Some Economic Aspects of Fuel
Conservation
By
JULIUS H. PARMELEE
i
Director, Bureau of Railway Economics
INTERNATIONAL RAILWAY FUEL ASSOCIATION
Chicago, May 9, 1928
Some Economic Aspects of Fuel
Conservation
By J. H. PARMELEE, Director, Bureau of Railway Economics
In addressing; this body of technical fuel men, who are especially
expert in the use of railway fuel, let me make it clear at the outset
that I am a layman in these matters. My approach to the question of
the utilization and conservation of railway fuel is that of an econo¬
mist. That is, it will be my effort to apply the known principles of
economics to various problems, important to the railway industry and
relating in particular to the use of coal and oil in railway locomo¬
tives.
Taking up the general subject of fuel conservation from this angle,
it lias seemed to me that a number of points of interest suggest them¬
selves which may be worthy of development at this time.
With this introductory explanation, let me offer a few comments
on the consumption of railroad fuel during the past seven years.
I say seven years, because it is difficult to secure reliable and com¬
parable statistics that will supply a basis for study and analysis over
a longer period. Fuel consumption statistics, computed on a gross
„tonnage that includes the weight of locomotive and tender, are avail¬
able in summarized form since January 1, 1921. Even this short
period of seven years, or from the beginning of 1921 to the end of
1927, has been so full of development and progress that a whole vol¬
ume could be written around it. My exposition will necessarily limit
itself to only a few of the high spots.
Seven Year Achievement
In 1921, the average number of pounds of locomotive fuel consumed
in freight service per 1,000 gross ton-miles (including locomotive and
tender) was 162 pounds. With the exception of a slight rise in 1922,
each year from 1921 to 1927 showed a reduction in fuel consumption,
the number of pounds of fuel per 1,000 G. T. 31. dropping steadily
from a maximum of 163 pounds in 1922 to a minimum of 131 pounds
in 1927. This was a reduction in five years of 32 pounds per 1,000
G. T. 31., while the six years from 1921 to 1927 showed a net reduc¬
tion of 31 pounds, or 19.1 per cent.
The following table shows the consumption during each year from
1921 to 1927, and the percentage of reduction each year:
Lbs. per 1,000 G. T. M.—Freight Service
Year Amount Yearly Reduction
1921 162
1922 163 *0.6%
1923 161 1.2
1921 119 7.5
1925 ' 110 6.0
1926 137 2.1
1927 131 1.1
The greatest reductions, both in amount and in percentage, occur¬
red in 1921, when the average consumption declined 12 pounds under
1923, or 7.5 per cent.
The year 1927 also made a very satisfactory showing in this re¬
spect. The average consumption, which stood at 137 pounds per
1,000 G. T. M. in 1926, fell to 131 pounds in 1927. This reduction of
six pounds was equivalent to 1.1 per cent, which greatly exceeded the
relative reduction of 1926, and slightly exceeded the average annual
reduction of the previous five years.
You will recall that President Aisliton of the American Railway
Association, in his address before the International Railway Fuel As¬
sociation in 1921, made the striking statement that the saving of a
pound of fuel per 1,000 gross ton-miles was equivalent to saving 562,-
000 tons of fuel per year in the freight service alone, and represented
a reduction of more than three million dollars in the! total fuel bill of
the roads. With this statement in mind, we can realize the impor¬
tance of the work of the fuel men on the railways, in achieving a re¬
duction in the single year 1927 of six pounds, and during the six
years since 1921 a total reduction not of one pound, nor of ten pounds,
nor twenty, nor even thirty, but actually of thirty-one pounds per 1,000
G. T. M. Your reduction during the past year alone was six times
as great as that saving of one pound for which Mr. Aishton pleaded
so eloquently four years ago. On the basis of his estimates, this sav¬
ing of six pounds was equivalent to an actual physical economy of
more than three million tons of fuel in 1927, and a saving in fuel costs
upwards of eighteen million dollars.
