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1 2 3

Narrow Gauge Railways

IN AMERICA:

EMBRACING

k SKETCH OF THE RISE, PROGRESS AND SUCCESS

OF THE NKVV SYSTEM, AND

VALUABLE STATISTICS AS TO GRADES, CURVES, WEIGHT
rv RAIL, LOCOMOTIVES, CARS, ETC.

ALSO, A

DIII^ECTORY OF f^ARROW G/UGE R/JLWAYS

/AT NORTH AMERICA.

HOWARD FLEMING,

ILLUSTRATED,

LANCASTER, PA.
INQUIRER PRINTING AND PUBMSHING COMPANY

1875-

Entered according to act of Congress in the year 1875,

By HOWARD FLEMING,
In the Office of the Librarian of Cor.gress at \Vashi"gton.

INTRODUCTORY.

Every new innovation has its advocates and adversaries, and
tlie narrow ^auge railway has not been exempt in this particu-
lar. Notwithstanding that the opposition was intense to the
narrow gauge railway of forty years ago, it has now become
the broad gauge or standard of to-day, and has assumed in its
turn an antagonistic attitude to the narrow gauge railway of
the present time. A fiercer contest has been waged during
the last decade over the question of gauge, protracted and
bloodless though it has been, than many a sanguinary struggle.
The wordy warfare has been carried on through pamphlets
and the columns of the ncw.'^papcrs, until if gathered together
they would almost assume the proportions of the writings of
Swedenborcf. Althousjh so much has been written about the
narrow gauge railway, no book has been issued to show what
has been accomplished and what is still being carried on.

The object of the compiler in submitting this brochure to
the public and railroad fraternity, is to give results and facts
as far as practicable, as the majority of either party have little
or no conception of the progress made by this new system
that has so recently been placed in practice.

In preparing this work the author has indulged in no high
conclusions or false deductions, neither does he argue that the
present standard gauge railroads should be converted into
narrow ones, except in seme instances; but he docs insist that
it is more profitable to construct a narrow gauge well, than
build a broad gauge badly, and that it is better to have a railway
that can cany with equal facility to a market either live
stock, agricultural produce, mineral product or general freight,
and that can be built for a moderate cost, than to be without any

means of ti-ans[)()rtation, or be waitin^,^ until a hioad ^au^rc
railway will be able to be .sup[)ni-te(l.

It is to be regretted tliat so many of the railways do not
furnish an exhibit of their gross earnings and operating expenses,
and also refrain from publishing a financial statement, as it is
believed that their [jublication does more real good for a rail-
way company than resolute silence. It is to be hoped, there-
fore, that when a revision of this work takes place, i"<to which
doubtless unavoidable errors have crept, narrow gauge rail-
ways will transmit this most requisite inR)rmation.

The compiler acknowledges his indebtedness for much
valuajjle data received from the officers "of the several
Narrow Gauge Railway Companies enumerated in this work ;
also, from the following Locomotive and Rolling Stock Con-
struction Companies: The lialdwin Locomotive Works of
Thiladelphia, Messrs. Porter, Bell & Co. of Pittsburg, Messrs.
Jackson & Sharp, of Wilmington, Del., and Messrs. Billmeyer
& Smalls, of York, Pa. H. F.

FhiladdpJiia, yanuary, 1875,

216 Smith Foiuih Street.

'^^

NARROW GAUGE RAILWAYS.

THEIR ORIGIN AND GROWTH— THE FESTINIOG LINE

—ARGUMENTS IN THEIR FAVOR— PROGRESS

IN THE UNITED STATES.

"^ff^

During the early history of railways in England, a great
controversy arose among engineers as to the best gauge to be
adopted. Two eminent engineers, the greatest of the time,
Brunei and Stephenson, took opposite sides, and divided the
profession into two hostile factions, who carried on with much
energy and some acerbity of feeling what was called " the war
of the gauges." The Brunels advocated the Broad Gauge, and
the Stephensons became the champions of the Narrow. The
former gave to the Great Western line the seven foot gauge :
the latter to the Liverpool and Manchester, and numerous
other lines, the four feet eight and a-half inch, or narrow gauge

of the period.

This controversy lasted twenty years, and everj- 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 under the accumulated evidence of
years, leaving the narrow gauge the victor — the victory hav-
ing been made decisive by the conversion of Brunei's Great
Western Broad Gauge 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
instances, such as the Ohio & Mississippi, and the Grand
Trunk, the track has been narrowed to four feet eight and

a lialf inches at ^^reat expense — experience havinij proven that
the original ^^'lll^'e was too wide for the traffic, and that to use
tlic words of a celebrated ent,Mneer, the niacliincry and rolhn^f
stock had been built to haul and transport a <;allon when they
did not have more than a (juart to carry. That a six feet
<^au<4e is too wide, is ilenionstrated by the report of Captain
Tyler on the haie Railwa)', in wiiich lie recommends it to be
narrowed, even though the estimated cost of effectin_<^ it
amounts to $8,500,000. Further, a practical firancier has
stated that, " you could not raise a dollar in the United States
to-day, to build a road of wider ^au^e than four feet ei<j;ht and
a-half inches."

Stephenson's gau<.jc was the result of accident or unex-
plained cause, as when the parts of tlie first locomotive were
l)ut toLjether, it was found to fit a gau<^e of four feet eight and
a-half inches, instead of four feet nine inches, as was intended,
and which was then the distance between the wheels of ordi-
nary vehicles in England. With few exceptions, this gauge
has been adhered to ever since. No one asked the cjuestion until
a few years ago — Why was the present standard gauge chosen,
and why will not a narrower one answer all purposes ? Man is
an imitative creature, and England, the birthplace of the rail-
way, inhabited principally by a race of conservative men, has
now in consecpience a railway system of 16,082 miles built on
the four feet eight and a-half inch gauge. Although only 268
miles, according to the English Board of Trade returns, were
constructed during 1873, yet Capt. Tyler, in his report, considers
that the mil way system is far from complete, and tliat many
hundred m.'es will have to be built to give the benefit of rail-
way communication to outlying districts. The aggregate length
of railway's authorized by Parliament during the yeais 187c,
1 87 1, 1872 and 1873, and not yet constructed, alone amounts
to more than 1800 miles. The question that naturally suggests
itself is, why were not these railways built ? The answer is,
because the lines of route arc not able to sui)j)ort a gauge
costing on the average $175,000 per mile, and because capital-
ists arc aware of the fact that one-seventh of the amount in-
vested in English railroad shares pays no dividend.

This knowlcd^a" should cause the construction of the above
rcfiuircd milca^^cof the narrow ^niu^^c of to-day, which, as will be
hereafter shown.is built and equipped for a much more moder-
ate fij^aire. It would be absurd to advance, still more to sustain
an argument for the conversion of the present English system
to a narrower gau<^e ; and yet in the lis^dit of evidence, we cannot
deny that a vast economy would have been made, had two-
thirds of its present mileage been constructed either of the
Canadian gauge of three feet six inches, the South American
metre gauge of three feet three inches, or the United States
standard narrow gauge of three feet ; it being fully able and
more than sufficient to meet all the demands of traffic noio,
and how much more when first constructed, and when the
business had not attained its present proportions !

The world-famed and initial narrow gauge railway, the
Festiniog. in North Wales, was originally constructed in 1832.
as a horse tramway, to carry shite fro 1 the cjuarries to a
shipping point at Portmadoc. it was made nominally of a two
feet gauge, the exact gauge being half an inch less than that. This
state of affairs continued until 1S63, when on the recommenda-
tion of Mr. C. K. Spooner, the engineer of the line, locomotive
power was adopted. The twc locomotives built for the line by
Messrs. G. iMigland & Co., in 1863. are four-wheeled engines,
the wheels being two feet in diameter and coupled. 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.
Subsequently Messrs. Englan'i built five other engines of a
similar class, two of them, however, being heavier, and weigh-
ing ten tons in working order. The year 1869 was marked
by the introduction of the Fairlie engine on the Festiniog
Railway, and the results which have since been obtained, show
that Mr. Spooner exercised sound judgment in recommending
the adoption of this system. The Fairlie engine, " Little
Wonder," was built by Mr. Fairlie at the Hatcham Works,
and is mounted on two steam bogies, each bogie having four
coupled whet^ls two feet four inches in diameter. The wheel
base of each bogie is five feet, and the total wheel base of

the cnf,nnc nineteen feet, while the ^vcight in working' order is
nineteen and a half tons. Ivich ho^rje has a pair of cylinders
8i'''.v inch in fh"ar.ieter, witli thirteen inch stroke. In ordi-
nary work this en^n'ne will take up a train, the total pross
weight, inclusive of en{,M'nc, beinj,' i-7jj tons, of which about
twenty-one tons will be passtnj^rers and froods carried. On
the down journey when the slate trucks arc loaded' and
the goods wagons einpty. the total weight of enjjine and
train is about i^6}< tons, of which 230 tons are paying load.

Im})erial princes and Royal Comiiiissions from Russia,
France, Italy, Spain, Norway and Germany, tf>gether with
engineers from the United .States, Brazil, "and the uttermost
parts of the earth," have wended their way to the Welsh hills
to behold and investigate and criticise Jiis minature iron road.
The novelty was so enduring at first that scarcely a week
elapsed without self appointed inquisitors presenting them-
selves before the chief engineer and manager of the line, Mr.
Spooner, until at last he began to wonder v/hethcr he acted
in that capacity or as a showman.

It may not be inopportune here to present the following ab-
stract from the report for 1873 of the Festlniog Railway, ac-
cording to the returns of the British Boaul of Trade:

Length of road, single track, 23;^ inch gauge, 14 miles.
Capital cost.

I'aid up common stock (4% dividend in 1873) $430,930

I'referred slock (5^ di\idend in 1873) 175,000

Loans (bearing 5 </c interest) 60,000

Total cost ($47,g66 per mile) ;«665,930

Besides dividends and interest charges, the company paid
in 1 873, $6,760 for " way leave," and Jg 1,35 5 for rent of lands, and
adding this to the interest and dividends we have $37,102,
which is -jV per cent, of the cost of the road.

The number of passengers carried and receipts therefrom
were : s

RECKIFI'S.

51,950

Nt^MBKK.

First Class. ... ,. 4,495

Second Class. , 3i5t>2

Third C!as= 120,577

1,220
17,790

-8,634

5-0,060

The tons of freight carriec*. were :

TONS. RKCF.irrS.

Minerals 24,8.50 fSo.SfK)

(k'nernl Meichamlise iM45 '7.5<o<»

143,675 5<)8/)6o

Freight nnd Passen(.;cr Earnings *' n;,<)20

From other sources 2 (;l 5

Total r.nrniiigs S 122,535

Wori:ing Expenses (59 63 per cent) 73*^7°

^'et Receipts 549.4^''!

.* , cnthiisiasni provoked by the Festiniog Railway, and
the various papers issued by Robert F. Fairlie,esp"ci;.;iy those
rend before the British Association in 1870 and 1 871, on "The
Gauge for the Railways of the Future," and "Railway
Gauges," has not been without eff'-i,

On the Continent of Eur. p-, narrow gauge railways are
in succes.^ful operation in Belgium, France, Italy. Switzerland,
Austria, Russia, Norway and Germany.

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
litUc ci-edit upon him as a statesman, in that he has reversed
the wise policy initiatf.d by the late larnented P^arl of Mayo, in
respect to the question of the gauge of the lines to be here-
after constructed in India. We cannot but think that this
decision will be reconsidered, in view of the report of the Gov-
ernment Director before us.

The total investment in Indian Railways is about ;{^ioo,ooo,-
000 ($500,000,000), the interest being guaranteed by the Brit-
ish Government on the 5,872 miles of railroad completed,
which have cost on an average about $82,500 per mile.

