, $24, 164.17, leaving surplus of $6,- 172.01.

Financial statement — Capital stock authorized, $400,000; paid in, $112,160; funded debt, first mortgage 8 per cent, bonds, due 1888, $183,000; floating debt, $90,578.29.

Chas. E. Holland, President and Superintendent, Hancock, Michigan.

A. H. Viclc, Secretary and Treasurer, Hancock, Michigan.

MONTEREY AND SALINAS VALLEY RAILROAD.

This company was organized early in 1874, by the farmers of Salinas Valley, California, who were at the mercy of rail- road corporations in that State, for- the purpose of carrying their grain, etc., to the sea, instead of to San Francisco, and which would make them independent of monopoly in any form whatever. With an enterprise that does them much credit, they went to work and located a line between Salinas and Monterey, where there is deep water, a distance of 19 miles, and also erected two large warehouses, opening the line for traffic in October. It is intended to extend the railroad up the valley to Soledad, 35 miles.

The maximum grade is 100 feet to *^he mile.

The sharpest curvature, 10° (573 feet radius).

The weight of rail is 35 pounds to the yard.

The weight of engines, 18 tons.

Cost of road per mile, including equipment and erection of two warehouses, $13,000.

The line is reported a: doing a very good business,

Financial statement not returned.

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C. S. Abbott, President, Salinas City, Monterey County, California.

John Markley, Secretary, Salinas City, Monterey County, California.

MONTROSE RAILROAD-

Tliis company was incorporated April 15, 1869, under the general law of Pennsylvania, to build a railroad between Mon- trose and Tunkhannock. No action was taken until April 27, 1 87 1, when the first meeting was held and the board of direc- tors elected. It was then resolved that the road should be built on a narrow gauge of three feet, as it would be sufficient for all the business likely to be offered, and could be con- .structed for so much less than a 4 feet Sy^ inch gauge.

Surveys were commenced May 15th, 1871, and a favorable line, 28 miles long, located as follows : From the depot of the Pennsylvania and New York Canal and Railroad Company at Tunkhannock to Marcy's Pond, thence along the west bank of the Pond to a summit between the waters of Marcy's Pond and the Meshoppen Creek ; crossing the same, it runs in a nearly direct line to the village of Springville, thence by the village of Dimock into the borough of Montrose. Grading was commenced in the ' summer, the Lehigh Valley Railroad Company agreeing to furnish the rails, ties, spikes and splices necessary for the superstructure as soon as it was completed. During 1872, the lin'" was placed in running order to Spring- ville, 14 miles, and by the end of 1873, to Allenville, 25 miles.

The maximum grade is 95 feet to the mile; the average ascending grade between Tunkhannock and Montrose being 38 feet to the mile.

The sharpest curvature is 18° (320 feet radius).

The weight of rail is 40 pounds to the yard.

The weight of engine, 1 5 tons.

Cost of road, including equipment, per mile, $12,844.

Equipment — 2 locomotives, 2 passenger cars, i baggage, mail and express car, 13 freight cars of all classes.

Operations for ii months ending Nov. 30, 1875. Gross Earnings $22,449.54. Operating Expenses, $14,292.18, (63.66 per cent.) Net Earnings, $8,157.36.

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Financial statement, December 31, 1S73 — Capital stock authorized, $500,000 ; subscribed, $278,450; paid in, $248,351 ; funded debt, 7 per cent, bonds maturing 1892, $30,900; floating debt, $43,821.84; total liabilities, $323,072.84.

James J. Blakslee, President, Mauch Chunk, Pa.

Charles L. Brown, Secretary, Montrose, Pa.

NATCHEZ, JACKSON AND COLUMBUS RAILROAD.

This company was incorporated by the Legislature of Mis- sissippi, in 1 87 1, to construct a railway from Natchez, via Jackson to Columbus, a distance of about 180 miles. Work was commenced in the latter part of 1872, a gauge of 3' 6" being adopted, and the road located from Natchez northeast 25^ miles to Fayette, the county seat of Jefferson county — the road bed being completed for 12 miles out of Natchez. The rails were laid on ten miles during 1873. On February 10, 1874, the President of the Company invited proposals for the construction, completion and equipment of the road to Fayette, the company paying no money on the contract, but offering its property i nd resources for the ultimate satisfaction of the contractor, which consists of bonds of the county of Adams, amounting to $134,900, bearing an interest of seven per cent., payable annually ; of timber sufficient for all bridges as far as 3roV miles from the terminus of the completed section, of one hundred to.is of rails not yet laid, and the power of the company for leasing or mortgaging the road, which is now unincumbered.

Every effort to obtain late information has been unsuc- cessful.

W. D. Martin, President, Natchez, Miss.

J. H. Fitzpatrick, Secretary, Natchez, Miss.

S. M. Preston, Chief P^ngineer, Natchez, Mis.s.

NP:VADA COUNTY RAILROAD.

This company was organized in 1874 to build a narrow

gauge road from Colfax to Grass Valley, 16 miles; but nothing

was done till 1873 when it was resolved to pass through Grass

Valley to Nevada City, a distance of 22 miles. During 1875

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fourteen miles were completed, and the entire line is now being operated.

The maximum grade is 1 16 •< feet to the mile.

The sharpest curvature is 19'^' (303 feet radius).

The weight of rail is 35 pounds to the yard.

Weight of engines, 20 tons.

Equipment — 2 locomotives, 2 passenger cars, 2 baggage and express, 30 freight cars.

Financial statement not published.

John C. Coleman, President, Nevada City, Col.

John F. Kidder, Superintendent, Nevada City, Col.

NORTH PACIFIC COAST RAILROAD.

This company was incorporated and certificate filed in the office of the Secretary of State of California, December 19, 1871.

The line of route is as follows: Starting at deep water at Sancelito, just opposite the City of San 1^^'ancisco, with which it connects by ferries, it skirts for two miles the shore of Richardson's Bay; thence crossing an arm of the same bay by means of a substantial bridge 4,000 feet in length, it passes through Marin county, via the town of San Rafael, to To- males, at the head of the bay of that name ; thence through Sonoma county to the Russian River, crossing which four miles from its mouth, it follows near the coast of the ocean to the mouth of the Walhalla River, a distance of 1 1 5 miles, and is projected from there to Humboldt Bay, making total length of line 225 miles. The line passes through a very fertile and wealthy region. The topography of the country it traverses warranted the largest estimate of economy in first cost, equip- ment and operation. The narrow gauge possessing these features, it was accordingly adopted.

The surveys were made in 1872, work being commenced at various points on the main line in February of the follow- ing year. Owing to the several tunnels, bridging and trestle work, track-laying was delayed until 1874, when 51 miles were ironed and opened for traffic about the end of the year. Nine miles additional were completed in 1875, and several miles are under construction, and will shortly be put in operation.

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The maximum grade is 121 feet to the mile, maintained for 2)4 miles. There is also one of 85 feet, i yi miles lon^, and another of 80 feet, 2 miles in length, and the average grade is exceptionally heavy.

The sharpest curvature is 22° 23' (256 feet radius), .sc*: out on the maximum grade. The prevailing cur\'ature is 10° to 16°; the proportion of curvature to tangent being about as 3 is to 3.

Number of lineal feet, trestle and pile bridges, 17,600.

Number of lineal feet, truss bridges, 570.

There are several tunnels on the line, one being 1250 feet in length.

The weight of rail is 35 pounds to the yard.

