Success directory, 1876

¢ Narrow Gange Railways

| IN AMERICA,

no amialnesics Sis

A SKETCH OF THEIR RISE, PROGRESS AND SUCCESS:

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

ALSO A

DIRECTORY OF NARROW GAUGE RAILWAYS

IN NORTH AMERICA.

BY

HOWARD FLEMING.

ILLUSTRATED.

SECOND EDITION: 1876,

PRESS OF THE INQUIRER P, & P. CO., Lancaster, Pa.

PREFACE TO THE SECOND EDITION,

Tue favorable reception accorded to the first edition of this work, through its narrating in a popular form the history of

g in asuccinct man-

the Narrow Gauge Railway, and presentin ner vital figures concerning those constructed, thus becoming an assistant in promoting the construction of others, must be sufficient apology for reissuing it after the lapse of a year.

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

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

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

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

Forty years ago the four fect cight and a half inch gauge, the narrow gauge of that day, was opposed by the wide gauge; the antagonism was fierce, the opposition intense; it was, nevertheless, of no long duration, and énded in the universal building of the standard gauge road of to-day. Less then a decade ago, a narrower gauge was propounded, the width be (3)

4

tween the rails to be three feet six inches, or less. History repeats itself. The suggestion was vigorously opposed. The partisans of each gauge availed themselves of the press, and its columns were filled with the arguments of enthusiastic ex- ponents, until the first narrow gauge railway was constructed, whenall theories were dispelled, and actual practice gave results still, as an innovation, it had to pass through its period of trial and term of probation, and submit to the severe criticism which all must endure. This may now be considered at an end, as all attacks have ceased, owing to results having been ob- tained which were at first denied.

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

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

Philadelphia, 1876, 311% Walnut St.

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NARROW GAUGE RAILWAYS,

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THEIR ORIGIN AND GROWTH - THE FESTINIOG LINE THE METRE GAUGE RAILWAYS OF EUROPE - ARGUMENTS IN THEIR FAVOR - THE DEAD-

; WEIGHT QUESTION.

ee e eens -

Durinc the early history of railways in England, a great controversy arose among enginecrs as to the best gauge to be adopted. Two eminent engineers, the greatest of the time, Brunel and Stephenson, took opposite sides, and divided the profession into two hostile factions, who carried on with much energy and some acerbity of fecljng 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 CAaUgeE ; the latter to the Liverpool and Manchester, and numerous other lines, the four fect eight and a-half inch, or narrow gauge of the period.

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

(5)

6

stances, such as the Ohio & Mississippi and the Grand Trunk, the track has been narrowed to four feet eight and a half inches at great expense - experience having proven that the original gauge was too wide for the traffic, and that, to use the words of a celebrated engineer, the machinery and rolling stock had been built to haul and transport a gallon when they did not have more than a quart to carry. That a six-feet gauge is too wide, is demonstrated by the report of Captain Tyler on the Krie Railway, in which he recommends it to be narrowed, even though the estimated cost of effecting it amounts to $8,500,000, Further, a practical financier has stated that, " you could not raise a dollar in the United States to-day, to build a road of wider gauge than four feet eight anda half inches." Stephenson's gauge was the result of accident or unex- plained cause, as when the parts of the first locomotive were put together, it was found to fit a gauge of four fect eight and a half inches, instead of four feet nine inches, as was intended, and which was then the distance between the wheels of ordinary vehicles in England. With few exceptions, this gauge has been adhered to ever since. No one asked the question 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 | Iway, inhabited principally by a race of conservative 1. is now in consequence a railway, system of 16,449 miles b. a. on the four feet eight and a half inch gauge. Although only 367 miles, according to the English Board of Trade re- turns, were constructed during 1874, yet Capt. Tyler, in his report, considers that the railway system is far from complete, and that many hundred miles will have to be built to give the benefit of railway communication to outlying districts. The ageregate length of railways authorized by Parliament during the years 1870, 1871, 1872, 1873 and 1874, and not yet con- structed, alone amounts to more than 2,200 miles. The ques- tion that naturally suggests itself is, Why were not these rail- ways built? The answer is, because the lines of route are not able to support a gauge costing on the average $185,000 per mile, and because capitalists are aware of the fact that more

4

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than one-sixth of the amount invested in English railroad shares pays no dividend, Re

This knowledge should cause the construction of the above required mileage of the narrow gauge of to-day, which, as will be hereafter shown, is built and quipped for a much more moderate figure. In fact, a pamphlet has just been issued en- titled " Light Railways," urging the construction of three feet gauge railways for the convenience of small towns and villages that will place them in connection with the trunk lines. It would be absurd to advance, still more to sustain an argument for the conversion of the fresent Lnglish system to a narrower gauge; and yet, in the light of evidence, we cannot deny that a vast economy would have becn made, hal two-thirds of its present mileage been constructed cither 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 fect; it being fully able and more than suffi- cient to meet all the demands of traffic vow, and how much more when first constructed, and when the business had not at- tained 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 slate from the quarries to a ship- ping 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 1863, when, on the recommen- dation of Mr. C. E. Spooner, the engineer of the line, locomo- tive power was adopted. The two locomotives built for the line by Messrs. G. England & 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. Sub- sequently, Messrs. England built five other engines of a similar

class, two of them, however, being heavier, and weighing 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.

8

Spooner exercised sound judgment in recommending the adoption of this system. The Fairlie engine, "Little Wonder," was built by Mr. Fairlic, at the Hatcham Works, and _ is mounted on two steam bogies, each bogie having four coupled wheels two feet four inches in diameter. The wheel base of each bogie is five fect, and the total wheel base of the engine nineteen feet, while the weight, in working order, is nineteen and a half tons. Each bogie has a pair of cylinders 8,'y inches in diameter, with thirteen inch stroke. In ordinary work this engine will take up a train, the total gross weight, inclusive of engine, being 127% tons, of which about twenty-one tons will be passengers and goods carried. Onthe down journey, when the slate trucks are loaded and the goods wagons empty, the total weight of engine and train is about 336% tons, of which 230 tons are paying load.

Imperial Princes and Royal Commissions from Russia, France, Italy, Spain, Norway and Germany, together with en- gineers 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 this miniature iron road. The novelty was so enduring, at first, that scarcely a week elapsed without selfappo'nted inquisitors presenting them- selves before the chief engineer and manager of the line, Mr. Spooner, until at last he began to wonder whether 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 1874 of the Festiniog Railway, according to tue returns of the British Board of Trade:

Length of road, single track, 23% inch gauge, 14 miles,

Capital cost.

Paid up common stock (4% dividend in 1873), ; ; . $430,930 Preferred stock (5 % dividend in 1873), ' ' ' 175,000 Loans (bearing 5% interest), ' ; : . ; 60,000

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

Besides dividends and interest charges, the company paid in 1874, $6,760 for "way leave," and $1,355 for rent of lands; and adding this to the interest and dividends we have $37,102, which is #7 per cent. of the cost of the road.

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The number of passengers and tons of freight carried and

receipts therefrom were : *

NUMBER, RECEIPTS, Passengers, , , F ; ; 150,714 $24,555 rons of Ireight, ; , . , ve E45 ,141 g6,250 Other Sources, , - ' ; ' F i AU45

'Total Earnings, $124,980

Working Expenses (54.04 per cent.), ; : ' : 075545 \ sa Net Receipts, ' A é . : ' © $57.435

The enthusiasm provoked by the Festiniog Railway, and the various papers issued by Robert I'. Fairlie, especially those read before the British Association in 1870and 1871, on "The Gauge for the Railways of the Future," and " Railway Gauges," has not been without effect.

On the continent of Europe narrow gauge railways are in successful operation in Belgium, France, Italy, Switzerland, Austria, Russia, Norway and Germany.

In France a plan has been set on foot for the construction of what are to be called " Rural Railroads." 'The project was first broached by M. Chambrier, a well known civil engineer, who has devoted much time and attention to it. The proposition is for the construction of narrow lines of "rural railroads," or a width of one metre only, instead of the usual gauge of one metre and a half - along the wide space which every traveller in France must have observed on the side of almost every high road. Now, at present, the ordinary railroads transport heavy goods at the rate of 3 or 4 centimes, or less than a cent per ton per kilometre; but only under condition of allowing a large accumulation to take place, and consequently a 'great loss of time at stations, and then sending off the whole in a lump by one slow heavy goods train. Now these "rural railroads," economically constructed and without stations, or depots, or accommodations of any kind, profess to be able to replace ordinary carriages, without any delays, at two or three times less than the present cost. They will connect the small towns and villages and manufactories all over the country, and carry off their produce, agricultural or other, as it is ready for trans- port. For their construction there will be no need of " Acts of

IO

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

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

Finally, we have to notice the narrow gauge tramways pro- jected by the well-known Swiss locomotive engineer, Mr. A. Brunner. These areto be worked by two-storied motive power

cars, and a concession has been granted tor such a line from Zurich to some suburbs.

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

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the wise policy initiated by the late lamented Earl 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 de- cision will be reconsidered, in view of the report of the Govern. ment Director before us,

The total investment in Indian Railways is about £100,000,- 000 ($500,000,000), the interest being guaranteed by the British Government on the 5,872 miles of railroad completed, which have cost on an average about $82,50c per mile.

The net earnings in 1873 were less than 43,200,000 ($16,- 000,000). Without this guarantee, therefore, the investment would be very unsatisfactory - indeed, it would never have been made; and yet where the traffic grows very slowly, a gauge of five feet six inches, with its attendant heavy expenses, is per- sisted in to the detriment of the British Government, finan- ciaily.

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

In Australia and New Zealand, the narrow gauge is repre- sented by such lines as the Queensland Railway, and the Dunedin and Port Chalmers Railway, and others.

In South America, the Argentine Confederation, the Repub- lics on the river Plata, the Brazils 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 fully this new departure, which originated, over forty years ago, at a secluded spot in North Wales. The object of the author is to give now the history of tne rise, progress and suc- cess of the narrow gauge railway in America. No such record has yet been published. By issuing it, it is hoped to cement

the relations of narrow gauge railways the one to the other, and to exhibit, in a connected form, the work done in the field and that is being still carried on. Poor's Manual of U.S. Rail-

12 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 proportions. 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 practicable, of the narrow gauge railways, a resumé of the arguments urged in their favor may not be out of place:

farst. The cost of constructing a railway is nearly as the width of its gauge; in very rough countries the narrow gauge will be greatly less than the proportion to its width, whilst on flat, level ground the proportion will be more; but taking the average (excluding rolling stock, fencing, stations and _tele- graphs,) the cost will be found to vary as the gauge.

Second, Every inch added to the width of a gau what is absolutely necessary for the traffic, adds to the cost of

ge, beyond 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 usetul effect of the railway.

third, A saving, in first cost of construction, equal to 33 per cent., is effected, owing to the fléxibility of the gauge, in allowing the road to be built so as to follow very closely the natural co: tour of the country, and to the reduction in gradu- ation, bridging 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. G, is somewhat the heaviest. The Kansas Pacific uses a rail weigh- ing fifty-six pounds per yard; the Denver and Rio Grande 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, $13,500.

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The first cost ofa good Macadam highway is $6,000 a mile, and there are many narrow gauge railways that have been built and equipped for $9,000 a mile, as the annexed reports exhibit. ;

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

COST PER MILE - THREE FEET GA'NGE,

Grading, . ; ; F : F ; . . $2,200 Tron (30 Ibs. to the yard), ' ; , : ' ' 4,080 Fish plates, fastenings, etc, : ; ; ; . ; 43 Cross ties (2,640), . : * j : . ; 800 Bridging and Culverts, - . . . . , F . 400 Track-laying and surfacing, : 400 Engineering, ; F ; : ; ; : : 250 Right of Way, . . . ' . , ' : 300 Station Houses, Water Stations, etc., ; : i ; ' 375 Sundries, ; ' ' . ' i F 280 $9,520

ROLLING STOCK,

For aroad 100 miles in length, doing a coal traffic as well as general freight and passenger business, the following will be a fair equipment :

12 Freight locomotives, : ' F . $8,000 $96,000 4 Passenger locomotives, . i ; ; » 7,000, 28,000 300 Coal cars, . ' : ' : : 450 135,009 70 Flat cars, F : : ; ; 420 29,400 100 Box cars, . ' ; ; ' ' 520 52,000 10 Passenger cars, . ' . . ; 3,000 30,000 3 Passenger cars, second class, . : . 1,500 4,500

3 Baggage cars, . : : . , 1,400 4,200 Or $3,791 per mile. $379,100

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

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

14

October 9, 1871, 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 country not mountainous. In rough country it reaches 50 per cent, and in mountainous regions it amounts often to a difference between entire practicability and impossibility, as between the two gauges.

Mr. T. E. Sickles, writing of the section of the Colorado Central Railway that passes through Clear Creek Cafion, says: "On this 13% miles the creek falls 1,700 feet. The cost of grading a road bed through the cafion for a four feet eight and one-half inch track, was estimated to be $90,000 per mile. The actual cost of 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 locations of the two lines occupy differ- ent ground. On the broad gauge location the minimum radius of curvature adopted was 955 fect, and on the narrow gauge it is 220 feet. The cafion is so tortuous that the broad gauge location would have required in construction numerous tunnels and bridges across the stream, with high embank- ments, and deep, open rock cuttings. The adoption of the narrow gauge admitted of an alignment conforming approxi- mately to the windings of the cafion, 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.

Fourth, Vhe dead weight of trains, conveying either passen- gers or goods, is in direct proportion to the gauge on which they run; or in other words, the proportion of non-paying to paying weight (as far as this is 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

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15

case of the Festiniog Railway. The wagons used upon it, for carrying timber, weigh only 12cwt., and they frequently carry

/ /

a load of over 3% 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 stand- ard roads it is generally one to one.

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

Zons of dead fo one of Dead weight. Paying weight. paying.

Main Stem, . ' . » 163.54 6,21 26.33 Knoxville Branch, ' ; 115.12 5.58 20.63 Memphis Line, : ; 153.19 4.64 33.01 Nashville & Decatur Div., : 126,43 3.19 39.62 Bardstown Branch, . : . 99.86 3.33 30.00 Richmond Branch, , : 87.28 1.62 53.88 Glasgow Branch, . ° ; 65.53 1.69 38.12

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

Gentlemen, the railway bankruptcy has given rise to various expedients for overcoming it. Among other remedies, ''narrow-gauge rilways'' have been recommended as capable of so much cheaper operation that their adoption would work a cure, I refer to this, not for the purpose of discussing the ques- tion of gauge, but to call your attention to the fact that where the narrow gauge has been adopted the great practical effect has been to materially reduce the weight of the rolling stock.

Here, gentlemen, it is well we should pause for reflection; here we are touched in our own department of railway economy; here we are affected where we alone are concerned, and where we have the whole responsibility. If a nar- row-gauge railway can be operated at materially less expense than one of the ordinary gauge, chiefly because the rolling stock in use upon it is lighter, or, to speak more correctly, there is less dead weight hauled upon the narrow gauge in proportion to the paying weight, is there not a remedy at once to be applied

to reduce the cost of doing business on railways of the ordinary gauge by reduc-

ing the weight of the rolling stock ?