The net earnings in 1873 were less than ^^"3,200,000 ($16,
000,000), without this guarantee, therefore, the investment-
would be very unsati -factory — indeed it wouM never Itave
been made ; and yet where the traffic grows very slowly, a
rrauge of five feet six inches, with its attendant heavy expenses,
is persisted in to the detriment of the l^ritisli Government,
financially.

Were the Iiulian Railroad system constriictctl on the metre
<rau<u: it is allouother i)robable that it would have been mueh
more ])rofitable.

In Australia and New Zealantl, the narrow gau-^^e is repre-
sented by such lines as the (hieensland Railway, and the
Dunedin and I'ort Chalmers Railway, and others.

In South America, the ArL;entine Confederation, the Repub-
lics on the River Plata, the l^razils and Peru, narrow gauge
railways are in operation, under construction or projected. 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 reserved to the United States to carry out most
full)- this new departure, which originated, over forty years ago,
at a secluded spot in North Wales. The object of the author
i.s to give now the history of the rise, progress and success of
the narrow gauge railway in America. No such record has
yet been published. B}' issuing it, it is hoped to cement the
relations of narrow gauge railways the one to the other, ..id
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-
roads does not speak, in its preface, of the narrow gauge rail-
ways or the new system that is being introduced, and which is
rapidly gaining grand i)roportions. Vernon's Railroad Man-
ual likewise is silent, in its editorial and prefatory remarks on
the railroads of the United States and Dominion 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 prac-
ticable, of the narrt)\v gauge railways, a resume of the argu-
ments urged in their favor may not be out of place :

/'•/■sf. The cost ol constructing a railway is nearly as the
width of its gauge; in very rough countries the narrow .t^auge
will be greatly less than the proportion to its width, whilst in
Hat, level ground the proportion will be more ; but taking the

]

average (excluding rolling slock, fencing, stations and tele-
graphs) the cost will be found to vary as the gauge.

Sfcoiid. Iwery inch added to the width of" a gauge, beyond
what is absolutely 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 useful effect of

the railway.

r/iird. The dead weight of trains, conveying either passen-
gers or goods, is in direct proportion to the gauge on which
tliey run; or in other words, the proportion of non-paying to
paying weight (as far as this is independent of management) is
increased exactly as the rails are farther 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 proof of this we need only cite the
case of the Festiniog Railway. The wagons used uijon it, for
carrying timber, weigh only I2c\vt.. and they frequently carry
a load of over 3ji 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 English
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
standard roads it is generally one to one.

Fourth. A saving, in first cost of construction, equal to 33
per cent., is effected, owing to the ilexibility of the* gauge, in
allowing the ro:id to be built so as to follow very closely the
natural contour of the country, and to the reducdon in gradu-
ation, britlging and superstructure. As a comparison of cost,
we may take the Denver extension of the Kansas Pacific Rail-
way, built under the same engineering supervision as the
Denver and Rio Grande ; the character of work on the two
roads being much the .same, though that of the D. & R. (i. is
somewhat the heaviest. The Kansas Pacific uses a rail weigh-
ing fifty-six pounds per yard ; the Denver and Rio Cirande
using rail weighing thirty pounds per yard. Kansas Pacific

cost, per mile, with equipment, $23,500. Denver and Rio
Grande cost, per mile, with equipment, 5^13,500.

Messrs. F. E. Canda & Co., railroad contractors of very
wide experience, lately favored an inquirer with the following
estimates of the probable cost of a narrow gauge road over a
prairie country like that around Chicago. This estimate has
a basis of positive knowledge acquired in building the Cairo
& St. Louis narrow gauge railway :

COST PER MILE — THREE EEET GAUGE.

Grading $2,200

Iron (30 lbs. to tlic yard) 4,080

Fish plates, fastenings, etc 435

Cross tits (2,640) 800

liridjiing and Culverts 400

Track-laying and surfacing 400

Engineering 250

Right of Way 300

Station Houses, Water Stations, etc 375

Sundries 280

$9,520
ROIXING STOCK.
For a road loo miles in length, doing a coal traffic as well as general
freight and passenger business, the following would be a fair equipment :

12 Freight locomotives $8,000

4 Passenger locomotives 7,000

300 Coal cars 450

70 Flat cars 420

100 Box cars ..... c2o

10 Passenger cars 3033

3 Passenger cars, sec jnd-class 1,500

3 Baggage cars 1,400

$96,000

28,000

135,000

29,400

52,000

30,000

4.500

4,200

$379,100
^i" l>3»79i per mile.

If a forty pound rail were used, the cost would be about
$[200 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 tlie Chicago, Burlington ^K-- O^iincy, 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-
t

October 9, 1 871, the actual sum cannot be stated,) a saving is
effected through the adoption of the narrow gauge of about

$7,000 per mile.

About these proportions may be expected to hold good in
any cot ^.try 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 ly/z miles the creek falls 1,700 feet. The cost of
grading a road bed through the cailon for a four feet eight and
one-half inch track, was estimated to be $90,000 per mile. The
actual cost qf grading a road bed for a three feet track, has not
exceeded $20,000 per mile."

" This large difference resulting from the fact that the loca-
tions of the two lines occupy different ground. On the broad
gauge location the mmimum radius of curvature adopted was
955 feet, and on the narrow gauge 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 embankments, and deep, open rock cut-
tings. The adoption , of the narrow gauge admitted of an
alignment conforming approximately to the windings of the
canon, enabling a graded road bed to be obtained for less than
one quarter of the estimated cost of a broad gauge road bed,
with the additional advantage that increase of distance secured
more favorable grades."

Further, the equipment is adapted to the gauge and the re-
quirements of traffic. Lighter locomotives and rolling stock
being made use of, entails consequently a lighter rail.

fifth. — Traffic Capacity. The evidence furnished by ."^everal
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 fifth
annual report, state that " the average number of passengers
to each train during the last year was 71, and the average num-

.11

bcroftons of freight was 64" Taking each "•.';"-»";
,,i,,ting of four passenger cars, we have an average of . 8 to ea h
car, when they are constructed to carry 56. h.ach car we.gh-
i,,,; say, 35,000 pounds, an unproductive we.ght capacty of
early 000 poinds is transported for each passenger ; and,
LcoKling to' the returns, for each ton of fre.ght moved,
2.9 tons of rolling stock is hauled.

The traffic capacity of the narrow gauge has eve. been an
argun,ent urged against it by its opponents, but before pre-
senting facts we offer the foUownig :

■ A narrow gauge passenger car weighing say I 5,000 pounds
is constructed to carry 36 passengers. We w,ll pre-.me (or
an instant that tl.oy only carry on the average 12 I«^^'^'>SC •
bein.^ the same proportion as .8 is to 56: an unproduct,
weigin capacity is, therefore, carried of .250 pounds for ea
pas^'enge.' ben,g 750 less than than the standard gat,ge,b
his is a presumption that rareb' or ever occurs, the cms bung
most frequently more than half occupied, so that the dead
wei<dU proportion is considerably reduced.

Touching freight capacity, the following letter ,s produced
wJd speaks fo,- itself This effectually disposes of the theo.y
n^^thi narrow gauge cannot compete with the broad one

Denver, Colorado, Aug 20, i873-
u- w P.r.f E^a Superintendent Denver £.- Rio Grande Kaihvay ;

\ t. 1 ;; t' hsome doubts that I applied to you lor transportation
, ^"".^"w^M^K-ition, consisting of circus, menagerie and a.,uarunn,
"' u e i t t " -een n.imatcd to n.e that great .liii^culty m.ght he ex-
over you hne. ^^^^ acctnnmodations over the Narro^o Gauge and

perienced m ''''t=^'"'"- .^" ,'!'"'.,,,, ,^^,,„,dy hazardous, as many ot my
even ^ ^^^ ^^ ^''-:^:t 1^^ ^^ years' expeuence .n trans-

: „ U Tn,nn U„„. of ,1,. ov>U„,,y «™ge. I h.ve ,„« ;v„h co.meou, a,„

Truly Vours,
complete succe.s^. ^^^^^^ Robinson, Jr.,

'■'"^"'^ Manager Ohl John Robinson's Great World's Exposition.

(

We shall refer to the subject of " cars " under that head

further on.

Sixth. Economy in management. In this respect the nar-"
row gauge railway shows a marked advantage ; the cost of
operating being about twenty per cent, under that of a stand-
ard gauge road. The Denver and Rio Grande Railway
reports the ratio of expenres to gross earnings for the year
ending December 31st, 1873,50.2 per cent., and for 1874, ap-
proximately 56 per cent. The Mineral Range, 55 per cent.
The Parker and Karns City, 56.9 per cent. The Toronto and
Nipissing, 55.7 per cent.

In comparing the wear and tear of the two gauges, the ad-
vantage is immensely in favor of the narrow gauge, with its
light machinery and rolling stock. The ordinary standard
gauge passenger car, weigliing 35,000 pounds empty, ham-
mers the rail joints with 4,375 pounds on each wheel, when
loaded and hauled over the rails 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 pas.senger 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
weif^ht, and witli a tractive power, on a level, equal to 1,460

tons, so as to compare it directly with an enirine of equal

power on the standard road.

On a Uvel—invr.s weighi of train 1460 torn.

Tons.

The 3 feot en<;ine with 399 tons of cars will luuil of coal 1064

The 4 feet ^% inch engine with 566 tons of cais will haul of coal 9CX)

On a maxinuun grade of 36 4-ro fdd, gross xveight being ^S? tons :

Tons.

The 3 feet engine with 160 tons of cars will haul of coal 427

The 4 feet 8;-^ inch engine with 225 tons of cars will haul of coal 361

On a maximum grade of 40 feet, gross -veight being 444 tons :

Ions

The 3 feet engine with 121 tons of cars will 'uaul of coal 323

The 4 feet 8>^ inch engine with 171 tons of cars will haul of coal 273

These trains, it will be seen, correspond in gross zvcight ; the
three feet gauge by its less weight of cars transporting about
seventeen per cent, more productive load than the standard
gauge.

On a gradient of So feet per mile, gross weight 2J3 tons ;

Tons.

The 3 feet engine with 70 tons of cars, will haul of coal 182

The 4 feet Sj/^' inch er-.^ine with 97 tons of cars, will haul of c ).il 155

From the foregoing we learn :

First, That an engine of the 3 feet gauge can take a greater
number 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
814 inch, against a 26iu grade is 361 tons, and that this
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 j6iu 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 8 '/^ inch engine on
a gradient of 80 feet being 155 tons ; that of a 3 feet would
be 182 tons. But giving the 3 feet engine the load only of its

rival, or 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 potvcr o^ \.\\q 3 feet
gauge engine is no greater than the other, and keeping the
mine 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 discussions on the rela-
tive merits of the standard and narrow gauge railway, the
question as to safety on the narrow gauge was propounded,
and it was boldly asserted at the time that it would be extreme-
ly hazardous to ride in cars the wheels of which were only
three feet apart, and that if they were hauled at a velocity
equal to the cars on the ordinary guage, it would be courting
certain danger. It was the old argument, in another form,
against the first introduction of steam locomotion. That the
hypothesis was fallacious is evidenced in the fact that since the
first narrow gajige train commenced naming in America, there
has been no serious accident entailing loss of life reported. We
leave it to our readers to compare this statement with the
record of standard gauge railroads.

PROGRESS OF NARROW GAUGE RAILWAYS.

Although narrow gauge railways in the United States are
comparatively new, it being only four years since the ground
was broken — in 1871 — for the initial line, the Denver & Rio
Grande Railway, yet a large amount of mileage can be shown
as completed and under speedy construction, nothwithstand-
ing the strong opposition and prejudice against them at their
first introduction. That the opposition is declining and thepreju-
dice bein<T overcome, is evidenced in the fact that such first-class
standard gauge lines as the Pennsylvania, the Lehigh Valley,
the Philadelphia, Wilmington and Baltimore, and the Mem-

phis and Chnrloston, rocogni/.c in narrow gauge railways
important adjuncts and f(;cdcrs to their trunk hnc, and have
assisted in tlieir completion by either supplying superstructure
or equipment, or guaranteeing, as in the case of the Philadel-
phia, Wilmington and Baltimore, and lialtimore Central to the
Peachbottom Narrow (jauge 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
recarried over the Peachbottom road from their country, or
consigned from Philadelphia or Baltimore to points in the
country reached over the Peachbo'.tom.