The weight of engines, four wheels and six wheels con- nected, is 22^ tons, 16 and 17 tons being placed over the drivers. One engine, on the Fairlie principle, single boiler, six wheels connected, weighs 32 tons, 24 tons being placed over the drivers.

The average cost per mile, including equipment for first division, is estimated at 523,400.

Equipment — 9 locomotives, 9 passenger cars, 3 baggage mail and express, 190 freight cars of all classes.

Operations — The line being under construction, no returns have been received.

A. D. Moore, Prest., 426 California street, San Francisco, California.

Howard Schuyler, Chief Engineer, San Francisco, Cal.

Geo. F. Hartwell, Superintendent, San Francisco, Cal.

NORTH AND SOUTH OF GEORGIA RAILROAD.

This company was organized in the city of Rome, Ga., on August nth, 1871, under and by an act of the Legislature of the State of Georgia, approved October 24, 1 870, to construct a narrow gauge railway from Columbus to Rome, a distance of 130 miles, via La Grange andCarrollton.

During 1872, some 60 miles were graded, and in the latter part of the year a few miles were ironed. In 1873, 23 miles were opened for traffic between Columbus and Hamilton. No- 6

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thing further has been done, owing to the late panic, and the railway has now passed into the hands of a Receiver since its failure to pay the interest on the Ijonds issued it hy the State.

The maximum grade is 90 feet to the mile.

The sharpest cuivature 6° (955 feet radius).

The weight of rail is 30 pounds to the yard.

The weight of engines, 15 tons.

Cost per mile, including e(iuipment, ;$i 5,000.

Equipment — 2 locomotives, 2 passenger cars, 4 baggage and express, 16 freight cars of all classes.

Operations and financial statement not published.

T. E. Blanchard, President, Columbus, Ga.

Dr. Llewellen, Receiver, Columbus, Ga.

OHIO AND TOLEDO RAILROAD.

This Company was incorporated in 1872, and is a continua- tion of the Paincsvil'c id Youngstown Railroad, with which it connects at tlic latter point, running by the valley of Mill Creek to Columbiana, thence by way of Leetonia, Guilford, Hanover, Lynchburg, East Rochester, Minerva, Oneida and CarroUton, to the Conotton Valley, terminating at Cannons- burg, in the vast coal fields of Carroll and Tuscarawas coun- ties, a total distance of 65 miles, and from thence is projected to Toledo. Work was commenced in the summer of 1874, and 22 miles, between Oneida and Guilford, built on the towing path of the old Sandy and Beaver Canal, were completed and opened for traffic in September. The balance of the road is now under construction and will shortly be in operation.

The grades and curves are very easy.

The weight of rail is 32 pounds to the yard.

The weight of engines, 16 tons.

Cost per mile, including equipment, estimated at ;?59,00O.

Equipment — 3 locomotives, 4 passenger cars, 16 freight cars of all classes.

E. R. Eckley, President, CarroUton, Ohio.

Geo. P. Davis, Treasur^'r, Minerva, Ohio.

S. Weaver, Secretary, Minerva, Ohio.

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OLYMTIA RAIT.ROM).

This company was organized in 1S73, at San Francisco, to construct a narrow jj^au^'c railway from Olympia, the capital of Washington Territory, to Tcnino, tvvcnty-fivc miles below Puget Sound, where are situated some coal lands — a distance of about 20 miles. Work was commenced in 1874, and about the end of the year the line was completed. No statistical information could be obtained.

Average cost of road per mile, including efpiipment, j? 15,000.

Financial statement — Capital stock authorized, ^1,000,000.

Olympia Railroad and Mining Comi)any, San Francisco, California.

PAINESVILLE AND YOUNGSTOWN RAILROAD

This company was organized, an(l crtificatc of incorpora- tion filed in the office of the Secret'^.r} of State for Ohio, No- vember 17, 1870 ; being, we believe, tl)3 second narrow gauge railway company formed in the United States. The line of route is from Fairport Harbor on Lake Erie, via. Painesville, and the counties of Lake, Geauga, Trumbull and Mahoning to Youngstown, a distance of 64-/^- miles.

The engineers commenced surveying the line on July 24th, 1 87 1. In locating the line the advantages offered by the par- tially constructed road-bed of the Painesville atid Hudson Rail- road were availed of to Chardon, a distance of 12 miles. The company for the use of this road-bed pa'd $60,000.

On July 4th, 1872, twelve miles were completed and put in operation, and in the following year eleven miles additional, making the total line operated during 1873, 23 miles. F'"orty- one miles were completed in 1874, thus making the total amount of track laid on December 31st, 1874, 64 miles, of which only fifty miles were operated, owing to want of depot facilities, and difficulties of procuring right of way through the corporation limits of the city of Youngstown.

The maximum grade, which it was found necessary to main- tain for two miles, is 82 feet per mile ; there is also one of 60 feet, maintained for three miles.

The sharpest curvature is 14° (410 feet radius.)

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The weight of rail is 35 pounds to the yard.

The weight of passenger engines, 12 tons.

The weight of freight engines, 1 8 tons.

Average cost per mile, including equipment, $19,003.

Equipment — 6 locomotives, 4 passenger cars, 2 baggage, mail and express cars, 73 freight cars of all classes.

Financial Statement — According to the latest returns, capital .-.tock authorized, $2,000,000; paid in, $571,314.

Paul Wick, President, Youngstown, Ohio.

A. B. Cornell, Secretary, Youngstown, Ohio.

Mason Evans, Assistant Secretary, Youngstown, Ohio.

L. F. M'Aleer, Superintendent, Youngstown, Ohio.

PARKER AND KARNS CITY RAILROAD.

This Company was incorporated June 30th, 1873, under the General Railroad Law of Pennsylvania, to construct a narrow gauge railway from Parker Junction, on the Alleghany River, to Karns City, in Butler county, a distance of 10 miles. The line runs up the winding valley of Bear Creek, passing through Petrolia and the lower oil regions, and is projected beyond Karns City to Millerstown. The road was placed under con- struction in 1873, and by the end of the year four miles were in operation. On April 8th, 1874, the line between Parker Junction and Karns City was formally opened for traffic.

The maximum grade is 96 feet to the mile, and the average for the entire line is 83 feet to the mile.

The maximum curvature on the main line is 27° (212 feet radius), on side track 47° (122 feet radius).

The weight of rail is 30 pounds to the yard.

The weight of passenger locomotives, 16 j4 tons.

The weight of freight locomotives, 18 tons.

The cost per mile, including equipment, $26,012.88.

Equipment — 4 locomotives, 5 passenger cars, 2 baggage, mail and express, 43 freight cars of all classes.

Operations for year ending December 31st, 1874: —

During the first three months only four miles were operated, and in the latter part of the year the expenses were exception-

85

ally heavy, so that the following figures should not be taken as a test of the road :

Gross earnings $131 ,689.90 ; operating expenses, $74,997.0 1 . (56.9 per cent.) Net earnings, $56,692.89.

Financial Statement — Capital stock authorized, $150,000; paid in, $75,000; funded debt, first mortgage 7 per cent, gold bonds, $63,000: floating debt, $78,442.44.

Saml. D. Karns, President, Parker, Pa.

F. Parker, Vice-President, Parker, Pa.

R. M. Moore, Auditor, Parker, Pa.

W. C. Mobley, Superintendent, Parker, Pa.

PEACHBOTTOM RAILROAD.

