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r BY KEITH, HOYT & CO. WALHALLA, SOUTH CAROLINA, FRIDAY, JUNE 23, 18?L ---I ?? I I I I | ?.|I11.II<1|..M",,||^ VOLUME VI_NO. 35. ^Professional Osurcls. STP. DENDY, Mtoracy usuel 4) o si ii * c ?1 o v AND ^Solicitor in Eqiarty, Will practico in tho Couria ol Law und Equity, in tho Eighth Judicial Circuit. Ornen IN THE Co it RT HOUSE, Walhalla.-South Carolina. Nov. I, I?70 3 Iv TilOS. M. WILKES, A T T O It N K Y A T 1. A \V - AND Solicitor in Eciiaity". -i z.st;, United States Commissioner, For tho Circuit and District. Conns of thc Uni ted States for Sooth Carolina. HOT Orner, ox THU Comer Hoest: SQUARE. "WALHALLA, S. C. July 22. 1870 40 ly J. l\ REED, 1 f W. C. KEITH, Anderson C. ll. J t Walhalla REE?.& KEITH, ATTORNEYS AT LAW A:;U Solicitors in Ecinity., Have renewed their Co-partnership Iii the prac lion of Law, and extended it to all Civil and Crimina) business in thc Counties of Ocunco and Piukons. ALSO, A 1.1. UUSINESS IN Till: UNITED STATES COU UTS. 8l3y* Office on Public Stuarc, - , \. . ^r?ll? " .fuly lo.Uoo.r. .' '-"-il "~ li**" s. MCGOWAN, it. A. THOMPSON, Abbeville, S.O. Walhalla, S. C. M'GOWAN & THOMPSON, ATTORNEYS AT LAW, WALHALLA, S. C., Will give prompt attention to ?ill business confided to them in tho Stale, County, und Unitod States Courts. OFFICE IN THE COUUT HOUSE. Tho junior partner, Mu THOMPSON, will also practico in tho Courts of Eickens, Greenville und Anderson. .January. 1870 tf JOSEPH J. NORTON, Attorney a,t Law, All business for -Picketts County left with J. E. HAGOOD, ESQ., PItttEXS C. El., WILL BE PROMPTE Y A TTENDED TO October 'JO. 1R(S8 4 tf I. ll. WU1TNER. WU Tl NEU SY M SI ES WiHTNEll & S Y MMES, Attorneys at JLaw, WALHALLA, S. C. Offico on tho Public Square. "X?a February 1, 1870 10 tf S. ?. GOODLETT, Attorney at JL a AV AND ?iOLICITOIt ?IV EQUITY, HAS LOCATED 'AT THE NEW TOWN OF PICKENS, S. C. Nov. 10. 1808 7 tf AL'X.S.EHWIN,} f O. C. BENTLY Athens (io. j j Clayton, Go. ERWIN & BENTLY, Attorneys a,t Law, WILL PRACTICE IN PARTNERSHIP IN TUE COUNTY OF RABUN, STATE} OF G F ORGIA. Oct 6, I860 62- t? P11.E.E.W?IITNE11 4TAy.tN.? loqfttod in Walhalla, offors UIA |L?l?^,0^*"!*Pft,' Sorvices to tho oilitons of pla??-?nd aurrounoin? country, pgr OrpiuK-BIEMANN'S HOTEL, ~(B* Feb. ii 1871 15 lj Tho Narroy; Quagi-* A RKPOltT Ol? TUB Olli Kl' KNQlNKKR OF THK ULUK ll I DO K lt A IMtO AU. [OONDl.UUKD.] To thc. President and Jiourd nf Directors of the Blue Ridge Railroad : First, lol us estimate, as nearly as possible, tho relation which' will obtain between tho uViid and ?iou paying loud, in actual practico, on tho 3 feet gauge. Wc have taken thc statistics, which give us this information for tho 5 feet gauge, from official reports, and we have the relations between full loads ; but the new cars aro not going to run full, although they will como much neuter to it than ou thc old lines. Wo have seen that the freight ears of all existing roads cai ry an average of ?3 tons, and that, therefore, they run with an average of jj of a full load, calling 8 tons a fair full load. To keep within safe limits, I estimate, then, that tho peculiar adaptability of the narrow car lo thc overage load of five tons, hus no greater effect than to raise thc average load one eighth, (? J-J=:{,) and s iy that the usual bad of tho narrow gauge car will bc ii of Ovo tons, or H'i tons, lt is more dillicult to estimate thc probable number of passen gers per car. Still, deducing our results from I such statistics as arc at hand, it appears that j 2,7-18 pounds dead load of passenger cars, exclusive of baggage, was moved for each passenger over thc New York roads. This indicates about lbj rt cen passengers per eur, -which seems u small number for