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Gentlemen, during the Jast twenty years railways of the ordinary gauye have not changed in their superstructure, in their bridges, or in their iron, but the rolling stock in use upon them has increased in weight from fifty to one landred per cent., and the usual load for a freight car has increased fifty per cent. The same bridge and the same iron, and yet an enormous increase in the weight which is constantly bearing down to crush that iron and those bridges. Gentle- men, can any thing be more obvious than that if the proper proportions formerly existed between the superstructure, the iron, and the bridges, and the weight of the rolling stock, those proportions are now entirely out of balance ?

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

I believe, gentlemen, that these are essentially the facts of the case, I believe they have had a material influence in producing the present railway bankruptcy,

and it seems to one that it does not speak well for our influence as master,

mechanics that we have not been able to do more with railway managers in pre- venting the use of rolling stock of such enormous weight.

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

The Massachusetts Railroad Commissioners, in their seventh annual report, state that the average number of passengers to each train during the last year was 66, and the average number of tons of freight was 64. The passenger trains, including locomotives and baggage-cars, averaged 122% tons of dead weight, and the freight trains, 21214 tons. Taking each train as consisting of four passenger cars, we have an average of 16 to each car, when they are constructed to carry 56. Con- sequently, the returns would seem to indicate that the railroad corporations of the State haul 1.77 tons of rolling stock for each passenger they carry, and 3.29 tons for each ton of freight.

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

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17

1,600 pounds less than the standard gauge; but this is a pre- sumption that rarely or never occurs, the cars being most frequently more than half occupied, so that the dead weight proportion is considerably reduced.

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

DENVER, COLORADO, Aug. 20, 1873. W, W. Borst, Fsq., Superintendent Denver & Rio Grande Railway :

DEAR Sik: - It was with some doubts that I applied to you for transportation for my Great World's Exposition, consisting of circus, menagerie and aquarium, over your line, it having been intimated to me that great difficulty might be ex- perienced in obtaining sufficient accommodations over the Narrow Gauge, and even if these were obtained, it would be extremely hazardous, as many of my cages of animals are very high. I have had several years experience in trans- porting my circus, etc., over railroads, and I desire hereby to express to you my appreciation of your arrangements made for us, and to say that never has my World's Exposition been moved more promptly or satisfactorily, your cars being ample to accommodate my stock, wagons, cages and even the elephant, weighing five tons and standing nine feet eight inches in height. The stock and animals have never ridden on any line with as much ease and comfort as on your Narrow Gauge road, Your cars being so near the ground, renders them, much easier to load than those of the ordinary gauge. [I have met with courteous and

business-like treatment from your employees and agents, and everything was a complete success. Truly Yours, [Signed ] JOHN Rosrnson, JR.,

Manager Old John Robinson's Great World's Exposition.

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

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

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18

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

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

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

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

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

On a level - gross weight of train 1460 tons.

Tons.

. The 3 feet engine with 399 tons of cars will haul of coal, . . 1064

The 4 feet 8% inch engine with 566 tons of cars will haul of coal, . goo Ona maximum grade of 26 4-10 feet, gross weight being 587 tons:

Tons.

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

The 4 feet 8% inch engine with 226 tons of cars will haul of coal, - | 361

On a maximum grade of 4o feet, gross weight being 444 tons:

Tons.

The 3 feet engine with 121 tons of cars will haul of coal, . - 323

The 4 feet 8% inch engine with 171 tons of cars will haul of coal, ' 273

* *

ith its andard , ham- , when 7 miles erribly

15,000 il with

n loco- n tons, nearly 1 speed

g from weight ing the ng load on the

gineer, largest ylinders ty tons 0 1,460 ] power

Tons. 1064 goo

yes. Tons.

427 361

Tons. 323 273

19

These trains, it will be seen, correspond in gross weight: the three feet gauge by its /ess weight of cars transporting about seventeen per cent. wore productive /oad than the standard gauge.

On a gradient of 80 feet per mile, gross weight 252 tons :

Tons. The 3 feet engine with 70 tons of cars, will haul of coal, . ; 182 The 4 feet 8% inch engine with 97 tons of cars, will haul of coal, : 155

From the foregoing we learn:

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

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

We have shown before that the load of freight on the 4 feet 8% inch against a 26,45 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 26,4, 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 814 inch engine on a gradient of 80 feet being 155 tons; that of a three feet would be 182 tons. But giving the 3 feet engine the load only of its rival, or the 155 tons, it will transport it over grades of 95 feet, or about 20 per cent. greater.

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

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

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

20

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

to the Janger. t intro- s falla-

gauge serious 'e it to f stand-

3k

f

: | if BE

CONSTRUCTION OF NARROW GAUGE RAILWAYS.

a

"THe first object for consideration in examining a project for a railway is the nature and extent of the traffic to be provided for. If this is large and of a character to demand high speed, the work must be adapted to bear the contemplated service. Tf a light traffic, and especially with a lower rate of speed, ts anticipated, much may be saved in the expense of construction, and also in the expense of operating the railway by adapting the works to the service to be performed.' Such are the opening words of a book on railway property published sixteen years ago, before a narrower gauge than four feet eight and a-half inches was contemplated, and the words we have italicised are peculiarly applicable to the narrow gauge system. In fact, they are the text which its exponents have always quoted.

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

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

(21)

SS FS

99 ""

nation of the argument, shows that the earthworks for a light standard gauge railway cannot be less than those of a railway of same gauge doing a heavy through business, as the dimen- sions of cuts, banks, and tunnels are not reduced, There is, therefore, no saving under this head. In bridging and trest- ling a small saving might be effected, provided that the cars for the light standard gauge are only permitted to pass them. Cross ties would remain of same dimensions. In iron a forty- five pound rail could be adopted, which would save a trifle. In rolling stock, the greatest saving could be effected, but not to the extent that it is urged; and in comparison with the narrow gauge, would be much weaker.

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

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

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

GRADES AND GRADING. The narrow gauge aims at following as closely as possible

a light railway dimen- here is, 1 trest- he cars ; them. 1 forty- a trifle. but not ith the

- would avor to rolling demoli- le ina railway, 'anship- omy in of 33%

n over- ation of bn must district t at or bect we lway in bre safe An in a

es and

en the ically.

bossible

23

the contour of the ground over which it passes, thereby avoiding the expensive cuts, and fills, and tunnels which so much advance the cost of construction. It has been frequently stated that a narrow gauge locomotive with its train of cars can surmount much steeper grades than the standard gauge locomotives. This is only true as regards paying load, which we have exemplified on page 18. We would recommend that moderate grades be only used, and where it is necessary to have long steep grades that short levels be introduced so that a continuous grade may be avoided. By this means the engines will be relieved and the summit more easily attained.

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

CURVATURE,

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

to the chords being short and inconveniently close to the in- strument.

24

The random line T I e is first run, ana the \ angle I found by meas- zg te SX uring Ile TandI Te, Ss and taking their sum from 180°. Then I T T' determined, and the chord T T' located. On this middle point, c' is taken as the sta- tion. Then if we lay off any line c' 6, mak- ing an angle I with the chord, the dis- tance on this line to the circle will be d= be' =VR* - h? cosI - AsinI. (1)

4 chord Tc' sin | 'T 'T" ies 2sinI T Th h==c/C==hchord & tan ITT'; or Tce? X tanI TT',

This value (1) may be determined as follows :

R= radius of circle =

x? ty? = R2 ; (2). x= dcosl,y=d sini+h. (2) becomes d@* cos? [+ d?sin? [+42 +2dhsin L=R?. a? + 2d¢hsin Il = R? - #2, d+ h sin Ty/R? - A? + A? sin? I, d = VY R? - 4? cos? T - Asin I. Or we may, if stakes are to be set at equal distances along the curve, proceed as follows;

Let TO=V<)Tcb=a,bTc'=f8.

2 Then a == - R xX 360°, and 2akR

$a =<)TcdordTI= - - x g0° == TIN kd < 28° 39'; then R B=ITT' - }a.d? Te" 4TH? - 2T eT bcos p, or if ¢ = chord, d= V $c? oe 22 - ¢dcos 8; and angle I is found thus;

eesti as oa

PRES

a

line T na the 7 meas- lI Te, ir sum en I T ind the ocated, ; point, he sta- we lay b, mak- I with ie dis- line to de

, proceed

& bs nM a

25

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

Regarding the proper elevation of outer rail on curves, I find it to be the practice on some roads to leave the degree of eleva- tion tothe section men, they putting them up according to Zaste. The consequence is that some curves are nearly " flat" or level, while others are 'stuck clear up," and cars will pass around some of them very smoothly at high rates of speed, while on others the oscillation is fearful. Recent observation discloses the fact that on a curve properly elevated there is 0 oscillation, however great the speed, providing always the track is in good surface and line. If the elevationis too great, the wheel flanges will be thrown against the inner rail with great force at high velocities. This may be accounted for in various ways.

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

| |

j 26

i aided by imperfection in the permanent way, oscillation will continue entirely around the curve when the wheel is once thrown from its proper place on the rail by a single imperfec- tion in the track on first encountering the curve, although the rest of the curve may be in perfect condition, The same im- perfection in the permanent way that will throw the flanges against the inner rail on an elevated curve will do the same thing on a " flat" curve, but with somewhat diminished force, owing to the lack of aid from gravity, as in the case of the ele- vated rail. But while the inward end thrust is made more forcible by the action of gravity on the elevated curve, that. is to say by its (the axle) running down hill, the reaction on the flat curve is greater and throws the wheel flange against the outer rail with greater force, as-the motion is ona plane instead of on an incline or up-hill. In this way the danger of derail- ment is far greater on the flat than on the elevated curve. A defective joint, a worn flange, or any slight imperfection, may cause the wheel to mount by the undue force with which the wheel flange is thrown against the outer rail by the centrifugal force and reaction above mentioned. As the outer rail is the | guide for the wheels, it is important that it be kept in a condi- ; tion as nearly perfect as possible, both in regard to its surface and line, as well as its elevation. It is also noticeable that on most roads the rails are not sufficiently bent on sharp curves, which causes excessive oscillation and wear, and this should receive greater attention than is usually the case. The proper way is to commence the elevation 100 feet before reaching the P.C. This gives an easy approach to the curve, as the wheel flange always follows the higher rail on straight line, and by reaching the curve with a gentle elevation, the wheels get their proper position against the outer rail, when they will keep it entirely around the curve unless forced inward by causes above mentioned. ;

CROSS TIES,

® a

Ties 5 inches by 7 inches, by 7 feet long, and placed two feet apart from centre to centre, give sufficient bearing surface. RAILS, The weight of iron is governed by the heaviest weight on

ion. will is once nperfec- ugh the ume im- flanges le same -d force, the ele- le more , that. is 1 on the inst the > instead f derail- rve. A on, may hich the ntrifugal il is the a condi- ; surface b that on b curves, s should € proper hing the 1e wheel , and by get their keep it es above

two feet face. ight on

ie ore em

t s if

27

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

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

Track-laying is generally performed in a careless manner, with little or no regard to wear and tear of track and roliing stock. The main object in view being to get over the ground as fast as possible, so as to put the road in opera- tion, when all defects may be remedied. This might be well enough if the remedy was sure to be applied, but this is very seldom the case, and track once poorly laid, is generally allowed to remain so until safety demands a thorough overhauling, which can only be done at great expense and inconvenience. In- deed, there is no remedy for some of the defects of poor track-laying after the road is put in operation. Of course the ballasting can be done, the track put in good surface and line, the ditches and water courses cleaned out, and the road put in good running order, for the present, but if the ties are improperly laid, crooked iron laid on a straight tine, if the iron is not sufficiently curved on curves, or is allowed to run ahead on curves, the inner rail getting so far ahead

as to bring the joint-ties diagonally across the track, there is no remedy, except to tear up the track and relay it,

SOA a arte tc nor ranean nen

PROGRESS OF NARROW GAUGE RAILWAYS.

-~>

Although narrow gauge railways in the United States are comparatively new, it being only five 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, notwithstanding the strong opposition and prejudice against them at their first introduction. That the opposition is declining and the preju- dice being overcome, is evident in the fact that such first-class standard gauge lines as the Pennsylvania, the Lehigh Valley, the Philadelphia, Wilmington and Baltimore, and the Memphis and Charleston, recognize in narrow gauge railways important adjuncts and feeders to their trunk line, and have assisted in their completion by either supplying superstructure or equip- ment, or guarantecing, as in the case of the Philadelphia, Wil- mington and Baltimore, and Baltimore Central to the Peach- bottom Narrow Gauge Railway, a commission of 25 per cent. for the first year, and 20 per cent. for the second year, etc., on all passengers or freight carried by them, which is recarried over the Peachbottom road from their country, or consigned from Philadelphia or Baltimore to points in the country reached over the Peachbottom.

That the attention of the public has been directed to the matter - a pressinys want being felt that by some practicable means cheaper m«des of transportation may be obtained, more particularly in and for those sections not now furnished with a ready means of forwarding, to a market, the comparatively small amount of surplus available for export, but having such means at command could and would rapidly develop resources which otherwise must remain dormant - is evidenced by the annexed table giving the mileage constructed during each of the five years 1871-5:

§ 2 ¢ Bi a Es Ss : 3 if =

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32

The late John Edgar Thomson, when conversing with a gen- tleman who was requesting his opinion on the narrow gauge question, stated, "that were he sow building certain of the branch roads of that great highway, the Pennsylvania Railroad, 5 (one now carrying annually 10,000,000 tons of freight,) he would make them 3 feet instead of 4 feet 81% 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 rev- olutionize certain distri:ts in America, and whole countries in a other parts of the world, and be the means of making fruitful " the barren places.

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

their development is trebled and quadrupled. The Denver 4

and Rio Grande was begun in 1870. 4

POPULATION. ;

COUNTY. CENSUS 1870, CENSUS 1873. ' Arapahoe...s.ccrccroee secseece seeseees eoses OB AG esis catitecccstaeksvcsveacercecss 25,000 ¥

Beit sccsieenicecacecs coco dccecees see casevaeaties Dis scbenasesese: d:eeewessbeves Ueeeee

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Costilla..cccrccssccscseee cove scvsescessrecoges 1,7 7D csvserdes socser casdacedeeveees cans 3,350

Douglas... ..rcccee ssscesseseeencccssteececess LoGBBiiccvcsecedasaseseccvsdeceendesees 3,100 El] Paso....cccsssscccseeeeeeneee seseeeene er 987...... icagerepibevarewesaacteys 3,450 Fremont,, ..csicccssseessscceces cossceceeeesss LyOG4sescesscccnsccseereesees svoeentees 3,300 GILpineceee sevens secscecsbecseseee cotesecenee 5phQOresess sorseree Beracereescene, veeee 7,500 GreeENWoOOd secece:ceseeccecercereresesees geeees SUOi assess cees: \essngesssveoen: sasacs 600 Huerfano v.cccecesscsveseeeseeees weeneecegesoes 2, Z5Ovecesgyoes cosseeees seavevesesences 3,350 Jefferson ....cccseceseee eee vdvenedeadeesseies sore Ty 3QO..s00e Lake eviveuscasihadecs¥er: 6,230 Lake woe se ssreceees so evenseeeeees seeeece seveeeoes Boo: cictieinavnsseseeevens paeniaades 875 Larimer,...ccesecceeeeces een aha ada Bist evi oes BZBiscscotiovecrcscccnersevecseneress 37250 Laas. ANimas:..ces ssessnscserecseccsccecenasceson 7 [oR TER TTT TTR TO . 5,780 Park...ee POPE COT LETT TO TROMME © ETPRIT EES yaatentodeceseeses 2,800 Pueblo,......ccscsscscecces sosvssccetsrcsscccsss ZpBOSeovecovsceees Bass echasees essere 8,950

iW Saguache ....,.ssccsccnsescese seeseseens selians BOGAN aa issieervsvedesbeshedesvereeses," °2j;000

ti Summit,....... - pune vbeadedevoosenens serdovee: BRB scheasdvareedesarsovecsen™ (TOO

lf Weld...... Nivecenves sd abveedae bagwan ana cavenn ines 1,636 : secesee 5 IOO

Ve Ab Red schinimuiasiiailnet

1

H H

h a gen- w gauge n of the Railroad, ight,) he uge." ineer and study of past few yw gauge will rev- untries in Ned fruitful

duce two unties the m 1870 to which the seen that e Denver

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33 ASSESSMENT LIST.