This company was incorporated by an Act of tJic General Assembly of Pennsylvania, approved March 24th, 1868. Sup- plements thereto were passed at the sessions of the Legislature in 1 87 1-2, 1872-3, granting additional privileges. During 1872 the line was located as follows : Leaving Oxford, on the Philadelphia and Baltimore Central Railroad, it pursues a west- ward course through Lancaster county, crossing the Susque- hanna river just opposite Peachbottom, thence northwestward to York, a di-stance of 60 miles. From York it is proposed to extend t'le line to the eastern terminus of the East Broad Top Railroad, 85 miles, thus forming a through coal route 145 miles in length, from the great coal field of Broad Top, eighty square miles in area, to the eastern markets. Some twelve miles were graded in 1872, and during the following year track was laid on eight miles, but was not operated. In 1874, 38 miles were completed and put in operation, and the following year 7 miles were completed, and early in 1876 the line was finished.

The maximum grade is 105 feet to the mile, maintained for 2^ miles.

The sharpest curvature is 19° (303 f«et radius).

The weight of rail is 30 pounds to the yard.

Weight of engines, 10 to 14 tons, nearly all placed over drivers.

Average cost of road per mile, including equipment, $1 1,500.

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Equipment, 4 locomotives, 4 passenger cars, 2 baggage and express, 24 freight cars.

Financial statement: Capital stock authorized, ;^ 1,000,000, paid in, ^218,552. Funded debt, first mortgage 7 per cent, bonds due 1904 — total issue ;$650,ooo. Amount sold, $350,- 400. Floating debt, ^9,264.

S. G. Boyd, President, York, Pa.

Samuel Dickey, Vice President, Oxford, Pa.

PEEKSKILL VALLEY RAILROAD.

This railway was built by the Peekskill Iron Company in 1873, from their furnaces, at Peekskill, Westchester county, to a point on the Hudson River Railroad, a distance of seven miles. The gauge of this railway is two feet, and it is the narrowest freight carrier on this continent. The superstructure and equipment is very light. The only statistical data obtained is that the weight of the engine is four tons.

Communications should be addressed to the company.

PITTSBURG AND CASTLE SHANNON RAILROAD.

This company was incorporated under the General Railroad Law of Pennsylvania, April 4th, 1868, to construct a railway from Pittsburg to Finleyville via Castle Shannon, where are situated the coal mines of the company ; the line has since been projected to Waynesburg, in Greene county, 45 miles south of Pittsburg. Part of the road was purchased from the Pittsbur^' Coal Company, who had laid down a track of 3 feet 4 inches, which gauge has been adhered to. During 1872 three miles were placed in operation, and the following year three additional, bringing the line to Castle Shannon. In 1874 four miles were constructed, making total length of track laid, December 31st, 10 miles. The entire road is built very sub- stantially in order to sustain a heavy coal traffic.

The maximum grade is 80 feet to the mile.

The sharpest curvature 45° 50' (125 feet radius).

The weight of rail is 45 pounds and 60 pounds to the yard.

The weight of passenger engine, 12 tons.

The weight of freight engines, from 9 to 20 tons.

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Cost per mile, including equipment, ^^40,000.

Equipment — 6 locomotives, 7 passenger cars, 416 coal cars.

Operations for year ending December 31st, 1874: Gross earnings, ;^35 2,000; operating expenses, $280,000 (79.54 per cent.); net earnings, 72,000.

Financial Statement — Capital stock authorized, $1,000,000; paid up, $525,622.30; funded debt, first mortgage 6 per cent, bonds, $246,000; floating debt, $83,000.

M. D. Hays, President, Pittsburg, Pa.

Josiah Reamer, Secretary and Treasurer, Pittsburg, Pa.

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PENNSBORO AND HARRISVILLE RAILROAD.

This company was incorporated in 1875 bj' the Legislature of West Virginia to build a narrow gauge railroad between the above places in Ritchie county, a distance of 9 miles. The road was first used as a horse tramway, but later in the year a small locomotive was placed on the road.

The maximum grade is 300 feet to the mile, maintained for }{ of a mile.

The sharpest curvature is 100 feet radius.

No. of bridges, 6 ; aggregate length, 600 f,;et. No. of trestles, I ; aggregate length, 220 feet.

The weight of rail is 12 pounds to the yard, placed on wood stringers and cross ties 3 feet apart.

Weight of engine, 6^/2 tons with tender; 5 tons on dj'ivers.

Average cost of road per mile, including equipment, $3,000.

Equipment — i locomotive, i passenger car, 2 freight cars.

Operations — Road just opened.

Financial Statement — Capital stock authorized, $12,000; paid in, $12,000; funded debt, ist mortgage S% bonds, due August 6th, 1885, $15,000; floating debt, $3,000.

M. P. Kimball, President, Pennsboro, West Va.

Thos. E. Davis, Secretary and Treasurer, Pennsboro, West Va.

RIO GRANDE RAILWAY. This Company's charter is dated August I2th, 1870, but it was not organized till May 22d, 1871,' when it was resolved

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to build a railway from Brownsville on the Rio Grande, oppo- site Matamoras, Mexico, eastward to Point Isabel, in the harbor of Brazos Santiago, on the Gulf of Mexico, a distance of 22 miles, with a gauge of 3 feet 6 inches. Work was com- menced in 1872, and eight miles constructed during that year. In 1873 fourteen miles were built, completing the road, when it was opened for traffic.

The maximum grade is 8 feet to the mile, and the curvature almost nil.

The weight of rail is 36 pounds to the yard.

The weight of engines is 14 tons.

The Secretary reports that they are doing a very good business.

Financial statement not published.

Antonio Longaria, Prest., Brownsville, Cameron Co., Texas.

Jos. Kleiber, Secretary, Brownsville, Cameron Co., Texas.

H. N. Zook, Superintendent, Brownsville, Cameron County, Texas.

riplp:y railroad.

This Company was organized in 1 871, to build a narrow- gauge "oad from Middlctown, a station on the Memphis and Charleston Railroad, to Ripley, in Tippah county. Miss., a dis- tance of 26 miles. Grading was commenced and completed by the Company, and the iron and equipment furnished by the Southern Security Company, who own and operate the road ; the line being opened for traffic in the latter part of 1872.

The maximum grade is 106 feet to the mile.

The weight of rail is 35 pounds to the yard.

The weight of engines, 12 to 15 tons.

Cost of road, including equipment, per mile, ;^ 12,500.

Plquipment — -2 locomotives, 2 passenger cars, i baggage, 1 5 freight cars of all descriptions.

Operations and financial statement not published.

Communications should be addressed to the Southern Secu- rity Company, Memphis, Tenn.

SAN LUIS OBISPO AND STA. MARIA RAILROAD.

This Company was organized in 1873 to construct a narrow

gauge railway from San Luis Obispo, California, to the steamer

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landing on the bay at Avila, thence south via Arroya Grande into '^anta Maria county, a distance of about 36 miles. Work was commenced in 1874 on the division between San I.uis Obispo and Avila, 9 miles, which were completed in 1875, and several miles are now under conriruction.

The maximum grade is 1 16 feet to the mile, maintained for 7,000 feet.

The sharpest curvature is 15° (383 feet radius) and the pro- portion of curvature to tangent in entire line 56 per cent.

No. of bridges, 6. Aggregate length, 300 feet.

No. pieces of piling, 16. Aggregate length 5,000 feet.

The weight of rail is 42 pounds to the yard.

Weight of engines, 16 tons.

Estimated average cost of road per mile, including equipment —Jg 1 2,500.