That the prejudice of the publ'C is quickly disappearing, and
that they are becoming convinced of the capacity, usefulness,
and moderate first cost of the narrow gauge railway, is shown
by the following table, giving the mileage constructed during
each of the four years, 1871-74:

III 1S71 there were built 179 miles of narrow gauge railway.
Ill 1S72 " " 450 " '< " "

In 1873 " " 509 '/( '' " " «

In 1S74 " " '886';'4' " " '« •«

Total,

2025

On June 19-20, 1872, a National Narrow Gauge Railroad
■Convention was held at St. Louis; the meeting being attended
by a long list of delegates from the narrow gauge railroad
■companies — completed or organized — car and locomotive
■builders, and others interested in the movement, when the fol-
lowing points were suggested for discussion and elucidation :

" I. The want of railway facilities.

" 2. The comparative cost of the two systems.

" 3. Our means of constructing the broad gauge as com-
pared with the narrow gauge.

" 4. The comparative cost of operating the two gauges.

" 5. Can narrow^ gauge locomotives be constructed of suffi-
cient power and speed to answer general requirements ?

" 6. Can the passenger coaches be made safe, comfortable
and popular with the traveling public ?

" 7. Can freight cars be constructed of convenient size for
the transportation of cotton, live stock and general freights?

I I

" 8. What saving in dead weight will the narrow gauge
effect ?

"9. How will the saving in first cost and dead weight affect
the rates of freight and passage ?

" 10. Break of gauge or connections.

"II. Experience and opinions of experts.

"12. The narrow gauge, as compared with the broad gauge,
as the means of development."

These several topics were most thoroughly investigated, and
results as far as then practicable stated. A resolution was
passed to the effect, that h« !jg found the three feel; gauge so
numerously represented in this Convcition, it be adopted
as the standard narrow gauge by all roads, where there are
no particular reasons for adopting a less gauge.

The late John Edgar Thomson, when conversing with a
gentleman who was requesting his opinion on the narrow
gauge question, stated, " that were he now building certain of
the branch roads of that great highway, the Pennsylvania
Railroad, ''one now carrying annually 10,000,000 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 believe that narrow gauge
railways will be " a power in the land," and that they will
revolutionize certain districts in America, and whole countries
in other parts of the world, and be the means of making fruit-
ful 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 Den-
ver and Rio Grande was begun in 1870.

COUNTY.

Arapahoe

IJcill

IJoulder

Clear Crct-k

ConcJDS, incluiiing La I'liUa....
Coslilla, including Kio Ciraiulc

Douglut

Eli)erl

El Paso

Fremont

Gilpin

ASSESSMENT LIST.

1870. 1874. .

$4731.830 $X5.oti8,o85

35'.24« 2,172,207

. 1,121,972 2,547,964

, 1, 100,11a 1,485,008

265,702 14I,4>5

ii.S,()62 528,249

574.397 ^470.636

i,675.7('0

524 965 3.160,323

. 375.950 1.314,695

_ . 2,000,000 2,J22,342

Greenwood 44'^'.9-4 Aljolished in 1874

Ilutrlano

Jefferson j.

Lake

Larimer

Las Animas ....

Park

Pueblo

Saguache 129,656

Summit 123,926

324.932 702,856

,034,738 2,034,529

172,917 250,998

332,510 905.944

457,932 1,186,482

175.550 795.707

85" ,811 3.784.348

599.308
158,722

Weld.

954,361 2,063,166

Totals...'. $16,015,521.

$44,388,804

ci:nsus 1873.

25,000

3.850

5.325

5.500

3.800

3.350

3.100

roruLATioN.

COUNTY. CENSUS 1870.

Arapahoe 6,829

Benl 592

Boulder i,939

Clear Creek 1,596

Conejos ^.504

Coslilla 1,779

Douglas 1.388

El Paso 987 3.450

Fremont 1,064 3.300

Gilpin 5.490 7.500

(ireenwood 510 600

Huerfano 2,250 3.350

Jefferson 1,390 6,230

Lake S22 875

Larimer 838 3.250

Las Animas 4,276 5'78o

Park 447 2,800

Pueblo 2,265 8,950

Saguache 304 2,000

Summit 2s8 1,050

Weld 1,636 5.100

Totals 39,864 104,860

The Secretary of the Utah Western Railway writes : " The
promoters of broad gaui;c 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 about 87 miles since May
17, 1869, while there have been built about 160 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 conver^^ing 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 con-
vinced of the efficiency and lesser expenditure of the narrow
gauge railway, should convert their line into one by altering
the gauge and disposing of ti:e 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 expe-
dient to overcome break of gauge, and consequent tranship-
ment, 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}i
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 Ouentin, leased by the North Paci-
fic Coast Narrow Gauge Railway and being converted into
one of 3 feet.

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

TOTAL
MtLRAHR

compl'u.

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\n^ liave tlu: amount of mileage set opposite each respectively
under construction :

MH.F.S.

I'o.'ichhotloin

Olilo :iii(l Toledo *''+

■| olfdo mill Mauiiici: *+

Ciiir.i iinil Si. Lotus ^^

Iowa I'lastfiii

\Vy:ui.loll, Kansas Cil) and N W 9°

1 )env(i and l\io ( liandf '^

l)(MiviT, South I'ark an 1 I'acilic "+

Utali Noiilit'in ^

Utah Wisuin -7

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t'hrsUT and Li-noir 5°

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Mcinpliis ISrantli ''

Colorado CciiUal "+

Norlli and Soiuli of Coois^ia 43

Ciddcn a-.id Soutli I'la.tif

v'anidon, i ;ioim.'sti.i and Ml Kplnaim 9

It is lH-lie\i-d that a lar^-c amount of narrow change mileage
will he constructed during 1S75, as the railways in operation
ha\e full>- tleinonstrated their ca[)acity in every class of traffic,
an 1 have become a living example to the younger organiza-
tions. That they have been closely watched and criticized is
o\ideiK\'d [)>• the large number of companies tt) which char-
ters ha\e been grantetl to build narrow gauge roads within the
last t\\'> \eais.

(.);! the next page we give a list of the conii)anies in the most
forward state, that have been recently heard from; also their
total proiected luileage, and their luileage under construction,
Mu\ the avldress to which coinuiunications should be sent, pre-
ficmg it with the remark that the data here given is as correct
as ciicumstances will permit, seeing that there is no Bureau or-
iMgam/atiiui created purely for the collection ot such statis-
tics, and lo which narrow gauge railwa}'s could report. It is,
therctore. not improbable that those lines that are reported as
surveyed, mav h.ive their line graded, and those stated as un-
der construction ha\e [\ut o\ their line ironed and in operation.

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t<;-

NARROW GAUGE LOCOMOTIVES.

The locomotives for working; narrow i^auge 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 13aldwin 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,
i87i,and apth' named " Montezuma," its mission being to run
through the territories once owned by that ancient monarch,
will not be out of place. '

The ciiij;inc has four ihivers connected and a Iwo-wlieeled truck'.
Dianitler of cylinders, g inches. Stroke of ])islon. i6 inches.

" •' driving wheels 40 "

" " pony wheels 24 "

Distance between centre of pony wheels and centre of front drivers 5ft S '^ "

Distance lietween driving, wheel centres 6 3 "

Total wheel base of engine 11 1 1 fj "

Rigid wheel base (distance between driving whcjl centres), 6 3 "

Diameter of tender wheels 24 "

Distance Ijetween centres of tender wheels "

Total wheel base of engine and tender 26 5 '^ "

lyCngth of Engine and lender over all ^5 4 "

Capacity of tender 500 gals.

Weight of tender empty 5>500 l'^"--

" " engine in working order 25,300 ''

" " " on drivers 20,500 "

" " " on each pair of driver> 10,250 "

" " *' on pony wheels 4,800 "

Height of smoke-stack above rail (j (j <•

Height of cab from footboard to centre of ceiling 6 3 '•

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 tin- mile 164 •' "

On a grade of So feet to the mile (j8 '♦ •«

(26)

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 lading 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, are not now built on that pattern, but made similar to the
" Baldwin," a view of which is here given.

The dimensions and tractive power are as follows :

Cylinders ii inches diameter, 16 inches stroke.

' , , 42 in. diam,

Dnvni" wheels ,, ,

. 24.

Truck wheels

iS ft \ in.

Wheel base total ^ ,

" " rigid J^

Tender, four wheeled, tank capacity 75° K^ o"'^-

.,,,,,., „ 1. 100 "

" eiyht wheele<l

Weight of engine in working order:

2!;,ooo Ihs.

On drivers

I ?,ooo "

0\\ truck

. , , . 38,000 "

'J'dtal weiiiht (if engine '

, I-. 600 gross tons

Its tractive power on a level IS »

« »< " " 20 feet grade ^'^"

a ii " '• 40 " " '-'

« II " " 60 " " J

H •< H «« 80 " b

7C '' "

tl •< " " 100 " " '->

Several sizes of such locomotives, ranging from 1 5 to 20
tons gross weight in working order, are in service ; their
speed being from 30 to 40 miles per hour with light trains on
a level track or track of easy grades.

For freight service engines of what is called the " Mogul "
pattern are most used, and have given the best practical results.
The cut on page 28 of the " R. H. Rosborough" shows such
an engine. This plan of engine has come into use chiefly
within the past ten years, and owes its success to the knid of
truck with which it is constructed. This truck, called a
" pony truck," has a swinging bolster connected to the frame of
the truck by pendant links, and can thus move laterally under
the engine in passing a curve. The middle pair of driving
wheels usually have tires without flanges, and it will thus be
seen that there can be little or no " binding" of wheels on a
curved track. Engines of this pattern are working on roads
having curves of as short radius as 240 feet.
The following are the dimensions :

Cylinders 13 inches diameter, l6 inches stroke.

^. . , , •je in. diam.

Driving wheels -^

24. " '
Truck wheels ^

Wheel base total '^ ''• 7'"-

. • J 12 " "

" " rigid '■* -^

Tender, eight wheeled, tank capacity, 1,400 gallons.

Weight of engine in working order:

On drivers 40.000 fts.

On truck ^ "

Total weight of engine 46,000

Its tractive power on a level is 965 gross tons.

i( i( <i " 20 feet grade 445

i« i< (< '« 40 " " ■ 285 "

<( .1 « 60 «' " 205 '• '«

,, .< « " 80 " " 160 " ••

„ <i <i « 100 " " 125 " "

The advantage of this plan of locomotive is found in the
fact that nearly the entire weight is utilized for adhesion ; only
sufficient load being carried on the pony truck to enable it to
fulfil effectually its function of guiding the engine on curves.
The maximum of useful effect in traction power consistent

with an easy motion on the track and the minimum wear and
tear of both traci< and machinery, it is beheved are ^nven by
this plan of enjTine when properly constructed. On many
roads engines of tliis phm are used for passenger as well as for
freight service. They can be run at a speed of from 20 to 25
miles per hour, with passenger trains when necessary, and at
the same time they [)ossess a reserv^e power which is valuable
in case of heavy trains, head-winds, bad track, snow-drifts or
other circumstances of emergency. Five or six different sizes
of these engines are made for three feet gauge railways ; the
lightest of 15 gross tons weight, and thence upwards to en-
gines of 25 tons weight.

The "Consolidation" pattern, illustrated by the cut of the
" Mosca," on page 31, is an extension of the " Mogul" prin-
ciple, four instead of three pairs of driving wheels being used
in connection with the pony truck. By this means an engine
of a total weight of about 25 gross tons may be used on a
irack laid with rails as light as 30 pounds to the yard, as the
weight on any one wheel is reduced to only about 5,500
pounds, with a total adhesive weight of 44,000 pounds.
Its dimensions are as follows :

Cylinders 14 inches diameter, 16 inches stroke.