Turning for a moment to the passenger service, we find also an ex¬
cellent record. The following table shows the number of pounds of
fuel per passenger train car mile, for each year from 1921 to 1927, in¬
clusive, with the percentage of reduction from year to year.
* Increase.
4
Lbs. per passenger train car-mile
Year Amount Yearly Reduction
1921 . 17.7
1922 17.9 *1.1%
1923 18.1 *1.1
1924 17.0 6.1
1925 16.1 5.3
1926 15.8 1.9
1927 15.4 2.5
As in the case of the freight service, there was a slight increase of
passenger service fuel consumption in 1922, while another small in¬
crease occurred in 1923. From that date down to 1927, there was a
consistent reduction year by year. The net reduction during the six-
year period from 1921 to 1927 amounted to 2.3 pounds of fuel per car
mile, or 13.0 per cent. The reduction in 1927 alone was equivalent to
2.5 per cent, which was greater than during the next preceding year,
and also slightly exceeded the average annual reduction of the previous
five years.
In this connection it is well to keep in mind that a ton is a fairly
standard and uniform measure, while a car is not. When we refer
to fuel consumption in the freight service per thousand ion-miles, we
are using the same basic measure in the different years. When we
speak of consumption in the passenger service per car-mile, however,
we are utilizing a unit of measure—the passenger car—which may
and does vary considerably in weight and character from year to year.
This is indicated by the fact that the average gross weight per pas¬
senger car-mile increased from 64.8 tons in 1921 to 72.1 tons in 1927,
or 11.3 per cent. Even between 1926 and 1927 the gross weight per
passenger car-mile increased nearly one ton.
This makes the fuel achievement in the passenger service much
more striking than appears from the fuel statistics, and places it on
a basis closely corresponding to the sterling accomplishment attained
in the freight service.
It will be recalled that fuel consumption in the freight service was
reduced 19 per rent between 1921 and 1927. The apparent consump¬
tion in the passenger service declined 13 per cent, but when the in¬
creased weight of 11 per cent per car-mile is taken into account, the
real reduction considerably exceeded 13 per cent.
Thus the fuel consumption statistics for 1927 show record-break¬
ing achievements in both the freight and passenger service, and mark
another step forward in the long series of progressive improvements
*Inerease
5
in tlie purchase, distribution, utilization, and conservation of railway
locomotive fuel.
The Real Achievement of 1927
Percentage reductions are important, of course, but I find it diffi¬
cult to visualize what they mean. To get a clear picture of the rec¬
ord-breaking fuel performance of the railways in 1927, I do not de¬
pend wholly on the statement that it meant a reduction of so many
percentage points, so many tons of coal, or so many millions of dol¬
lars.
Referring again to Mr. Aisliton's address of 1921, we all remember
how vividly he emphasized the importance of a pound of coal, when
he said:
<T don't know of anything better than to get right down to a little
thing like a plain, ordinary lump of coal. I have in my hand a piece,
it weighs just a pound. One pound of bituminous coal. It doesn't look
like much. Kost any of you would pick it up and throw it at a stray
dog on the right of way."
He then proceeded to translate the significance of that same pound
of coal into terms of operating performance, and in simple yet striking
words visualized to us the importance of a pound of coal when intel¬
ligently utilized in the process of firing locomotives.
Let us try the same visualizing ju'ocess with respect to the fuel per¬
formance achieved by the railways last year. On the average, in cold
weather and hot, in rain and in snow, in sunshine and in fog, in day¬
time and during the dark, railroad freight engines were hauling a
thousand tons of weight one mile for the expenditure of 131 pounds
of fuel. This is equivalent to 131 thousandths of one pound of coal, or
2.1 ounces, per ton-mile. That is, the railways in 1927 hauled one ton
of weight (2,000 pounds) a distance of one mile for each 2.1 ounces
of fuel consumed.