Equipment — i locomotive, i passenger car, i baggage and express, 10 freight cars.

Financial Statement — Capital stock, authorized $500,000.

Christopher Nelson, President, San Francisco, Cai.

W. H. Knight, Secretary, San Francisco, Cal.

L. H. Shortt, C. E. and Supt., San Luis Obispo, Cal.

SANTA CRUZ RAILROAD.

This company was organized in 1873 to build a narrow gauge railway from the harbor of Santa C'^mz to Watsonville, a station on the Southern Pacific Railway, a distance of 20 miles. Grading commenced the same year, but tracklaying was delayed until the end of 1874, when 8 miles were ironed, and the following year the road was completed.

No statistical information could be obtained.

F. A. Hihn, President and Manager, Santa Cruz, California.

SUMMIT COUNTY RAILROAD. This Company was organized in 1873 in Salt Lake City, to construct a narrow gauge railway from Pxho, a station on the Union Pacific Railway, south-eastward to Coalville, a distance of about 9 miles. Work was commenced and the line com- pleted and opened during 1873. A company has since been

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incorporated to build a line 35 miles in length., from Coalville westward to Salt Lake City.

The maximum grade is 300 feet to the mile.

The sharpest curvature not known.

The weight of rail is 30 pounds to the yard.

No further information obtainable.

J. A. Young, President/Salt Lake City, Utah T.

William M. Riter, Superintendent, Coalville, Summit Co., Utah T.

STOCKTON AND lONE RAILROAD.

This company was organized in 1873 to construct a narrow gauge railway from Stockton, California northwestward via Linden to lone City in Amador county, a distance of 40 miles. Grading was commenced in 1874, but financial difficulties pre- vented the laying of track till 1875, when 18 miles were ironed.

The maximum grade is 53 feet to the mile.

Weight of rail, 40 pounds to the yard.

James D, Schuyler, Engineer, Stockton, Cal.

TOLEDO AND MAUMEE RAILROAD.

This company was incorporated and certificate filed in the office of the Secretary of State for Ohio, May i6th, 1873. Or- ganization did not take place till September. The line runs between Toledo and Maumee, all in Lucas county, a distance of 8 miles, which was completed and opened for traffic August 12, 1874. The road has since been projected to Van Wert, on the Ohio State line, a distance of 80 miles, part of which is now under construction, there to connect with the 41st parallel nar- row gauge railway of Indiana, which is to connect with the Keithsburg and Eastern, which will connect with the Keiths- burg and Council Bluffs Railway.

On all these railways some work is being done, and when all are completed a consolidation will be effected, thus forming an air line between the great grain-growing regions of the north-west and the port of Toledo, to be known as the 41st Parallel Railroad.

The maximum grade is 25 feet to the mile, maintained for a

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quarter of a mile, and the proportion of grade to level in entire line is j^.

The sharpest curvature is 23° 53' (240 feet radius).

No. of trestles, one, length 150 feet.

The weight of rail is 25 pounds to the yard.

Weight of engines, 19,000 pounds, 16,500 pounds on drivers.

Average cost of road per mile, including equipment, 58,000.

Equipment — 2 locomotives, i passenger car, i baggage and express, 5 freight cars.

Operations — Total gross earnings for year ending January i, 1876, ;^i3,563.i6. Operating expenses reported as ^19.48 per day, which would equal under 50%.

Financial statement — Capital stock authorized, ;^i 25,000; paid in about $50,000 ; floating debt about jgi 5,000.

Wm. J. Wells, President, Toledo, Ohio.

Geo. W. Reynolds, Vice President, Toledo, Ohio.

TUSKEGEE RAILROAD.

This Company was organized under the laws of Alabama in 1 87 1, to construct a narrow gauge road from Tuskegee to Chehaw, a distance of 6 miles. Work was commenced the same year, and the line completed in November.

The maximum grade is 60 feet to the mile.

The weight of rail is 25 pounds to the yard.

The weight of engine, 10 tons.

Equipment — i locomotive, i passenger car, 3 freight cars of all classes.

G. W. Campbell, Superintendent, Tuskegee, Ala.

UTAH NORTHERN RAILROAD.

This Company was organized in the fall of 1871, to con- struct a narrow gauge railroad from Brigham, a station on the Central Pacific Railway, via Logan to Franklin, a distance of 61 miles. The line has since been extended from Brigham southward to Ogden, 25 miles, and northward to a point on the Northern Pacific Railway, in Montana, a total projected distance of 450 miles.

Work was commenced in 1872, and during that year 30

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miles were constructed and operated between Brigham and Hampton. In 1873 the line was extended 27 miles, and during i<S74 the line was completed to Brigham, and from Hyde Park to Franklin, 20 miles, and the following year extended north- ward 10 miles — making total line in operation at the end of ^^7S> 87 niiles. 35 miles are now under construction.

The maximum grade is 90 feet to the mile, maintained for three miles ; and the proportion of grade to level in entire line is about 20 feet per mile.

The sharpest curvature is 18° (319 feet radius).

The weight of rail is 30 pounds to the yard.

Weight of engines, 13 and 18 tons; 2}4 tons placed over each driver.

Average cost of road per mile, including equipment, $9,500.

Equipment — 5 locomotives, 4 passenger cars, 42 freight cars of all classes.

Operations for year ending Dec. 31, 1875 : Gross earnings, $137,000. Operating expenses, $77,000 (56.12 per cent.) Net earnings, $60,000. Financial statement not published,

R. M. Bassett, President, Birmingham, Conn.

Moses Thatcher, Secretary, Logan, Utah,

Charles Nibley, G. F, and T. Agent, Logan, Utah.

UTAH WESTERN RAILROAD.

This company was organized in 1874 to purchase all rights and interests of the Salt Lake, Sevier Valley and Pioche nar- row gauge railway, which had twenty miles of its line graded and bridged, etc. The transfer was consummated in Septem- ber and the line of route laid as follows :

Leaving Salt Lake City, it runs westward to the southern extremity of Great Salt Lake — 20 miles ; thence to Stockton, in Tooele county — 45 miles ; and from thence is projected to the Pacific. Track laying was commenced in November, and by the end of the year 18 miles were completed and put in ope- ration. Construction is still going on, but report of track laid in 1875 is not yet to hand.

The maximum grade is 74 feet to the mile.

The curvature is almost nil — the alignment being very direct.

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The weight of rail is 30 pounds to the yard,

The weight of engine, 19 tons.

Equipment — i locomotive, 2 passenger cars, 18 freight cars of all classes.

Financial Statement — Capital stock, 1^920,000. Funded debt, ;ig7 20,000.

John W. Young, President, Salt Lake City, U. T.

H. B. Clawson, Vice President, Salt Lake City, U. T,

John N. Pike, Secretary, Salt Lake City, U. T.

H. P. Kimball, Superintendent, Salt Lake City, U. T.

WALLA WALLA RAILROAD.

This company was 'organized in 1872, to construct a narrow gauge railway from Walla Walla, Washington Territory, east ward twenty miles to a point on the Oregon State line. Work commenced in 1873, and during that year ten miles were con- structed ; the following year ten miles additional, completing the line.

No statistical information could be obtained, although efforts were made to secure it.

D. S. Baker, President, Walla Walla, W. T.

WASATCH AND JORDAN VALLEY RAILROAD.

