Volume 24 (1872) (424 pages)

376 SCIENTIFIC PRESS. [June 15, 1872. Seientitic Dress, W. B. BWER; 020s -coscccerssrvceeceees Santor EDITOR. DEWEY & CO., Publishers. OEO. H. STNONO, A. T. DEWEY, i JNO. L, BOONE. Ww. B. EWER, , No. 888 Montgomery St., S. E. Corner of California St., diagonally across from Wells, Fargo & Co.’s. SUBSCRIPTION AND ADVERTISING RATES. —J week. lmonth. 3 months, 1 year. ANVERTISING RATES. = ee on Goan Sead One-half inch. $1.00 $3.00 7.50 20.00 One inch.. «+ 2.00 6.00 14.00 , 38.00 Large advertisements at favorable rates. Special or i ts, notices appearing reading noti legal advertiser in extraordinary type or in particular parta of the paper, inserted at special rates. “_ . *. NSORIPTIONS payable in advance—For one year, $4; Be tine $2.60; Three months, $125. Otuhs of ten names or more, $3 each per annum. $6, in advance, will pay for 14; year. Remittances by registered letters or P. O. orders at our risk. i r i iptions, post paid, per year, fee tad olga eae cl pat Aral te sertion, ls.; subsequent insertions, each, $d. Large advertisements at speoial rates. TLGUSTRATIONS AND Rerorts oF Minino, ENTERPRISES WANTED.—Drawings or photographs of mining works tbat areof general interest to our readers are sblicited for puhlioation in this journal. Official reports of Companies, and description of mines of importance, or of special interest, are Rida anand Sketohes of' any new method and dis-: coveries will be very acceptable. San Francisco: Saturday Morning, June 15, 1872. Gold and Legal Tender Rates, San Franorsoo, Wednesday, June 13, 1872,—Legal Tenders buying, 8834; selling, 89. Gold in New York to-day, 114. a ENITORIALS.—Narrow Gauge vs. Broad Gange, 376. Mechanics’ Institute; The Paul Process, 377. : ILLUSTRATIONS.—The Hydraulic Ram,3€9. Knapp’s Hod Carrier;. Adjustable Gearing, 377. CORRESPONDENCE.—The Manufacture of Ten, 370. SCIENTIFIC PROGRESS.—A Waning Star; Measuring the Light of Stars, 371. . . MEOHANICAL PROGRES.—Granite Works of the Ancients; A Short Ooal Supply; Artificial Leather; Improvement of the Steam Engine, A New Kind of Flint Glass; Cutting Marble, 371. F MINING SUMMARY—Reports from mines in various States, Counties and Districts; Stock Reports; Leather and Metal Markets; Mining Shareholders’ Directory, eh INFORMATION —To Shave Scientifically; A Supposed Freak of Nature; What A Piano is Made Of; For Re-Sherpéning Files; How to Sharpen a Serew-Driver; Something Ahout Tongues; Brain Work; Old Leather, 3°75. Goon HEaALTH.—Nature of the Brain; Sound Teeth; Sprains and Bruises; What is Insanity; Absorption hy Bones; Plant Life in Town; Lead Poisoning; Bath Treatment for the Small-Pox; How to Make A New Nose; Stimulents and Narcotics; For,Reptile Bites, DOMESTIC ECONOMY.—Hints Ahont House Cloan. ing; What Food is Most Wholsome; Premium Bread; Woman’a Drudgery; Portahle Kitchen; Extract of Coffes; 380. fs 5 MIS ELLANEOUS.—James Davenport Whelpley; Mining Compan.es’ Reports; Theinstitute of Mining Engineers; Important Mining Decision; An ‘* International Lahoratory,"’ 3'70. Vienns World's Fair, 374. Patents and Inventions; New Incorporations, In¢rease of Capital Stock; Meetings and Elections, 380. Heavy Buast.—Dispatches from Dutch Flat dated the 9th inst., state that a hlast of 2,500 pounds of Hercules powder was exploded in the Gray Bro’s. claim on that day. The entire hank, 77 feet high and containing 142,000 cuhio yards of firmly cemented gravel was thrown down. ‘The powder was from the California Powder Works. ‘The drifts were under the superintendence of J. W. Millard, of the powder company, and the hlast was fired hy E. H McClure, hy electricity. Anasxa Coau.—The hill for the sale of coal lands has been amended so as to exclude Alaska; for what reason we are not informed. Itis understood that there are extensive coal fields in our newly acquired Territory, and we see no reason why citizens might not purchase mines there as well as any where else in the United States. We import large quantities of coal, and new fields properly opened in our own country would he advantageous not only to the owners hut to consumers. Liusrabies FOR THE PEoPLE.