To paraphrase Mr. Aishton:
Let us consider a plain, ordinary lump of coal. I have in my hand
a piece, that weighs just two and one-tenth ounces. Two ounces of
bituminous coal. It doesn't look like much. Any of you would pick
it up and throw it at a stray cat or chicken on the right of way.
Yet this piece of coal, gentlemen, measuring approximately 2 by 2
by iy2 inches, when harnessed together with thousands more like it,
and fused into a furious flame inside one of those tremendous modern
power plants known as a steam locomotive, will do as much work in
five minutes as a sturdy team of horses could hardly accomplish, after
much painful effort, within half an hour.
0
Talk about mass production, and modern engineering, and the
harnessing of natural forces! If any branch of industry can chal¬
lenge this lump of coal as a measure of progress along these lines, let
it come forward and the railroads will go to the mat with the chal¬
lenger.
What of the Future?
So much for the achievement of the past seven years in fuel per¬
formance, the last two years, the year 1927 only. What of the future?
Can you continue indefinitely this progressive improvement in utiliza¬
tion, or are you even today nearing a minimum point of consumption
that can no longer be reduced?
These are vital questions, and I do not venture to suggest the ap¬
propriate answers. In fact, no one but a prophet could make any reply
with assurance. Yet a few general comments may serve to throw some
light on the problem.
In the first place, the slang phrase that "the first hundred years
are the hardest" would not seem to apply in the field of fuel consump¬
tion. On the contrary, the "first hundred years" may have been the
easiest, and each additional year will probably become progressively
harder. In other words, the first steps in a campaign of conservation
are usually the most fruitful of results. Each succeeding step becomes
more difficult, and tends to produce smaller returns per unit of effort,
until an irreducible minimum is reached.
Some railways may have made such progress during the past seven
years as to find it impracticable to continue that progress at the same
rate in the future. Other railways can possibly accelerate their im¬
provement. The field is open to every fuel organization according to
its own past record of accomplishment.
In the second place, psychology teaches us that any sustained effort
is hard to maintain. A man running a race has little difficulty during
the early part of his run, but as he approaches the finish each step be¬
comes more and more painful, his wind fails him, and he must call
on every ounce of will power, courage, lung and muscle power to car¬
ry him through without a falter. In the same way, you are racing
against a number of obstacles, both physical and psychological, and
at this stage of the race the psychological difficulties may easily pre¬
dominate. Sustained interest and effort are vital, however, if the race
is to continue.
It does not follow that no progress can be made in the future. I
find that even this year to date you have made some improvement over
1927; the returns for the first two months of 1928 show a reduction
7
of 3.4 per cent in fuel consumption per 1,000 G. T. M. in the freight
service.
Again, wide variations in fuel performance occur as among rail¬
roads, which indicates that room for improvement exists on some
lines, and that any such improvement will help the general average.
Furthermore, the science of combustion engineering has by no means
reached its zenith. Finally, I do not believe any member of this asso¬
ciation has the remotest idea of quitting the conservation campaign,
but proposes to see the race through.
All these factors lead to a forward look in the matter of future
fuel performance on the railways.
The Achievement by Months
Let us now turn to a more detailed analysis of some of the factors
in the record-breaking fuel consumption statistics of 1927.
The reduction in fuel consumption in the freight service, in 1927,
was equivalent to six pounds per 1,000 G. T. M., or 4.4 per cent, under
1926. Comparing the several months of the two years 1926 and 1927
against each other, we find considerable monthly differences with re¬
spect to the proportionate decreases in 1927, although every month
showed a reduction. These reductions ranged from a minimum of
three pounds, which occurred during each of the months of May, June,
July and August, and represented an approximate reduction of 2y2
per cent, up to 14 pounds in March, which was a reduction of more
than nine per cent. In February the decline was 11 pounds, or seven
per cent.
Reference to the climatic conditions in 1927 discloses that the
weather during the two months of February and March was somewhat
more favorable, taking the United States by and large, than during the
corresponding months of 1926. This partly explains the large reduc¬
tions in those two months. Even so, a reduction of from 7 to 9 per
cent, whether assisted by the weather or not, is a remarkable contrib¬
ution to the program of railway efficiency and economy.