Northern trains, but answers well to experience here. T'.o passenger cars, then, run about one fourth full. I think wo shall not ovcr esti mate, if wc assume that tho narrow car will run one-third full. On this basis, the table of dead weights and paving loads is re arranged thus: Ci Lp Ci c.: c> s co I No, of J'asscnycrs lor (ons Freight to ic LO lc ic -J s-? ?I-? J- Ci Ci? O w O O CO JU? >-. IO "*? i ^co 'co ;? C CO O' ?o C". I- Ci- GO Showing the actual relation between dead and paying load, in practice, on thc common gauge, and the probable ref-ults to be ex pee led on tho narrow gauge. The average charge for transporting one tou or ouc passenger, per milo, is about 2j cents, und, to earn this amount, there must bc transported : On the wide gauge, 2,240-J-8,001=0,031 lbs. of liciuht and cars one mile; or, 150 -?-2,758=^2,878 lbs. of passengers and ema one mile.' On the narrow gauge, 2,240 '1.400=3, 200 lbs. of freight and cns one mile : or, loO-pl,200=1,860 lbs, passengers und oms cue milo. This is a comparison, not at nil exaggera ted, between the two systems Tho expen diture of power stands in tho relation of 37 to 53 in freight, und 13 to 28 in passenger traffic. When thc freight tfuflio stands to thc passenger truffle in tho proportion of 4 to 1, tho difference on the whole power ex pun ded is 33 per cent, iu favor of tho narrow gauge. Docs it, thou, actually cost 88 per cent, less to conduct traffic when dono on ibo narrow gouge '( Thc mcchaniuul forces ex ?ioiidcd certainly stand iu this proportion. lut that may not bo ti true measure of thc money cost, because all purts of the expenso account may not bo equally ajfectcd. Hero I olassify, in u geuoral way, tho ordi nary railroad oxponscs, and inquire how thc diffcrcnou in gaugo will ufleet ouch class : For .Maintaining roadway . * 87 per cont. For rcpnir3 of machinery and ours 20 " t% For operating , . , 43 ? <? 100 Thoso hoadiugs "may ho cub divided, ns follows : Maintcnanoo of roadway i Repairs road bcd . . .1G0 (lost of iron foy renewals . .120 llopnirs buildings, fenocs, &?o. .087 Taxes.088 Repairs of tnachinory and oars Operating : O Iii (jo expenses, agencies mid em ployees on trains and at stations .22ft Fuel, oil and wasto . . .125 Loss and damngo to goods and persons general suporinten donee, ?co, , . . .080 Contingencies , . . .052 .37 .20 .43 Total J0Q I estimulo thc probable saving in operating tho road on tho Harrow gauge system a.s fjl low8 : Tlic repaire of road-bed, Whehtor consider' ed by their relation tu (hst cost or by tho' diminished wo/trimd tear from the reduction of weights Upon Oaoh wheel,and the smaller dead' load hauled, cannot bo reduced less than uno third. The exposed lurfucoo of on rt h-Worlc x o'n4 a line, over so rough a country as the Bl liol Ridge Road .traversos, in list bc reduced moto than a third ; and tho waste of these wurkjffl is proportioned t > their surface Tho weight i und amount of material * iu bridges, masonry, : and all limber structures, Would also be great-: ly less, probably one third, and they would be correspondingly less c)->tly to koop in re l)air- . . ,1 The labor of trick repairing would bo, al , so, lighter, as tho rails and cross ti.vs to bc handled are nearly ono half less in weight : ? the track itself, under the, diminished wcight/J of traine, being much more easily and cheap ] ly kept up. I diminish tho cost of iron for renewals ono half, the rails being, iu weight, in tho ra tio of 30 lo 51), Resides this, thc lighter rails will always be found of better quality, und will have a much longer lifo. Consider- I ing weight and quality, tho iron will show, i proportionally, much greater durability, un der tho narrow gauge locomotives, than thc j ?o pound rail, under