COURKTY. 1870. 1874. Arapahoe.,........ . scasedeecens tease $4,731,830 ...... teceonveneesees oes .$15,088,085 Bent,...... MTC tare sedeesesee 351,248 rcccccesvevcersercesccscees 2,172,267 Boulder .....+. geoeasacee + 100s o06: eeeesen T,121,Q72.scccccceceeeeece Cooeeeceees 2,547,904 Clear Creek ..cccccccesesevesee sovseeeees T, TOOT 2....46 secereeeeee es seseeees 1,485,008 Conejos, including La Plata ....... 265,702. .ccorrrrrcercssrsevevocsens 141,415 Costilla, including Rio Grande...., L18,O62...000.ccessteneercneseneees 528,249 Douglas 21... cesses sees seeveveceees 57As397 vovccoccscerccescccecceceece 1,470,636 Elbert ...cccsesceseeeees POTTS TeR TTT TTT TTY TIITITITT TMT TTT Tee 1,675,760 El Paso 0.006 sees cove ssererees cocncnees 524,9O5...ccevevcecececereceveeeees 3,160,323 Fremont 0... cc0e creceeceee ceeeeanecs 375 :Q5Orcr0e veccee-sessccceesoecee 1,314,695 Gilpin .eccee . cee veeeeeeee eeeereeeeeeees 2,000,000 ....eceeeess cecees seveeeee 1s 2,322,342 GreenwO0d ....seseee croececeeceee recess 440,924 .ccccreccerevesers Abolished in 1874. Huerfano....cccee scsseceeerecceeeeernaes B24, 09S cscceerscossesecod since toes 702,856 Jefferson .eicssccseceseeeseeeeee nee oe 1,034,738 secossccecsoesvene sesvesees 2,034,529 Lake .ecicecscces cvscentocvcvcseseesevecoes 172,Q17 seoeee eee Cbe08d Seeganes 250,998 Larimer ...cseeseoee ee vaginecindesteerne B32;81O0ssicvcveseee' cescaes hiaeed : 905,944 Las ANimas....ccccccsscssceeseveee acts AS57092 wesisscisctonesss verses cas' 1,186,482 Park .sccsccessareasccravocececsecseseesscce 1755 5Osereeeascsseserceeeeseeceees 795,707 PUeblO......cccreccrerscececeereseseeeens B57, BIL ccccercseee sosceveeeveeens 3,784,348 Saguache ......sssccsceesseesecencencee ees 120,656. .ccccveeseeee seve seveves 599,308 Sumit .0ceee seccssccvccvccecccccseesrens 123,926......, soned and evenieveeves os 158,722 Weld ...ccsccocccsecscvsecccssccsese sovese O54, JOT ciscecesicvese. sevens seoss 2,063,166

Totals...... s. ea vevene cave anueaves BIOjOL5, 521 .cscscccesevcecececceeeseees $44,388,804

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

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

railway, should convert their line into one by altering the 3

34

gauge and disposing of the rolling stock for other, seeing that if this is not accomplished, their railway must be run at a loss, or else train service must be discontinued. Or again, where certain short lines, built on the standard gauge, connect with trunk lines, built on the narrow gauge, and it is expedient to overcome break of gauge, and consequent transhipment, that such lines be converted into 3 feet ones; or further, where the surveys being made for a standard gauge, the original intention being to construct a line 4 feet 8% inches wide, subsequent consideration on the probable traffic and consequent revenue, induced the construction of a narrow gauge railway.

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

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

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

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

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

MILES.

Worcester and Shrewsbury Extension,....cccccssscssseeee seseenes Miderssiaeioeen "16 Camden, Gloucester, and Ephraim,,......cccceseeeccessecssseseeees saseecceeeseceecee Peachbottom....ccccccceeeceee: ove oe codeceeee eee sersvccccesesecescevcenscscscscnecscesers = 5 St. Louis, Bloomfield, and Louisville..,......... ddceeceee sdveseswdesgabesaates cdevaecas: 00 Chicago, Millington and Western.......... Goueeasee a0! seddsamederseebsnseosaveeres sere TOO Havana, Rantoul and Eastern,,......cccsececsceserseeseet ssscsess coves ss teseseeseess QO Farmers' Union..... cssccoe ccccsececeeeeee sesveseen seves S06. Quiaderesgaabertetredduseiece, 12 West Bi tstecsaatecedoesd sees cacwswvvegsegncdes stesWeane dvlecnessade- aeseverseoercnedtsiosen. 9 Wyandotte, Kansas City, & N. Waosssscsscsccscerescescesseeceseeeseesescsees seeeerese 5 Denver and Rio Grande........csseceeces seeeeees sence seedeeedoasicsdavecs saesesecese: - §0 Golden City and South Platte. ccc... ccscssssseceeeseee cen coeee ceneeaee ones scene 2 Utah Northern s.rrccccnccescocte octsosses cosoceeee oescease scscnersscssoncsscssesscsvcevece 20 ' North Pacific Coast... ..ccocscsscssceseeseveeees Seeeesees veveereee sees eeeeee ecncsseonse 25

San. Luis ObISp0...s.,ccccsoccdecoececsecctonscessseecesven soeccdsodarescsece deseseseaccees 3 Chester atid Lents sicsccsccecoccdctarcosesdesaccceasestheusecgeas. aeaeees acedeesiasqen 20 Texas WeStert ircscccs ove sesso sesesccdcscccesavecsceveceeccsessesveccasecestescecsesousens 25

2

,

5

Fa Y

ing that it a loss, n, where ect with 'dient to ent, that here the intention bsequent revenue,

le of each formerly

orth Paci- > one of 3

Railway, of narrow

following spectively

2 Bi a4 i* $ Pi)

35

During 1876 a very large amount of narrow gauge mileage will be completed, as the railways in operation have fully dem- onstrated their capacity in every class of traffic, and their economical operation will induce capital to seek them as investments. They should however be constructed from stock subscriptions, paid by the community along the route, and those interested in the development of the region, who are the interested parties in the operation of the railway. The most conservative financiers recommend that the whole cost of the road should be so divided between the stockholders and the bondholders that not more than one-fourth of the total amount should be. raised by bonds, while three-fourths should be raised by stock subscriptions, aided by outside help. Floating debts should never be too heavy - at any sac- rifice a new railroad should place its debt beyond contingen- cies. The late Chief Justice Chase, when Secretary of the Treasury, in 1861, laid down this principle in a striking form. - It was essential, he said, for a large debtor to maintain control over his indebtedness. It is especially needful for railroads to get such control. And of the legitimate rules for doing so, the chief one is this: To avoid demand obligations, and to con- vert, as rapidly as possible, their floating debt into long bonds.

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

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38

With but few exceptions, three feet between the rails has been the width adopted by the narrow gauge railways of the United States; this gauge being found the most servicable for carrying every variety of freight. Of the railways with a less gauge than three feet we must notice The Sumner Heights and Hazelwood Valley Railroad, of ten inch gauge - the nar- rowest gauge railroad in the world. This new departure is the idea of Mr. Geo. E. Mansfield, of Walpole, N. H., who projected and built it during 1875. The line is one-third of a mile in length, and starts from the summit of a small hill just back of the Hazelwood station, on the Providence Railroad, and after winding round the hill by sharp curves, comes down through his back yard, and by an apparently very dangerous curve shoots obliquely across one street, closely shaving a street cor- ner where it runs over a small bridge, and then across another street to the side near the railroad, and thence for a short dis- tance parallel with the latter. The ties or sleepers are com- posed of narrow strips of inch board about fifteen inches long, upon which are nailed (with small finish nails) rails made of soft wood, about an inch square and ten inches apart. On these are nailed narrow strips of thin hoop iron, and the whole affair is complete. The car used on this road is a platform, about two feet wide and five feet long, and the diameter of the wheels is five inches. It would seem, at first sight, that the whole affair was a mere boy's plaything, and a dangerous one at that; but a test of its capacity would soon undeceive the proprietor of such hasty judgment. It would appear, to begin with, that the wheels of the car, with their small flanges, would be sure to jump the track at every curve, but by a peculiarity in the way of connecting them with the car (an invention of Mr. Mansfield) they follow the track in every wind and' curve as surely as if they were eighteen inches in diameter and had a corresponding depth of flange. The maximum grade is 715 feet to the mile, and the sharpest curvature 25 feet radius. There is one bridge sixty feet long on a curve and grade of 440 feet to the mile. Four heavy men can ride in the car, which descends by gravitation, and is under complete brake control; and those who have ridden upon it are surprised at the absence of osciilation.

ils has of the vicable with a Teights he nar- e is the 'ojected mile in back of id after through s curve eet cor- another ort dis- re com- es long, made of On these ole affair m, about r of the that the rous one ceive the to begin es, would eculiarity ention of nd curve ind had a de is 715 st radius. grade of 1 the car, ete brake rprised at

SoMaeoen A

Four Sizes to at-ve Pattern, as ; follows: :

| ere ot Weight in Working Order.

"Total. ae re Drivers. 11 xX 16 | 36" to 40" Tia neter. 35,000 pounds. 30,000 pounds. 12x 16 ee a6 40,000. «6 34,000 ** 13 x 16 ¥ ef 45,000 '* 39,000 ** 15 x 16 oo = ' 52.000 . ** 15,000 *f

rie xn Y « Ww

niin

) 2 | WS

! : z, ae "Weight in Working Order.

CYLINDERS. Diameter of Drivers. a 1 Total. | On Drivers. ee as SE ee ee fS : eae = E E Sven i! Wa 14x 16 40" Diameter. | __ §2,000 pounds. 46,000 90 pounds.

Special Sizes and Patterns, in addition to the dioxe: are ade for every description of service.

- Eps ola ta

Four Sizes to above Pattern, as follows :

CYLINDERS. Diameter of Drivers. Weight in Working Order.

ows Ve ee : =e = ae 8x12 | 30" Diameter. 15, 000 pounds. gx 12 ' 18,000 ** 9 x 16 1 22,000 '"

10 x 16 es 28,000

vranopungianry LIOR EN SEER

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Narrew Gauge Lecometives,

FOR PASSENGER AND FREIGHT SERVICE, BUILT BY THE

BALDWIN LOCOMOTIVE WORKS,

BURNHAM, PARRY, WILLIAMS & C0., PHILADELPHIA.

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PASSENGER LOCOMOTIVES.

four sizes to above Pattern, : as follows:

= ~~ | Weight in Working Order. CYLINDERS. Diameter of Drivers. i =

ee _ ee a2 ee Total. | | On Drivers. 9 x 16 | 40" to 45" Diameter. 30,000 pounds. | 19,000 pounds, Io x 16 oe es -34,000 '* | 22,000 "s II x 16 " Pe 38,000 ** | 25,000 « "*, 12x 16 os 42,000" 28,000 = *

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Weight in 'Working Order.

CYLINDERS. | Diameter of Drivers. = 'Total. = On Drivers.

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14x 16 40 Diameter. - . | _ "52,000 pounds. "| 46, ,000 pounds.

Special Sizes and Patterns, i in 1 addition to the above, are made for every description of service.

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Four Sizes to above Pattern, as follows :

CYLINDERS. Diameter of Drivers. Weight in Working Order.

g. i oe 8x 12 | 30" Diameter. "15,000 pounds. gx 12 es 18,000 Se g x 16 22,000 ="

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NARROW GAUGE LOCOMOTIVES.

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The locomotives for working narrow gauge railways neces- sarily conform to the same principles as those for the standard gauge; when, therefore, the projectors of the initial narrow gauge railway in the United States requested the Baldwin Lo- comotive Works of Philadelphia to submit designs for pas- senger and freight engines, their drawings did not essentially differ except in dimensions from those made for standard roads. A description of the first passenger engine, constructed in June, 1871, and aptly named " Montezuma," its mission being to run through the territories once owned by that ancient monarch, will not be out of place.

The engine has four drivers connected and a two-wheeled truck.

Diameter of cylinders, 9 inches. Stroke of piston, 16 inches.

" ** driving wheels, . ; . . ' 40 *

§ "© pony wheels, . : 24 = Distance between centre of pony viiigale and centre of fr ont drivers, 5ft, 81% " Distance between driving wheel centres, . 2 - GO) - - ge wf Total wheel base of engine, ; . .Ir my * Rigid wheel base (distance between diving sitieel centres), . Or 3 Ge Diameter of tender wheels, ' ' . . 24 * Distance between centres of tender wheal ' ' ; 6 ae Total wheel base of tender and engine, . ; ' .20 5% * Length of engine and tender over all, : ; . 35 4 " Capacity of tender, : ; ' , . ' 500 gals. Weight of tender empty, , . i ' 5,500 ths.

"engine in working order, P ' : . 25,300 '

"4 "© on drivers, . ' j 5 ; 20,500 '"

"6 «@ on each pair of drivers, ; . . 10,250 "

"© «@ on pony wheels, ' ' , 4,800 * Height of smoke stack above rail, . , ' : - 9 Qg * Height of cab from foot board 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 che mile, . ' ; ' 164 * " On a grade of 80 feet to the mile, ' . : , gs 6

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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 I | '" Baldwin," a view of which is given on opposite page. | The following is a description of an engine built by the Na- tional Locomotive Works at Connellsville, Pa.