Driving; wlieels 40 in. diam.

Truck wheels 24 " "

Wheel base, total 18 ft. 6 in.

" " rigid 12" 8 "

Tender, eight wheeled, tank capacity 1,400 gals.

Weight of engine in working order:

On drivers 44,000 Ihs.

Oil ^ru^:k 8^000 "

Tola] weiglit of engine c;2,ooo ''

Its tractive power on a level is 1,060 gross tons.

'• " " " 2ofeet grade ^go " "

" " " " 40 " " 310 "

" " " «« 60" '^ 220 " "

" " " So " '• ij- '< <<

•* " " " 100" '♦ i_,.o " "

For all descriptions of special service, such as h.udin"" cars
at mines, iron mills or furnaces, and for shifting purposes, four

**t

"' ""'f nfusl A V y srcat advantage of the narrow
successfully "^"'- j' " J,,^^,,, requirements of such specal
^''""'' ■" rie • a nl:as shoru-ts .5 or 40 feet are often
service, tu.vesol ,,^^,„j|ocon.otives of 2>^ or 3 feet

necessary and - ^^ ^,^„ ^,„„y such

gauge, w..h 1- ^;'^'-; ^^^ ;„d buildings in a very l.m.ted
curves and woiU about Y . , Worses or mules

space. For all k.nds of l"^'''"^;"' J ^e used with

- --"^-t:: \tnos o -rng four or ^ve horses
:;l t;::: r:«-- than tl. operating e.pense of
one of these small engines. locomotives,

For further deta, s -— JlT.fJ.ress the Ka.d-
:i::trZworS^fPhil^e,phia, whose ma.e of en-
g;„es have a celebrity ^^t is world-w.dej^ _^^^^^^^

In response to an mqu.ry, they state m
engines Lilt by them in '^H. amou..ed to J^per ^^^^ ^^^

r^ltlt'rXrthel-'eonstructionasmuchaswide
gauge.

'^^

1« " ■ '• __ ? '■"

" «' '■* 'l*

1 Car,

J^,

NARROW (iAUGK I'.VSSKNiiHR CARS.

When the question was first discussed of buildinjr Narrow
Gauge Railways in the United States, the projectors naturally
looked to the enLiineering 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 road.s.
Further 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 .^winging trucks, to the Denver and Rio Grande R.ailvvay,
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 u. 1871, and being the first narrow gauge car
built in America. The dimensions are as follows :

LL'iij^ih 35 f'-"'-'^-

Width 7 "

Height lo>'2 "

Diam. of wheel 2

Weight

15,000 pounds.

Dead wt. per pass 416 "

Capacity 3^ pass-

Ht. of sill troin giound 27 inches.

. The interior arrangement ma> 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
3 33

||ii!|!!iiiiiiiiiii'':i:iii';;iiii;i''''^''T''iiSBIiKffB
'i""wiii i iiii i iiii i iir"""""' ''"''' '"""" '"' '"

^N'arrow Graug-e Railrc

BUILT BY THE JACKSON & St

AVILMINGTON, DELAW

lug-e Railroad Car,

1K80N & SHARP COMPANY,

xTON, DELA\VARE.

finished in the best style ; the
wood work, the upholstery,
decorations, and the whole
arrangement being first-class.
The above section shows how
the angle of stability diniinisl;es
fiom 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 careful study
of the parts, so that the load is
carried within the shortest pos-
sible distance from the track.
Even when exposed to the
fierce onset of the Colorado
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 v i. in its infancy, that in no case should the width of
car exceed double the gauge of the road. Even the 7
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 i)roved the fallacy of the
hypothesis. Since 1871 the width of cars has been .-,. ..dily
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
sante. A most impor*: nt 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-
cngers. This improvement especially commends itself to the
w:mts of short lines of twenty to forty miles length, and to
temperate climates. In tropical climates it is best to keep the

width at eight feet and lengthen the seats so that three pass-
engers will be accommodated abreast. Cars eight feet in
width and seating four passengers abreast have an aisle of
seventeen and one-fourth inclies wide, and seat rooms of thir-
ty-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 8^ 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
seats 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 latter 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 it to
others to infer what saving
may safely be relied upon un-
der such favorable relations be-
tween deadweight and effective
load.

The following illustration is
of a car equal to the best sec-
ond-class passenger cars, con-
structed to carry freight, bag-
gage, express, mails and passengers, designed and constructed

I'll

for the Eureka and Palisade Railway Company, of Nevada,
by an establishment at York, Pa.

One-third of the length is adapted to carry freight, bag-
gage or express matter, and the other two-thirds contain
seats for 24 passengers. The body is placed over plain, sub-
stantial bolster trucks, and makes a very cheap and useful car.

The next cut is of a third-class passenger car running on
the Parker and Karns City Railway of Pennsylvania.

The length of frame is 22 feet, and width 7;^ feet. The
wheels are 24 inches in diameter, and the weight 12,000
pounds. The seats are parallel with the sides of the car and
have room for 26 passengers. Cars of this class can be made
longer, to carry 30 to 36 passengers with small additional cost.

It 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 feas ility 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 develop-
ment of the system.

The same style of body, by means of a suitable partition
and doors, can be converted into a combined baggage and
smoking car, having a baggage room 13 feet 9 inches in length,
and a smoking room with seating capacity for 27 passengers,
also a saloon in the same room.

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 carnot be overestimated, for with
a three feet gauge there is no possible reason fora difference in
height of drawheads on converging lines of road. If the 24 inch
wheel is universall}'^ adopted as the standard, both in the case
of passenger and freight service, then the narrow gauge sys-
tem will have the uniformity of design recently established on
the broad gauge. In the former case the height of drawhead
would be 24 inches and the diameter of the wheels 24 inches ;
in the latter 33 inches height of drawhead and 33 inches
standard height of wheel. Such dimensions are in accordance
with the laws of most perfect stability for the freight, as well
as the passenger cars.

The many improvements that have been 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 narrow gauge system is
equally pliable with the standard gauge, while in working
economy it is vastly its superior.

I J.

NARROW GAUfxE FREIGHT CARS.

The 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
inopi)ortune to refer in this place to each class of car con-
structed, and compare it and its relative capacity with the
same class on an ordinary gauge railway.

In 18/ 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 <rau<re
railway, then being constructed. The designs being approved,
they commenced building tJic first cigJU-ivheeled nairoio 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, (>% to 7 feet wide with
24 inch wheels, and weighing about 7,500 pounds.

UdUire.

l^eight 0/ C(ir in pou-uis, Capivcity in pounds.

Standard iS.ooo

Narrow 6,250

20,000
19,000

Proportion ofticad weight
to payint; load.

I to I. II
I to 3.04

sr-"

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

Length of frame, 2 3>^ feet. Width, 6 feet. Wheels, 20
inches in diameter, fitted on T,}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.

Gauge.

H't-ig/it 0/ car in pounds. Capacity in pounds.

Standard 19,000

Narrow 8,800

20,000
17,600

Proportion of dead ivcig/it
to paying load.

I to 1.05
I to 2

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

Length of frame, 23 >i feet. Width, 6 feet. Wheels, 20
inches in diameter, fitted on 3^8 inch axles with steeled iron
trucks, and steeled spiral bearing springs encased.

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

(niu^e.

lyeight of car in pounds.

Qipacih' in pounds.

Prof>ciytiiin n/dead weight
to paying load.

30,000

I lo 1.66

20,000

1 to 2.22

.Standanl 18,000

Narrow 9,000

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

Length of frame. 23 >^ feet. Width, 7 feet. Wheels, 20
inches in diameter, fitted on y/i inch axles with steeled iron
trucks, and steeled spiral bearing 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 of car No 0/ catth- Weight 0/ cattle Gross weight of Total v-i'^ht

Gauge, in fionnds, per car

Stand.ird, i8,O00 14

Narrow, 8, ODD 9

infiounls. loaded cars,' per head.

19,600 37,600 1,28;,.

12,630 20,60D 888.

Dea<l 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 comparison^ it will be seen that the
least dead weight is hauled when a narrow gauge car is moved,
and that relatively a greater amount of paying weight is trans-

888.

ported 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 the point,
that we shall conclude this chapter with it :

With concentrated or heavy freight, which constitutes on this, as on nearly all
railroads, the great bulk of the tonnage to be transported, the advantage realized
has been 35 per cent. That is to say, thirty-five hundredths more freight has
been regularly cirried on the narrow gauge' rolling stock, with the same total
weight of cars and load as on the broad gauge. This can be most readily
seen by observing a train of 16 loaded cars (which weigh say S)4 tons each when
empty) arriving at Denver on the broad gauge road, and their contents trans-
ferred to the Denver and Rio Grande Railway. The same /re! ir At is placed in
20 narrow gauge cars, the empty weight of which is somewhat less than three
tons each. The comparison will then stand as follows ;

Cars. Empty weight. load.

16 wide-gauge 8^ tons each. 10 tons each.

30 narrow-gauge less than 3 tons each .3 "

Saving in total weight 76 tons
Which is equivalent, after allowing for the weight of cars necessary to carry it,
Xo ^i^\.o\\<f, additional freight \i\i\z\^\VQ narrow gauge train could take without
any increase of weight over the broad gauge train ; in other words, 35 per
cent, more— this is on the presumption that the cars on each gauge are fully
loaded. But it very often happens in the ordinary course of railroad business
that cars are very frequently not loaded to their capacity, in which event the
narrow gauge receives a proportionately greater benefit. For instance, if from
any station there was a load of but 5^ tons to carry, 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 whatever a car on the Den-
ver and Rio Grande Railway holds of goods tip to sH tons is so much clear 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.

Total

dead

paying

vnght cars

weight.

load.

and load.

136 tons.

160

296

60 "

160

220

REPORTS OF ROADS.

hi,

ALAMEDA, OAKLAND AND PIEDMONT
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, a distance of about 60 miles. During
1373 some ten miles were constructed between Oakland and
Piedmont Hotel, that are reported to be doing a good business,
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 Cuuipany is at Oakland, Cal.

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 during 1875.

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.

Equipment — 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.

AMERICAN fork: RAILROAD.
This Company was incorporated on the 3d of April, 1872.
to construct a narrow gau^^c railway from American Fork, a
station on the .Utah Southern Raih-oad, eastward, up the cauon
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 of
American Fork Cauon.

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

The sharpest curvature is 25° (229 feet radius).
The weight of rail is 30 pounds to the yard.
The weight of one of their engines, built by Messrs. Torter,
Bell & Co., of Pittsburg, is 17 tons, having cyHnders 12x16
and six drivers. This engine takes a train of over 47 tons up
the maximum grade.

Financial statement— Capital stock authorized, $300,000 ; all

paid in. No funded debt.

Lloyd Aspinwall, President, New York City.

H. Horner, Secretary and Treasurer, Salt Lake City.

E. Wilkes, Superintendent, Salt Lake City.

BELL'S GAP 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 8>^ 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, 8y> miles were placed in operation. No additional
mileage has since been added.

The grade is very heavy, the maximum of 158.4 feet to the
mile being 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 pounds to the yard.

The wci^Mit of engines 15 tons.

lujuipincnt — 2 locomotives, 2 pas.scn<;er cars, 78 freight cars
of all classes.

Operations for year endin'^^ December 31, 1874 — Gross
earnings, $42,415.71. Operating expenses, $20,830.70 (49.12
per cent.) Net earnings, $21,585.01.,

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, $1 5,000. Total
liabilities, $415,000.

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

BINGHAM CANON RAILROAD.

This Company was oiganized in 1872, to build a narrow
gauge railway from the !• * ■'es at Bingham Cation to Sandy
Station,, on the Utah Souths ,1 Railway, an estimated di.stance of
22 miles. Work was commenced in' 1873, and 16 miles com-
pleted 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 Company's
works, 6 miles.

The maximum grade 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 classes.