This company was incorporated in 1873, to construct a nar- row gauge railway from Sandy, a station on the Utah Southern Railway, to Alta City, in Little Cottonwood Canon, where the " Emma" and other large mines are situated, a distance of about 20 miles. During 1873, twelve miles were completed and opened between Sandy and Fairfield, and in 1875 it was extended 8 miles to Alta.

The maximum grade is 287 feet to the mile. There is '^ grade of 250 feet to the mile continuous for 3 miles, and the ruling gradient is heavy.

The line is reported as doing a good business. No statisti- cal information or statements returned.

Wm. Jennings, President, Salt Lake City,

Frank Fuller, Superintendent, Salt Lake City.

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WEST END NARROW GAUGE RAILROAD.

This company is a reorganization of the St. Louis and Floris- sant, l6 miles in length, of which 8 miles were completed dur- ing 1875, and the remainder is now under construction.

The maximum grade is 105 feet to the mile.

The sharpest curvature is 20° (288 feet radius).

No. of bridges, 3 ; aggregate length, i lOO feet.

The weight of rail is 35 pounds to the yard. •

Weight of engines, 12 and 20 tons.

Average cost of road per mile, including equipment, jg 12,000.

Equipment — 2 locomotives, 3 passenger cars.

Operations — Line only opened a short time.

Financial Statement — Capital stock authorized, ^150,000; paid in, $75,000.

Erastus Wells, President, St. Louis, Mo.

Wm. J. Lewis, Treasurer, St. Louis, Mo.

C. H. Sharman, Superintendent and Engineer, St. Louis, Mo.

WORCESTER AND SHREWSBURY RAILROAD.

This company Avas organized under the Massachusetts Gen- eral Railroad Law of 1872, and certificate filed April 27, 1873, to construct a narrow gauge road from Washington square, in the City of Worcester, to the westerly shore of Lake Quinsiga- mond, near the dividing line between Worcester and Shrews- bury, a distance of about 3 miles, thence to Shrewsbury, the lini' being built to accommodate pleasure travel.

Work was commenced in May, and the road formally opened for public travel on July 31, 1873.

The maximum grade is 160 feet to the mile, partly on a 12° curve.

The sharpest curvature is 15° 40' (366.8 feet radius).

The weight of rail is 35 pounds to the yard.

The weight of engine, 1 1 tons.

Equipment — 3 Iccomotives, 5 passenger cars.

Average cost of road per mile, including equipment, $ 1 5,000.

Operations for year 1 875 — Gross earnings, ;^9,947.32. Opera- ting expenses, ;^7,739,59 (77.80 per cent.). Net earnings, $2,207.73. Greatest number of passengers carried in one day, 5,000.

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Financial Statement — Capital stock authorized, {840,000 ; paid in, ;|f535,ooo; floating debt, ^13,000.

E, B. Stoddard, President, Worcester, Mass. Josepli E. Davis, Treasurer, Worcester, Mass. James Draper, Superintendent, Worcester, Mass.

WYANDOTTE, KANSAS CITY AND NORTHWEST- ERN RAILROAD.

This company was organized under the General Railroad Law of Missouri, on the loth day of June, 1872, to construct a narrow gauge railway from Kansas City, Mo., east through the counties of Jackson, Lafayette, Saline, Howard, Boone, Callaway, Montgomery, Warren, St. Charles and St. Louis, to the city of St. Louis, a distance of about 240 miles.

The line of route passes through an exceedingly fine agricul- tural region, and contiguous to the road in Lafayette and Saline counties there are deposits of an excellent quality of bitumin- ous coal. Surveys were commenced in April, 1873, but no construction on the first division, between Kansas City and Arrowrock (owing to the panic) was commenced until the spring of 1874. On June 15th the first spike was driven at Independence, Mo., and the first train ran through from Kansas City to Independence, 10 miles, August 3d. During 1875 the line was extended 7 miles, and construction is now going on rapidly.

The maximum grade is ^6 feet to the mile.

There is no sharp curvature.

The weight of rail is 30 pounds to the yard.

The weight of engines, 15 tons.

Cost of road, including equipment, per mile, ;^ 18,500.

Equipment — 2 locomotives, 4 passenger cars, 22 freight cars, of all classes.

Operations — Gross earnings have averaged ^1,300 per month Operating expenses not published. Financial statement with- held.

Capital stock authorized, ^$2,000,000.

F. C. Eames, President, Kansas City, Mo. A. L. Harris, Treasurer, Kansas City, Mo.

G. W. Vaughn, Superintendent and C. E., Kansas City, Mo,

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CANADIAN NARROW GAUGE RAILWAYS.

From a report of Mr. Edmund Wragge, issued in 1871, we make the following extracts:

"The narrow gauge railways which have been already con- structed in the Dominion of Canada, and which are also the first upon this continent, are the Toronto, Grey and Bruce Railway and the Toronto and Nipissing Railway. For some years prior to 1866, there had been scarcely any railway pro- gress in Canada, and owing to the bad repute in which Cana- dian Railways were held as an investment in England, it seemed hopeless to wait until the country was able, of itself, to find the means to construct railways of the ordinary character and involving the ordinary cost.

"Mr. Geo. Laidlaw, of Toronto, who is the pioneer of narrow gauge railways upon the Continent of America, seeing no way of being able to raise the money necessary for an ordinary rail- way, advertised in the English newspapers for some account of how a cheap railway could be constructed, and, at that time, knowing nothing of narrow gauge railways, received answers, among others, from Mr. Carl Pihl, the government engineer of Norway, in which country the three feet six inch gauge is the national gauge ; and from Sir Charles Fox & Sons, of London, who had already constructed a railway of three feet six inch gauge in India, and some two hundred miles of similar gauge railway in Queensland, Australia. With that perspicuity for which he is distinguished, Mr. Laidlaw at once saw that this class of road was the one for which he was seeking, and which, while it would afford all the accommodation likely to be needed for many years to come, could be constructed at a minimum cost, consistent with efPriency. He, therefore, immediately opened communications with the firm of Sir Charles Fox & Sons, and without going into the details of the various steps

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which have followed this movement, it may l)c stated they ob- tained, after a hard fi^ht in the Lej;islature, where they liad to meet in opposition all the railway authorities (jf the Dominion, charters for the construction of the Toronto, Grey and Bruce, and Toronto and Nipissinj^ Railways, upon a gauge of three feet six inches.

The operations of these railways were so satisfactory, and the conditions of the country' the same in the Province of New Brunswick and Prince Edward's Island, that their respective governments granted charters for the construction of railways with a three feet six inch gauge.

On December 31, 1875, the following railways in the British Possessions in North America had narrow gauge track laid:

Toronto, Grey and Bruce, .

Toronto and Nipissing, .

Lake Champlain and St. Lawrence,

New Brunswick,

Aroostook, . . . .

Riviere du Loup,

Prince Edward's Island,

Miles Built, Including Sidings.	Totil Projected Militige.
210	191
88	230
10	100
100	170
20	20
91	91
200	200

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During 1876 the New Brunswick and the Lake Champlain and St. Lawrence Railways expect to build or partially com- plete the remaining unconstructed portion of their lines.

In addition to the above mentioned railways, the following of 3 feet 6 inch gauge are under construction or projected:

Bangor & Calais Shore.

Great Southern of New Brunswick,

Kingston & Pembroke.

London, Huron & Bruce.

Credit Valley.

Fenelon Falls.