This engine has four connected drivers and a four-wheeled truck,

Diameter of cylinders, 12 inches. Stroke of piston, 18 inches. 4 " " driving wheels, ' ; ' : . 7 a " " truck wheels, . ; ; ' ' 22 «+ i Total wheel base, . F ' . : : . I8ft, ee hig Rigid wheel base, - , . : : ' : 6 8 *& 'Eee Tender, eight-heeled, tank capacity, , ; i F 1,200 gals. ne al Diameter of tender wheels, . : F F . 24 inches. ¢ i Distance between centres of tender wheels, : ? : 48 Hei Total wheel base of engine and tender, ; ; i 36ft, 8 « an Length of engine and tender over all, - . : : 43 3 es : Weight of tender empty, : ; . : . 11,600 Ibs, " © engine in working order, ' . . ; 37,000 * ' 66 6 oon drivers, : ; ; ' 26,000 ' «6 6 on truck, F : ; ' ; II,0o0o < Height of smoke stack above rail, . : ' : I1 feet «© cab from foot board to centre of ceiling, ; . 6 * 5 in. TRACTIVE POWER. On a level, ' : p ' ' . . 740 gross tons. On a 20 foot grade, . ' . : ' : 395" i ; On a 40 foot grade, ' : ' ; ' . 260 * " On a 60 foot grade, . . F ' ' : 195' Z, On a 8o foot grade, : ' : . F . 140 "6 as

On a 100 foot grade, . 115

The Following Illustrations Show t

PORTER, BELL & C

the the l or and for here- Light passenger engine for 25 or 30 tb, rail. b the 8 in, diam. 16 in. stroke, Cylinders, g in. diam, 16 in, strok if § feet 9 inches, Rigid wheelbase, 6 feet 6 inches. yy Na- Io " g « Total wheelbase, 12 *§ @ # 33 in. or 36 in. Diameter of drivers, 36 in. or 40 in, { 22 * 24 * Diameter of truck wheels, 24 " 26 * q Weight in working order, i 16.000 tbs., Weight on drivers, 20,000 ths. | 2,500 * «on truck, 4,000 * 500 gals. Water capacity of tender tank, 750 gals.

inches. ie ce | i "c I) i, Ke i Light freight engine for 25 or 30 Ih. rail. | " Cylinders, 9% inches diameter 14 inch stroke. Cif 0 gals. Wheelbase, ; ; , : : : . 7ft. 3 inche Me inches. Diameter of drivers, . s . . : 30 or 33. kK 'i Weight in working order, : . : ; 20,009 Ibs. . - Water capacity of tender tank, : j 500 gals, fh "ce ; 4 00 tbs. : : ; d : a aoa For mixed service larger drivers and a two-wheel swing bolster r1s- i Cal required. The three followia.s styles are specially adapted to local and sulm fi, . : : , ff er 8 x 16 up to 12 x 16 cylinders. , et : i "5 in. ;

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The Following Illustrations Show the Principal

PORTER, BELL & CO. OF

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Light passenger engine for 25 or 30 bb. rail. ;

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

5 feet 9 inches, Rigid wheelbase, 6 feet 6 inches. Io " g «& Total wheelbase, 2 *«& oq « 33 in. or 36 in. Diameter of drivers, 36 in, or 40 in, 22 * 24% Diameter of truck wheels, 2 " 26 «

Weight in working order,

16 000 Ibs., Weight on drivers, 20,000 Ibs.

2,500 * " on truck, 4,000 * 500 gals. Water capacity of tender tank, 750 gals.

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Light freight engine for 25 or 30 fb. rail.

Cylinders, 9% inches diameter 14 inch stroke.

Wheelbase, i : , ; ' ; . 7ft. 3 inches, Diameter of drivers, . i 3 : ' ' 30 or 33. -* Weight in working order, ' ' ; ' 20,000 Ibs, Water capacity of tender tank, , ' 500 gals,

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

y the Principal Styles of Narrow Gauge Locgmotives Built by

50., OF PITTSBURGH, PENNA. | vA :

VPELBELL & Co

Through passenger engine for 35 or 40 hh, rail.

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

' 6 ft. o inches. Rigid wheelbase, 6 ft. o inches. roke. te: ee Total whéelbase, Th OO 44 = Diameter of drivers, 44 «=* 30°. Diameter of truck wheels, 30. & Weight in working order, 22,000 Ibs. " on drivers, 24,000 Ibs. 8,000 * " on truck, 8,500 1,000 gals. Water capacity of tender tank, 1,100 gals. This style, with 36 dr 40 inch drivers, is well adapted for mixed trains. Fieavy freight engine for 35 tb. rail. II inches diameter 16 inches stroke; cylinders, 12 inches diameter 16 inches stroke. shes. 8 ft. rinch. Wheelbase, 8 ft. £ inch. '" ae Diameter of drivers, 36. « 5, 30,000 Ibs. Weight in working order, 33,000 Ibs. 1,100 gals. Water capacity of tender tank, 1,200 gals.

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

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The following is a description of an eight-wheeled locomo- tive built by the Brooks Locomotive Works, of Dunkirk, Nie¥?

Diameter of cylinders, 11 inches. Stroke of piston, 16 inches, 6 " driving wheels, : : ' ; ; 44 «6 "6 "truck wheels, =. . . ; ' 20 = " '"* driving wheel centre, ' F ' . 39% " Total wheel base of engine, . ; ; ; . 16ft. ro Rigid wheel base, ; F i . ' ' 6 " Diameter of tender wheels, ' , . : ' 24~«CSS Total wheel base of engine and tender, ; : ' 30 9g Capacity of tender, . , F ' . 800 gals, Weight of engine in working order, . ; F . 25,000 Ibs, oo" « on drivers, ' ; ' ; . 17,000 * se on leading truck, , . : ; 8,000 '

The boiler is of the kind known as wagon top style and made of Pennsylvania charcoal iron 4 inch thick. Cylinder part of boiler 35 inches diameter at smoke box end; made telescoping back. Dome 22 inches diameter and 22 inches high, placed over fire box. Flues 82 in number, 134 inches diame- ter, 7 feet 614 inches long, set with copper bushing at fire-box end. Before lagging is put on, boiler to be fired up and tested as perfectly tight under a steam pressure of 155 pounds.

The fire box is of homogenous cast steel 49% inches long and 18% inches wide inside. Sides, crown and back sheets Y% inch thick; flue sheets 36 inch thick. Water space 2% inches back and sides, 2% inches front. Stay bolts of Ulster iron 7% inches diameter, placed not over 4% inches apart, screwed and riveted over sheets at both ends. Crown bars made of two bars iron 4 inches by 54 inch, welded at ends, placed not over 5% inches from centre to centre; ends having firm bearing on side sheets. Crown sheet securely fastened to

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bars by rivets placed not over 4%x5% inches apart. Grates adapted for the fuel ; ash pan, approved design; smoke stack, adapted for the fuel.

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

Frames, of hammered iron with pedestals welded on, planed full length. Top bar 2%x3 inches. Pedestals cased with cast iron gibs and wedges, to prevent wear by the boxes.

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

Guides, of hammered iron case-hardened, 2% inches wide, 114 inches thick at each end and 11% inches thick in the mid- dle, fastened to yoke,

Valve motion, approved shifting link style, graduated to cut off equally at all points of the stroke. Links of best hammered iron well case-hardened. Rocker shafts of wrought iron with journals 234 inches diameter, and 8 inches long; arms 7% inches thick. Reverse shaft made with arms forged on.

Tyres, of best crucible cast steel, flanged, § inches wide, and 24 inches thick when finished.

Driving axles, of best hammered iron; journals 5 inches diameter, and 6 inches long. Wheel fit 5 inches diameter 6 fy inches long. c ;

Wrist pins, of best cast steel. Wheel fit 578 inches lon, and 3% inches diameter. Main wrist 3 inches in diameter and 3 inches long. Side rod wrist 2% inches in diameter and 24 inches long.

Springs, of best quality of cast steel.

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

Engine cab, to be substantially built of walnut well finished, and securely braced to boiler and running boards.

Pilot, to be made of oak and ash, well braced.

Finish - Boiler lagged with wood, jacketed with Russia iron secured by brass bands. Dome lagged with wood, with brass

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

Its tractive power, exclusive of the resistance of curyes, in addition to weight of engine and tenders, is as follows:

On a level, e ' , ; ' . 550 gross tons, On a grade of 20 feet to the mile, . : : ' a0 «#8 On a grade.of 40 feet to the mile, ' . F . 150 * " On a grade of 60 feet to the mile, - . , ; é 100 6§ On a grade of 80 feet to the mile, ' ' ' . 8 4 On a grade of 100 feet to the mile, . P ' : yo.

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

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

pattern. Fire box 60 inches long, 18% inches wide inside. Diameter of cylinders, 11 inches. Stroke of piston, 16 inches.

#e " driving wheels, , . ; ' . 36 - C

ae " truck wheels, : * . ; ' 24 «6

se '" driving wheel centre, : ; : i 3a tt Total wheel base of engine, : . : ; . 15ft. g Rigid wheel base, i : . ; : : 10 6 * Diameter of tender wheels, , : . F . 24 * Total wheel base of tender and engine, . ' . gr. 7 4 Capacity of tender tank, i ; . . F 1,000 gals. Weight of engine in working order, . ' . . 33,000 tbs.

"66 "on drivers, . . P . i 28,000

"fon truck wheels,

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Guides, of hammered iron case-hardened, 3 inches wide, 1% inches thick at each end and 1% inches thick in the middle, fastened to yoke.

Valve motion, approved shifting link style, graduated to cut off equally at all points of the stroke. Links of best ham- mered@ iron well case-hardened. Rocker shafts of wrought iron with journals 2% inches diameter, and 103 inches long; arms 7% inches thick. Reverse shaft made with arms forged on.

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

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

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te Driving axles, of best hammered iron; journals 5 inches

fi diameter, and 6 inches long. Wheel fit 5 inches diameter, 4 ; 6 4'; inches long. . 4 Wrist pins, of best cast steel. Wheel fit 6 inches long and be 3% inches diameter. Main wrist 3 inches in diameter and Yk 2% inches long. Side rod wrist 2% inches in diameter and it 2% inches long.

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

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

On a level, , ° ; . : . 750 gross tons, On a grade of 20 feet to thi mile, : ' 350 8s On a grade of 40 feet to the mile, ; . , 9225 as On a grade of 60 feet tothe mile, . . . : 150 " &6 On a grade of 80 feet to the mile, ; ' . L2G OS iE On a grade of 100 feet tothe mile, . : : Ioo "fs

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

My Dear Sir: - Will you kindly allow me space in your

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valuable publication upon the Narrow Gauge Railway System, to give briefly my reasons for recommending the so-called " Mogul" locomotive for all general traffic upon such a line, either passenger or freight. The importance of rightly decid- ing this question cannct be over-estimated; and riy 'irm con- viction as to its bearing upon the economical operation of the system must be my apology for this article.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

I am aware that much prejudice exists against the " Mogul" locomotive for rates of speed exceeding 12 miles per hour, upon roads of standard gauge; and that the experience of rail- way managers invariably has been, that such a locomotive should only be used at slow rates of speed. There is no doubt that very heavy deépreciation would follow the use of these locomotives at high rates of speed upon a standard gauge; for the reason that upon such gauge the lightest "Mogul" locomotive built has a weight upon each driving wheel exceeding five tons; and the general and more frequent fact is, that they are run with a weight exceeding sz tons upon a single point. Now a weight even of five tons upon a single point upon an iron rail, is so very near the full capacity of resistance of such rail, that the added and consecutive blow

of the extra driving wheel o! ' Mogul" locomotive is a very large added element of depreciation, and lence the idea seems to obtain that the same difficulty wou sult from the use of the " Mogul" locomotive upon the narrow Jauge for \\igh rates of speed. This, however, is not the case where the maximum

limit of weight upon a single point never exceeds fv wna one- half tons, for the reason that this weight is so 'argely under and within the capacity of an iron rail, that the added conse- cutive blow of the extra driving wheel is of no consequence; and the steadiness of motion attained by a proj propor- tioned and properly counterbalanced " Mogul" locomotive may be secured without fear of pernicious results.

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48

There is not the slightest difficulty in attaining and main- taining a speed of 30 weles per hour if desired, with a diameter of driving wheel thirty-six inches. A very high velocity is not expected nor generally desired upon the narrow gauge; and as the question of the elevation of the centre of gravity is really a most important one, driving wheels thirty-six inches in diameter will be found to give the best results in the end. Hence I do not hesitate to recommend a properly propor- tioned "Mogul" locomotive with thirty-six inch driving wheels, as the best and most economical for adoption for general traffic upon a narrow gauge.

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

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

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

Most respectfully submitted to yourself and your readers by

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

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NARROW GAUGE PASSENGER CARS.

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When the question was first discussed of building Narrow Gauge Railways in the United States, the projectors naturally looked to the engineering fraternity of Great Britain for pre- cedents. The result was apparent in the establishment of a measure of favor towards the use of four-wheeled passenger cars, built on the cowpfé plan, so common on European roads. 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 swinging trucks, to the Denver and Rio Grande Railway, the initial narrow gauge railway in the United States. These were approved and adopted by the managers, and on the opposite page will be seen a side view of the car "Denver,"

'constructed in 1871, and being the first narrow gauge car

built in America. The dimensions are as follows:

Length : ; ; - 35 feet.) Weight . , . £5,000 pounds. Width =, : . : 7 " | Dead wt. per pass. . 416 & Height F . ' - 10% " | Capacity. . » 36 pass, Diam. of wheel . 2 '* | Ht. of sill from ground 27 inches,

- The interior arrangement may be inferred from the accom- panying cut. 'The seats are double on one side and single on the other, this arrangement being reversed in the centre of the car, so that each side carries half double and half single seats - an arrangement which secures a perfect balance of weight when the car is full. The single seats are nineteen inches wide, the double seat, thirty-six inches, the aisle seventeen inches. These cars are 4 (49)

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

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

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

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51

width at eight feet and lengthen the seats, so that three pass- engers will be accomodated abreast. Cars eight feet in width and seating four passengers abreast have an aisle of seventeen and one-fourth inches wide, and seat rooms of thirty- five inches each. Assuch 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 81% 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 letter 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 under such favorable relations between dead weight and effective load.

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

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

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52

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

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

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

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

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

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

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BUILT BY BARNEY & SMITH

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

rauge Passenger Car,

& SMITH MANUFACTURING CO., AYTON, OFLIO. rs, leaving room for stove and saloon. Weight 9% tons. Special notice asked to height of

nd giving unusual opportunity for free ventilation through the large opening. All sash in 0 great a carrying capacity.

ar,

FURING CO.,

35 ft. eight 91% tons. Special notice asked to height of opening inilation through the large opening. All sash in deck made

- - - - - - - - eee - - - - Menai geet 2G ee ee Lassies 5

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53

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

By a vote taken at the Narrow Gauge Convention held in the City of St. Louis, June, 1872, it was decided that, as a matter of expediency, the height of the centre of drawheads of cars should be 24 inches above the upper surface of the rails. The wisdom of this cannot be overestimated, for with a three feet gauge there is no possible reason for a difference in height of drawheads on converging lines of road. Ifthe 24-inch wheel is universally adopted as the standard, both in the case of passenger and freight service, then the narrow gauge system will have the uniformity of design recently established on the broad gauge. In the former case the height of dr-whead 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.

NARROW GAUGE FREIGHT CARS.

- = o - -

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 inopportune 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 1871, the well-known car builders, Messrs. Billmeyer & Smalls, of York, Pa. were requested by the Denver and Rio Grande Railway Company to submit designs and dimen- sions for a Flat Car and Box Car, for their three feet gauge railway, then being constructed. The designs being approved, they commenced building che first cight-wheeld narrow gauge Jreight car constructed in America, A view and description of this car is given below:

a oD 5

Length of frame 23% feet. Width, 6 feet. Wheels 20 inches in diameter, fitted on 31% 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, 6% to 7 feet wide, with

24 inch wheels, and weighing about 7,500 pounds.