Operations for eleven months, ending October 31, 1874 —
Gross earnings, $103,247.39. Operating expenses, $40,711.76
(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. Scofield, President, New York City.

B. W. Morgan, Vice-President, Pittsburgh, Pa.

W. R. Wells, Sec'y. and Treasurer, Salt Lake City, Utah Ter.
George Goss, Superintendent, Salt Lake City, Utah Ter.

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 145 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, Jack-
son, Union and Alexander, touching at the towns of Colum-
bia, Waterloo, Red-bud, Sparta, Murphysboro and Jones-
boro. It passes through the finest fruit-growmg district of
Illinois and by the Chester and Big 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 sixty-two 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, and which is now being laid.

The maximum grade is 95.48 feet to the mile, and on many
parts of the line the gradient is heavy, but it is the intention of
the managers to reduce the grades to a maximum of 75 feet
per mile.

The sharpest curvature is 7° (819 feet radius), and to retain
it within this limit, the engineers have in many places incurred
great expense in excavation and embankment.

Several tunnels occur in the alignment, one being 1000 feet
in length.

The weight of rail is 40 pounds to the yard.
The weight of engines from 10 to 23 tons.
Estimated cost of road per mile, including equipment,
$20,894.

Equipment — 11 locomotives, 7 passenger cars, 3 baggage,
mail and express, 403 freight cars of all classes.

Operations for year commencing September 16, 1873, and
ending June 30, 1874.

f '

\:i

lit

iii

Gross earnings, ■$175,023.41. Operating expenses. S138.-
977.25 (79.4 per cent.). Net earnings, $36, 046.16.

Financial statement— Capital stock authorized, $5,000,000;
paid in, $2,626,000. Funded debt. I'irst mortgage 7 i)er cent,
bonds due 1901, $2,500,000; floating debt, $266,805.45 ; total
liaJjilities. $5,392,805.45 ; average "amount of stock and debt
per mile of road, $35,952,03.

S. Staats Taylor, President, Cairo, Illinois.

F. Bross, Secretary, Cairo, Illinois.

F. E. Canda, General Manager, St. Louis, Illinois.

General Office, 304 North Fifth Street, St. Louis, Illinois.

CENTRAL VALL1^:Y RAILROAD.

This company was incorporated by the Legislature of New
York to build a narrow gauge railway between Bainbridge, a
station on the Albany and Susquehanna Railroad, and Smith-
ville Flats, Chenango county, N. Y., a distance of 12 miles.
Construction commenced in 1872, and the line was opened
for traffic the following year. It is purposed to extend it to
McDonough, 12 miles further.

Efforts to obtain statistical 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. Bil' leyer & Smalls.
of York, Pa.

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

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

CHESTER AND LENOIR RAILROAD.
This company was organized at Newton, N. C, on the loth
of July, 1873, to build a narrow gauge railway from Chester.
S. C. to Lenoir, N. C, a distance of 105 miles. During that
year negotiations were commenced for the purchase or con-
solidation of the King's Mountain Railroad, a line of 5 feet
gauge, running between Chester and Yorkville 22 miles, with
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 ihe line was opened, and the first train
on the narrow gauge ran through between Chester and York-
ville. I'ifty miles that are under construction will be com-
pleted ajid opened during 1875.

The maximum grade is 100 feet to the mile.

The weight of rail is 30 pounds to the yard.

The weight of engines 10 tons.

Cost per mile, including equipment, $8.ooo-

Equipment— 1 locomotivj, 2 passenger cars. 10 freight cars
of all classes.

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

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

COLORADO CENTRAL RAILROAD.

This company was organized in 1 871, under the auspices
of the Union Pacific Railway, to build narrow gauge linos from
Golden to Central City and Georgetown, a total distance of
49 miles. At uolden connection is made with the Colorado
Central, standard gauge railway, which runs to Denver.

During 1872 twenty-one miles were operate !, and the fol-
lowing year four miles additional. No mileage was completed
in 1874. The total line operated on December 31 si 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 weight 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.

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

J. L.Overton, Superintendent, Central City, Col.
CROWN POINT RAILROAD.

This Company was organized in 1874 to build a narrow
gauge railway from Crown Point, on Lake Champlain, where
the furnaces of the Crown Point Iron Company are situated.west-
ward thirteen miles to their ore beds. The road was completed

1:1

l! !

and put in operation during the summer of the same year.
The line is controlled and operated by the Crown Point Iron
Company.

The weight of rail is 45 pounds to the yard.

The engines were built at Scranton by the Dickson Manu-
facturing Company, and the cars at Crown Point by the Com-
pany.

Cost of road, including equipment, per mile, ^25,000 cash.
No further statistical information could be obtained.
The line is reported as being successfully operated.
John Hammond, President, Crown Point, N. Y.
Thomas Dickson, Treasurer, Scranton, Pa.
S. M. Weed, Secretary, Crown Point, N. Y.

DENVER AND RIO GRANDE RAILWAY.

This company was incorporated October 27, 1870, under
the Gei.eral Railroad Law of Colorado, to construct a railroad
from D'Mi\ er to El Paso, on the border of Mexico, and thence
if suitaMe concessions conld be obtained from the Government
of Mexico, 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 P^urope,
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
finall)' decided to adopt a gauge of three feet, as the one best
ada[)ted to the many and diversified wants of Southern Colorado
and New Mexico. Work was commenced early in 1 87 1 , and the
first spike on a narrow gauge track was driven on iMiday,
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 traffic 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 Canon City, were constructed and opened for
general traffic, July 6th, 1874.

Resume:

Main line, Denver to South PucIjIo ng miles.

Hrancli, Suiilh Pueblo to Cafiun City 47 "

Side track , 6 «<

Total track mileage, December 31, 1S74 172 miles.

The line is graded to Huerfano, 40 miles, which will be
ironed during 1875. and also 50 miles further to Trinidad.

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 ton^.

The weight of freight engines 17 tons.

P'quipment — 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 fiscal year ending December 31, x^J^ : Gross
earnings, $392,653.89. Operating expenses, $197,124.31 (50.2
per cent.). Net earnings, ,$195,529.58.

The net earnings increased for the year 88^^/4 per cent, over
1872.

For the year ending December 31, 1874, the gross earnings
are approximated £it ;SS376,987, and the operating expenses at
56 per cent, ot the same.

P^inancial statement — The capital stock is unlimited, but in
no case to be less than the total debt of the company. Ac-
cording to the latest returns the capital stock paid in was
$3,300,000; Funded debt, first mortgage ; 7 per cent, gold bonds,
$3,196,500; floating debt, none. Total liabilities, $6,496,500.

-4

Wm J. Palmer, President, Colorado Springs, Col.
Robt H. Lamborn, Vice-president. Philadelphia, Pa.
William S. Jackson, Secretary and Treasurer, Colorado

Sprin<js, Col. , ,^ r 1

\V. VV. Bor.st, Superintendent, Denver, Col.

DENVER, SOUTH PARK AND PACIFIC RAILROAD.
This company was organized in 1872 to build a narrow
.auoc railway from Denver, Colorado, southwesterly nito the
South Park, a fine agricultural, dairying and stock raisnig
region, a projected distance of about lOO miles. Various
causes prevented the commencement of construction until
1874 when 16 miles were completed and opened to Morrison,
whcvc there are Sulphur Springs and other attractions. Dur-
ing 1875 the line will be completed to Fairplay, about 50

miles.

The maximum grade is 105 feet to the mile.

The sharpest curvature 20'^ (288 feet radius).

The woi<dit of rail is 30 pounds to the yard.

The wefght of.engines 14 and 18 tons-i2 and 15 tons
respectively being placed over the drivers.

The operatmg 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. He considers it a success in every respect.
Hon. John Evans, 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
furthei. At first it was proposed to construct it of the stand-
ard oauge, but subsequent consideration induced the laying
down of^a'threj feet gauge track. Grading was completed in
November, 1873, and track-laying commenced at Des Moines

ton^

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 tlie yard.

The weight of engines 1 5 tons, 1 2 tons being placed over
the drivers.

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

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

Operations, for the three months that the entire road has
been opened, have averaged per month, gross earnings, $4,000
operating expenses, $2,500.

Financial 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, Des 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.

EAST BROAD TOP RAILROAD.

This company was incorporated May 24th, 1871, under the
general railroad law of Pennsylvania, to construct a railway
rom Mount Union, on the Pennsylvania Railroad, to Roberts-
dale, Huntingdon County, where are situated some coal
mines, a distance of 30 miles. The line was placed under con-
struction during 1872, and the following year 11 miles were
operated between Mount Union and Orbisonia, at which place
are the iron furnaces of the Rock Hill Coal & Iron Co.
During 1874, the nineteen miles between Orbisonia and
Robertsdale 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 mile, and is continu-

i I

for three miles, the aver

age grade for the entire line bein^
(338 feet radius).

ous

80 feet.

The sharpest curvatui , _„

The weight of rail laid is 40, 45 ^^^ 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.

Kquipnicnt— 5 locomotives, 2 passenger cars, l baggage,
mail and express, 146 freight cars of all classes.

The construction account not being closed, the cost per

mile cannot be given.

Financial statement, January 1st, 1875-Capital stock au-
thorized, $500,000 ; subscribed, $4«9-900 ; paid m, jg409-000-
Funded debt 7 per cent.; first mortgage bonds, $38^^.000.
VVm. A. Ingham, Prest., 320 Walnut street, Philadelphia, Pa.
A. W. Sims, Superintendent, Orbisonia, Huntingdon,
County, Pa.

EUREKA AND PALISADE RAILROAD.
This company was organized in 1873 to construct a narrow
gauge railway from l-ureka, Nevada, southward to Palisade, a
station on the Central Pacific Railway, a distance of 81 miles.
Work was commenced in 1874, and during the year 50 miles
were" constructed and opened to traffic about the end of the
year; the balance of the line is being pushed to completion.
The line is laid with steel rails, 40 pounds to the yard.
Estimated cost of road per mile, including equipment, jSiO,-

000. * r • 1 4-

P:quipment— 2 locomotives, 2 passenger cars, 25 lieignt

cars.

Edgar Mills, President, Sacramento, Cal.

George 1 1. Rice, Superintendent, Salt Lake City, Utah.

Woodruff & Anna, Agents, Palisade, Nev.

GALENA AND SOUTHERN WISCONSIN RAILROAD.

This company was organized in 1 871 to construct a railroad

from Galena, on the Illinois Central Railroad, via Platteville to

freight

Muscoda, on the Wisconsin River, a distance of 72 miles.
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 1874, 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.

Cost per mile, including equipment, ^^l 1,000.

Equipment — 2 locomotives, i baggage and smoking car, 28
freight cars of all classes.

Operations — The line having only been open a few weeks,
no returns are made.

Financial statement — No returns.

James M. Ryan, President, Galena, III.

Edward Harding, Chief Engineer, Galena, 111.

GOLDEN CITY AND SOUTH PLATTE RAILROAD.

This company was organized in 1871, under the laws of
Colorado, to construct a narrow gauge road from Golden,
where conn( ':ion is made with the Colorado Central Railway,
south- castWt. ., to Acequia, a station on the Denver and Rio
Grande Railway, a distance of 2C 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 obtained.

The maximum grade is 148 feet to the mile.

The sharpest curvature 18° (319 feet radius).

The weight of rail is 30 pounds to the yard.

Financial Statement — Capital stock, $400,000.

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

IOWA p:astern railroad.

This compan}' was incorporated in 1871 to construct a
narrow 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

Ill '^''

\.6.