—Austria has deeided (in her new school-law) to attach lihraries to public schools, these lihrariesto he open not only to the scholars hut also to adults under certain conditions. In the country this will be of great importance, and in this educational measure Austria leads other nations. In order to aid in the formation of such lihraries, societies and private individuals are suhscrihing considerable sums of money. Nevapa Founpry.—McCone’s Foundry, near Silver City, Nev., which was destroyed hy fire a short time since, is not to be rehuilt, but the owner has purchased the Fulton Foundry on the Divide and will continue lis husiness there. The estahlishment is in good order and contains first class machinery capahle of turning out all elasses of work. On Froz.—‘Nevada State Mines.’’ Narrow Gauge vs, Wide Gauge. It is becoming more apparent every day to the people of this Coast that we are in great need of cheaper railroads—railroads which, if bnilt by others for us, can be oonstructed without the necessity of enormous subsidies; best of all, railroads which can be built by the people for the people. The cost of roads of the present common gauge cuts off without question many regions from the hope of railroad transportation for years to come, To pay $50,000 to $70,000 per mile for construction is far beyond the ability of the inhabitants. Roads cannot be run thither until the population is far greater, and population will not go thither until the roads are built— which looks bad for the ‘‘ rapidly growiug prosperity,” of which we are so fond of talking, of those sections. The question has often been mooted as to the possibility, in such cases, of construoting narrow gauge roads, and as to the economy of such over those of wide gauge. The controversy has been actively carried on during the past two years. We all were very mnch interested when the people of Grass Valley and Nevada City undertook to investigate the matter practically, and we all were very much disappointed when they failed to reach a solution with which the public could feel satisfied. In that discussion both roads projected, one of wide and one of narrow gauge, had the same location (made particularly for the wide gauge) and very much the same construction; of conrse no advantage was found for the narrow gauge. And so, only too often iu the controversy, the main argument adduced by the wide gauge upholders is in. effect that if we build a narrow gauge road with the same location, road bed and superstructure, and essentially the same rolling stock as for the wide gauge, we shall have no ecouomy— “which nobody can deny.” Butthen this is just the manner in which no one thinks of building a narrow gauge road. We refer again for the hundredth time to this matter because we have the oppor. tunity to give some figures in addition to those which we shave already published. Notwithstanding opposition, we have already one road of importance constructed (and running) on the narrow gauge plan, and new facts are being ascertained continually, which put the question in a clearer light. Gen, Geo, P. Buell, Chief Engineer of the Texas Pacific Railroad, in a report to the Directors of the road, spoke very favorably with regard to the narrow gauge. His report was attacked by Mr. S. Seymonr. To this gentleman’s argument, which we have not seen, we may do injustice, but from what we have heard of it we may judge it to be in the old circular style:—Yon cannot economize by building anarrow gauge road, because it costs as mnch as it does to build a wide gauge road. : Mr. C. J. Quetil, Prin. Assist. Engineer mnder Gen. Buell, has written a reply which seems to give some yery conclusive reasoning in favor of the narrow gauge. We have not space to give his argument in full, for which we must refer those interested to Van Nostrand’s Mag. for May, but we give for the benefit of many, some of his figures and deductions with the assurance that these appear to be fairly arrived at, Cost of Road Beds, For the purpose of a fair estimate between the two gauges of the cost of earthwork, we will take the average hight of embankments as 6 feet; slope, 1% to 1; width at top, 14 feet (as generally built) for the 4 feet 8% inch gauge, and 9 feet for the 3 or 38% feet gauge; cuts as 5.4 feet high and 18 feet wide respectively; bridges 16 feet and 12 feet wide. We find then the following economy in narrow (A) of cost of nar. . gauge roads in per ct. row gaugue, or (B) of cost of wide gauge. A B Barthwork ..secres 30 per ct. or 22 per ct. Clearing and Gruhhing. PE oie Seabee Drain boxcs..