tho wide gauge engines. Charges for repairs of buildings and for taxes 1 leave untouched ; the latter, of courso, will bc reduced, HO far as they ore laid upon I our property, iu proportion to its diminished cost. If we should say that ihe repairs of j rolling stock worein direct ratio to the cost of the stock, the r?duction for tho small gauge would bc ntl per cent., as wc reinen.ber that to be tho difference in the cost of the equip ment by our lo.mer estimate. Rut thc ri puiis of machinery nm] cars I rc- I duce only OliC-thiitl in eqlial ratio willi thc ? motivo power expended This expenditure, of power, and tho ordinary repairs, must be held to bo strictly eon dative. And yet, 1 believe that all thc parts of tho narrow gauge rollin}, stock, being relatively stronger, and the shocks lo which they aro exposed being so tillich h ss,both tho cars and engine.-,' will run with Uss repairs evcji than have becu estima^, , . . .. -wn.uwm ?f.\.\ ' ?!^iT? ".ir?-1?ie~:T. r. a monfenTs" nv-., i...,*.-?.*^ matter that bears directly upon the wear of Iron and cross-ties, thc labor of keeping up thc track, and wear and tear of machinery;; introducing ti table showing thc weight on each wheel of ordinary trains on thc two giuge?, and the momentum with which thc wheels will strike any irregularity in thc track : ttl >-l W W c- os a a 3 ff 5 ? n g 'J? S- 5- S' i; i ? s rt Z* PT -i j- --i cn . I o b> o o O C ii o o hO-0-0~l io -1 J-1 CA OO >-. A- 4 O OO co o o o o Ci O o o o c; - tr o ~ ft ~* ~. H W W I'S Gi 1 cr. "bi bi lo co c c: - c< o r: O C cr s-* cs - i o o i o 4- _X Cl C O? . o o V o o 00 o O O O o o o o o ri I Thc ends of tho rails arc beaten to peices ?md tho surface abraded, thc ties splintered, and the Obro uf the wood cut. under thc ?ron, weak joints quickly .nado worse, so that each succeeding wheel falls with an increasing force upon thc ends of thc yielding rails, by thc tremendous forces developed by tho pas sage of these enormous weight at hi"h veloci ties. It does not pay to presorvo tho wood bf cross tics from decay by any uf thosimplo methods which ure now known1, only because tho tie seldom bas time to rot, but is shutter ed before decay commences under the hurd usage to whioh it is exposed. And thc action upon tho rolling stock is tho sumo us upon thc traok. Tho wheol re ceives a blow of prooisoly tho simo weight as that which it administers to thc mil ut u low joint, and tho stock is transmitted to tho axle, suvo what is taken up by tho springs, and tho yielding of tho pai Ls uf tho whole structure ol tho cngino or car Now the r.uviug of doud weight transported is so muoh saved from tho groud total of this destructivo agency ; and, by thc reduced weight upon euell wheel, it comes to pass that no single blow of such (non o ou s force eau bc given on tho narrow road I leave this point with a singlo illus tration, showing tho total of tho forces expen ded upon a dofeotivo joiut on otto nulo of tho truck, by tho passngo of a train of 50 passen gors, on cither gauge. Tho joint is supposed to huvo yielded, so that tho whools fall into it with n porooptiblo shook, In un example, scloctod.for oiloulutiou it results that tho widu gauge train will hnv? inflicted u series of blows, amounting, in tho oggrcguto, to Q,891,&40 pounds, while tho narrow train will huvo ex pended a fe roo amounting to but 0,248,040 pounds. Fuel, oil and waste aro also redupod in oost, in proportion tb tho power dovol^ped-Bt?y ouc ?ijid. |j 'J'lie list of employees, cost of general su worintendonoe, ofliuu expenses, lusses and i damages to persons and goods, arc left uu touched. v Wo state, then, tlie per ventage of saving in tho ditr? rent departments uf expenditure, ?os follows : fe5 ? 2 G 7' .? 