TORONTO, GREY AND BRUCE RAILROAD. This Company was incorporated by special act in 1 868, to build a narrow gauge railway of 3 feet 6 inch gauge from To- ronto, via Orangeville and Mount Forest, to Sydenham, on Owen Sound, a distance of 122 miles, and also a branch from

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Orangeville to Teeswater, 72 miles. Some months elap-r-^d in educating the various counties and townships lying along the route of the railway, so that it was not until September, 1869, that the surveys were made. The following month con- struction commenced. During 187 1-2 forty-nine miles were put in operation on the main line, between Toronto and Orangeville, and thirty-eight miles on the branch. The follow- ing year 144 miles were operated, and by the end of 1874 the entire line of 195 miles was in working order.

The alignment is of particular interest at tvyo points on the T., G. & B. R., being marked at the crossing of the H umber River (15 miles from Toronto), and at the ascent of the Cale- don Hills (35 miles from Toronto), by a series of sharp curves, combined with which are heavy grades, deep cuts and high embankments.

The maximum grade is 106 feet to the mile going north, maintained for 2^ miles; 88 feet per mile going south, main- tained for 3,000 feet, and the proportion of grade to level in entire line is 79 per cent.

The sharpest curvature is 12° 2$' (462 feet radius), and the proportion of curvature to tangent in entire line is 21.8 per cent.

The weight of rail from 35 to 58 pounds to the yard.

Weight of engines, from 16 to 42 tons.

Average cost of road per mile, including equipment, ,^20,- 000.

Equipment — 20 locomotives, 12 passenger cars, 3 post-office and express, 3 smoking and baggage, 450 freight and other cars of all classes.

Operations for fiscal year ending June 30, 1875 — The win- ter was unprecedented for its severeness, so that earnings fell off considerably from those of 1874. Gross earnings, ^331,- 538; operating expenses, $258,104 (77.85 per cent); net

earnings, $73,434-

Financial statement — Capital stock authorized, $3,000,000 ; paid in, $300,000; municipal bonuses, $869,170.50; govern- ment bonuses, $231,592.00; Funded debt, $1,600,000; Float- ing debt, $500,000. The Company is now endeavoring to

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make arrangements with the Government for reduction of its floating debt.

John Gordon, President, Toronto, Canada.

Wm. Ramsay, Vice-President, Toronto, Canada.

W. Sutherland Taylor, Sec'y. and Treas., Toronto, Canada.

N. Weatherston, Genl. Supt., Toronto, Canada.

Edmund Wragge, Chief Engineer, Toronto, Canada.

TORONTO AND NIPISSING RAILROAD.

This Company was incorporated by the Canadian Legislature in March, 1868, to construct a railway of 3 feet 6 inch gauge from Toronto to Lake Nipissing, a distance of 230 miles. Work was commenced in 1869, and during the two following years some 40 miles were operated. In 1872, 64 miles, and in 1873, 88 miles between Toronto and Coboconk, the present terminus, were opened. This was the first narrow gauge rail- way opened for traffic on the continent of America.

The maximum grade is 106 feet to the mile.

The sharpest curvature 9° 30' (600 feet radius).

The weight of rail is 40 and 56 pounds to the yard.

The weight of engines, from 16 to 42 tons.

Average cost of road per mile, including equipment, $15,-

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Equipment — 12 locomotives, 7 passenger cars, 3 baggage

and express, 284 freight cars of all classes, i snow plough.

Operations for year ending June 30th, 1875 — Gross earn- ing.s, ;$22i,8i2.5i ; operating expenses. 5i35,733-2i (61.25 per cent); net earnings, ;^86,079.30.

Financial statement — Capital stock authorized, 1^3,000,000 ; paid in, ;^i93,35o; municipal bonuses, $375,072.59; govern- ment bonuses, $104,860; funded debt, $672,500, 8 per cent, bonds; floating debt, $290,801.11; total liabilities, $1,636,-

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Wm. Gooderham, Jr., President, Toronto, Canada.

Alex. T. Fulton, Vice-President, Toronto, Canada.

Joseph Gray, Sec'y and Treas., Toronto, Canada.

Edmund Wragge, Chief Engineer, Toronto, Canada.

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NEW BRUNSWICK RAILROAD.

This company was incorporated by the New Brunswick Government in 1870, to construct a railway of three feet six inch gauge, from Gibson, opposite Frederickton, on the St. John's River, to Edmunston on the upper St. John River, a distance of 160 miles, with a branch to Woodstock, ten miles. The road has since been projected to Riviere du Loup, a sta- tion on the Grand Trunk Railway, making a total distance of 260 miles.

Work was commenced in 1873, and 52 miles opened for traffic ; the following year 48 miles were completed — the main line between Gibson and Perth and the Woodstock branch being operated during 1875. Construction is now going for- ward on the northern end of the main line.

The maximum grade is 85 feet to the mile.

The sharpest curvature 10°, (573 feet radius.)

The weight of rail is 45 pounds to the yard.

The weight of engines, built on the Fairlie principle, 27 tons.

The cost per mile, including equipment, will probably not exceed ;$ 13,500.

Equipment — 4 locomotives, 3 passenger cars, i baggage and express, 40 freight cars of all classes.

Operations — Not reported.

Financial Statement — Capital stock authorized, ;^3,ooo,ooo ; paid in, ^650,000 ; funded debt, first mortgage 6 per cent, bonds, ;^i,ooo,ooo; floating debt, ^43,000; total liabilities, ;^i,693,ooo.

Alex. Gibson, President, Frederickton, N. B,

J. L. Inches, Secretary and Treasurer, Frederickton, N. B.

Thos. Hoben, Superintendent, Frederickton, N. B.

PRINCE EDWARD'S ISLAND RAILROAD.

This road, of a 3 feet 6 inch gauge, which was built and is operated by the Government, traverses the whole length of the Island, from Tiguish, in the north, to Georgetown and Souris, in the east, connecting also with Summerside and Charlotte- town, on the south, a total distance of main line and branches of 200 miles. Work was commenced in 1873, and fifty miles

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constructed during that year. In 1874 seventy miles were built, and the whole line was completed during 1875.

The maximum grade is 70 feet to the mile, and the propor- tion of grade to level in entire line is eighty-six per cent.

The sharpest curvature is 11° 30' (500 feet radius), and the proportions of curvature to tangent in entire line 33><%.

No. of bridges, 46 ; aggregate length, 2403 feet.

The weight of rail is 40 pounds to the yard.

Weight of engines, 22 and 26 tons.

Average cost of road per mile, including equipment,

$16,000.

Equipment — 14 locomotives, 28 passenger cars, 168 freight

cars.

Operations — Not reported.

Financial Statement— Not published.

W. McKechnie, Superintendent, Charlottetown. Prince Ed- ward's Island.

T. Williams, Accountant, Charlottetown, Prince Edward's

Island.

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On ]>^arroAv Gauge Rail^vays,

BY PRACTICAL MEN.

They are a success. — President BdVs Gap Railroad.

The right thing iii the right place. — President West End Railroad.

Can't be beaten by any wide gauge. — Superintendent Utah Northern Railroad.

We are greatly prejudiced in their favor. — President Peachbottom Railroad.

They ought to Ijc more generally built. — President Worcester and Shrewsbury Railroad,

The only means of securing cheap transportation. — Secretary Havana, Raii- toul dr" Eastern Railroad.

Favorable as feeders to broad gauge and for cheap transportation of freight. — Secretary Greenlick Railroad.

Have found no difficulty in working the road yet on account of gauge. — Pres- ident Nexv Brunswick Railway.