++ 19 o ASlgme Bridges and culverts. 33 ek Pl Looseand solid rock, 30 Se le pay oe To apply these figures to the Texas Pacific R. R. The cost per mile, between Camp’s Ferry and Tyler, of clearing and grubbing, earthwork, loose rocks, hauling, culverts and bridgés was $16,506.77. The economy per mile with a narrow gauge would be $3,763,385, As it is calculated that the road will be at least 2,000 miles long, the economy for that length would be $7,526,700. Tiven if we make the embankments 10 ft, wide, cuts, bridges and culverts 14 ft. wide, for the narrow gauge we shall have a great economy over the wide gauge, as follows: .-16 per ct, of wide gauge 6% os Clearing and gruhbin: Bridges and culverts. Looserock, solid rock, hi Consequently the economy per mile, would be $2,482.42, or $4,864,840 for the 2,000 miles of road. Theeconomy of construction of roazd-bed is, if the banks are 9 ft, and the cuts 12 ft. wide, equal to 23 per cent. of the cost of wide gauge roads; or, ifthe banks are 10 ft., and the cuts and bridges 14 ft. wide, equal to 15 per cent. of the cost of wide gauge roads. . Superstructure. The rail nsed on the Denver and Rio Grande, and on most of the 3-ft. gauge roads is a 30 ib rail. Gen. Buell recommended a 36-lb rail for a 3 ft. 6 inch gauge. Ifthe rails are lighter, spikes and bolts will also be lighter, and the ballast will be used in smaller quantities. We give here the comparative costs of superstructnre of two roads, one with a 4-ft. 834 inch gauge, and 55-ib rail, the other with a 3-ft. 6 inch gauge, and 35-hb. rail. WIDE OAUOE. 87 tons of rails at 370..-ccccesecnrescresce $6,090.00 400rail splices at $1. costs 400,00 5,500 ib. spikes at 5 cta. 275.00 2,112.00 2.640 cross ties at 80 cta.. . 2,000 cu. yda, gravel hallast at 5 Laying one mile of track. Total per mile. ccsxcceersees sescers $10,017.00 : NARROW GATOE. 55 tone of rails at $75...0e eee e+ $4,125.00 528 rail splices at 60 cts. 4 316.00 3,520 ib. spikesat Gcts...-. 211.20 3,520 cross ties 5’x5"x6” at 50 cta, 1,408.00 1,200 cu. yds. gravel ballast at. 600.00 Laying one milo track. 350.00 Totalaper MUGsns ces celess teicion +e cele. ose Hence the ecouomy of the superstructure is $3,366 per mile, or nearly 45 per cent. of the cost of narrow gauge, and 32 per cent, of the cost of wide gauge for super: structure. This, for the 2,000 miles of the Texas-Pacifio, wonld amount to $6,732,000. Adding the economy in the roadbed, we have a total economy of $14,258,700, if the banks are 9 ft. wide, or $11,596840 if the banks are made 10 ft. wide; and this, on ordinary railroad gronnd. Jt is principally in countries like New Mexico, Arizona and California, which the line will have to cross, that the company might make an immense saving by adopting the narrow gauge. The adoption of a narrow gange allows sharper curves for the line, and saves, furthermore, much of the heavy expense of tunnelling. Official Statements from other Roads, J.P. Mersereau, Chief Engineer, submitted to Gen. Palmer, President D. & R. G. BR. BR. Co., the following estimate of cost fora broad and narrow gauge road from Golden City to Black Hawk, Colorado. On the wide gange (4 ft. 8% inches,) the maximum grade was 155 ft., maximum curve 12°; on the narrow gauge (3 ft.), maximum grade 175 ft., maximum curve 269, distance, 20 miles. Wide Gauge. Narrow Gauge. Graduation, masonry hridgAi. ing and ballasting... $46,425. + $7,200 Superstructure, track, etc. 18,610 & Depots, repaix shops, tanks. 1,220. Enginoering, superintendence and contingencies... 4,500.. 1,500 Total cost per mile,. $65,755. ° $16,465 Difference in cost per mile $47,290 Difference in cost for 20 miles. 