The Achievements by Regions
Xot only did every month of the year 1927 show fuel reductions
Tinder 1926, in freight service, but every region also contributed its
quota to that result. This is indicated in the following condensed
table, which compares for euch region the fuel consumption per 1,000
G. T. M. in 1926 and 1927. The regions are arranged in descending
order, according to their relative improvement in 1927.
8
Lbs. per 1,000 G. T. M.
Percent
1926 1927 Reduction
New England 144 134 6.9
Central Eastern 146 138 5.5
Pocahontas 120 114 5.0
Southern ; 146 139 4.8
Great Lakes 130 125 3.8
Central Western 134 , 129 3.7.
Southwestern 124 121 2.4
Northwestern 137 134 2.2
United States -137 131 ~L4
The largest reduction occurred in the New England Region,
amounting to 10 pounds, or 6.9 per cent, while the smallest reductions
occurred in the Northwestern and Southwestern Regions, amounting
to three pounds in each case. As the Southwestern Region is on a some¬
what lower basis of consumption, however, three pounds in that region
meant a slightly increased rate of improvement than in the North¬
western Region—2.4 per cent for the Southwest as against 2.2 per
cent for the Northwest.
Influence of Climate
The spread between the highest and lowest region in 1927 was 25
pounds per 1,000 G. T. M. in the freight service. Arranging the re¬
gions in the descending order of consumption, they group themselves
as follows:
Southern 139 pounds
Central Eastern 138 pounds
New England 1 134 pounds
Northwestern 134 pounds
Central Western 129 pounds
Great Lakes 125 pounds
Southwestern 121 pounds
Pocahontas 114 pounds
One might expect to find the regions showing the higher rates of
consumption in the most northerly belt of the United States, while
those with lower rates would be located to the south. This does not
always seem to be the case. The highest consumption is found in the
Southern Region, while the lowest is in the Pocahontas Region, which
lies midway between North and South. Operating and traffic condi¬
tions in the Pocahontas Region may be largely responsible for the
striking showing made by the roads of that territory, which brings
out one fact that wTill be developed later, to the effect that many fac¬
tors influence fuel performance.
9
We may bring two methods of analysis to bear on this problem of
climate in its relation to fuel consumption. One is to study the extent
to which the fuel consumption of each region or district varies from
month to month, Avhile the other is to divide the United States into
three principal belts or zones, running from East to West, and to
compare the consumption of the different zones against each other.
Turning to the first method, the following table puts into per¬
centage form the monthly variation in fuel consumption in each of
the eight regions. This is done by indicating the range between the
high monthly and low monthly consumption, indicating for each "which
month of the year was the high and which was the low. The figures
relate to the year 1927 throughout.
Lbs. per 1,000 G. T. M., 1927
Region High Low High Month Low Month
New England 103 121 January August
Great Lakes 147 112 January August
Central Eastern 166 125 January July-Aug.
Pocahontas 129 103 January July
Southern 157 128 January July
Northwestern 166 117 December Septemb'r
Central Western 148 115 January August
Southwestern 135 110 January July-Aug
LTnited States 153 118 January July-Aug
The regions all show a common trend, reaching their period of
lowest consumption during the summer, usually in July and/or Au¬
gust, then rising gradually to January, and declining month by month
to July. In this respect, all the regions exhibit similar characteris¬
tics. They differ materially, however, in the rates at which the in¬
creases and decreases occur, and here is where the influence of cli¬
mate appears to have its effect.
In a general way, the spreads are greatest in those regions that lie
in the north, next greatest in the middle regions, and smallest in the
southern regions. This is brought out in the following table, which
groups the regions along the lines outlined.
Spread between high and low month—1927
Northwestern „..49 lbs.
New England 42 lbs.
Central Eastern 41 lbs.
Great Lakes 35 lbs.
Central Western .. 33 lbs.
Southern 29 lbs.