We are much delighted with our Narrow Gauge Road, and believe it an entire success. — President Memphis Branch Raihvay.

Preferable to anything wider. Can do as much as any gauge, and much cheaper. — Lessee Baltimore &^ Hammondsport Railway.

The best system for a broken, difficult country, retpiiring high grades and heavy curves, — Secretary Golden (Sr" South Platte Railroad.

I think the narrow gauge railroad is the one to build where traffic is not enough to support a standard gauge. — President Hot Springs Railroad.

We havo been operating this road since the fall of 1872, and the Narrow Gauge has given entire satisfaction. — Superintendent Arkansas Cbitral Railway.

Every dollar expended to obtain a wide gauge would have been useless ; be- sides, it would have cost more to operate. — President Denver &' Rio Grande Railroad.

I think them preferable to standard gauge, and competent to do all business that other roads do at 70 per cent, of cost of doing same on standard gauge. — Vice- President Toledo Ss' Maumee Railroad.

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As regards our opinions of Narrow Gauge, we simply state that they cost less to construct and operate, and do as good work as the broad gauge. — Secretary Monterey &' Salinas Valley Railroad,

After an experience of two years in operating a narrow gauge road, I do confi- dently believe it can be operated for two-thirds the cost of ordinary 4 feet 8_^' inch gauge, all things considered. — Superintendent Crown Point Railroad.

For the purpose for which this road was intended, it is a success, and answers the purpose much belter than any other gauge could, leaving all competition from neighboring standard gauge behind. — Superintendent Cairo iSr= St. Louis Railroad.

I consider Narrow Gauge Railways adapted to all localities where grades ex- ceed 100 feet per mile, and the formation of the country necessitates curves of greater degree than 12.— Chief Engineer Colorado Central Railway.

I consider the Narrow Gauge fully equal to all the requirements of all kinds of traffic, being cheaper to build, and cheaper and safer to operate than the standard gauge. — President Mineral Range Raihvay.

The gauge is 3 feet 6 inches, and is all that can be wished, so far as the gauge is concerned. Our traffic is now getting so heavy that we are laying down 56- pound rails, seme of iron and some of steel. — Chief Engineer Toronto, Grey >2r* Bruce Railway.

I would state that our road carries the freight between these two points with quite as much facility as the former 5-feet track. The Superintendent reports that he uses only y^ of the amount of fuel that was formerly used. — Chief Engi- neer Chester and Lenoir Railway,

The experience of this Company in every instance confirms their opinion of the efficiency of the Narrow Gauge system, and they think it fully proven that a three-feet-gauge is capable of doing all the business required of any ordinary road. — Secretary Painesville &^ Youngstown Raihvay.

I consider that our experiment fully demonstrates that for safety, comfort and traffic, the Narrow Gauge is the true system. The theoiy grew in favor with every one connected with the Company, or who observed its working and eco- nomical construction and maintenance. — Superintendent North and South of Georgia Railway. ^

.So far as my experience with Narrow Gauge Railroads is concerned, I would say that I can see no reason why our road will not do as much work as any of the standard gauge local roads are now doing. Having had several years expe- rience upon 5-feet gauge roads, I will say that for any road not having a heavy through business in connection with other standard roads, I would unhesitatingly recommend the three feet gauge. — Chief Engineer Galena 6^ Southirn Wiscon- sin Railway.

After three years' trial we are convinced that any railroad business may be done on a Narrow Gauge Road, and can be done cheaper than on the gauge now common. The construction of the Narrow Gauge Road is much cheaper than the proportion between that and the common gauge would seem to indicate. The

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hiitlges, with proportiouately less materia!, are much stronger. Tunnels require little or no strengthening. The repair of road and machinery is trifling. — Presi- dent Pittsburg Sf Castle Shannon Raihuay.

We are perfectly satisfied that the three feet gauge is all that is required for the demands of commerce. We have all we can do in the way of both freights and passengers. The present looks favorable, and the cost being much less than broad gauge, we are able to freight under the Iowa Tariff Laws with a fair profit. — Vice-President Des Moines &f Minnesota Railway.

We are perfectly satisfied, from the workings of our road, that the Narrow (jauge system is the plan on which all roads of the South should havv. been con- strusted. We consider it perfectly adequate to meet every emergency in traffic » in fact, we believe it superior in point of capacity. We have been operating our road since November, 1871, and have never had an accident. We consider the Narrow Gauge system to be superior in point of security, economy and conveni- ence.— Superintendent Tuskegee Railway.

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Milwaukee Iron Co,

ivia:;ufacturers of

RAILROAD IRON,

SPLICE BARS. TRACK BOLTS

AND

CAR LINKS AND PINS,

FOR

RAILS FROM 30 TO 65 LBS. PER YARD.

SPECIAL ATTEMTI0H GIYIM TO QUALITY.

(CORRESPONDENCE INVITED.)

Re-rolling done promptly and at favorable rates. Splices kept to fit all standard patterns. A full assortment of MER- CHANT BAR IRON in store.

MIIiWAVHEE IRON €0.,

J. J. BAaBRmAN. Pre«t. MILWAUKEE, WIS.

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Locomotive & Machine

PATIBSOH, MEW JEBSEY,

Having extensive facilities, are now prepared to furnish

promptly, of the best and most approved description,

either COAL or WOOD BURNING

KK411

AND OTHER VARIETIES OF

|lailr0ai P^atltin^rg*

J. S. ROGERS, President. R. S. HUGHES, Secretary. WM. S. HUDSON, Supt.

Paterson, N. J.

THOS. ROGERS, Treas.,

44 Exctaanare Place, New Torfe.

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ESTABLISHED 1848.

-:o:-

WM. SELLERS & CO.,

Office and Works, 1600 Hamilton St., Philadelphia.

Branch Office, 79 Liberty Street, New York.

MANUFACTUUBUS OF A FULL LINE OP

llllf If III ill Sill plf;

RAILWAY TURN-TABLES,

All Appliances required in Transmission of Power

a Specialty.

I3i/CI>I^O"VEID

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BiaiiviMva

rji,]i,o;g,

Photographs, Illustrations, Pamphlets, etc., sent to any ad- dress upon application. Correspondence solicited.

IBiW GADGE CARS.

(ESTABLISHED IN 1852,)

Builders or Narrow Gau^e Oars of every description, including Hand, Push and Mining €ars.

In addition to our Large Freight Car Worlcs, we have added a depart ment for Passenger Cars, and are now building

FIRST-CLASS PASSENGER CARS,

Of the best workmanship and of the finest finish, also Second and Third Class, at very low 'prices, specially suited for short and cheap Narrow (iauge Roads.

Up to this date we have furnished Rolling Stock for over Thirty Narrow Gauge Roads.

The location of our works is most favorable for shipment from the ,

Porta of New York, Philadelphia and Baltimore.

The cars can be constructed in sections, may be entirely completed be- fore being packed for transportation.

WOTH.— Thr Peachbottom Narrow Gauok RArr.WAY, beginning at York, Pa., being in practical operation, persons desirous of examining a Narrow Gauge Road and its equipment, can do so by calling on us, where they will find our cars in daily use, it being only a few hours' ride from New York, Philadelphia and Baltimore.

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LOCOMOTIVE WORKS.

W, H. BAILEY <fe CO.,

MANUFACTUREIIS OF

LOCOMOTIVE ENGINES,

Of the best and most approved description, and adapted to every kind of service, to burn either wood or coal.