945,800 “These estimates are made from oareful surveys, the most of the lines being actual locations; the covered lines haying been run atall the most difficult points,” The‘ rails are estimated at 65 pounds, for broad gauge, and 40 pounds for narrow gauge. ‘‘There would appear to be a discrepancy in the engineering and contingenoy estimate (by comparison), bunt is accounted for by the difference in length ‘of time to eonstrnet; there being unavoidably 3 tunnels on the broad gauge (if only 12° curves are used), which would keep up an organization for engineering 2 years instead of 6 or 8 months, in which the narrow gauge can be completed. ‘The extension of.line from Black Hawk to Central City can be made at the average cost for narrow gauge given,distance about 7 miles, but Ithink it hardly possible to build for broad gauge with 12° curves.” The Denver and Rio Grande Railway uses Width of road bed in ents « 0” Yanks Sharpest curve..ce.06 Maximum grade per mile. Length of ties,... Weight of rail per yard Slope of earth outtings Slope of hanks.. Slopo of solid rock cnttings After 5 miles had been graded on a road from Golden City to the forks of Clear Creek, Colorado, T. E. Sickes, Chief Engineer, Colorado Central R. R. (Gen. Supt Union Pacific R. R.) wrote: “‘The cost of grading a road-bed through the cafou for a 4 ft.8% in. track was estimated to be $90,000 per mile. The actual cost of grading a road-bed for a 3 ft. track has not exceeded $20,000 per mile.” When asked for explanation’ concerning this difference. which was ‘‘considered somewhat extraordinary,” he wrote that the difference was due to the different locations of the two lines. The minimum radius of curvature adopted for the broad gauge was 955 ft; for the narrow gauge, 220 ft. ‘“The cation is about3,000 ft. deep and has precipitous sides. Its course is so tortuous that the broad gauge location would have required in construction numerous tnnonels and bridges, with high embankment aud deep opeu rock cuttings. The adoption of a narrow gauge admitted of an alignment conforming approximately to the windings of the cation and enabled us to obtain a graded road-bed for less than % of the estimated cost of a broad-gauge road bed, with the additional advantage that iucrease of distance secured more favorable grades. This last has a great significance for those among the mountaius of our coast. Rolting Stock. e@We must pass over the argumeut concerning the stability and gain in regard to dead weight of the narrow gauge cars, and the performances ofthe engine, etc., for want of space. Mr, Quetil wonders that, in view of its performances the Fairlie engine has not become more popular in this country. We givesomedimensions of cars which have been built for the narrow gauge roads, Passenger Cars:—35 ft. long, 7 ft. wide, 6% ft. high, carrying 36 passengers. For wide gauge there are 54 ft. long, 9% ft. wide, 104 ft. high at dome, carrying 60 passengers. Platform Cars:—4-wheeled; 124% and 16% ft. long, 6 ft. wide. Platform Cars:—8-wheeled; 23% ft. long and 6 ft. wide. For wide gauge these are 32 ft. long and 9 ft. wide. Box Cars:—4-wheeled; 10,12 or 14 ft, long and 6 ft. wide. Box Cars:—8-wheeled; 22 ft, long, 6% ft. wide. For wide gauge, 29 ft. long and 9 ft. wide. There is in favor of the narrow gauge an economy of dead weight of TOpst Carsc.cse ster ces sv esses 42.4 per cent. For 4-wheeled hox cars. -. 33.1 Ge For 8“ oe “ oe BA S For PASSCNGELr CATH. . 00. -seoees 234 Ibs, per passenger. In regard to the inconvenience of breaking bulk, so often dwelt on by opponents of the narrow gauge, this is compensated for a hundred times by the other advantages, to say nothing of the great damage and inconvenience growing out of an interohange of cars upon thousands of miles of connecting, and often hostile or competing lines. What the Country Would Save. Gen. Rosecrans has made some interesting calculations tending to show that if the railroads in the United States, down to the end of 1867, had been bnilt on the narrow gauge plan, the saving in first cost would have been $480,000,000, the annual interest of which at 6 per cent. is 28,800,000; that the annual saving on haulage would be $100,800,000; in all an annual saving to the people of the United States of $129,600,000. He shows fnrther thats much greater saylug is in question for the future; for,

