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J
\1
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.
^
/^'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
(3)
I !
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-
(S)
;
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
Wr
I
I
i
II
J
i
lO
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
1 1
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-
12
I
I
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.
I ^
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
i !
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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
^ ■
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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'
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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.
:l
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in
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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 >
f*
lili
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ft
1
)
!
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.
i M '1
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fiS
1.)
sasasammm
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 /?
:l
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,
■MMMl
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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 :
(28)
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
S -J /■• '"-
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NO
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TOTAI-
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TOTAL
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MILEAGE.
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32
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.
TT
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■ 38
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-
thc
Na-
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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if I
it .
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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"
!1
III
n
i\ I'
ihl
I
1
I
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,
I)
i
lit
i
If
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.
*
4
li
,
.')
1
1
I '
!
-si
56
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
I !
M
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.
(58)
59
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.
6o
.'3
^
1
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.
6 1
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).
'W
li
62
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
j'
III
64
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.
65
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.
I
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.
5
66
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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WEBSTER, NY. 14580
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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.
73
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.
74
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
75
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.
76
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
17
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>o
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.
79
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-
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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-
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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
(96)
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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
719
1002
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
99
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,-
293-
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, $1,636,-
573vi-
Wm. Gooderham, Jr., President, Toronto, Canada.
Alex. T. Fulton, Vice-President, Toronto, Canada.
Joseph Gray, Sec'y and Treas., Toronto, Canada.
Edmund Wragge, Chief Engineer, Toronto, Canada.
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NEW BRUNSWICK RAILROAD.
This company was incorporated by the New Brunswick
Government in 1870, to construct a railway of three feet six
inch gauge, from Gibson, opposite Frederickton, on the St.
John's River, to Edmunston on the upper St. John River, a
distance of 160 miles, with a branch to Woodstock, ten miles.
The road has since been projected to Riviere du Loup, a sta-
tion on the Grand Trunk Railway, making a total distance of
260 miles.
Work was commenced in 1873, and 52 miles opened for
traffic ; the following year 48 miles were completed — the main
line between Gibson and Perth and the Woodstock branch
being operated during 1875. Construction is now going for-
ward on the northern end of the main line.
The maximum grade is 85 feet to the mile.
The sharpest curvature 10°, (573 feet radius.)
The weight of rail is 45 pounds to the yard.
The weight of engines, built on the Fairlie principle, 27
tons.
The cost per mile, including equipment, will probably not
exceed ;$ 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.
( '02 )
103
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.
le
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ESTABLISHED 1848.
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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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^..^.U^v""" ^/«/ ^„
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
m
mpaij.
Estimates of cost of building Narrow Gauge Rail-
ways carefully prepared, and contracts taken for construction,
including iron and rolling stock. Correspondence solicited.
N
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