Locomotives for Furnaces, Iron Mills, Contractors' Use, and Mine Locomotives.

A SPECIALTY,

All parts bulit to a standard gauge and thoroughly

interchangeable.

Material, Workmanship, Finish, and Efficiency fully guaranteed. Photographs and Specifications furnished on application. Correspondence Solicited.

Office and Works at Connellsville, Fa.

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Cleveland Rolling Mill Coi

MANUFACTURERS OF

nmmm €isf SfttI Kills,

— AND —

RAILROAD IRON,

FOR WIDE AND NARROW GAUGE RAILROADS.

FOEOIIOS,

MERCHANTS' BAR, BEAMS, GIRDERS,

STEliL BAHilOAB FlOiS I CEOSSIIiS,

IHOIS AND fSTEEIi WIRE,

Washers, Boiler Mivets, Fish Plates, Railroad Spikes, Track and Bridge Bolts,

Capacity of Steel Works, One Handred & Forty Tons per day.

The Metal from which this Company make their Steel, is equal in quality to the celebrated Swedish Metal.

Office.-99 and 101 Water Street,

A. B. STONE, B. CHISHOLVfl, B. S. PAOB,

President, Vice-Pres. and Oen'l Supt., Secretary,

20 Nassau St., N. Y. CLEVELAND. CLEVELAND

THE

Taylor Iron Works,

HIGH BRIDGE, N. J.

MANUFACTURERS OF

€]IIO.£D AND STEKt-TIBED

LOCO. TENDER AND TRUCK,

PASSENGER, FREIGHT AND COAL CAR

WHEELS,

HAMMERED CAR, TRUCK AND DRIVING

J^

DRAW HOOKS, SHAFTII^G, AND GENERAL FOI^GItiGS,

MADE FROM SELECT SCRAP IRON, (NO OLD RAILS USED.)

Special attention given to NARROW GAUGE WHEELS AND AXLES, for which our facihties and experience inci- dent to a large trade in this specialty, are unsurpassed.

New York Office No. 93 Liberty St

L. H. TAYLOR, Pres't. S. P. RABER, Sup't. J. H. WALKER, Sec'y & Treas.

ADDRESS

HlOIi BMIDGHB, 1>T. J".

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tmiVtt^B m OOHTHAOTOflS

FOR THE

Construction of Iron i Wooden Bridges

STEEL SVISPENSION BRIDGES,

Roofs, Viaducts, and Turn-tables.

MANUFACTURERS OF

Die-forged Bye-bars, Truss Bolts,

COMPRESSION MEMBERS AND BRIDGE MATERIALS GENERALLY.

OFFICE, 52 WALL STREET, NEW YORK.

C. MACDONALD,

President and Engineer,

WM. M. FINCKE, Secretary and Treasurer.

felr

FOETER, BELL & CO.,

PITTSBURGH, PENN'A.,

Exclusive Specialty

LIGHT LOGOMOTIVES.

Over 50 Sizes and Styles, from 7x12 to 14x20 Cylinders.

NARROW GAUGE Freight and Passenger Engines for Light or Heavy Equipment.

SPECIAL SERVICE Engines, for Contractors' Use, R. R. Construction and Shifting, Furnaces, Mills, Quarries, Ore, Coal, and Lumber Roads, &c.

MINE LOCOMOTXVES to conform to required dimensions and do the work of lO to 30 mules, at less than the cost of operating three mules and drivers.

Photograph and Price of Engine to do required work, furnished on application.

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Manufactnrers of Standard

HAMMERED

Steel Rails and Axles,

I )3«7 SliafUsg and Firgiags,

PISTON RODS. GUIDE BARS.

Made of a quality unsurpassed in this or any other country. Also,

Steel Rail Frogs, Crossings,

SWITCHES AND OAR REPLAGERS.

Of the Most Improved Patterns.

Address all orders to

Pennsylvania Steel Company,

No. 216 South 4th St., Philadelphia.

S. M. FELTON, President. H. C. SPACKMAN, Treasurer.

E. F. BARKER, Secretary.

Works at Baldwin Station, Penn^a R. R., near Harrisburg.

LUTHER S. BENT, Superintendent. .

WM. B. BEMENT & SON,

PHILADELPHIA. PA..

MANUFACTURERS OF

MSL@ffilMl

For liOcomotlve and Car Construction and Repairs.

Foundry I Smiths' Shop Fixtures.

INCLUDING

STEAU HAUMERS OF ALL SIZES.

CAMBRIA IRON WORKS,

Situated on the line of the Pennsylvania Railroad, at the western base of the Allegheny Mountains, are the largest of their class in the United States, and are now prepared to make

3,000 TONS PER WEEK OF

The Company possesses inexhaustible mines of Coal and Ore, of suitable varieties for the production of

Inn aiid Steil Balls of the lest tjuality.

Their location, coupled with every known improvement in machinery and process of manufacture, enables them to offer Kails, when quality is considered, at lowest market rates. Address,

CAMBRIA IRON COMPANY,

No. 218Son(h 4th Street, Philadelphia, Or at the Works, JTohniitown, Pa.,

Or J. S. KENNEDY & CO., Selling Agenti.

No. 41 Cedar Street, New Torh.

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Philadelphia Car Works, j. g. brill & co.,

Thirty-first and Chestnut Sts.,

PHILADELPHIA,

Builders of Narrow Gauge Passenffer Cars of all classes, also Frelf/htf 3£lne and Hand Cars,

The Works — One square from Penn'a Railroad depot, are on line of Railroad to North, South and West, also adjoining Wharves on river Schuylkill.

ALSO BUILDERS OF

STREET CA.IIS,

Of most approved styles for one or two horses, and for the various gauges

Note. — Our Narrow Gauge Cars are being used on the Camden, Gloucester and Mount Ephraim Railroajd, within a few minutes' ride of our works. Also on the Mexico and Toluca and other South American Railroads. Our Street Cars are in use on the principal roads in Philada , as also in the different cities in the United States. Photographs and Specifications sent on application.

THE HENDERSON

Hydraulic Car Brake Co.,

258 Soutla.

Street,

PHILADELPHIA, PA. I. B. BASER, Pres't.

The Henderson Hydraulic Brake is specially recommended to Narrow Gauge Railroad Companies as the

it, Moit Edialle aid IfQcti?©

POWER BRAKE IN USE.

It has been in successful operation on the West Chester and Philadelphia Railroad since April, 1874, and recently on other roads, giving entire satisfaction.

I llustraied pamphlet and full particulars sent on application.

The Ferronx Rock Drill,

(United States Patent for Sale,)

The most simple and effective machine for all kinds of

TUNNELLIHG @ MINE WORK.

This machine is now exclusively used at the Goeschenen end of the St. Gothard Tunnel, in Switzerland, having superseded all other drills, as it has been found to be the best on tenacious rock. These Drills are now extensively used in Europe and South America,

542 Machines having heen Manufactured within Eighteen Months,

CHEAPNESS, SmPLICITY, SMALL SEFAIEINa EXPENSE.

Address HOWARD FLEMING,

311;^ WALNUT STREET,

PHILADELPHIA, PA.

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HOWARD FLEMING,

311i Walnut Street,

PHIIADELPHIA. PENNA.,

DEALER IN

RAILROAD IRON

AND

Steel Tyres and Axles.

AGENT FOR THE

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Estimates of cost of building Narrow Gauge Rail- ways carefully prepared, and contracts taken for construction, including iron and rolling stock. Correspondence solicited.

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