376 SCIENTIFIC PRESS. [June 15, 1872. Seientitic Dress, W. B. BWER; 020s -coscccerssrvceeceees Santor EDITOR. DEWEY & CO., Publishers. OEO. H. STNONO, A. T. DEWEY, i JNO. L, BOONE. Ww. B. EWER, , No. 888 Montgomery St., S. E. Corner of California St., diagonally across from Wells, Fargo & Co.’s. SUBSCRIPTION AND ADVERTISING RATES. —J week. lmonth. 3 months, 1 year. ANVERTISING RATES. = ee on Goan Sead One-half inch. $1.00 $3.00 7.50 20.00 One inch... «+ 2.00 6.00 14.00 , 38.00 Large advertisements at favorable rates. Special or i ts, notices appearing reading noti legal advertiser in extraordinary type or in particular parta of the paper, inserted at special rates. “_ . *. NSORIPTIONS payable in advance—For one year, $4; Be tine $2.60; Three months, $125. Otuhs of ten names or more, $3 each per annum. $6, in advance, will pay for 14; year. Remittances by registered letters or P. O. orders at our risk. i r i iptions, post paid, per year, fee tad olga eae cl pat Aral te sertion, ls.; subsequent insertions, each, $d. Large advertisements at speoial rates. TLGUSTRATIONS AND Rerorts oF Minino, ENTERPRISES WANTED.—Drawings or photographs of mining works tbat areof general interest to our readers are sblicited for puhlioation in this journal. Official reports of Companies, and description of mines of importance, or of special interest, are Rida anand Sketohes of' any new method and dis-: coveries will be very acceptable. San Francisco: Saturday Morning, June 15, 1872. Gold and Legal Tender Rates, San Franorsoo, Wednesday, June 13, 1872,—Legal Tenders buying, 8834; selling, 89. Gold in New York to-day, 114. a ENITORIALS.—Narrow Gauge vs. Broad Gange, 376. Mechanics’ Institute; The Paul Process, 377. : ILLUSTRATIONS.—The Hydraulic Ram,3€9. Knapp’s Hod Carrier;. Adjustable Gearing, 377. CORRESPONDENCE.—The Manufacture of Ten, 370. SCIENTIFIC PROGRESS.—A Waning Star; Measuring the Light of Stars, 371. . . MEOHANICAL PROGRES.—Granite Works of the Ancients; A Short Ooal Supply; Artificial Leather; Improvement of the Steam Engine, A New Kind of Flint Glass; Cutting Marble, 371. F MINING SUMMARY—Reports from mines in various States, Counties and Districts; Stock Reports; Leather and Metal Markets; Mining Shareholders’ Directory, eh INFORMATION —To Shave Scientifically; A Supposed Freak of Nature; What A Piano is Made Of; For Re-Sherpéning Files; How to Sharpen a Serew-Driver; Something Ahout Tongues; Brain Work; Old Leather, 3°75. Goon HEaALTH.—Nature of the Brain; Sound Teeth; Sprains and Bruises; What is Insanity; Absorption hy Bones; Plant Life in Town; Lead Poisoning; Bath Treatment for the Small-Pox; How to Make A New Nose; Stimulents and Narcotics; For,Reptile Bites, DOMESTIC ECONOMY.—Hints Ahont House Cloan. ing; What Food is Most Wholsome; Premium Bread; Woman’a Drudgery; Portahle Kitchen; Extract of Coffes; 380. fs 5 MIS ELLANEOUS.—James Davenport Whelpley; Mining Compan.es’ Reports; Theinstitute of Mining Engineers; Important Mining Decision; An ‘* International Lahoratory,"’ 3'70. Vienns World's Fair, 374. Patents and Inventions; New Incorporations, In¢rease of Capital Stock; Meetings and Elections, 380. Heavy Buast.—Dispatches from Dutch Flat dated the 9th inst., state that a hlast of 2,500 pounds of Hercules powder was exploded in the Gray Bro’s. claim on that day. The entire hank, 77 feet high and containing 142,000 cuhio yards of firmly cemented gravel was thrown down. ‘The powder was from the California Powder Works. ‘The drifts were under the superintendence of J. W. Millard, of the powder company, and the hlast was fired hy E. H McClure, hy electricity. Anasxa Coau.—The hill for the sale of coal lands has been amended so as to exclude Alaska; for what reason we are not informed. Itis understood that there are extensive coal fields in our newly acquired Territory, and we see no reason why citizens might not purchase mines there as well as any where else in the United States. We import large quantities of coal, and new fields properly opened in our own country would he advantageous not only to the owners hut to consumers. Liusrabies FOR THE PEoPLE.