Pocahontas 26 lbs.
Southwestern 25 lbs.
10
While this grouping does not follow' the exact lines of latitude, nor
is it conclusive, it does show that the three regions with monthly
spreads above 40 pounds lie in the north and northwest, those with
spreads between 30 and 40 pounds are located in the middle section
of' the United States, while those with spreads between 25 and 30
pounds "lie in, or toward the south.
This leads to a discussion of the second method, which divides the
eight regions into three principal zones, according to latitude. The
Northern Zone comprises the three regions known as New England,
Great Lakes, and Northwestern. The northern border of this zone is
the United States-Canada boundary. The southern boundary follows
roughly the forty-first parallel from the Atlantic Coast west to the Mis¬
souri River, then strikes in a northwesterly direction across the conti¬
nent, and reaches the Pacific Coast at a point slightly above the forty-
fifth parallel.
The Middle Zone comprises the Pocahontas, Central Eastern and
Central Western regions. To the Mississippi River, this zone is rough¬
ly contained within the thirty-seventh and forty-first parallels. It
then narrows to a belt lying between the thirty-ninth and forty-first
parallels, until the Missouri River is reached. West of that point
it spreads out both to the North and to the South, running above the
forty-fifth parallel to the North, and to El Paso on the Rio Grande
River in the South. So far as the question of climate is concerned,
the western part of this zone is not a wholly satisfactory measure of
fuel consumption, because it extends over so many hundreds of miles
of western territory North and South.
The Southern Zone comprises the Southern Region and the South¬
western Region, and lies for the most part south of the thirty-seventh
parallel and the Middle Zone.
Taking the year 1927, the averages of fuel consumption in the
freight service, per 1,000 G. T. M., for each of the zones and for the
United States as a whole are as follows:
The Northern Zone, because of its geographical position and its
long and severe winters, might be expected to show the highest aver¬
age of fuel consumption, the Middle Zone the next highest, and the
Southern Zone the lowest. The table shows exactly the opposite con-
Fuel Consumption in 1927—lbs. per 1,000 G. T. M.
Northern Zone
Middle Zone ...
Southern Zone
129
131
132
United States
131
11
dition, the greatest consumption being in the South and the lowest in
the Cortil. The differences are not large, only one pound between the
Middle and South, and two pounds between the Middle and North.
But whatever advantage there is seems to be with the Northern Zone.
This showing is so contrary to the theoretical expectation of cli¬
matic influences that I have carried the comparison a step further, by
subdividing the year 1927 into four seasonal periods. The months of
Decembetr, January, and February have been combined to form,
roughly, the winter season ; March, April and May, the spring season ;
June, July, and August, the summer season; September, October, and
November, the autumn season.
On this seasonal basis, the comparative statistics of fuel consump¬
tion in the three zones during 1927 were as follows :
Reducing this comparison between zones to a seasonal basis, it de¬
velops that during the winter months the Northern Zone showed the
highest rate of fuel consumption in freight service, the Middle Zone
the next highest, and the Southern Zone the lowest. As these are the
months when climatic differences have probably the greatest effect on
rail operations, the influence of the climate in the Avinter period seems
to be an important and probably controlling factor. The contrary sit¬
uation is found, however, in the other three seasons of the year.
The lack of conclusiveness in these last tAvo tables of fuel statistics
emphasizes what has already been stated, namely, that many factors
enter into the fuel consumption problems, and that no one factor is
usually a controlling one. Some of these factors depend on the alti¬
tude, and the kind and height of mountain ranges to be tra\-ersed.
IIeaATy grades, especially Avhen they run against the loaded traffic, re¬
quire much double-heading and a consequently high rate of fuel con¬
sumption. Even Avhen double-heading is not resorted to, it is clear
that the length and extent of grades, curvatures, and similar physical
characteristics play an important part.
Other factors relate to the character of the traffic, its density, and
its composition. Reference to this matter .Avili be made in greater
detail at a later point.