AN

Gauge. Weight of car in pounds, Capacity in pounds. Proportion of dead weight to paying load.

Standard : 18,000 20,000 Ito 11

Narrow ' . 6,250 19 000 I to 3.04

(54)

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55

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

eight-

Dé&AGR cars { N° 200

ht as vhen ne ot be con- the ; eyer Length of franie, 23% feet. Width, 6 feet. Wheels, 20 and inches in diameter, fitted on 31% inch axles, with steeled iron , men- ; trucks, and steeled spiral bearing springs encased. 1 Auge 1 Weight of car 8,800 pounds. Capacity, 9 tons. Cars of this ved, j class are now being built 25 feet long, 7 feet wide, with 24 auge i inch wheels, and weighing about 10,000 pounds. { n of é Gauge. Weight of car in pounds, Capacity in pounds, Proportion of dead weight ¥ to paying load. } Standard. 19,000 20,000 I to 1.05 q Narrow . ' 8,800 17,600 Ito2 4 The following is a view and description of an eight-wheeled 1 | j Coal Car with two drops in centre, designed and constructed | i by Messrs. Billmeyer & Smalls, for the East Broad Top Rail- | = ; way Company. q

20 iron s of rith = - ; = ose sight Length of frame, 23% feet. Width, 6 feet. Wheels, 20

inches in diameter, fitted on 31 inch axles with steeled iron trucks, and steeled spiral bearing springs encased.

56

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

Gauge, Weight of car in pounds, Capacity in pounds, Proportion of dead wetght to paying load,

Standard. 18,000 30,000 I to 1,66

Narrow. ; 9,000 20,000 I to 2,22

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

sa FERRO CARRIL |"

{|

1 De COSTA V RICA' 30 | -

Length of frame, 23% feet. Width, 7 feet. Wheels, 20 inches in diameter, fitted on 31% inch axles with steeled iron

trucks, and steeled spiral bearin, 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. of cattle Weight of cattle Gross weight of Total weight iq

Gauge. in pounds, per car. in pounds, loaded cars. per head. ; Standard, 18,000 14 19,600 37,600 1,285. Narrow, 8,000 9 12,600 20,600 888. Dead weight in favor of narrow gauge, 397.

A difference of 397 pounds per head, 3,573 pounds per car ¥

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

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

57

and that relatively a greater amount of paying weight is trans- 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 it is to say, thirty-five hundredths more freight has been regularly carried 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 81% 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 freighé 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 :

Total Total Totad » Paying dead paying weight cars Cars. Empty weight. load, weight. load, and load, 16 wide-gauge......314 tons each, 10 tons each, 136 tons. 160 296

20 narrow-gauge... .less than 3 tons each, 8 " 60 '* 160 220

Saving in total weight, 76 tons which is equivalent, after allowing for the weight of cars necessary to carry it, to §6 tons additional freight which the 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 frequently happens in the ordinary course of railroad bus- iness that cars are 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 up to 5% tons, ts 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,

REPORTS OF ROADS.

- - _ - - _ - _- eo --___ - .

ALAMEDA, OAKLAND AND PIEDMONT RAILROAD.

Tuts 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 1873, some ten miles were constructed between Oakland and Piedmont Hotel, that are reported to be doing a good busi- ness, as the line runs through a fine agricultural councry.

No statistical information could be obtained.

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

The office of the Company is at Oakland, Cal.

AMERICAN FORK RAILROAD.

This Company was incorporated on the 3d of April, 1872, to construct a narrow gauge railway from American Fork, a station on the Utah Southern Railroad, eastward, up the cafion, 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 Cafion.

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

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

The weight of rail is 30 pounds to the yard.

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

the maximum grade. (58)

59

Financial statement - Capital stock authorized, $300,000; all 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. ARKANSAS CENTRAL RAILROAD.

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

The maximum grade is 52.8 feet to the mile.

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

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

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

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.

BATH AND HAMMONDSPORT RAILROAD.

This company was incorporated by the Legislature of New York in 1872, to build a narrow gauge railway from Bath, on the Rochester division of the Erie Railway, northeastward through Pleasant Valley, to Hammondsport, at the foot of Crooked Lake, a distance of 9% miles, and it is proposed to extend the line westward 20 miles to Hornellsville. Grading was commenced in 1872 and completed the following year, but track was not ironed till 1875.

The maximum grade is 132 feet to the mile, maintained for 6,000 feet, and the proportion of grade to level in entire line is as 9 to I0.

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

Se NERA SE aR A

ee

age RN

60

No. of bridges, 10; aggregate length, 1,000 feet.

No. of trestles, 1; aggregate length, 150 feet.

The weight of rail is 49 pounds to the yard.

Weight ef engine 151% tons, 13 tons on drivers.

Average cost of road per mile, including equipment, $13,000.

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

Operations - Line ony opened six months,

Financial Statement - Capital stock authorized, $100,000 ; paid in, $70,000; funded debt, 1st mortgage, $38,000; interest, 7% ; floating debt, $5,000.

Allen Wood, lessee, Bath, N. Y.

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

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

BELL'S GAi RAILROAD.

This company was incorporated under the general law of Pennsylvania, May 11, 1871, with power to construct a railway from Bell's Mills, on the Pennsylvania Railroad, to Lloyds, in Cambria county, a distance of 81% 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, 81%4 miles were placed in operation. No addi- tional mileage has since been added.

The grade is very heavy, the maximum of 158.4 feet to the mile being continuous for 634 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 weight of engines 15 tons.

Equipment - 2 locomotives, 2 passenger cars, 78 freight cars of all classes,

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

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

a - acceneid okueiahs ha. ee

ci By

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A. L. Massey, President, 11 Merchants' Exchange, Phila. J. G. Cassatt, Secretary and Treasurer, Altoona, Pa. Jos. Ramsary, Jr., Superintendent, Antestown, Pa.

00, BINGHAM CANON RAILROAD.

and This company was organized in 1872, to build a narrow gauge railway from the mines at Bingham Cafion to Sandy Station, on the Utah Southern Railway, an estimated distance

00 ; a of 22 miles. Work was commenced in 1873, and 16 miles

est, rt completed and put in operation between Sandy and the Wina- E muck Smelting Works. The following year the line was ex- ; tended to Bingham Station and the Utah Mining Company's i 4 works, 6 miles. |

The maximum grace 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.

pa The weight of rail is 35 pounds to the yard,

pla A The weight of engines 18 tons. |

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

- ; Equipment - 3 locomotives, 4 passenger cars, I baggage,

19 'j 100 freight cars of all classes.

| Ni ; Operations for eleven months, ending October 31, 1874 -

idi- F Gross earnings, $103,247.39. Operating expenses, $40,711.76 i) 4 (39.43 per cent), Net earnings, $62,535.63.

the Financial statement - Capital stock authorized, $300,000; | n paid in, $45,000; funded debt, $240,000.

bias 9 C. W. Scofield, President, New York City. |

we % Geo. Goss, Vice-President, Salt Lake City. ee George Doane, Secretary, Salt Lake City. . BOSTON, REVERE BEACH AND LYNN RAILROAD.

rs " This company was incorporated under the railroad law of "i ss Massachusetts, May 23, 1874, to construct a narrow gauge ql

bss , railway between Boston and Lynn, a distance of g miles, 4

49 ee which was commenced and built during 1875. hs The maximum grade is 63% feet to the mile, maintained

dO ; ee for 300 feet, and the proportion of grade to level in entire line

nt. wi is one-tenth. i

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

62

No. of tunnels, 1; aggregate length 500 feet.

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

The weight of rail is 40 pounds to the yard.

Weight of engine 22 tons, twelve tons on drivers.

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

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

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

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

A. P. Blake, President, Boston.

John G. Webster, Treasurer, Boston.

Henry Breed, Superintendent, Boston.

CAIRO AND ST. LOUIS RAILROAD.

This company was organized in 1865, and a charter incor- porating it passed February 16th, authorizing it to construct a railroad between St. Louis and Cairo, a distance of 14614 miles. In 1867 the charter was amended, but nothing was done until 1871, when it was resolved to build the line ona three feet gauge. The surveyed route of the road passes through the fertile counties of St. Clair, Monroe, Randolph, Jackson, Union and Alexander, touching at the towns of Columbia, Waterloo, Red-bud, Sparta, Murphysboro and Jonesboro. It passes through the finest fruit-growing 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 62 miles were constructed, bringing the line to Murphysboro. In 1874 twenty-six miles were built northward from Cairo, leaving a gap of thirty-two miles to be ironed during 1875, which is now laid,

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

7S Sepia RES

63

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

No. of tunnels, 1; length 500 feet.

No. of bridges, 12; aggregate length, 3,960 feet.

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

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

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

Equipment - 23 locomotives, 12 passenger cars, 3 baggage and express, 450 freight cars.

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

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

F. E. Canda, Vice-President, St. Louis.

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

CENTRAL VALLEY 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 stitistical information from this road have been without result.

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

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

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

CHESTER & LENOIR RAILROAD.

This company was organized at Newton, N. C., on the 1oth 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

64

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

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

The maximum grade is 106 feet to the mile, and proportion of grade to level in entire line is 33%.

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

The weight of rail is 30 pounds to the yard.

Weight of engine 10 tons.

Average cost of road per mile, including equipment, $7,000.

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

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

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

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

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

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

CHICAGO, MILLINGTON & WESTERN RAILROAD.

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

The weight of rail is 30 pounds to the yard.

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

Lewis Steward, President, Chicago, IIIs.

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

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

m part s were pe and 1 forth- st train York-

road to portion

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$7,000. ht cars. arnings t earn-

00,000.

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tate of ago to miles. miles bnitract.

e July

65

COLORADO CENTRAL RAILROAD.

This company was organized in 1871, under the auspices of the Union Pacific Railway, to build narrow gauge lines from Golden to Central City and Georgetown, a total distance of 49 miles. At Golden connection is made with the Colorado Central standard gauge railway, which runs to Denver.

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

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

The sharpest curvature 42° (136 feet radius),

The 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.

H. 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 westward thirteen miles to their ore beds. The road was com- pleted and put in operation during the summer of the same year.

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

The sharpest curvature is 17° (338 feet radius), and propor- tion of curvature to tangent in entire line as 1 to 2.

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

The weight of rail is 45 pounds to the yard.

Weight of engines 16 tons. 13 tons on drivers.

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

5

66

Equipment - 3 locomotives, I passenger car, 112 freight cars,

Operations and financial statement not published.

Gen'l. John Hammond, President, Crown Point, N. Y.

A. L. Hinman, Treasurer, Crown Point, N. Y.

J. D. Hardy, Superintendent, Crown Point, N. Y.

DENVER AND RIO GRANDE RAILWAY,

This company was incorporated October 27, 1870, under the General Railroad Law of Colorado, to construct a railroad from Denver to El Paso, on the border of Mexico, and thence if suitable concessions could be obtained from the Government of 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 Europe, proposed to build the Denver and Rio Grande Railway ona 2 feet 6 inch gauge. After, however, carefully weighing all the statistics and considering the interests and requirements of the section of territory through which the line would pass, it was finally decided to adopt a gauge of three feet as the one best adapted to the many and diversified wants of Southern Colorado and New Mexico. Work was commenced early in 1871, and the first spike on a narrow gauge track was driven on Friday, July 28th. The first narrow gauge train was run over the three miles of track completed, on August 16th, 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 g miles from coal mines to Cafion City, were constructed and opened for general traffic, July 6th, 1874. At the end of 1875 construc-

'ight

nder road ence nent ance rited

well sion, the 'ope, ona 1 the f the was best rado and iday, ' the first was cond liles,

outh leted from

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Selita aes Sass a eae Sm

67

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

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

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

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

The weight of passenger engines 12 tons.

The weight of freight engines 17 tons.

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

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

Operations for year ending December 31st, 1875 : - Gross earnings from 120 miles of main line, represented by $2,410,000 bonds, $360,700. - Operating expenses - $211,882 (58.74 per cent). Net earnings - $148,818.

Financial statement - Capital stock authorized, $4,950,000 ; paid in, $4,950.000; funded debt, first mortgages bonds author- ized, $4,950,000; sold $3,283.500; interest 7 per cent.; gold due, $1900.

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

Wm. S. Jackson, Wises President, " u

W. W. Borst, Superintendent, et ' :

DENVER, SOUTH PARK AND PACIFIC RAILROAD.

This company was organized in 1872 to build a narrow gauge railway from Denver, Colorado, southwesterly into the South Park, a fine agricultural, dairying and stock raising region, a projected distance of about 100 miles. Various causes prevented the commencement of construction until 1874, when 16 miles were completed and opened to Morrison, where there are Sulphur Springs and other attractions. During 1875 the line was extended a short distance.

The maximum grade is 105 feet to the mile.

68

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

The weight of rail is 30 pounds to the yard.

The weight of engines 14 and 18 tons - 12 and 15 tons respectively being placed over the drivers.

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

Hon. John Evans, President, Denver, Colorado.

Benjamin M. Gilman, Superintendent, Denver.

DES MOINES AND MINNESOTA RAILROAD.

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

The maximum grade is 80 feet to the mile.

The sharpest curvature 12° (478 feet radius).

The weight of rail is 30 pounds to the yard.

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

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

Equipment - z2 locomotives, 2 passenger cars, 2 baggage and express, 44 freight cars of all classes.

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.

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EAST BROAD TOP RAILROAD.

This company was incorporated May 24th, 1871. under the general railroad law of Pennsylvania, to construct a railway from 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 construction 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 16th. 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- ous for three miles, the average grade for the entire line being 80 feet.

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

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

The weight of passenger engines is 17 tons.

The weight of freight engines is 25 tons.

Equipment - 6 locomotives, 2 passenger cars, 2 baggage, mail and express, 176 freight cars of all classes.

The amount expended on construction up to November 30th, 1875, was $1,009,702.08.

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

Financial statement - capital stock authorized, $1,000.000; paid in, $505,760; funded debt, first mortgage, 7 per cent., bonds due 1903, $500,000; floating debt, $43,044.94.

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

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

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

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70

EUREKA AND PALISADE RAILROAD.

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

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

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

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

Edgar Mills, President, Sacramento, Cal.

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

Woodruff & Anna, Agents, Palisade, Nev.

FARMERS' UNION RAILROAD.

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

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

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

The rail is of hard maple wood, 3%''x 6,' notched into cross-ties and keyed, and estimated to last four years.

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

Equipment - 1 locomotive, 10 freight cars.

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

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

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

GALENA AND SOUTHERN WISCONSIN RAILROAD.

This company was organized in 1871 to construct a railroad from Galena, on the Illinois Central Railroad, via Platteville to Muscoda, on the Wisconsin River, a distance of 72 miles.

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During 1872-3 thirty miles were graded and bridged, and one tunnel of over 400 feet in length driven, Various causes pre- vented track laying until September, 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, $11,000.

Equipment - 2 locomotives, | baggage and smoking car, 34 freight cars of all classes,

Operations - Not reported.

Financial statement - No returns.

Darius Hawkins, President, Galena, Ills.

John Lorain, Secretary, Galena, Ills.

GOLDEN CITY AND SOUTH PLATTE RAILROAD.

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

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

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

The weight of rail is 30 pounds to the yard.