—Austria has deeided (in her new school-law) to attach lihraries to public schools, these lihrariesto he open not only to the scholars hut also to adults under certain conditions. In the country this will be of great importance, and in this educational measure Austria leads other nations. In order to aid in the formation of such lihraries, societies and private individuals are suhscrihing considerable sums of money. Nevapa Founpry.—McCone’s Foundry, near Silver City, Nev., which was destroyed hy fire a short time since, is not to be rehuilt, but the owner has purchased the Fulton Foundry on the Divide and will continue lis husiness there. The estahlishment is in good order and contains first class machinery capahle of turning out all elasses of work. On Froz.—‘Nevada State Mines.’’ Narrow Gauge vs, Wide Gauge. It is becoming more apparent every day to the people of this Coast that we are in great need of cheaper railroads—railroads which, if bnilt by others for us, can be oonstructed without the necessity of enormous subsidies; best of all, railroads which can be built by the people for the people. The cost of roads of the present common gauge cuts off without question many regions from the hope of railroad transportation for years to come, To pay $50,000 to $70,000 per mile for construction is far beyond the ability of the inhabitants. Roads cannot be run thither until the population is far greater, and population will not go thither until the roads are built— which looks bad for the ‘‘ rapidly growiug prosperity,” of which we are so fond of talking, of those sections. The question has often been mooted as to the possibility, in such cases, of construoting narrow gauge roads, and as to the economy of such over those of wide gauge. The controversy has been actively carried on during the past two years. We all were very mnch interested when the people of Grass Valley and Nevada City undertook to investigate the matter practically, and we all were very much disappointed when they failed to reach a solution with which the public could feel satisfied. In that discussion both roads projected, one of wide and one of narrow gauge, had the same location (made particularly for the wide gauge) and very much the same construction; of conrse no advantage was found for the narrow gauge. And so, only too often iu the controversy, the main argument adduced by the wide gauge upholders is in. effect that if we build a narrow gauge road with the same location, road bed and superstructure, and essentially the same rolling stock as for the wide gauge, we shall have no ecouomy— “which nobody can deny.” Butthen this is just the manner in which no one thinks of building a narrow gauge road. We refer again for the hundredth time to this matter because we have the oppor. tunity to give some figures in addition to those which we shave already published. Notwithstanding opposition, we have already one road of importance constructed (and running) on the narrow gauge plan, and new facts are being ascertained continually, which put the question in a clearer light. Gen, Geo, P. Buell, Chief Engineer of the Texas Pacific Railroad, in a report to the Directors of the road, spoke very favorably with regard to the narrow gauge. His report was attacked by Mr. S. Seymonr. To this gentleman’s argument, which we have not seen, we may do injustice, but from what we have heard of it we may judge it to be in the old circular style:—Yon cannot economize by building anarrow gauge road, because it costs as mnch as it does to build a wide gauge road. : Mr. C. J. Quetil, Prin. Assist. Engineer mnder Gen. Buell, has written a reply which seems to give some yery conclusive reasoning in favor of the narrow gauge. We have not space to give his argument in full, for which we must refer those interested to Van Nostrand’s Mag. for May, but we give for the benefit of many, some of his figures and deductions with the assurance that these appear to be fairly arrived at, Cost of Road Beds, For the purpose of a fair estimate between the two gauges of the cost of earthwork, we will take the average hight of embankments as 6 feet; slope, 1% to 1; width at top, 14 feet (as generally built) for the 4 feet 8% inch gauge, and 9 feet for the 3 or 38% feet gauge; cuts as 5.4 feet high and 18 feet wide respectively; bridges 16 feet and 12 feet wide. We find then the following economy in narrow (A) of cost of nar. . gauge roads in per ct. row gaugue, or (B) of cost of wide gauge. A B Barthwork ....secres 30 per ct. or 22 per ct. Clearing and Gruhhing. PE oie Seabee Drain boxcs....++ 19 o ASlgme Bridges and culverts. 33 ek Pl Looseand solid rock, 30 Se le pay oe To apply these figures to the Texas Pacific R. R. The cost per mile, between Camp’s Ferry and Tyler, of clearing and