2 r. a fr C., O o ?1 w< S The result is, that thc narrow gauge lino may be Operated for 25 per cont, less than thc wide; and, as the usual proportion of expen ses to gross receipts,is 70 per cent , the ratio nf small ga ugo expenses to receipt as would be ;">- ? per cent., so that wo were not so far out of the woy in the assumption upon which we calculated our lilllie ill il former paragraph. With one additional remark, 1 leave this branch ol' tho subject. In my calculation of the comparative cost of working the two gauges, I have been Solicitous in no particular to exaggerate tho advantages of tho narrow system. 1 have given the narrow gauge a pro portion of i}et|d lou) greater, nod, to tbc wide, a less amount than you wiil lind stated iu any I uf the numerous reports, und other publica ! lions, on thc subject. lu round numbers, I havo mudo tue wide gauge to carry, in freight traffic, one ai.d a I half puunds dead, to ono pouud paying ! weight, and, in passenger trafilo, eighteen ifi'g'tftii? OT iVclgtH ii.tuVo,'ano TlgnT^muiiUo dead, to one pound paying loud, pussougor tra Hie. Now, Mr. Fairlie, speaking of thc English roads, remarks: "lt is known, and everyworc admitted, that tho proportion of non paying to paying weight iu passenger trains, is as much us 20 tu 1, und, in goods trains, exclu sive of minerals, ns much as 7 toi. This terrible disproportion is partly due to the system of management pursued, but, in a fur greater degree,to tho gauge ;" and,in speaking of the London and North Western railway,ho demonstrates, iu a calculation, which has boon so frequently republished here, that 1 will not quote it in detail : "that, if its gauge were 4 foot, instead of 4 feet 8i inches, it3 goods trudie could bc hauled at half tho pres ent cost, and in such a way as to reduce tho present tounge on tho road by one half." VIS A N CI A L 1 ' ll O S P KOTS. I now apply tho conclusions which have been roached to the commercial or financial prospects of tho road. To complete thc road, and furnish it with rolling stock, will require, for the 5 foot gauge, in cash : For grading, track, depots, and cnginooriiig.80,800.000 For rolling stock. 040.000 For repair shops,. 100,000 ?7,540 000 Iii.night forward, . . . 87,540,000 To which must be added, for retir ing the old debt, mid paying thc floalilig debt, .... 800,000 88,810,000 Toward this, will be realized, from the four millions endorsed bonds, at, say 80 cents. 88,200,000 Leaving n cash capital, to bo rais ed, ol',. 85,140,000 To ooinpleto tho road, und furnish it with rolling stock, will require, fur tho 8 foot gauge, iu cash : i For grading, truck, depots, auden ! gincering,. 84.000,000 ! Por rolling stock. 820,000 For repair shops,. 80,000 84,-100,000 For old and floating debt, as abovo, 800,000 85,200,000 Proceeds of tho four millions of bonds, above, . . . . 8,200,000 ! Leaving to bo raised, in cash, $2,000,000 For tho purposes of comparison, wo will assume that tho additional capital required to complete the road, on either system, cun bo raised hy cash subscription to preferred stock. I Tho oapital then represented by j the road, computed on tho f) feet ! gauge, would bo.80,140,000 j If completed on tho 3 foot gauge, thu capital would bo, . . . 80,000,000 This calculation of capital presupposes that tho present On pi ttl 1 stock is virtually destroyed by tho preference of thu new, and that thc old first mortgage bonds aro retired, us provi ded in thu estimate. Now, to pay interest nt 7 per cent, on tho capital nceofrwry for a 3 foot gauge, ($0,000.* 000,) requres o not i u on mo of 8420,000 j sud, nt ?2J pop oent. espouses, tho. gross rocoipL must rouoh 8880,000. Buch a Uafllo (os io fore Ktatcd iq thin rotait, 8.0 po*ooot-. 