Fuel consumption in 1927—lbs. per 1,000 G. T. M.
Northern Middle Southern
Winter
Spring
Summer
Autumn
Zone Zone Zone
149 148 145
130 132 132
117 119 122
122 126 129
12
Still others relate to the kind of fuel available. Some railroads
find it necessary to utilize much lower grades of fuel than others, be¬
cause of their position with respect to accessible coal mines, and they
necessarily report a higher rate of consumption than carriers more
advantageously located. The extent to which certain mechanical ap¬
pliances have been installed, together with the types and physical con¬
dition of engine and of cars, may also be considered. There are many
other operating conditions that enter into the problem, and all have
their greater or lesser influence on the fuel question.
All these are physical factors which have a place in the field of
relative fuel performance. There is a most important human factor
as well, the result of which is the relative effectiveness of management
in the direct handling and utilization of the fuel. In brief, this whole
problem consists of the application of human brains and enthusiasm
to certain known physical factors and conditions.
Differences Between Railroads
This point is further emphasized by the fact that there is so great
a disparity between individual railroads, with respect to fuel con¬
sumption. Taking the year 1927, I have listed the railroads in each
region that reported the highest rate of consumption in freight serv¬
ice for the year as a whole, also the lowest rate, together with their
reported averages. This list shows marked differences, even within the
confines of each of the several regions. The high and the low annual
average reported in each region vary as follows:
Fuel consumption in 1927—lbs. per 1,000 G. T. M.
High Road Low Road
New England 181 112
Great Lakes - 462 71
Central Eastern 304 ' 89
Pocahontas 136 96
Southern 225 95
Northwestern 179 82
Central Western : 343 107
Southwestern ...! 255 98
The greatest spread in any one region was 391 pounds per 1,000
G. T. M., which occurred in the Great Lakes Region, while the smallest
spread was 40 pounds, in the Pocahontas Region. The greatest spread
for the year, taking all regions combined, Was between a high of 462
pounds, which Avas the highest average reported by any single rail¬
road in the United States, and a low of 71 pounds. It happens that
13
both these extremes occurred in one region, the Great Lakes Region,
and both were reported by comparativetly small railroads-
Breaking these spreads down to the basis of individual months, it
appears that the highest consumption reported in any month or region
during the year was 538 pounds, which was reported in December by
a road in the Great Lakes Region, while the lowest for any month or
region was 54 pounds, which was reported in August, by a road in the
Xew England Region. There are undoubtedly circumstances which
explain both the high and the low averages, but these circumstances
cannot be developed without considerable detailed effort.
Inasmuch as the smaller roads do not offer so significant a basis
of comparison in this regard as the larger roads, I have selected for
analysis only those railways that reported a total fuel consumption
in freight service of 50,000 or more tons per month, that is, 600,000
tons for the year as a whole. This limits the comparison to 32 rail¬
way companies, and brings out the following results:
Fuel consumption in 1927—lbs. per l-,000 G. T. 51.
Roads Consuming more than 600,000 Tons in Freight Service
High Road Low Road Spread
January 181 111 73
February 175 103 72
March 163 101 62
April 151 95 59
Mar .. _ 119 92 57
June 145 89 56
July 114 88 56
August • - - Ill 90 • 51
September 151 90 61
October 151 95 56
Xovember 160 100 60
December 186 107 79
Year 155 96 59
Yot only did the high and low*entries show a rapid fall from winter
to summer, and a rise from summer to winter, but the spread between
high and low also showed the same tendency. This again indicates
that climatic differences tend to have the greatest effect during the
colder periods of the year, and the smallest, effect during the summer
months.
Effect of Traffic Density
It has already been suggested that traffic density has some bearing
on fuel consumption. Measuring this density in terms of gross ton-
11
miles per mile of main track per day, it appears that in 1927 the eight
regions ranked as follows, with respect both to fuel consumption and
traffic density.