grubbing, earthwork, loose rocks, hauling, culverts and bridgés was $16,506.77. The economy per mile with a narrow gauge would be $3,763,385, As it is calculated that the road will be at least 2,000 miles long, the economy for that length would be $7,526,700. Tiven if we make the embankments 10 ft, wide, cuts, bridges and culverts 14 ft. wide, for the narrow gauge we shall have a great economy over the wide gauge, as follows: .-16 per ct, of wide gauge 6% os Clearing and gruhbin: Bridges and culverts. Looserock, solid rock, hi Consequently the economy per mile, would be $2,482.42, or $4,864,840 for the 2,000 miles of road. Theeconomy of construction of roazd-bed is, if the banks are 9 ft, and the cuts 12 ft. wide, equal to 23 per cent. of the cost of wide gauge roads; or, ifthe banks are 10 ft., and the cuts and bridges 14 ft. wide, equal to 15 per cent. of the cost of wide gauge roads. . Superstructure. The rail nsed on the Denver and Rio Grande, and on most of the 3-ft. gauge roads is a 30 ib rail. Gen. Buell recommended a 36-lb rail for a 3 ft. 6 inch gauge. Ifthe rails are lighter, spikes and bolts will also be lighter, and the ballast will be used in smaller quantities. We give here the comparative costs of superstructnre of two roads, one with a 4-ft. 834 inch gauge, and 55-ib rail, the other with a 3-ft. 6 inch gauge, and 35-hb. rail. WIDE OAUOE. 87 tons of rails at 370...-ccccesecnrescresce $6,090.00 400rail splices at $1.. costs 400,00 5,500 ib. spikes at 5 cta.. 275.00 2,112.00 2.640 cross ties at 80 cta... . 2,000 cu. yda, gravel hallast at 5 Laying one mile of track. Total per mile.. ccsxcceersees sescers $10,017.00 : NARROW GATOE. 55 tone of rails at $75.....0e eee e+ $4,125.00 528 rail splices at 60 cts. 4 316.00 3,520 ib. spikesat Gcts.....-. 211.20 3,520 cross ties 5’x5"x6” at 50 cta, 1,408.00 1,200 cu. yds. gravel ballast at. 600.00 Laying one milo track.. 350.00 Totalaper MUGsns ces celess teicion +e cele. ose Hence the ecouomy of the superstructure is $3,366 per mile, or nearly 45 per cent. of the cost of narrow gauge, and 32 per cent, of the cost of wide gauge for super: structure. This, for the 2,000 miles of the Texas-Pacifio, wonld amount to $6,732,000. Adding the economy in the roadbed, we have a total economy of $14,258,700, if the banks are 9 ft. wide, or $11,596840 if the banks are made 10 ft. wide; and this, on ordinary railroad gronnd. Jt is principally in countries like New Mexico, Arizona and California, which the line will have to cross, that the company might make an immense saving by adopting the narrow gauge. The adoption of a narrow gange allows sharper curves for the line, and saves, furthermore, much of the heavy expense of tunnelling. Official Statements from other Roads, J.P. Mersereau, Chief Engineer, submitted to Gen. Palmer, President D. & R. G. BR. BR. Co., the following estimate of cost fora broad and narrow gauge road from Golden City to Black Hawk, Colorado. On the wide gange (4 ft. 8% inches,) the maximum grade was 155 ft., maximum curve 12°; on the narrow gauge (3 ft.), maximum grade 175 ft., maximum curve 269, distance, 20 miles. Wide Gauge. Narrow Gauge. Graduation, masonry hridgAi. ing and ballasting..... $46,425.. + $7,200 Superstructure, track, etc.. 18,610 & Depots, repaix shops, tanks.. 1,220. Enginoering, superintendence and contingencies..... 4,500.... 1,500 Total cost per mile,.. $65,755. ° $16,465 Difference in cost per mile $47,290 Difference in cost for 20 miles. 