'uf that of tho South Carolina Railroad for tho your 1870) yields perfectly satisfactory results, prying 7 per cent, interest on tho capital in vested. If, however, we suppose the road to be built on tho common gauge, requiring a capital of 59,1 lO.OOO.this gross traffic of$880, I OOO would pay less than 2 per cont interest I on tho o-ipital invested; for, in such n onso, there must bo doduoted from thc grcs.'i curri-1 ings 70 per cent, for expenses, leaving but ?lit?-1,000 for the net earnings Is there any doubt which of these two pro jects would receive tho preferunce in auy iiiouey market '( For it must not be forgot ten that the capital necessary to complete this road has to be procured outside our own resources ; and when 1 look at these figures, um! contemplate the chances of obi nntng, upon such a showing of tra Hie as we CttU make, *ri,000,000 for the ' one [.lan, or ?2,000,000 for the other, I confess to a feeling that our Choice is between tho uarrow gauge railroad and no road at all. UUKAK ur coxxr.CTJoxs. As we look back upon the information which we have collected, and gather up the rc.iults of our iuiquiry, thc question before us seems to take a new shape, and we aro tempted to ask, "if nil this bo true, why should wo think of building a wide gunge; what possible rea son can be given in its favor ?" And but one auswer can bc found, which is this : "There is, in f ?ct, no reason for building roads wider than three feet, lor such speed as is re quired for lim traffic of the South, except, that all the other existing lines arc of anoth er und wider gauge, and ut ove.ry break of gauge freight mid pasacugers must chauge cars." This is a real and weighty objoctiou to the introduction into our system of u new gauge, and it must not bo pushed out. of tho way without examination. Certainly, I innot disposed to do so, for it has long hindered my own mind in advancing to a conclusion as to, not tho merits of the system, but the policy of its introduction. When L was prepared to recoin mend it for branches, 1 could not feel .satisfied to approve it for main lines, connect ed ut both termini with a general railroad sys tem ufa different gauge. That thc objection may lose none of its proper force lo your .mi?..?..! 1 u joto tho mest forcible stutement of it that I remember to have seen. Thc 1 . .iJj'Upv?<& of Bnglkh roads : "The evds rebuking from tho br?ale of gauge, aro hy no means unimportant. Thc inconvenience to passengers is great, but the dillioulties, us respects thc goods trafilo, aro still greater. Tho removal involves lois, pil ferage, detensi?n, besides a money tax, esti mated at from ls. Gd. to 2s. Gd. per ton. It is found ut Clouccsler that it occupies about ono hour to remove the contents of a wagon, full of miscellaneous merchandize, from one gauge to another, with all tho foroe of por ters that can be brought to act upon it. An ordinary train, laden with promiscuous goods, may contain loose commodities, such as bricks, slate, lime, or limestone and chalk, digs, clay, manure, salt, coal or coke, timber and deals, dye woods, iron, iron ore, lead und metals, oast iron pots, grates und ovens, grindstones, brimstone, bones und hoofs, bark, hides and seal skins, oil cake, potatoes, onions and oth er vegetables, cheese, chairs and furniture, hardware, earthenware, dry salteries, grocer ies, provisions, cotton, wool, oils, wines, spir its and other liquors, manufactured goodd, fish and eggs, ripe fruits, &0 , &C. In thc hurry the bricks aro miscounted, the slates chipped nt tho edges, tho cheeses cracked, tho ripe fruit and vegetables crushed1 and spoiled, thc chairs, furniture and oil cukes, cast iron pois, grates and ovens, all .moro or less broken, tho coals turned into slack, tho salt short of weight, sundry