Estimated average cost of road per mile, including equip- ment, $9,750.

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

Charles C. Welch, President, Golden, Col.

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

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GRAFTON RAILROAD.

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

The maximum grade is 105 feet to the mile.

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

The weight of rail is 35 pounds to the yard.

Weight of dummy engine, 6 tons.

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

Operations - Gross earnings, $5,965.60; operating expenses, $5,316.96; net earnings, $648.64.

Jonathan Wheeler, President, Grafton, Mass.

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

GREENLICK RAILROAD.

This company was incorporated by the State of Pennsylva- nia, October .19th, 1874, to build a narrow gauge railway from Scotdale to Chestnut Ridge, a distance of 6% miles. During 1875, 3% miles were completed, between Mt. Pleasant and Bradford Railroad, and Mt. Vernon mines.

The maximum grade is 135 feet to the mile, maintained for 1% miles, and the proportion of grade to level in entire line 7g.

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

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

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

The weight of rail is 24 pounds to the yard.

Weight of engine, 10 tons.

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

Equipment - 1 locomotive, I passenger car, 17 freight cars.

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

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

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

Nath. Miles, Secretary, Scotdale, Pa.

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73 HAVANA, RANTOUL AND EASTERN RAILROAD.

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

The maximum grade _ is 35 feet to the mile, maintained for 34 of a mile, and the proportion of grade to level is 1 to 1%.

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

The weight of rail is 30 pounds to the yard.

Weight of engines, 12 tons.

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

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

Financial statement - Capital stock autaorized, $1,000,000; paid in, $200,000; funded debt, 10% first mortgage bonds, due 1885, $650,000, $11,000 sold; floating debt, $50,000.

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

Guy D. Penfield, Secretary, Rantoul, Ills.

HOT SPRINGS RAILROAD.

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

The maximum grade is 106 feet to the mile.

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

The weight of rail is 35 pounds to the yard.

Weight of engines, 15% tons.

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

Equipment - 2 locomotives, 3 passenger cars, 1 baggage and express, 22 freight cars.

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

Jos. Reynolds, President, Hot Springs, Ark.

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

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74

IOWA EASTERN RAILROAD.

This company was incorporated in 1871 to construct a nar- row gauge railway from Beulah, on the Chicago, Milwaukee & St. Paul Railway, south-west via Elkader to Des Moines, a distance of about 200 miles. Work commenced in the early part of 1872, and during the summer, 15 miles were laid. In October the line was opened for traffic, without a station, en- gine house, water tank, turn-table and money. The only station at the south end was a cloth tent, and that at Beulah a baggage car. Box tops were put on platform cars and 16 transformed into box cars. In the face of the greatest difficulties, the rail- road was kept in operation during the winter of 1872-3, all freight at Beulah having to be transhipped by hand, the grain having to be handled in sacks. In December, 1872, 100 car loads of freight were delivered to the Chicago, Milwaukee & St. Paul Railway, which made a very liberal arrangement by which the little road obtained a fair return. During 1874 one and a half miles of wooden track were laid, and the following year 31% miles of wooden track and one mile of iron rail.

The maximum grade is 60 feet to the mile.

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

Weight of engines, 12 tons.

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

Equipment - z locomotives, 2 passenger cars, 31 freight cars.

Operations for year ending December 31, 1875 - -Gross earn- ings, $32,510.07; operating expenses, $20,477.15 (63 per cent.). This amount includes complete overhauling of road and roll- ing stock. Net earnings, $12,032.92.

Financial statement not published.

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

Frank Larrabee, Secretary, McGregor, Iowa.

H. H. Kerr, Chief Engineer and Superintendent.

KANSAS CENTRAL RAILROAD.

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

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

The maximum grade is 75 feet to the mile.

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

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

The weight of passenger engines, 121% tons.

The weight of freight engines, 17% tons.

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

Equipment - 3 locomotives, 2 passenger cars, g1 freight cars of all classes.

Operations and financial statement not published.

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

Paul E. Havens, Secretary, Leavenworth, Kansas.

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

MARTHA'S VINEYARD RAILROAD.

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

The maximum grade is 52 feet to the milc.

The sharpest curvature is 9° (637 feet :adius).

The weight of rail is 30 pounds to the yarc',

The weight of engine, 10 tons.

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

Equipment - 1 locomotive, 3 passenger cars.

The company is doing a paying business,

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

Joseph Pease, Treasurer, Edgartown, Mass.

Henry Ripley, Superintendent, Edgartown, Mass.

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76

MEMPHIS BRANCH RAILROAD.

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 graced, and five miles ironed about the end of the year.

The maximum grade is 66 feet to the mile.

The sharpest curvature, 4° 30! (1,273 % feet radius).

The weight of rail is 28 pounds to the yard.

The weight of engine, 10 tons.

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

Equipment - 1 locomotive, 1 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 1871, for the purpose of constructing a railroad from Copper Harbor, on Lake Superior, thence following the general direction. of the Mineral Range (so called), southwesterly to some point on Ontanagon river, an estimated distance of 100 miles. Construction on the first division (Hancock to Calu- met), 1214 miles, was commenced on the opening of the sum- mer of 1872, and after the long winter succeeding, was re- sumed and carried on with all the energy requisite to over- come the obstacles presented by the hard climate and rough face of the country. Track laying was commenced August 8, 1873, and on September 8, trains were run from Hancock to Highway Crossing, 8 miles, and on October the 11th, to Calu- met, 1244 miles. There has been no furthur construction.

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

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

The weight of rail is 35 pounds to the yard.

The weight of engines, six drivers connected, 17% and 20

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77

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

Average cost of road per mile, including equipment, $20,- 324.33.

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

Operations for year ending December 31, 1875 - Gross earnings, $86,000.59; operating expenses, $55,664.41, (64.72 per cent.), net earnings, $30,336.18, out of which was paid, for interest and taxes, $24, 164.17, leaving surplus of $6,- 172.01.

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

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

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

MONTEREY AND SALINAS VALLEY RAILROAD.

This company was organized early in 1874, by the farmers of Salinas Valley, California, who were at the mercy of rail-

_ road corporatious in that State, for. the purpose of carrying

their grain, etc., to the sea, instead of to San Francisco, and which would make them independent of monopoly in any form whatever. With an enterprise that does them much credit, they went to work and located a line between Salinas and Monterey, where there is deep water, a distance of Ig miles, and also erected two large warehouses, opening the line for traffic in October. It is intended to extend the railroad up the valley to Soledad, 35 miles.

The maximum grade is 100 feet to the mile.

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

The weight of rail is 35 pounds to the yard.

The weight of engines, 18 tons,

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

The line is reported as doing a very good business.

Financial statement not returned.

78

C. S, Abbott, President, Salinas City, Monterey County, California. John Markley, Secretary, Salinas City, Monterey County, California. MONTROSE RAILROAD-

This company was incorporated April 15, 1869, under the general law of Pennsylvania, to build a railroad between Mon- trose and Tunkhannock. No action was taken until April 27, 1871, when the first meeting was held and the board of direc- tors elected. It was then resolved that the road should be built on a narrow gauge of three feet, as it would be sufficient for all the business likely to be offered, and could be con- structed for so much less than a 4 feet 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 Company at Tunkhannock to Marcy's Pond, thence along the west bank of the Pond to a summit between the waters of Marcy's Pond and the Meshoppen Creek ; crossing the same, it runs in a nearly direct line to the village of Springville, thence by the village of Dimock into the borough of Montrose. Grading was commenced in the' summer, the Lehigh Valley Railroad Company agreeing to furnish the rails, ties, spikes and _ splices necessary for the superstructure as soon as it was completed. During 1872, the 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 ascending grade between Tunkhannock and Montrose being 38 feet to the mile.

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

The weight of rail is 40 pounds to the yard.

The weight of engine, 15 tons.

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

Equipment - z2 locomotives, 2 passenger cars, I baggage, mail and express car, 13 freight cars of all classes.

Operations for 11 months ending Nov. 30, 1875. Gross Earnings $22,449.54. Operating Expenses, $14,292.18, (63.66 per cent.) Net Earnings, $8,157.36.

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Financial statement, December 31, 1873 - Capital stock authorized, $500,000 ; subscribed, $278,450; paid in, $248,351; funded debt, 7 per cent. bonds maturing 1892, $30,900; floating debt, $43,821.84; total liabilities, $323,072.84.

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

Charles L. Brown, Secretary, Montrose, Pa.

NATCHEZ, JACKSON AND COLUMBUS RAILROAD.

This company was incorporated by the Legislature of Mis- sissippi, in 1871, to construct a railway from Natchez, via Jackson to Columbus, a distance of about 180 miles. Work was commenced in the latter part of 1872, a gauge of 3' 6' being adopted, and the road located from Natchez northeast 2534 miles to Fayette, the county seat of Jefferson county - the road bed being completed for 12 miles out of Natchez. The rails were laid on ten miles during 1873. On February 10, 1874, the President of the Company invited proposals for the construction, completion and equipment of the road to Fayette, the company paying no money on the contract, but offering its property «nd resources for the ultimate satisfaction of the contractor, which consists of bonds of the county of Adams, amounting to $134,900, bearing an interest of seven per cent., payable annually ; of timber sufficient for all bridges as far as 374'5 miles from the terminus of the completed section, of 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 been unsuc- cessful.

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

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

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

NEVADA COUNTY RAILROAD.

This company was organized in 1874 to build a narrow gauge road from Colfax to Grass Valley, 16 miles; but nothing was done till 1875 when it was resolved to pass through Grass Valley to Nevada City, a distance of 22 miles. During 1875

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

The maximum grade is 116% feet to the mile.

The sharpest curvature is 19° (303 feet radius).

The weight of rail is 35 pounds to the yard.

Weight of engines, 20 tons.

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

Financial statement not published.

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

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

NORTH PACIFIC COAST RAILROAD.

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

The line of route is as follows: Starting at deep water at Sancelito, just opposite the City of San Francisco, with which it connects by ferries, it skirts for two miles the shore of Richardson's Bay; thence crossing an arm of the same bay by means of a substantial bridge 4,000 feet in length, it passes through Marin county, via the town of San Rafael, to To- males, at the head of the bay of that name; thence through Sonoma county to the Russian River, crossing which four miles from its mouth, it follows near the coast of the ocean to the mouth of the Walhalla River, a distance of 115 miles, and is projected from there to Humboldt Bay, making total length of line 225 miles. The line passes through a very fertile and wealthy region. The topography of the country it traverses warranted the largest estimate of economy in first cost, equip- ment and operation. The narrow gauge possessing these features, it was accordingly adopted.

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

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The maximum grade is 121 feet to the mile, maintained for 21% miles. There is also one of 85 feet, 11% 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 radius), set out on the maximum grade. The prevailing curvature 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.

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

The weight of rail is 35 pounds to the yard.

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

The average cost per mile, including equipment for first division, is estimated at $23,400.

Equipment - g locomotives, 9 passenger cars, 3 baggage

mail and express, 190 freight cars of all classes.

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

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

Howard Schuyler, Chief Engineer, San Francisco, Cal.

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

NORTH AND SOUTH OF GEORGIA RAILROAD.

This company was organized in the city of Rome, Ga., on August 11th, 1871, under and by an act of the Legislature of the State of Georgia, approved October 24, 1870, to construct a narrow gauge railway from Columbus to Rome, a distance of 130 miles, via La Grange and Carrollton.

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

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

The maximum grade is go feet to the mile.

The sharpest curvature 6° (955 fect radius),

The weight of rail is 30 pounds to the yard,

The weight of engines, 15 tons.

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

Equipment - z2 locomotives, 2 passenger cars, 4 baggage and express, 16 freight cars of all classes.

Operations and financial statement not published.

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

Dr. Llewellen, Receiver, Columbus, Ga.

OHIO AND TOLEDO RAILROAD.

This Company was incorporated in 1872, and is a continua- tion of the Painesvilie 1d Youngstown Railroad, with which it connects at the latter point, running by the valley of Mill Creek to Columbiana, thence by way of Leetonia, Guilford, Hanover, Lynchburg, East Rochester, Minerva, Oneida 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 path of the old Sandy and Beaver Canal, were completed and opened for traffic in September. The balance of the road is now under construction and will shortly be in operation.

The grades and curves are very easy,

The weight of rail is 32 pounds to the yard.

The weight of engines, 16 tons,

Cost per mile, including equipment, estimated at $9,000.

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

E. R. Eckley, President, Carrollton, Ohio.

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

S. Weaver, Secretary, Minerva, Ohio,

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83 OLYMPIA RAILROAD.

This company was organized in 1873, at San Francisco, 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 20 miles. Work was commenced in 1874, and about the end of the year the line was completed. No statistical information could be obtained.

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

Financial statement - Capital stock authorized, $1,000,000.

Olympia Railroad and Mining Company, San Francisco, California.

PAINESVILLE AND YOUNGSTOWN RAILROAD.

This company was organized, and certificate of incorpora- tion filed in the office of the Secret1ry of State for Ohio, No- vember 17, 1870; being, we believe, the second narrow gauge railway company formed in the Unitec States. The line of route is from Fairport Harbor on Lake Erie, via. Painesville, and the counties of Lake, Geauga, Trumbull and Mahoning to Youngstown, a distance of 643'; miles.

The engineers commenced surveying the line on July 24th, 1871. 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 distance of 12 miles. The company for the use of this road-bed paid $60,000,

On July 4th, 1872, twelve miles were completed and put in operation, and in the following year eleven miles additional, making the total line operated during 1873, 23 miles. Forty- one miles were completed in 1874, thus making the total amount of track laid on December 3Ist, 1874, 64 miles, of which only fifty miles were operated, owing to want of depot facilities, and difficulties of procuring right of way through the corporation limits of the city of Youngstown.

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

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

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The weight of rail is 35 pounds to the yard.

The weight of passenger engines, 12 tons.

The weight of freight engines, 18 tons.

Average cost per mile, including equipment, $19,000.

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

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

Paul Wick, President, Youngstown, Ohio.

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

Mason Evans, Assistant Secretary, Youngstown, Ohio.

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

PARKER AND KARNS CITY RAILROAD.

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

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

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

The weight of rail is 30 pounds to the yard.

The weight of passenger locomotives, 16% tons.

The weight of freight locomotives, 18 tons.

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

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

Operations for year ending December 31st, 1874: -

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

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

Gross earnings $131,689.90; operating expenses, $74,997.01. (56.9 per cent.) Net earnings, $56,692.80.

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

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

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

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

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

PEACHBOTTOM RAILROAD.

This company was incorporated by an Act of the General Assembly of Pennsylvania, approved March 24th, 1868. Sup- plements thereto were passed at the sessions of the Legislature in 1871-2, 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 tlie 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 areca, to the eastern markets. Some twelve miles were graded in 1872, and during the following year track was laid on eight miles, but was not operated. In 1874, 38 miles were completed and put in operation, and the following year 7 miles were completed, and early in 1876 the line was finished.

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

The sharpest curvature is 19° (303 feet radius).

The weight of rail is 30 pounds to the yard.

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

Average cost of road per mile, including equipment, $11,500.

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

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

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

Samuel Dickey, Vice President, Oxford, Pa.

PLEKSKILL VALLEY RAILROAD.