945,800 “These estimates are made from oareful surveys, the most of the lines being actual locations; the covered lines haying been run atall the most difficult points,” The‘ rails are estimated at 65 pounds, for broad gauge, and 40 pounds for narrow gauge. ‘‘There would appear to be a discrepancy in the engineering and contingenoy estimate (by comparison), bunt is accounted for by the difference in length ‘of time to eonstrnet; there being unavoidably 3 tunnels on the broad gauge (if only 12° curves are used), which would keep up an organization for engineering 2 years instead of 6 or 8 months, in which the narrow gauge can be completed. ‘The extension of.line from Black Hawk to Central City can be made at the average cost for narrow gauge given,distance about 7 miles, but Ithink it hardly possible to build for broad gauge with 12° curves.” The Denver and Rio Grande Railway uses Width of road bed in ents « 0” Yanks Sharpest curve...ce.06 Maximum grade per mile. Length of ties,..... Weight of rail per yard Slope of earth outtings Slope of hanks.... Slopo of solid rock cnttings After 5 miles had been graded on a road from Golden City to the forks of Clear Creek, Colorado, T. E. Sickes, Chief Engineer, Colorado Central R. R. (Gen. Supt Union Pacific R. R.) wrote: “‘The cost of grading a road-bed through the cafou for a 4 ft.8% in. track was estimated to be $90,000 per mile. The actual cost of grading a road-bed for a 3 ft. track has not exceeded $20,000 per mile.” When asked for explanation’ concerning this difference. which was ‘‘considered somewhat extraordinary,” he wrote that the difference was due to the different locations of the two lines. The minimum radius of curvature adopted for the broad gauge was 955 ft; for the narrow gauge, 220 ft. ‘“The cation is about3,000 ft. deep and has precipitous sides. Its course is so tortuous that the broad gauge location would have required in construction numerous tnnonels and bridges, with high embankment aud deep opeu rock cuttings. The adoption of a narrow gauge admitted of an alignment conforming approximately to the windings of the cation and enabled us to obtain a graded road-bed for less than % of the estimated cost of a broad-gauge road bed, with the additional advantage that iucrease of distance secured more favorable grades. This last has a great significance for those among the mountaius of our coast. Rolting Stock. e@We must pass over the argumeut concerning the stability and gain in regard to dead weight of the narrow gauge cars, and the performances ofthe engine, etc., for want of space. Mr, Quetil wonders that, in view of its performances the Fairlie engine has not become more popular in this country. We givesomedimensions of cars which have been built for the narrow gauge roads, Passenger Cars:—35 ft. long, 7 ft. wide, 6% ft. high, carrying 36 passengers. For wide gauge there are 54 ft. long, 9% ft. wide, 104 ft. high at dome, carrying 60 passengers. Platform Cars:—4-wheeled; 124% and 16% ft. long, 6 ft. wide. Platform Cars:—8-wheeled; 23% ft. long and 6 ft. wide. For wide gauge these are 32 ft. long and 9 ft. wide. Box Cars:—4-wheeled; 10,12 or 14 ft, long and 6 ft. wide. Box Cars:—8-wheeled; 22 ft, long, 6% ft. wide. For wide gauge, 29 ft. long and 9 ft. wide. There is in favor of the narrow gauge an economy of dead weight of TOpst Carsc.cse ster ces sv esses 42.4 per cent. For 4-wheeled hox cars. -. 33.1 Ge For 8“ oe “ oe BA S For PASSCNGELr CATH. .. 00. -seoees 234 Ibs, per passenger. In regard to the inconvenience of breaking bulk, so often dwelt on by opponents of the narrow gauge, this is compensated for a hundred times by the other advantages, to say nothing of the great damage and inconvenience growing out of an interohange of cars upon thousands of miles of connecting, and often hostile or competing lines. What the Country Would Save. Gen. Rosecrans has made some interesting calculations tending to show that if the railroads in the United States, down to the end of 1867, had been bnilt on the narrow gauge plan, the saving in first cost would have been $480,000,000, the annual interest of which at 6 per cent. is 28,800,000; that the annual saving on haulage would be $100,800,000; in all an annual saving to the people of the United States of $129,600,000. He shows fnrther thats much greater saylug is in question for the future; for,