bottles of wino delieient, und tho fish too loto for market; whoroiifi, if there had not boon any interrup tion of gauge, tho whole train would, in all probability, have been at its destiny long bo t'oro tho transfer of thc lust article without damage or delay. Though this description is somewhat over drawn, t hero is still much truth in it. lt will readily bu imagined that the live stock frequently manifest decided ob jections to the change of train, and wo aro ! informed that pigs exhibit their usual poculi arillos of disposition on these occasions, that cattle sometimes resist with great energy, und that two hours have boon spent in cll'ectiog thc removal of one of them." Wo agree with the writer that his descrip tion is a little, or a good doal, over drawn, but let it stand, without further remark, save on ono point, that of tho money cost of chun I ging freights. This is excessively over sta ! ted, oven for tho timo when tho passage was written, twenty years ago. lOxperieucc has demonstrated ibo oust ot transforriug freight in Great Hritaiuto bc about 2 pence per ton. That tho cOBt of handling at thc break of lines on thc Canada frontier has been found to bo, from many years' experionco, 5 cents per ton, Considering this, then, na only u question ol ! additional oust, it will evidently bear hardest upon tho through freight, which has to ht changed nt each cud of our lino, nt a cost ol 5 cents ptr ton, or a ohnrgo of 10 cents poi ton total. . Tho avoragn cost of transporta tion of freight may bo taken at 1 j cents pei ton per milo on tho existing roads; but or tho narrow road, wo hnvo found that wo can transport 25 per oout. cheaper in aotual ox peuso?. One ton transported 180 miles, al ooftts, would cost #2.70, and a saving ol 20 per cent, on this, would bo G7? ooma, sc that an o*pcnso may bc incurred of 10 conti per ton in irdttsfevving freight, und still luuv< jubilance in favor of <W narrow gaugo o I 67 i oouts. 1 might leave this topic heve, but,in rquu justice' to tho ml vocales of tho narrow gauge must add, that it is claimed by them all tba it ls well worth paying the oust nf tiaindcr I ring freight to koop thc oars of csoh tond cn it own Uno. Tho tyutcm of tuUroUftageof carat j prolific in losses ont! damages to the differ ent companies. One does not gain what un [ other loses, Lut all suffer alike ; and from a j common cause, namely, that when off ita own. lino, no cor receives that timely repuir which, at home, would bo given tho "stitch in timo." However bud be its condition, if it eau bo got off the hands of the partiosi.at present rc . i cpuuijUli, :::.d, iilvo G;r.:??V t?.by;, put off oV < tho nest parish, employees rejoico'^iq a sonso '?f'duty performed, Around tue great tor minal stations aro bone yards, filled with tho remains of these victims of ueglcct, whoso owners aro too far nwuy tocare for them. lt is also probable that tho cost of trans ferring freight may be materially diminished by special appliances for thc purpose. For in stance, all ai tides in bulk, us grain or coal, may be 5 pouted from ouc car to another by an arrangement of tracks on a different level; and it is possible, by the usc of cranes, to raise and transfer the Smaller box car bodies to flats of a wider gauge. It will be suffi cient for this argument to let thc question rest on tho comparative money cost of thc two systems. I CONCLUSION. I This discussion, then, leads mc to theso conclusions : First-That the threo feet-gauge will an swevall the rcouircmculb of our prospectivo tr..the. Second-That tho saving in first cost will be immense, enough, iu fact, to placo tho completion of thc road within our reach, by r.iisiog ??,000,000 of additional capital, while it seems impossible to obtain