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

Communications should be addressed to the company.

PITTSBURG AND CASTLE SHANNON RAILROAD.

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

The maximum grade is 80 feet to the mile.

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

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

The weight of passenger engine, 12 tons.

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

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

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

Operations for year ending December 31st, 1874: Gross earnings, $352,000; operating expenses, $280,000 (79.54 per cent.); net earnings, 72,000.

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

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

Josiah Reamer, Secretary and Treasurer, Pittsburg, Pa.

PENNSBORO AND HARRISVILLE RAILROAD.

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

The maximum grade is 300 feet to the mile, maintained for 34 of a mile.

The sharpest curvature is 100 feet radius.

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

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

Weight of engine, 61% tons with tender; 5 tons on drivers.

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

Equipment - 1 locomotive, I passenger car, 2 freight cars.

Operations - Road just opened.

Financial Statement - Capital stock authorized, $12,000; paid in, $12,000; funded debt, ist mortgage 8% bonds, due August 6th, 1885, $15,000; floating debt, $3,000.

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

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

Va. RIO GRANDE RAILWAY.

This Company's charter is dated August 12th, 1870, but it was not organized till May 22d, 1871, when it was resolved

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

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

The weight of rail is 36 pounds to the yard.

The weight of engines is 14 tons.

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

Financial statement not published.

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

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

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

RIPLEY RAILROAD.

This Company was organized in 1871, to build a narrow gauge -oad 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 pounds to the yard.

The weight of engines, 12 to 15 tons.

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

Equipment - z2 locomotives, 2 passenger cars, I baggage, 15 freight cars of all descriptions.

Operations and financial statement not published.

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

SAN LUIS OBISPO AND STA. MARIA RAILROAD.

This Company was organized in 1873 to construct a narrow gauge railway from San Luis Obispo, California, to the steamer

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

The maximum grade is 116 feet to the mile, maintained for 7,000 feet.

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

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

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

The weight of rail is 42 pounds to the yard.

Weight of engines, 16 tons.

Estimated average cost of road per mile, including equipment - $12,500.

Equipment - 1 locomotive, I passenger car, 1 baggage and express, 10 freight cars.

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

Christopher Nelson, President, San Francisco, Cai.

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

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

SANTA CRUZ RAILROAD.

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

No statistical information could be obtained.

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

SUMMIT COUNTY RAILROAD.

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

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The maximum grade is 300 feet to the mile.

The sharpest curvature not known,

The weight of rail is 30 pounds to the yard.

No further information obtainable.

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

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

STOCKTON AND IONE RAILROAD.

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

The maximum grade is 53 feet to the mile.

Weight of rail, 40 pounds to the yard.

James D. Schuyler, Engineer, Stockton, Cal.

TOLEDO AND MAUMEE RAILROAD.

This company was incorporated and certificate filed in the office of the Secretary of State for Ohio, May 16th, 1873. Or- ganization did not take place till September. The line runs between Toledo and Maumee, all in Lucas county, a distance of 8 miles, which was completed and opened for traffic August 12, 1874. The road has since been projected to Van Wert, on the Ohio State line, a distance of 80 miles, part of which is now under construction,there to connect with the 41st parallel nar- row gauge railway of Indiana, which is to connect with the Keithsburg and Eastern, which will connect with the Keiths- burg and Council Bluffs Railway.

On all these railways some work is being done, and when all are completed a consolidation will be effected, thus forming an air line between the great grain-growing regions of the north-west and the port of Toledo, to be known as the 4Ist Parallel Railroad.

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

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

No. of trestles, one, length 150 feet.

The weight of rail is 25 pounds to the yard.

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

Average cost of road per mile, including equipment, $8,000.

Equipment - 2 locomotives, I passenger car, I baggage and express, 5 freight cars.

Operations - Total gross earnings for year ending January 1, 1876, $13,563.16. Operating expenses reported as $19.48 per day, which would equal under 50%.

Financial statement - Capital stock authorized, $125,000; paid in about $50,000 ; floating debt about $15,000.

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

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

TUSKEGEE RAILROAD.

This Company was organized under the laws of Alabama in 1871, to construct a narrow gauge road from Tuskegee to Chehaw, a distance of 6 miles. Work was commenced the same year, and the line completed in November.

The maximum grade is 60 feet to the mile.

The weight of rail is 25 pounds to the yard.

The weight of engine, 10 tons.

Equipment - 1 locomotive, I passenger car, 3 freight cars of all classes,

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

UTAH NORTHERN RAILROAD.

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

Work was commenced in 1872, and during that year 30

92

miles were constructed and operated between Brigham and Hampton. In 1873 the line was extended 27 miles, and during 1874 the line was completed to Brigham, and from Hyde Park to Franklin, 20 miles, and the following year extended north- ward 10 miles- - making total line in operation at the end of 1875, 87 miles. 35 miles are now under construction.

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

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

The weight of rail is 30 pounds to the yard.

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

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

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

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

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

Moses Thatcher, Secretary, Logan, Utah.

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

UTAH WESTERN RAILROAD.

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

Leaving Salt Lake City, it runs westward to the southern extremity of Great Salt Lake - 2o0 miles; thence to Stockton, in Tooele county - 45 miles; and from thence is projected to the Pacific. Track laying was commenced in November, and by the end of the year 18 miles were completed and put in ope- ration. Construction is still going on, but report of track laid in 1875 is not yet to hand.

The maximum grade is 74 feet to the mile.

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

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The weight of rail is 30 pounds to the yard.

The weight of engine, 1g tons.

Equipment - 1 locomotive, 2 passenger cars, 18 freight cars of all classes.

Financial Statement - Capital stock, $920,000. Funded debt, $720,000.

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

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

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

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

WALLA WALLA RAILROAD.

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

No statistical information could be obtained, although efforts

were made to secure it. D. S. Baker, President, Walla Walla, W. T.

WASATCH AND JORDAN VALLEY RAILROAD.

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

The maximum grade is 287 feet to the mile. There is 4 grade of 250 feet to the mile continuous for 3 miles, and the ruling gradient is heavy.

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

Wm. Jennings, President, Salt Lake City.

Frank Fuller, Superintendent, Salt Lake City.

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This company is a reorganization of the St. Louis and Floris- sant, 16 miles in length, of which 8 miles were completed dur- ing 1875, and the remainder is now under construction.

The maximum grade is 105 feet to the mile.

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

No. of bridges, 3 ; aggregate length, 1100 feet.

The weight of rail is 35 pounds to the yard.

Weight of engines, 12 and 20 tons.

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

Equipment - 2 locomotives, 3 passenger cars.

Operations - Line only opened a short, time.

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

Erastus Wells, President, St. Louis, Mo.

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

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

WORCESTER AND SHREWSBURY RAILROAD.

This company 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 Worcester, to the westerly shore of Lake Quinsiga- mond, near the dividing line between Worcester and Shrews- bury, a distance of about 3 miles, thence to Shrewsbury, the 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 radius).

The weight of rail is 35 pounds to the yard.

The weight of engine, I1 tons.

Equipment - 3 Iccomotives, 5 passenger cars,

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

Operations for year 1875 - Gross earnings, $9,947.32. Opera- ting expenses, $7,739,59 (77.80 per cent.). Net earnings, $2,207.73. Greatest number of passengers carried in one day, 5,000,

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Financial Statemént - Capital stock authorized, $40,000 ; paid in, $35,000; floating debt, $13,000.

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

Joseph E. Davis, Treasurer, Worcester, Mass.

James Draper, Superintendent, Worcester, Mass. WYANDOTTE, KANSAS CITY AND NORTHWEST: ERN RAILROAD.

This company was organized under the General Railroad Law of Missouri, on the 1oth day of June, 1872, to construct a narrow gauge railway from Kansas City, Mo., east through the counties of Jackson, Lafayette, Saline, Howard, Boone, Callaway, Montgomery, Warren, St. Charles and St. Louis, to the city of St. Louis, a distance of about 240 miles.

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

The maximum grade is 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 statement with- held.

Capital stock authorized, $2,000,000.

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

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

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

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CANADIAN NARROW GAUGE RAILWAYS.

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

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

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

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which have followed this movement, it may be stated they ob- tained, after a hard fight in the Legislature, where they had to meet in opposition all the railway authorities of the Dominion, charters for the construction of the Toronto, Grey and Bruce, and Toronto and Nipissing Railways, upon a gauge of three feet six inches,

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

On December 31, 1875, the following railways in the British

Possessions in North America had narrow gauge track laid: Miles Built, Total Projected

Including Sidings. Mileage,

Toronto, Grey and Bruce, . ; P ' 210 Ig! Toronto and Nipissing, . : . : 88 230 Lake Champlain and St. Lawrence, : ' 10 100 New Brunswick, : 7 ; ' 100 170 Aroostook, . . 20 20 Riviere du Loup, ' . : ; gt gl Prince Edward's Island, _. : . ° 200 200

719 1002

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

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

Bangor & Calais Shore.

Great Southern of New Brunswick.

Kingston & Pembroke.

London, Huron & Bruce.

Credit Valley.

Fenelon Falls.

TORONTO, GREY AND BRUCE RAILROAD.

This Company was incorporated by special act in 1868, to build a narrow gauge railway of 3 feet 6 inch gauge from To- ronto, via Orangeville and Mount Forest, to Sydenham, on Owen Sound, a distance of 122 miles, and also a branch from

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Orangeville to Teeswater, 72 miles. Some months elapc-d in educating the various counties and townships lying along the route of the railway, so that it was not until September, 1869, that the surveys were made. The following month con- struction commenced. During 1871-2 forty-nine miles were put in operation on the main line, between Toronto and Orangeville, and thirty-eight miles on the branch. The follow- ing year 144 miles were operated, and by the end of 1874 the entire line of 195 miles was in working order.

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

The maximum grade is 106 feet to the mile going north, maintained for 214 miles; 88 feet per mile going south, main- tained for 3,000 feet, and the proportion of grade to level in entire line is 79 per cent.

The sharpest curvature is 12° 25' (462 feet radius), and the proportion of curvature to tangent in entire line is 21.8 per cent.

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

Weight of engines, from 16 to 42 tons.

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

Equipment - 2o locomotives, 12 passenger cars, 3 post-office and express, 3 smoking and baggage, 450 freight and other cars of all classes. .

Operations for fiscal year ending June 30, 1875 - The win- ter was unprecedented for its severeness, so that earnings fell off considerably from those of 1874. Gross earnings, $331,- 538; operating expenses, $258,104 (77.85 per cent.); net earnings, $73,434.

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

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make arrangements with the Government for reduction of its floating debt. John Gordon, President, Toronto, Canada. Wm. Ramsay, Vice-President, Toronto, Canada. W. Sutherland Taylor, Sec'y. and Treas., Toronto, Canada. N. Weatherston, Genl. Supt., Toronto, Canada. Edmund Wragge, Chief Engineer, Toronto, Canada.

TORONTO AND NIPISSING RAILROAD.

This Company was incorporated by the Canadian Legislature in March, 1868, to construct a railway of 3 feet 6 inch gauge from Toronto to Lake Nipissing, a distance of 230 miles. Work was commenced in 1869, and during the two following years some 40 miles were operated. In 1872, 64 miles, and in 1873, 88 miles between Toronto and Coboconk, the present terminus, were opened. This was the first narrow gauge rail- way opened for traffic on the continent of America.

The maximum grade is 106 feet to the mile.

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

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

The weight of engines, from 16 to 42 tons.

Average cost of road per mile, including equipment, $15,- 293.

Equipment - 12 locomotives, 7 passenger cars, 3 baggage and express, 284 freight cars of all classes, 1 snow plough.

Operations for year ending June 30th, 1875 - Gross earn- ings, $221,812.51; operating expenses, $135,733.21 (61.25 per cent); net earnings, $86,079.30.

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, $290,801.11; total liabilities, $1,636,- §73-71.

Wm. Gooderham, Jr., President, Toronto, Canada.

Alex. T. Fulton, Vice-President, Toronto, Canada.

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

Edmund Wragge, Chief Engineer, Toronto, Canada.

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NEW BRUNSWICK RAILROAD.

This company was incorporated by the New Brunswick Government in 1870, to construct a railway of three feet six inch gauge, from Gibson, opposite Frederickton, on the St. John's River, to Edmunston on the upper St. John River, a distance of 160 miles, with a branch to Woodstock, ten miles, The road has since been projected to Riviere du Loup, a sta- tion on the Grand Trunk Railway, making a total distance of 260 miles,

Work was commenced in 1873, and 52 miles opened for traffic; the following year 48 miles were completed - the main line between Gibson and Perth and the Woodstock branch being operated during 1875. Construction is now going for- ward on the northern end of the main line.

The maximum grade is 85 feet to the mile.

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

The weight of rail is 45 pounds to the yard.

The weight of engines, built on the Fairlie principle, 27 tons.

The cost per mile, including equipment, will probably not exceed $13,500.

Equipment - 4 locomotives, 3 passenger cars, I baggage and express, 40 freight cars of all classes.

Operations - Not reported.

Financial Statement - Capital stock authorized, $3,000,000 ; paid in, $650,000; funded debt, first mortgage 6 per cent. bonds, $1,000,000 ; floating debt, $43,000; total liabilities, $1,693,000.

Alex. Gibson, President, Frederickton, N. B.

J. L. Inches, Secretary and Treasurer, Frederickton, N. B.

Thos. Hoben, Superintendent, Frederickton, N. B.

PRINCE EDWARD'S ISLAND RAILROAD. This road, of a 3 feet 6 inch gauge, which was built and is operated by the Government, traverses the whole length of the Island, from Tiguish, in the north, to Georgetown and Souris, in the east, connecting also with Summerside and Charlotte- town, on the south, a total distance of main line and branches of 200 miles. Work was commenced in 1873, and fifty miles

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constructed during that year. In 1874 seventy miles were built, and the whole line was completed during 1875.

The maximum grade is 70 feet to the mile, and the propor- tion of grade to level in entire line is eighty-six per cent.

The sharpest curvature is 11° 30' (500 fect radius), and the proportions of curvature to tangent in entire line 334%.

No. of bridges, 46; aggregate length, 2403 feet.

The weight of rail is 40 pounds to the yard.

Weight of engines, 22 and 26 tons.

Average cost of road per mile, including equipment, $16,000.

Equipment - 14 locomotives, 28 passenger cars, 168 freight cars.

Operations - Not reported.

Financial Statement - Not published.

W. McKechnie, Superintendent, Charlottetown, Prince Ed- ward's Island. :

T. Williams, Accountant, Charlottetown, Prince Edward's

Island.

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OBSERVATIONS

On Narrow Gauge Railways,

BY PRACTICAL MEN.

- _ - - _ - __-»>- - - - - -

They are a success. - President Bell's Gap Railroad.

The right thing in the right place. - Pvresident West End Railroad.

Can't be beaten by any wide gauge. - Superintendent Utah Northern Railroad. We are greatly prejudiced in their favor. - President Peachbottom Railroad.

They ought to be more generally built. - President Worcester and Shrewsbury Railroad,

The only means of securing cheap transportation. - Secretary Havana, Ran- toul & Eastern Railroad.

Favorable as feeders to broad gauge and for cheap transportation of freight. - Secretary Greenlick Railroad.