October the line was opened for traffic, without a station, engine
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 i6 transformed
into box cars. In the face of the greatest difficulties, the
railroad was kept in operation -during the winter of 1872-3,
all freight at Beulah having to be transhipped by hand, the
crrain 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 1873
the railroad was extended one mile toward Elkader ; a station
and grain warehouse built at the terminus; a water tank, turn
tabl^Tand side track put in. and .station buildings erected at St
Olaf, Farmersburg.Bismarck and Froelich,andtheC. M. &St. P.
Railroad built a station house at Beulah, and ample side
tracks, and the Iowa p:astern put in an engine hou.se, turn
table and .side tracks. The track of the narrow-gauge was."
elevated above the other railroad, so that now grain is handled
in bulk, being spouted into the broad gauge cans— from five
to eight minutes per small car. During December the rail-
road handled from 16 to 24 car loads per day to C. M. & St. P.
Railroad, and hauled, during the week, including January 1st,
126 car UkkIs into Beulah. In December 153 broad gauge
cars were loaded from the narrow gauge— three times the
amount done in December, 1872. In January, 1874, they
earned enough to pay for all improveme its. This railroad has
demonstrated its capacity to tlo the business of the country-
handling hogs, cattle, flour, grain, lumber, everything offered,
at fair and reasonable rates.

During 1874 the road was constructed to P^lkader, 4 miles,
and the surveys made to Motor, 20 miles further.
The weight of rail is 30 pounds to the yard.
The weight of engines, 10 tons.

C(ist of road per mile, including equipment, Si2,O00.
Equipment— 2 locomotives, 2 passenger cars, 2 baggage
cars and 25 freight cars of all clas.ses.

Operations for year ending December 31, 1873. 16 miles;

tht

miles ;

gross earnings, $24,^41.04.; operp*"ing expenses, including
repairs, $15,622.52; net earnings, $8,718.52,

Financial statement not published.

K. II. Williams, President, McGregor, Iowa.

W. D. Cooke, Treasurer, McGregor, Iowa.

KANSAS CENTRAL RAILROAD.

This Company was organized on the ist of June, 1871, with
the above title, to construct a railway westward from Leaven-
worth to Denver, with branches from Ilolton to Netawaka, and
Clay Centre to Salinas, a total length of main line and branches
as projected of 550 miles. The countr}' to be traversed 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. Con.struction 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.

The sharpest curvature, 12° (478 fpjt radius).

The weight of rail is 30 pounds to the yard.

The weight of passenger engines, 12}4 tons.

The weight of freight engines, iy}4 tons.

Cost of road, with equipment, pjrmile, $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, Kans..
Paul E. Havens, Secretary, Leavenworth, ^Cans.
Wm. R. Martin, Superintendent, Leavenworth, Kans.

MARTHA'S VINEYARD RAILROAD.

This company was organi/.cd in 1874 to construct a harrow
gauge railway across the Island of Martha's Vineyard, Mass.,
between Oak Bluffs and Katama, a dist.ance of 9 miles, to ac-
commodate the summer pleasure travel. Work was com-
menced in the early part of the year, the line being completed
and open for traffic August 24th.

lir '"^

Ml,

The maximum grade is 52 feet to the mile.

The weight of rail is 30 pounds to the yard.

The weight of engine, 10 tons.

Equipment — I locomotive, 2 passenger cars.

The Secretary writes: The receipts for the two weeks
alone demonstrated it to be a perfect success. Mad it not
been for the delay in rolling stock being ready, the Company
could have declared a ten per cent, dividend.

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

J. H. Hills. Secretary, Edgartown, M, V.

Henry Ripley, Superintendent, New Bedford, Mass,

MEMPHIS BRANCH RAH^ROAD.

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

The maximum grade is 66 feet to the mile.

The sharpest curvature, 4° 30' (12735^ feet radius.)

The weight of rail is 28 pounds to the yard.

The weight of engine, 10 tons.

Cost per mile, including equipment, $13,600.

Equipment— 1 locomotive, i passenger car, 5 freight cars of
all classes.

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

C. H. Stillwell, Secretary 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 gen-
eral direction of the Mineral Range (so called), southwesterly
to some point on the Ontanagon river, an estimated distance
of 100 miles. Construction on the first division (Hancock to
Calumet), 12I/2 miles, was commcaced on the opening of the
summer of 1872, and after the long winter succeeding, was
resumed and carried on with all the energy requisite to over-

(

come the obstacles presented by the hard climat<- ami roiiLjh
face of the country. Track la\'iii^r 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, 12 1 J miles. There has been no further construction.

The maximum grade is 21 1 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).

The weight of rail is 35 pounds to the yartl.

The weight of engines, six drivers connected, 17 1^ and 20
tons; with the exception of two tons all placed over the dri-
vers.

Cost of road per mile including equipment, ^23,714.03.

Equipment — 2 locomotives, 4 passenger cars, 24 freight cars
of all classes.

Operations for year ending December 31, 1874 — Gross earn-
ings, $99,089.48. Operating expenses, $$4659-^^ (55-OI P^r
cent.); net earnings, $44,529.88.

Financial .statement — Capital stock subscribed, $107,700;
paid in, $101,525. Funded debt, first mortgage 8 per cent.,
bonds $167,500. Floating debt, $73,697.33. Total liabilities,
$342,722.33.

Chas. E. Holland, President, Hancock, Mich.
Jas. H. Macdonald, Superintendent, Hancock, Mich.

MONTEREY AND SALINAS VALLEY RAH.ROAD.

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 thcv 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. In the spring of 1875, i*" is intended to
extend the railroad up the valley to Soledad, 35 miles.
The maximum grade is 100 feet to the mile.

The sharpest curvature, 10" (573 feet radius).
The wcij^ht of rail is 35 pounds to the yard.
The wcij^ht of en;^nnes 18 tons.

Cost of road per mile, includin<^^ equipment and erection
of two warehouses, $13,000.

The line is reported as doing .'i very good business.
Financial statement not returned.

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

John Markley, Secretary, Salinas

Californ

la.

ity, Monterey County,
MONTROSE RAILROAD.

is company

was incorporated April 15, 1869, under the

general law of Penns>'lvania. to build a railway 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 loss than a 4 feet 8'< 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 Com-
pan)^ 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 Mt was completed.
During 1872, the line 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
ascendin-i- grade between Tunkhannock and Montrose being
38 feet to the mile.

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

The wci^fht of mil is 40 pouiuls to the yard.

The wci^dit of civ^iiic, 15 tons.

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

luiuipment — 2 locomotives, 2 passent:;er cars, 1 hai^^age,
mail and express car, 15 freij^ht cars of all classes.

Fin; iicial statement, December 31. 1S73— Capital stock
authorized, $500,000; subscribed, $278,450; paid in. $248.-
351. Inmded debt, 7 per cent, bonds maturinir 1892, ;>30,vOO ;
Floatin<; debt, $43,821.84. Total lial)ilities, $323,072.84.

James J. l^)lakslce. President, Mauch Chunk, Pa.

Charles L. Hrown, Secretary, Montrose, Pa.

NATCHEZ, JACK.SON AND COLUMI')US RAILROAD.

This Company was incorporated by the Leijislature 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 i:)art of 1872, a ^au^e of 3' 6"
bein^^ adopted, and the road located from Natchez northeast
25^4 miles to Fayette, the county seat of Jefferson county —
the road bed hchv^ completed for 12 miles out of Natchez.
The rails were laid on ten miles durin<r 1873. On February
10. 1 874, the President of the Company invited proposals for the
con.struction, completion and equipment of the road to Fayette,
the company paying- no money on the contract, but offerin<^
its property and 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 i)er cent.,
• payable annually; of timber sufficient for all bridges as far as
3 44-100 miles from the terminus of the completed section, ot
one hundred tons 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 b(;en unsuc-
cessful.

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

J. 11. Fitzpatrick, Secretary, Natchez, Miss.

S. M. Preston, Chief Engineer, Natchez, Miss.

"i.

i I!

i Ji

NORTH PACIITC COAST RAILROAD.

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

The line of route is as foUows : Startin;^ at deep water at
Sancelito, just opposite the City of San Francisco, with which
it connects by ferries, it skirts for two miles the shore of
Richardson's li ly, thence cros^ini^ an arm of the same bay by
means of a substantial bri(l;^e 4,000 feet in lenf:jth, it passes
through Marin county, via the town of San Rafael, to To-
males, at the head of the bay of that name, thence throuj;h
Sonoma county to the Russian Riv^er, crossin;^ which four
miles from its mouth, it follows near the coast of the ocean to
the mouth of the Waihalla River, a distance of 1 i 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 1S72. work being commenced
at various points on the main line in T'ebruary 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. Thirty
miles are under construction, and will shortly be put in opera-
tion.

The maximum grade is 121 feet to the mile, maintained for
2}4 miles. There is also one of 85 feet, 1^4 miles long, and
another of 80 feet, 2 miles in length,. and the average grade is
exceptionally heavy.

The sharpest curvature is 22° 23' (256 feet rad usY set out
on the maximum grade. The prevailing curvatu is 10° to
16° ; the proportion of curvature to tangent being about as 5

is to 3.

Number of lineal feet, trestle and pile bridges, 17,600.
Number of lineal feet, truss bridges, 570.

Tlicrc are several tunnels on the line, cne lain^ 1250 feet in
length.

The weight t)f rail is 35 pounds to the yard.

The weight of engines, four wheels and six wheels connected,
is 22'.^ ton^, 16 and 17 tons being placed over the In'-
vers. 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 ^' ;. lated at $23,400.

Equipment — 5 locomotives, 9 passenger cars, 3 baggage,
mail and express, 101 freight cars of all classes.

Operations — The line having just been opened, no returns
have been received.

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

Howard Schuyler, Chief Engineer, San Francisco, Cal.

Geo. F. Ilartwell, Superintendent, San Franci.sco, Cal.

NORTH AND SOUTH OF GEORGIA RAH.ROAD.

This Company was organized in the city of Rome, Ga., on
August I ith, 187 1, under and by an act of the Legislature of
the State of Georgia, approved October ^4, iS/0, to construct
a narrow gauge railway from Climbus to Konic, a distance
of 130 miles via La Grange and Currollton.

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
Nothing 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 bonds issued it by the
State.

The maximum grade is 90 feet to ihc mile.

The sharpest curvature 6° (955 feet radius).

The weight of rail is 30 poinds to the yard.

The weight of engines 15 tons.

Cost per mile, including equipment, $15,000.

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Rquipment~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 RAILROyVD.

This Company was incorporated in 1872, and is a continua-
tion of the Painesville and Youngstovvn Railroad, with which it
connects at the latter point, running by the valley of Mill
Creek to Columbiana, thence by way of Leetc Guilford.

Hanover, Lynchburg, East Rochester, MinervK Jneida and
Carrollton, 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 i^ath of the old Sandy and Beaver Canal, were com-
pleted and opened for traffic in September. The balance of
the road is now under construction and will be in operation

during 1875.

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 $9,000.

Equipment— 2 locomotives, 2 passenger cars, 6 freight cars
of all classes.

E. R. Eckley, President, Minerva, Ohio.

Geo. P. Davis, Treasurer, Minerva, Ohio.

S. Weaver, Secretary, Minerva, Ohio.

OLYMPIA RAHJIOAD.

This Company was organized in 1873, at San F'rancisco, to
construct a narrow gauge railway from Olympia, the capital
of Washington Territory, to Tenino, twenty-five miles below
Puget Sound, where are situated some coal lands— a distance
of about 2Q miles. Work was commenced in 1874, and about

J line was completed. No statistical

;ir

the end of the ye
information could be obtained.

Average cost of road per mile, includingequipmcnt, $15,000.
Financial statement— Capital stock authorized, ;^ 1,000,000.
Olympia Railroad and Mining Company, Snn Francisco,
California.

PAINESVILLE AND YOUNGSTOWN RAILROAD.

This company was organized, and certificate of incorpora-
tion filed in the office of the Secretary of State for Ohio, No-
vember 17, 1870; being, we believe, the second narrow gauge
railway company formed in the United States.

The capital stock authorized by the charter is ;$2,00O,O0O,
and the line of route from Fairport Harbor, Lake Erie, via
Painesville to Youngstown, a distance of 64 4- 10 miles.