-p . Fuel Consumption Gross Ton-miles per
ltegion Lbs per 1000 G T M Mile of Main Track per day
Southern 139 11,066
Central Eastern 13S 19,205
New England 134 8,953
Northwestern 131 7,625
Central Western.... 129 10,066
Great Lakes 125 16,586
Southwestern 121 9,031
Pocahontas Ill 32,382
If traffic density were a controlling factor, the fuel consumption
would decline as the density increased. This was not always the case
in 1927, as between the several regions. True, the Pocahontas Region
reports the greatest density and the lowest consumption. At the
other extreme, however, the Southern Region reports the highest con¬
sumption, but stands third from the bottom in density. The Central
Eastern Region, second highest in density, might be expected to be
second lowest in fuel consumption; instead, it stands second highest
in consumption.
When we make this same comparison on a district basis, rather
than by regions, the showing is even less conclusive; the Eastern Dis¬
trict, with the greatest traffic density, has also the highest average of
fuel consumption, while the Western District is lowest in both fac¬
tors.
We are again forced to take refuge in our often repeated state¬
ment, that no one factor seems to be controlling in this matter of fuel
consumption, and that the relative effect of the several factors that are
concurrently at work is extremely difficult to segregate and discover.
Character of'Traffic and Service
Trainloads of heavy commodities can usually be handled with a
smaller number of fuel units per unit of weight than other types of
commodity. Not only the density of traffic, but also the character and
composition of the traffic, must be considered. In addition, the extent
to which traffic is loaded in both directions is a significant factor.
Another element is the fact that some lines originate the greater pro¬
portion of their traffic, and are subjected to switching and other
handling requirements that increase the demand on the coal pile;
other railways are more nearly bridge lines, with fewer obligations
15
as to yard and classification handling; still other railways are prin¬
cipally terminal roads. These differences play their role in the field of
fuel utilization.
Unfortunately, it is impracticable to make so complete an analysis
of the traffic of each railway as to furnish satisfactory evidence re¬
garding its effect on fuel consumption. Furthermore, such an analy¬
sis would only deal with one of the many elements that enter into this
highly complicated problem.
My only approach to it here* will be through a general comparison,
by districts, of the proportionate tonnage of products of mines and
of manufactured and less-car-load products in 1927, compared with
fuel consumption. This appears in the following table:
Fuel Consumption Percent Tonnage Percent Mfrs.
of Mines and L. C. L.
Eastern District 132 lbs. 56.8% 35,9%
Southern District 131 lbs. 69.3% 15.0%
Western District 129 lbs. 41.6% 20.6%
United States 131 lbs. 55.7% 25.7%
In this table, the tonnage percentages shown are the proportions of
total originating tonnage in 1927 that were classified as products of
mines, and manufactured and less-car-load products, respectively.
Comparison of these percentages seems to indicate that they tend to
offset each other. For example, the Eastern District has a slightly
larger proportion of mine products than the United States, yet its fuel
consumption is higher, instead of lower; is this to be explained by the
fact that the percentage of manufactured and L. C. L. products in the
East is in relatively much heavier proportion than the United States?
In the West, the proportion of both types of products is lower than
the national average, the combined resultant seeming to lead to a
lower fuel consumption rate. In the South, the percentage of mine
products is high, and that of manufactured goods low, with fuel con¬
sumption exactly the same as the general average.
Much emphasis is laid today on the character of service rendered by
the railways. This service, adequate and prompt as to delivery of
goods, frequently calls for a greater consumption of fuel than a slower
service might require. So-called "expedited" and scheduled services
benefit the shipper, the manufacturer, and the merchant, and enable
him to conduct his affairs with smaller stocks and lower costs, but the
same service may and usually does cost the railway more. The effect
on fuel consumption is clear ; but it is the price of good service, and
seems well nigh inescapable.
16
Relation of Fuel Consumption to Operating Efficiency
While fuel performance has shown improvement during the past
seven years, that improvement has gone hand in hand with many other
progressive steps in railroad operation. Some of these have been of
assistance to the fuel conservation campaign, directly or indirectly, and
thev should receive due consideration.