Have tound no difficulty in working the road yet on account of gauge. - Pres- tdent New Brunswick Railway.

We are much delighted with our Narrow Gauge Road, and believe it an entire success.x - President Memphis Branch Railway.

Preferable to anything wider. Can do as muchas any gauge, and much cheaper. - Lessee Baltimore & Hammondsport Railway,

The best system for a broken, difficult country, requiring high grades and heavy curves. - Secretars Golden & South Platte Railroad.

I think the narrow gauge railroad is the one to build where traffic is not enough to support a standard gauge. - President Hot Springs Railroad.

We have been operating this road since the fall of 1872, and the Narrow Gauge has given entire satisfaction.--Superintendent Arkansas Céntral Railway.

Every dollar expended to obtain a wide gauge would have heen useless; be- sides, it would have cost more to operate. - President Denver & Rio Grande Railroad.

I think them preferable to standard gauge, and competent to do all business that other roads do at 70 per cent. of cost of doing same on standard gauge. - - Vice- President Toledo & Maumee Railroad.

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As regards our opinions of Narrow Gauge, we simply state that they cost less to construct and operate, and do as good work as the broad gauge. - Secretary Monterey & Salinas Valley Railroad,

After an experience of two years in operating a narrow gauge road, I do confi- dently believe it can be operated for two-thirds the cost of ordinary 4 feet 8% inch gauge, all things considered. - - Superintendent Crown Point Railroad.

For the purpose for which this road was intended, it is a success, and answers the purpose much better than any other gauge could, leaving all competition from neighboring standard gauge behind. - Superintendent Cairo & St. Louis Rattroad.

I consider Narrow Gauge Railways adapted to all localities where grades ex- ceed 100 feet per mile, and the formation of the country necessitates curves of greater degree than 12. - Chief Engineer Colorado Central Railway.

I consider the Narrow Gauge fully equal to all the requirements of all kinds of traffic, being cheaper to build, and cheaper and safer to operate than the standard gauge.- - Presidenc Mineral Range Railway.

The gauge is 3 feet 6 inches, and is all that can be wished, so far as the gauge is concerned. Our traffic is now getting so heavy that we are laying down 56- pound rails, some of iron and some of steel. - Chief Engineer Toronto, Grey & Bruce Railway.

I would state that our road carries the freight between these two points with quite as much facility as the former 5-feet track. The Superintendent reports that he uses only 4 of the amount of fuel that was formerly used. - Chief Angi- neer Chester and Lenotr Railway,

The experience of this Company in every instance confirms their opinion of the efficiency of the Narrow Gauge system, and they think it fully proven that a three-feet-gauge is capable of doing all the business required of any ordinary road, - Secretary Painesville & Youngstown Railway.

I consider that our experiment fully demonstrates that for safety, comfort and traffic, the Narrow Gauge is the true system. The theory grew in favor with every one connected with the Company, or who observed its working and eco- nomical construction and maintenance. - Superintendent North and South of Georgia Railway.

So far as my experience with Narrow Gauge Railroads is concerned, I would say that I can see no reason why our road will not do as much work as any of the standard gauge local roads are now doing. Having had several years expe- rience upon 5-feet gauge roads, I will say that for any road not having a heavy through business in connection with other standard roads, I would unhesitatingly recommend the three: feet gauge. - Chief Engineer Galena & Southern Wiscon- sin Railway.

After three years' trial we are convinced that any railroad business may be done on a Narrow Gauge Road, and can be done cheaper than on the gauge now common. The construction of the Narrow Gauge Road is much cheaper than the proportion between that and the common gauge would seem to indicate. The

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|

104

bridges, with proportionately less material, are much stronger, Tunnels require little or no strengthening, The repair of road and machinery is trifling. - Pres/- dent Pittsburg & Castle Shannon Ratlway.

We are perfectly satisfied that the three feet gauge is all that is required for the demands of commerce. We have all we can do in the way of both freights and passengers. The present looks favorable, and the cost being much less than broad gauge, we are able to freight under the Iowa Tariff Laws with a fair profit. - Vice-President Des Moines & Minnesota Railway.

We are perfecily satisfied, from the workings of our road, that the Narrow Gauge system is the plan on which all roads of the South should have been con- strusted. We consider it perfectly adequate to meet every emergency in traffic ; in fact, we believe it superior in point of capacity. We have been operating our road since November, 1871, and have never had an accident. We consider the Narrow Gauge system to be superior in point of security, economy and conveni- ence. - Superintendent Tuskegee Railway.

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Milwaukee Iron Co.,

mAIisUFACTURERS OF

RAILROAD IRON,

SPLICE BARS, TRACK BOLTS

AND

CAR LINKS AND PINS,

Standard and fares fauge flaileoads, RAILS FROM 30 TO 65 LBS. PER YARD.

SPECIAL ATTENTION GIVEN TO QUALITY.

(CORRESPONDENCE INVITED.)

Re-rolling done promptly and at favorable rates. Splices kept to fit all standard patterns. A full assortment of MER- CHANT BAR IRON in store.

MILWAUKEE IRON CO., v.49. BAGRARAN, Prest. MILWAUKEE, WIS. 7

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HOGUuRS

| Locomotive &% Machine

WORKS, PATERSON, NEW JERSEY,

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Having extensive facilities, are now prepared to furnish promptly, of the best and most approved description, either COAL or WOOD BURNING

Locomotive Wugines, OF ALL GAUGES,

Railroad Sachinery.

J. S. ROGERS, President. | R. S. HUGHES, Secretary. } Patrrson, N. J. WM. S. HUDSON, Supt.

THOS. ROGERS, Treas.,

44 Exchange Place, New York.

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ESTABLISHED 1848. i

| :0: if WM. SELLERS & C0., it Office and Works, 1600 Hamilton St., Philadelphia.

Branch Office, 79 Liberty Street, New York.

MANUFACTURERS OF A FULL LINE OF |

RALDWAT AND MACHETE $007

HQUIPMENTS,

RAILWAY TURN-TABLES,

PIVOT BRIVDGHAS, Htc. -

All Appliances required in Transmission of Power a Specialty.

IMPROV ED

INJECTOR BOILER FEEDERS.

Photographs, Illustrations, Pamphlets, etc., sent to any ad- dress upon application. Correspondence solicited.

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YORK CAR WOBKS.

(ESTABLISHED IN 1852,)

BILLMEVER &@ SMALLS,

YORK, PENN A.,

Builders of Narrow Gauge Cars of every description, including Hand, Push and Mining Cars.

Tn addition to our Large Freight Car Works, we have added a depart

ment for Passenger Cars, and are now building FIRST-CLASS PASSENGER CARS, Of the best workmanship and of the finest finish, also Second and Third hen at very low prices, specially suited for short and cheap Narrow Gauge oads. Up to this date we have furnished Rolling Stock for over Thirty Narrow Gauge Roads.

The location of our works is most favorable for shipment from the , Ports of New York, Philadelphia and Baltimore.

The cars can be constructed in sections, may be entirely completed be- fore being packed for transportation.

WOTH. - Tue Peacusottrom Narrow Gaver Rarway, beginning at York, Pa., being in practical operation, persons desirous of examining a Narrow Gauge Road and its equipment, can do so by calling on us, where they will find our cars in daily use, it being only a few hours' ride from New York, Philadelphia and Baltimore.

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STSNOATHIEM GNE SGIHS DITICLAW LNALFd

NATIONAL

LOCOMOTIVE WORKS.

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W. H. BAILEY & CO..

CONNELLSVELLE, PA.

MANUFACTURERS OF

LOCOMOTIVE ENGINES,

Of the best and most approved description, and adapted to every kind of service, to burn either wood or coal.

Locomotives for Furnaces, Iron Mills, Contractors' Use, and Mine Locomotives.

HARROW GAUGE LOCOMOTIVES

? A SPECIALTY,

All parts built to a standard gauge and thoroughly interchangeable.

Manufactured by SCHWEIZER & GRUWE, 71 Broadway, WN. ¥.

Material, Workmanship, Finish, and Efficiency fully guaranteed. Photographs and Specifications furnished on application.

Correspondence Solicited.

Office and Works at Connellsville, Pa.

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Cleveland Rolling Mill Co.,

MANUFACTURERS OF

Dessemee Cast Steel Nails, |

- AND - RAILROAD IRON, FOR WIDE AND NARROW GAUGE RAILROADS.

FORGINGS,

MERCHANTS' BAR, BEAMS, GIRDERS,

STEEL RAILROAD FROGS § CROSSINGS,

IRON AND STEEL WIRE,

Washers, Boiler Rivets, Fish Plates, Railroad Spikes, Track and Bridge Bolts.

Capacity of Steel Works, One Hundred & Forty Tons per day.

| The Metal from which this Company make their Steel, is equal in quality to the celebrated Swedish Metal.

Office.--99 and 101 Water Street, CLEVELAND, O.

A. B. STONE, H. CHISHOLM, B.S. PAGE, President, Vice-Pres. and Gen'! Supt., Secretary, 20 Nassau St.,N. Y. CLEVELAND. CLEVELAND

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Taylor Iron Works,

HIGH BRIDGE, N. J.

MANUFACTURERS OF

CHILLED AND STEEL-TIRED

LOCO. TENDER AND TRUCK,

PASSENGER, FREIGHT AND COAL CAR

WHEELS,

HAMMERED CAR, TRUCK AND DRIVING

AZ. DRAW HOOKS, SHAFTING, AND GENERAL FORGINGS,

MADE FROM SELECT SCRAP IRON, (NO OLD RAILS USED.)

Special attention given to NARROW GAUGE WHEELS AND AXLES, for which our facilities and experience inci- dent to a large trade in this speciaity, are unsurpassed.

New York Office No. 93 Liberty St.

L. H. TAYLOR, Pres'. S. P. RABER, Sup'r. J. H. WALKER, Sec'y & TREas.

ADDRESS HIGEI BRIDGE, WN. J.

Co

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Tale

ENGINEERS & CONT

FOR THE

Construction of tron 2 Wooden Bridges

STEEL SUSPENSION BRIDGES,

Roofs, Viaducts, and Turn-tables.

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RACTORS

MANUFACTURERS OF

Die-forged Eye-bars, Truss Bolts,

COMPRESSION MEMBERS AND BRIDGE MATERIALS GENERALLY.

OFFICE, 52 WALL STREET, NEW YORK.

- - - __- - - _e=

C. MACDONALD, WM. M. FINCKE, President and Engineer. Secretary and Treasurer.

PORTER, BELL & C0., PITTSBURGH, PENN'A.,

Exclusive Specialty

LIGHT LOGUMOTIVES.

Over 50 Sizes and Styles, from 7x12 to 14x20 Cylinders.

NARROW GAUGE Freight and Passenger Engines for Light or Heavy Equipment.

SPECIAL SERVICE Engines, for Contractors' Use, R. R. Construction and Shifting, Furnaces, Mills, Quarries, Ore, Coal, and Lumber Roads, &c. :

MINE LOCOMOTIVES to conform to required dimensions and do the work of 10 to 30 mules, at less than the cost of operating three mules and drivers.

Photograph and Price of Engine to do required work, furnished on application.

ia SS ¢ \vatt $ a | ew Co

Manufacturers of Standard

HAMMERED

Steel Ralls and Axles,

Evawv Shafting and Forgings, PISTON RODS, GUIDE BARS,

WRIST PINS, Steel Rail Frog's, Crossings,

SWITCHES AND CAR REPLACERS,

Of the Most Improved Patterns.

Address all orders to

Pennsylvania Steel Company, No. 216 South 4th St., Philadelphia.

S. M. FELTON, President. H. C. SPACKMAN, Treasurer. E. F. BARKER, Secretary.

Works at Baldwin Station, Penn'a R. R., near Harrisburg. LUTHER S. BENT, Superintendent.

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WM. B. BEMENT & SON,

PHILADELPHIA, PA.,

MANUFACTURERS OF

MACHINE TOOLS,

For Locomotive and Car Construction and Repairs.

Foundry & Smiths' Shop Fixtures,

INCLUDING

STEAM HAMMERS OF ALL SIZES.

CAMBRIA IRON WORKS,

Situated on the line of the Pennsylvania Railroad, at the western base of the Allegheny Mountains, are the largest of their class in the United States, and are now prepared to make

2,000 TONS PER "WEEK OF TRON AND STEEL RAILWAY BARS.

The Company possesses inexhaustible mines of Coal and Ore, of suitable varieties for the production of

Tron and Steel Rails of the Best Quality.

Their location, coupled with every known improvement in machinery and process of manufacture, enables them to offer Rails, when quality is considered, at lowest market rates. Address,

CAMBRIA IRON COMPANY,

No. 218 South 4th Street, mee" Or at the Works, Johnstown, P

Or J. S. KENNEDY e CO., Selling Agents, wry Cedar Street, New York.

PHILADELPHIA Car Works, J.G. BRILL & CO., |

Thirty-first and Chestnut Sts., PHILADELPHIA, !

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Builders of Narrow Gauge Passenger Cars of alt classes, also Freight, Mine and Hand Cavs.

The Works - One square from Penn'a Railroad depot, are on line of Railroad to North, South and West, also adjoining Wharves on river Schuylkill.

STREET CARS, ~~ |

Of most approved styles for one or two horses, and for the various gauges.

Note. - Our Narrow Gauge Cars are being used on the Camden, Gloucester and Mount Ephraim Railroad, within a few minutes' ride of our works, Also on the Mexico and Toluca and other South American Railroads. Our Street Cars are in use on the principal roads in Philada , as also in the different cities in the United States. 4 Photographs and Specifications sent on application.

THE HENDERSON

| Hydraulic Car Brake Co., 258 South Third Street,

: PHILADELPHIA, PA. : J.B. BAKER, Pres't.

The Henderson Hydraulic Brake is specially recommended to Narrow Gauge Railroad Companies as the

Cheapest, Most Reliable and Effective POWER BRAKE IN USE.

It has been in 'successful operation on the West Chester and Philadelphia Railroad since April, 1874, and recently on other roads, giving entire satisfaction.

on ves

Illustrated paula and ip ees sent on sag

The Ferroux Rock Drill,

(United States Patent for Sale, )

s The most simple and effective machine for all kinds of

|' TUNNELLING @ MINE WORK.

This machine is now exclusively used at the Goeschenen end of the St. a Gothard Tunnel, in Switzerland, having superseded all other drills, as it has i been found to be the best on tenacious rock. These Drills are now extensively 4 used in Europe and South America, as 3 542 Machines having been Manufactured within 4 Eighteen Months, en,

de ' CHEAPNESS, SIMPLICITY, SMALL REPAIRING EXPENSE. nat ' siete HOWARD FLEMING, Les. 1 311% WALNUT STREET, ' PHILADELPHIA, PA.

HOWARD FLEMING,

311; Walnut Street,

PHILADELPHIA, PENNA.,

DEALER IN

RAILROAD IRON

"Hh SUPPLIES,

steel Tyres and Axles.

AGENT FOR THE

Wharton Switch Company.

Res> Estimates of cost of building Narrow Gauge Rail- ways carefully prepared, and contracts taken for construction,

including iron and rolling stock, Correspondence solicited.

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iction, ited.

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