thc largo bum necessary for a 5 feet Hue. Third-That, hoing built, the narrow gauge will bc much moro economical in wor king, thc expense being only ?2j, instead of 70 per ccut. of thc gross receipts. Fourth-That the main, if not tho only objection to bc urged against thc chango of gauge, is that di awn from the necessity for transferring freight at thc termini ; but that, without seeking to diminish tho force of thin argument, it is greatly overborno by tho weight of advantages, which must bo couu* ted iu favor of tho narrow gauge OPINIONS OF EXPERTS. However satisfactory to ourselves arc tho processes of our reasoning, and ^vhutevcr COntideUCQ.VVu ua; havu in tho ?00?*^???*? our conclusions, jct, should ivo lead tho man agers of this cuterpriso to such un important a step as thc change of gauge, tho publie will be likely to inquire, mid with propriety, whether the system adopted has thc sanction of experience, and tho approval of those pro s-.-bioaal men whoso reputation and attain ment-; command publie confidence. In addition, therefore, to the experimental details which have hereinbefore beou given, I think it well to conclude thia paper with a few brief memoranda of the results attained by such Furopeun narrow lines as huvo pub lished statistics of business ; und, also, to give thc testimony of some professional ay,, thoritics and experts. During eight years, tho Fcstiniog Railway, of 23 inch gauge, bas been worked by loco motives. The tonngo of this line, for 1869, reached 130,000 net, and 97,000 passengers. Tho gross tons hauled, exclusive of engines, 212.000. Thc total receipts for tho year 1809 were.jC2?5?6?S Expenditures .... 13,053 Not income .... 10,023 Capital . . . . 30,185 Mr. George A. Porker, in a report to tho Massachusetts Legislature, prcsootcd, Murch 11th, 1870. says of this road : , "Under its reform regime, it is a wonder of moohanical science-a lamp of hopo to tho railway forsaken everywhere. In ono year its louage muouutcd to 136,132 tons, averaging 9,38S tons per mile of road, which is more thau doublo tho traffic of the Con neoticut River Railroad, a fuir uxmnpleof tho thrifty road8 of Massachusetts; and its pas senger busiucss, though not strictly 0 passen ger road, amounted, in tho samo year, to 6,-. 807 passengers per mile, whioh oxeceds that of tho prosperous Woroester aud Nashua Railroad for the year 1870." To make thc capacity of this two fcotllno, for business, appear move vividly, contrast these ligures : Fcstiniog Ra?way/down tou nge, 1870 . . - 118,182 pounds, South Carolina R. H., down tobago, 1870 . . 105,771 ? South Carolina ll. R.,up tou nge 1870 . , 133,148 ? In Norway, railways of tho 4 feet 8} inch and of tho 3 feet 6 inch gauges havo been comtructod by tho sumo F.ugincor, hod work? ed by tho samo Mannger for the Government, and thc following statistics aro taken from the Government returns, showing the avorogo from six years' experience } Gauge tfaugo -J.J2L - ?JL Cost of ooustructiou per . "~'Tr*. milo . . SQ.84.3 17,113 ncoeipts.pcr mile (alike,) 27,600 ?7,825 Muiuteiiaucc, por ?nllv 7)1?? <M>06 Locomotive expenso*, nor milo . . 0,420 :6,700 Trufflo on theso narrow linea exhibits u most on 0,0 nra gi u g tm poet, and tho impulso given to tho development of tho country al ready ro-aotB to tho ? rout ii,orease of tho b??l? ness aud profits of tho rnilw?ya, Ml- 0. 10 Sj??oiicr, uod?V d??e m ?OWUUJL? bot, 18?0, give* the following i "In tho paper I rend '??foro tho tfivctttoYa1 Institute, in 180&< on narrow gatkerailways, t advocated a 2 feet 0 itwh ev, 8 feet ft inch gaogo for futuro Jiijos, Since then 1 haVo gonn fully into ibo witter-, ?nd taking i?R<j consideration that it would bo nd vis? bio W in tibio io construct tofconr?lM $Uli Um* ojL