The engineers commenced surveymg 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 and Hudson Rail-
road were availed of to Chardon, a di.stance of 12 miles. The
company for the use of this road-bed paid $60,000.

On July 4th, 1872, twelve miles were completed rnd put in
operation, and in the following year eleven miles additional,
making the total line operated during 1873, 23 miles. Forty-
one miles were completed in 1874, thus making the total
amount of track laid on D-cember 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 tli> city of Youngstown.

The maximum grade which it was found necessary to main-
tain for t\/o 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).

The weight of rail is 35 pounds to the yard.

The weight of passenger engines 12 tons.

The weight of freight engines 18 tons.

Average cost per mile, including eciuipment, $ig,ooo.

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

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

^■^i^.

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Paul Wick, President, Youngstown, Ohio.

A B. Cornell, Secretary. Youngstown. Ohio.

Mason Kv^ns. Assistant Secretary. Youngstown, Ohio.

G. R. Crane, 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 Rivei
fo Karns City, in Butler county, a distance of 10 miles. The
• . n s up he winding valley of Bear Creek, passing through
P ro a and the lower oil regions, and is projected beyond
Ka n City to Millerstown. The road was placed under con-
^ :ction m 1873. and by the end of the year four n^iles were
ia operation. On April 8th, 187., the line between Paiker
junction and Karns City was formally opened for traffic.
^ Thl maximum grade is 96 feet to the mile, and the average

for the entire line 83 feet to the m,le.

The maximum curvature on the mam line is 27 (212 kct

radius), on side track 47° (^22 feet radius).
The weight of rail is 30 pounds to the yard.
The weight of passenger locomotives i6><^ 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 f'-eigl^t cars of all classes.
Operations for year ending December 3 ist, 1 874 :
DurincT the first three months only four miles were operated,
and in tht^ latter part of the year the expenses were exception-
ally heavy, so that the following figures should not be taken

IS a test of the road :

Gross earnings S? 13 1,^89.90 ; operating expenses, $74,997 -Oi
c6QP-:rcent). Net earnings $56,692.89.
^ Financial Statement.-Capital stock authorized, $150,000;
.aid in. $75,000; funded ^^^'^^' ^-^-^^Sage 7 pe-ent^^

-J- floating debt, $78.44244^ Total liabilities.

boi

$'->3.

$2i6,442.44.

Saml. D. Karns, President, larker. la.

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 the 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 distance of 60 miles. From York it is proposed to
extend the 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. Twenty-two
miles are now under construction, and will be opened shortly.

The maximum grade is 100 feet to the mile.

The sharpest curvature 19° (303 fcet radius).

The weight of rail is 30 pounds to the yard.

The weight of engines 10 to 12 tons, all placed over drivers.

p:quipment— 3 locomotives, 3 passenger cars, 18 freight cars

of all classes.

Operations and financial statement not reported.
S. G. Boyd, President, York, Pa.
Samuel Dickey, Vice President, Oxford. Pa.
Wm. Wallace, Secretary, Hopewell Centre, 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 five

and a-half miles. The gauge of this railway is two feet, and

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it is the narrowest 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 hne has since
been projected to Waynesburg, in Greene county 45 ^"»l^s
south of Pittsburg. Part of the road was purchased from the
Pittsburg 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. lO 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" 5o' (125 ^et 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.
Ccst per mile, including equipment, ^40.000.
Equipment— 6 locomotives, 6 passenger cars, 3 freight cars,

300 coal cars.

Operations for year ending December 31st, 1874: gross
earnings, $352,000; operating expenses, $280,000 (79-54 Per
cent.); net earnings, $72,000.

Fi-ancial Statement— Capital stock authorized, $1,000,000;
paid in $541,000, funded debt, first mortgage 6 per cent,
bonds, $246,000 ; floating debt, $83,000. Total liabilities,

$870,000.

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

Josiah Reamer, Secretary and Treasurer, Pittsburg, Pa.

1 ■'.

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RIO GRANDE RAILWAY.

This Company's charter is dated August 12th, 1870, but it
was not organized till May 22d, 1871, when it was resolved
to build a railway from Brownsville on the Rio Grande, oppo-
site Matamoras, Mexico, eastward to Point Isabel, m 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, PresL , Brownsville, Cameron Co., Texas.

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

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

RIPLEY RAILROAD.

This Company was organized in 1871. to build a narrow
gauge road from Middletown, 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 po^^ds to the yard.

The weight of engines, 12 to 15 tons.

Cost of road, including equipment, per mile, $12,500.

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

{il S

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Operations and financial statement not published.
Communications should be addressed to the Southern Secu-
rity Company, Memphis, Tenn.

SAN LUIS OBISPO RAILROAD.

This Company was organized in 1873 to construct a narrow
gauge railway from San Luis Obispo, California, to the steamer
landing on the bay at Avila, thence south via Arroya Grande
into Santa Maria county, a distance of about 36 miles. Work
was commenced in 1874 on the divi ion between San Luis
Obispo and Avila, 9 miles, which is believed to be now in
operation.

No statistical information could be o^tained.

David C. Norcross, President, San Luis Obispo, California

SANTA CRUZ RAILROAD.

This company was organized in 1873 to build a narrow
gauge railway from the harbor of Santa Cruz to Watsonville,
a station on the Southern Pacific railway, a distance of 25
miles. Grading commenced the same year, but tracklaying
was delayed until the end of 1874, when 8 miles were ironed.

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 Echo, a station on the
Union Pacific Railway, south-eastward to Coalville, a distance
of about 9 miles. W^rk was commenced and the line com-
pleted and opened during 1873. A Company has since been
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.

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

V I

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 narrow gauge railway of Indiana, which is to connect
with the Kcithsburg and Eastern, which will connect with the
Keithsburg 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 15 feet to the mile.

The sharpest curvature 30° 58' (185 feet radius).

The weight of rail is 25 pounds to the yard.

The weight of engine 83^ tons.

Cost per mile, including equipment, ^6,875.

Equipment— I locomotive, I passenger car, 5 freight cars

of all classes.

Financial statement— Capital stock authorized, jS 12 5,000 ;
subscribed, ^48,000; paid in, ^41,000; Funded debt, none.

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

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

TUSKEGEE RAILROAD.

This Company was organized under the laws of Alabama m
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 25 pounds to the yard.

The weight of engine 10 tons.

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freight

cars o

Equipment— I locomotive, i passen-cr car. 3

all classes.

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

UT'\H NORTHERN RAILROAD.
This Company was organized in the fall of 1 871. to con-
struct a narrow gauge railroad from Brigham, a station on the
Central Pacific Railway, via Logan to ^^^f;^^^";^^
61 miles. The line has since been extended from Bnglam
southward to Ogden, 25 miles, and northward to a pomt on
the Northern Pacific Railway, in Montana, a total projected
distance of 450 miles.

Work was commenced in 1872, and durmg that yea. -^
miles were constructed and (operated between Brigham and
Hampton. In 1873 the line was extended to Hyde Park, 21
miles, and 1 1 miles were laid from Ogden northwarel Durmg
1 874 the line was completed to Brigham, and from Hyde Park
to Eranklin, 30 miles, making total line in operation at the end
of 1874. 86 miles.

The maximum grade is 96 feet to the mile.

The weight of rail is 30 pounds to the yard.

The weight of engines 13 and 17 tons. _

Equipment-5 locomotives, 4 passenger cars, 42 freight cars

of all classes.

The line having only been open a short time, its operations

are not published.

Financial statement not given.

Tohn W. Young, President, Salt Lake City, Utah.
Moses Thatcher, Secretary and Superintendent, Logan, Utah .
Chas. Nibley, G. F. and T. Agent, Logan, Utah.
UTAH WESTERN RAILWAY.
This company was organized in 1874 to purchase all rights
and interests of the Salt Lake, Sevier Valley and loche nar^
row gauge railway, which had twenty miles of its hne graded
and bridged, etc. The transfer was consummated m Sep-
tember 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 mil^^ *> '^"^ f^""'" whence 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 operation. Construction is still going on, the entire line to
be open during 1875.

The maximum grade is 74 feet to the mile.

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

The weight of rail is 30 pounds to the yard.

The weight of engine 19 tons.

Equipment— I locomotive, 2 passenger cars, i8 freight cars

of all classes.

Financial Statement-Capital Stock, $920,000. Funded

debt, $720,000.

John W. Young, President, Salt Lake City. U. 1.
H. B. Clawson, Vice President. Salt Lake City, U. T.
John N. Pike, Secretary, Salt Lake City, IJ. T-
H. P. Kimball, Superintendent, Salt Lake City, U. 1 .

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. , , , 1 cr ^^

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
narrow gauge railway from Sandy, a station on the L^tah South-
ern RaiUvay, to Alta City, in Little Cottonwood Canon, where
the " Emma" and other large mines are situated, a distance ot
about 16 miles. During 1873. twelve miles were completed
and opened between Sandy and Fairfield, and in 1874 it was
extended two miles.

Id"

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The maximum grade is 287 feet to the mile. There is a
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.

P'rank Fuller, Superintendent, Salt Lake City.

WORCESTER AND SHREWSBURY RAILROAD.
This Company was 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 Worcesto-, to the westerly shore of Lake Quin-
sigamond, near the dividing line between Worcester and
Shrewsbury, a distance of about 3 miles, thence to Shrews-
bury, the line 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 radiu.s).

The weight of rail is 35 pounds to the yard.

The weight of engine 4 tons.

Equipment — i locomotive, 2 passenger cars.

Cost of road, including equipment, per mile, ^10,836.96.

Financial statement— Capital stock authorized, $40,000;
paid in, ;$26,225 ; floating debt, ^2,168. Total liabilities, $28,-

393-

E. B. Stoddard, President, Worcester, Mass.

Joseph E. Davis, Treasurer, Worcester, Mass.

James Draper, Superintendent, "

WYANDOTT, KANSAS CITY AND NORTHWESTERN

RAILROAD.

This Company was organized und(^r 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,

il'tf

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 agri-
cultural region, and contiguous to the road in Lafayette and
Saline counties, there are deposits of an excellent (piality of
bituminous 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.

The maximum grade is 76 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 state-
ment, withheld.

Capital Stock authorized, $2,000,000.

F. C. Fames, President, Kansas City, Mo.

A. L. Harris, Treasurer, Kansas City, Mo.

H. Hale, Superintendent & C. E., Kansas City, Mo.

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CANADIAN NARROW GAUGF RAILWAYS.

From a report of Mr. Edmund Wra^^n', v, vcd 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, tliere had been scarcely any railway pro-
gress in Canada, and owing to the bad repute in which Cana-
dian R-^Uways were held as an investment in England, it seemed
hopeless to wait until the country was able, of itseli", to find the
means to construct railways of the ordinary character and

involvii :? the ordinary cost.

"Mr. George Laidlaw, of Toronto, who is the pioneer ot
narrow gauge railways upon the Continent of America, seeing
no way of being able to raise the money necessary for an
ordinary railway, advertised in the English newspapers" for
some account of how a cheap railway could be constructed,
and, at that tiaie, knowing nothing of narrow gauge railways,
received answer., among others, from Mr. Carl I ihl the
government engineer of Norway, in which country the three
feet six inch eiugr is the national gauge; and from bir
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 accomodation likely to be needed for many years to come,
could be constructed at a minimum cost, consistent with
efficiency. He, therefore, immediately opened communica-
.;.„. ,„;fK ih^ firm of Sir Charles Fox & Sons, and without

have followed

going

into the details of the various steps whi

75
this movement, it may be state.l Ihey obtained, after a hr.rd
tTnul I.e,i.lat«,e^vhere tbey ba.l to meet in ..ppos,t,on
I tbe railway au.borities of tbe Domuuon, -^'-''rt"' ^^J =
construetion of the Toronto Grey and Bruce and oron o
and NipisHing Raib.vays, upon a sauge of three feet

'" The operations of tl,ese railw.ays were so satisfactory and
Jl:,Lns of the eountry the same in 'I;;;'-- ^^^^^^^

"'■""^"■"\""^„t:re;ar:^::tt ; e' nstTeln of nlilway.
governments gi anted ciiartcrs lu.

tvitli a three feet six inch gauge.