«/
Briefly summarized, this operating progress has shown itself in in¬
creased train speed, greater number of freight car miles per day, im¬
proved physical condition of locomotives and cars, greatly increased
train load, and the highly significant factor of more gross ton-miles
per freight train hour. This, last factor showed an increase of 33 per
cent between 1921 and 1927.
Clearly, if average train speed can be increased by reducing delays
en route, the effect on fuel consumption will be appreciable. These
delays have been reduced not only by better operating methods, but
also by improved physical condition of engines and cars, with fewer
engine failures, pulling out of draw bars, and the like. The increase
in train load alone has had its undoubted effect. All these elements
in progress have worked together, in a cooperative and coordinated
way, to assist the fuel conservation engineer. I know no better ex¬
ample of the close relationship between the work of the executive, me¬
chanical, and operating departments, which has affected them all in
the right direction, and for which all can take their share of credit.
I have dwelt on the locomotive side of the fuel consumption prob¬
lem, because the available statistics deal largely with that phase of the
question. But the use of fuel in power plants, stationary boilers, and
elsewhere, has its problems as well, and those problems are receiving
intelligent and fruitful attention. Mechanical improvements in this
field, as well as in the field of locomotive design, have liad their effect,
and many experiments, such as direct steaming plants, are under
way.
Summary ^
We have discussed the relationship of fuel consumption in 1927
to earlier years back to 1921, and have presented specific comparisons
with 1926. We have analyzed the effects of climate, traffic density,
kind of traffic, and type of service. The relation to other operating
and mechanical factors has been emphasized. Various other factors
have also received mention, although it has been impracticable to
devote to all of them the attention they deserve.
One thing stands out sharply. ISIo one factor seems to be control¬
ling in the fuel situation. On some lines, and in some regions, one fac-
17
tor doubtless plays the greater role, while other factors are of greater
importance elsewhere. It seems clear that any railroad must study its
own situation intensively, if a complete story is to be secured, both in
comparison with its own record of earlier years, and also in compari¬
son with the records of other carriers more or less similarly situated.
Every such comparison must take into account all the factors that
have a bearing, otherwise the comparison will be faulty and the re¬
sults inconclusive.
In closing, I would return for a moment to the emphasis laid
earlier in this address on the progressive improvement in fuel con¬
sumption since 1921, and the splendid results attained under your di¬
rection during 1927. How these results were secured it is not for me
to say, for that introduces many technical questions that lie outside
my field.
One question is frequently directed to all of us, however, a ques¬
tion that you are asking yourselves and each other, and I venture to
reiterate what I have already said regarding it. Will progress con¬
tinue, or are.we at the end of our reduction in fuel consumption per
unit?
I cannot answer that question, nor perhaps can you. In fact, I
have already pointed out the difficulties underlying any prophecy, at
the same time indicating both the elements of discouragement and of
encouragement in the situation. The prospects depend to some de¬
gree on technical development that lie rather in your field of analysis
and appraisal than in mine.
But when I look at what lias been accomplished; when I consider
that some railroads have not made the same relative progress as other
lines ; when I ponder on the strides in mechanical methods and devices
still going on; when I recognize that mechanical and operating prog¬
ress is by no means at the end of its possibilities; finally, when I look
into your faces and see your enthusiasm toward your work and its
future possibilities, then I feel—instinctively yet with a considerable
degree of optimism—that "the best is yet to be," and that you are
headed for achievements in the field of fuel conservation and utiliza¬
tion, in addition to those already attained.
In the Middle Ages there lived a Frenchman—Jacques Coeur—who
reorganized the transportation and trade of his country, and literally
placed his tottering Empire on its feet. His lifelong moto Avas : "To
the Valiant Heart Kotliing is Impossible." I offer that as your motto
for the coming year ; blazon it on your hearts, and carry it before you
on your battle standards : To the valiant hearts, nothing, mark you,,
nothing, is impossible!
IS