On December 3., lB74, the following railways in the British

Possess,„ns in North America had narrow gauge facU.uc, .^

Toronto, Grey and IJnico
Toronto and Nipissinj^ . .

New Brnuswick

Riviere dii Loup.

Prince

Edward's Island,

liniit,
195
88
100

91
1 20

195
230

170
200

594 886

T^ • ,Q-t the Toronto & Nipissing, the New Bruns-

t"''Ttl e P ; e WW d's Island Railways expect to build

::tan::ircom;:r- 'he remaining unconstructed portion of

"t addition to the above mentioned railways, the following
of ; feet 6 inch gauge are under eonstruet.on or projected .

Bangor & Calais Slioi-c.

Great Southern of New Brunswick.

Kingston & Pembroke.

Lontlon, Huron & Bruce.

Credit Valley.

Fenelon Falls.

TORONTO, GREY AND BRUCE RATI ROAD

This Company was '-^P^f/,^^ iJCtrg:^- To-
build a narrow S-;|;™ 7;,° ,;;/f„,t rl^Svdenham, on
■O^ s::,r Sttetf' .;; nules, and also a branch from

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Orangcville to Tceswater, yz miles. Some months elapsed
in (xlucating 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 n)onth con-
struction commenced. During 1871-2 forty-nine mile.? were
put in operation on the main line, between Toronto and
Orangcville, 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 two points on the
T. G. S: B. R., being marked at the crossing of the ITumber
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 tltc mile.

The sharpest curvature 12° 25'' (462 feet radius).

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

The engines weigh from 16 to 42 tons.

Cost per mile, including equipment, ;$ 16,541.

Equipment — 18 locomotives, 12 passenger cars, 3 post office
and express, 3 smoking and baggage, 407 freight and other cars
of all classes.

Operations for fiscal year ending June 30, 1874 — During
the first three months of the year the length of line operated
was 87 miles ; during the two following months 155^^ miles,
and during the remaining seven months 164 ji miles. Ofthis
latter length, however, 9 miles (from Mount Forest to Harris-
ton) were in an incomplete state, and consequently very little
attempt was made <-o obtain traffic over this portion.

Gross earnings, ^347,744.10; operating expen.ses,^ 199, 191.-
20 (57-03 per cent.) ; net earnings, $148,552.90.
Gross earnings per mile for year 1873-4, • . . $2,416
Gro.ss earnings per mile for year 1 872-3, . . . 2,047

Financial statement from June [869, when work was com-
menced to 30th June, 1874.— Capital stock authorized, ^3,000,-
000; paid in, $271,372.09; municipal bonuses, $869,170.50;
government bonu.ses, $231,592.00; funded debt, $879,333.70

of 8 per cent, bonds, ^321,200.22 of 7 per cent, bonds.
Total receipts on capital account, ^2,572,668.51. Per contra,
payments on account of road and equipment, ^2,572,668.51.
There is also a floating debt of $469,444.43, which is partly
offset by ;^ 166,000 bonds unsold.

John Gordon, President, Toronto, Canada.

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

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

N. VVeatherston, Genl. Supt., Toronto, Canada.

lulmund Wragge, Chief P^ngineer, Toronto, Canada.

TOR(3NTO 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' (Ooo feet radius).

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

The weight of engines from 16 to 42 tons.

Cost per mile, including equipment, $15,293.

P^quipment — 12 locomotives, 7 passenger cars, 3 baggage
and express, 296 freight cars of all classes, i snow plough.

Operations for year ending June 30th, 1874 — Gross earn-
ings, $218,207.31 ; operating expenses, $121,273.60 (55.70 per
cent.) ; net earnings, $96,933.71.

Financial Statement — Capital stock authorized, $3,000,000 ;
paid in, $193,350; municipal bonuses, $375,072.59 ; govern-
ment bonuses, $104,860 ; funded debt, $672,500, 8 per cent,
bonds; floating debt, $290,558.39; total liabilities, $1,636, 330.98.

Win. Gooderham, Jr., President, Toronto, Canada.

Al;x. T. Pulton, Vice-President, Poronto, Canada.

Joseph Gray, Sec'y and Treas., Toronto, Canada.

I'Almund VVragge, Chief luigincer, 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 Fredericton, on the St.
John's River, to Edmunston on the upper St. John River, a
distance of 16 [ miles, with a branch to Woodstock, nine miles.
The road has since been i)rojected to Riviere du Loup, a
station on the Grand Trunk Railway, making a total distance
of 260 miles.

Work was commenced in 1873, and 53 miles opened for
traffic during that year. On 31st December, 1874, 100 miles
were in operation between Gibson and Tobique, and it is
intended to complete the road during 1875. •

The maximum grade is 85 feet to the mile.

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

The weight of rail i.^ 40 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,ooc',ooo.
paid in, $650,000; funded debt, first mortgage 6 per cent,
bonds, $1,030,000 ; floating debt, $43,000; total liabilities,
$1,693,000.

Ale.x. Gibson, President, Frederickton, N. B.

PRINCE IvDWARD'S ISLAND RAILROAD.

This road, of a 3 feet 6 incii gauge, which was built and is
operated by the Government, travcnses the whole length of the
Island, from Tiguish, in the North, to Georgetown and Souris,
in the P^ast, connecting also with vSummerside 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
constructed during that year. In 1874 sevent}^ miles were

built, and the whole line will be completed during the present
year.

The maximum grade is 60 feet to the mile.

The sharpest curvature 9° 30' (600 feet radius).

The weight of rail is 40 pounds to the yard.

Cost per mile, including equipment, ;^i4,6oo.

F. W. Hindeman, Charlottetown, P. E. T.

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BY PRACTICAL MEN.

1 fully liolicvc in this kiiul of roiul for short tvavtil. President Worcester and

tihreirtibhry Raihity. . . , ^. ,, t. i n ,<

We are iiuu;h <l 'lightod with our ^!lrro\v Gimge Iloiiu, arulboliovc it an entire

succors.— -/'?'t-,su/tn( Mi^iiphis Branch Ka'iivnii

Ilavi' fouiul no lllkT.lty in workinf^ tlie road yet on account of gauge— J*re.si-

denl JScic Jlrunsirick liuUtvay,

Wo are abundantly satisH' '1 that " Narrow Gauge " 3 feot) is the only road

now that wdl luiy for the bujiding of new railways.— F«ce-iVciJde/U Toledo and

As regards our opinion of Harrow daiige, we sini])ly state that they cost less
to eonstrnct and operate, and do as good work as the broail gauge.— jS'ecrWfO'j/
Mnnlereij (did Salinan Valley RmIwo 'I. ..,.,. ^ »• . .• .

I eonsiiler that our ixperinn^ni tuUv demonstrated that for satety, comfort
and trallie, the Narrow Gauge is t!ie true sy^tenl. The theory grew in favor wiili
everv one connected Willi the Coinininy, or who observed its working and
econonncal construction and maintenance.— <S'«j(-ie;'(/i<e;it/eAi< J\o,ih and 'Sutilh of

Geoifjia Railway. ,..,..,,,,•.• , ,

1 consider Narrow Gauge Uailways adapted to all localities where grades
exceed lOU feet per mile, anif the lonnation of the country nec(!ssitates curves of
ureater legree tlian ii.—VhleJ J-JiKjinccr Colorado Cenlral Railway.

So tar as my experience with Marrow Gauge ItaUroads is enneerned, I would
say that 1 can sec no reason why our road w il. not do as much work asi.uy of the
standa-d gaege local roads are now doing. Having had several years exm'rienco
upon 5-feei gauge roads, 1 will say that lor any road not having a heavy through
business m connection with olherstaiulard loads. 1 woahl unhesitatingly reeoin-
mend the three-feet gauge. — Vhiv/ Enyiiieer (Jalunu and /Southern Wisconsin

Bailivay. ,.,,.,. , • , ,

The gauge is U feet fi inches, and is all that can be wished, as far as the gauge is
concerned. Our tralUc is now getting so heavy that we are laying tlown uii-ponnd
rails, some of iion and some of steel.— C7tuy Eiiyinver Toronto Vrey and Jiritea

Railway. ^. ,, , . ,, », • . *• ,. i ■ ,

1 consider the Narrow (iange tully eiinal to all the requirementsi of all kinds
of traflie bi'iiig cheaper to build, and eiieaper and safer to operate than the
Htamhird gauge.-iVt'.N(("'/U Mineral Ramje liniUmty.

After Iliree years' trial we are convinced that any railroad business may he
done on a Narro'w Gauge Uoad, and can be clone clieai)er than on tlu; gauge now
common The construction of the Narrow Gauge iload is much cheaper than the
proportion Ijctween that and the common gauge would seem to imiieate. Tlie
hrulges, with proportionately less material, are hiuch sironger. Tumicls reciuire
little or no si lengthening. 1' he repair oi road and machinery is trilling.— i-'/'fii-
denl Pilltiburi/ and ('asUe iSlumnon Railway. , , ^,

We havr liecai operating tins road since the tall of 187J, and Ihi! Narrow Gauge
has given enlire i-'Mi>t'in:in)i\.—iStiiJcrinlcndeiU Arkaa.'ia.s Vcnlral Railway.

The c.\i)ei lenee of thi-; Comiiany m e\eiy .nsiance <;onlirn»s iheir opinion of
the ellielency of the Narrow Gauge system, and they think it tully i)roveu that a
threeleet gauge is c-aiiable ot doing all the business recpiired ot any ordinary
road.— »S'<ecrt«7 (/ I'ainc.scitle and YouiKj.slowa Railway.

1 wouUi state that our road eaiiies tlie Ireight between these two points w ith
ciiiite as mueli lacilit.\- as tlie lormer ,j-leet track, 'the MipcriuieiKii in reports
that he us.s only I -^ ot tlie amount of fuel that was formerly used.— C'/uty En(jui,eer
Vlientar and Len'oiV Railway. ,,.,».

We arc; pcrlect iv satisiied, from the workings ot our road, that the Harrow
Gauge system is the'plan on which all roads of iiie South should have lieen con-
structed. We consiuer it iierfecliy adetiuate to meet every cmeigency in traflie ;
in hiet, we believe it superior in point ol capacity. AN e have heeii ojn rat iiig our
road sinci! Xovember. 1871, and have iu;ver liau an accident. We consider the
Narrow Gauge system to be suiierior in point of security, economy and conveni-
ence.— jS'i/j^er./aenf/t'/i^ Tufkeijee Railway.

We aie perlecily .-alislied that the ihree feet gauge is all that is refpiired tor

the di'inaiuis of coinmeree. We have all we can iloiu the way ol both freights and

passengers. The uresent 1( iks fa\iu'al>le, and the cose being murli li;ss than

hroad gauge we are able to treigntunder the lowaTarilf Laws witha fair profii. -

Vict-I're.sidt'iU J)e.s Midnc.sand MianesoK Railway.

That IhiM Company was able, noi>viLUslanding a panic which caused the fail-
ure of 77 railiuadf, in l"he United .^tat.'s, to meet all lis oljligations laompil^ and
surxive llie gale, is a matter worthy t)f eongiatulatiou. itisto ue at Lriimied,
cliiefly.to the laca that the route occupied l-, one w hicii possoseil the elemeiiLs
lor a good local trade, and that each division was alile to follow the principle of
•• i)ay as \ on t;o :" also to tlie lad that tlie jXarmw (Jmiye jiermitled an eeonomy
in huildiiig and operating without which we coukIiiol nave avoided the common
fate. With s'.' new a luje. !);mI l lie udililiunal interest iiiiou cjipual iind cost of
operating recinircd by the standard gauge i)een imiiosed upon u», wecould haruiy
have escaped.— i'ct'iic<eni Denver and Ru> Grande Rnlway.