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Arrºr- # : ..., r ~!A//º/, A. ‘…ſt A/-/- tº * , **** ..., / * ,' ' ... i. 1. " ... * * * W ; : ! * f : - , , {-, - . . . . .f ,'...' 2: , ; a - * - . . . . . . . -----. 2 - i.” ". . . ; ºft # , .” -“. * < - w" - a . - • *.* * * +. f ; ; L *-*- 8-2 Exhibits Presented by the Brotherhood of Locomotive Engineers and the Brotherhood of Locomotive Firemen and Enginemen EXHIBIT NO. 21.-Increased Engineers and Firemen. EXHIBIT NO. 22.-Increased Engineers and Firemen. EXHIBIT NO. 23.−Increased Engineers and Firemen. EXHIBIT NO. 24.—Increased Engineers and Firemen. Work and 1890-1913. Work and 1900-1913. Work and 1909-1913. Work and 1913-1914. Productive Efficiency of Productive Efficiency of Productive Efficiency of Productive Efficiency of I, ocomotive Locomotive Locomotive Locomotive EXHIBIT NO. 25.-Increase in the Number of Empty and Loaded Cars in Freight Trains, 1909-1913. EXHIBIT NO. 26.-Revenue Gains by Representative Western Railroads Available to Compensate Locomotive Engineers and Firemen for Increased Work and Productive Efficiency, 1900-1913. EXHIBIT NO. 27.-The Prospect of Future Increases in the Productive Efficiency of Locomotive Engineers and Firemen. to Future Increases in Freight Train Loads.) dents As (Opinions of Leading Railroad Presi- EXHIBIT NO. 28.-Revenue Gains Arising From Increased Productive Efficiency, 1890-1913. EXHIBIT NO. 29.-Revenue Gains Arising From Increased Productive Efficiency, 1900–1913. EXHIBIT NO. 30—Revenue Gains Arising From Increased Productive Efficiency, 1909-1913. EXHIBIT NO. 31.-Increased Operating Costs Wage Payments to Locomotive Engineers EXHIBIT NO. 32.-Increased Operating Costs Wage Payments to Locomotive Engineers EXHIBIT NO. 33.−Increased Operating Costs Wage Payments to Locomotive Engineers EXHIBIT NO. 34.—Decrease in Revenue Train 1914. of Western Railroads not Due to and Firemen, 1890-1913. of Western Railroads not Due to and Firemen, 1909-1913. of Western Railroads not Due to and Firemen, 1909-1913. Mile Costs During the Fiscal Year EXHIBIT NO. 35.-Overcapitalization and not Increased Wage Payments Has Affected Net Earnings. (Article by W. Martin Smith, Reprinted From Moody’s Magazine, April, 1912.) EXHIBIT NO. 36.-Productive Efficiency and Decreased Capital Costs, 1900-1913. EXHIBIT NO. 37.-The Practice of the Railroads, Prior to the Year 1907, of Charging Permanent Improvements to Operating Expenses. EXHIBIT NO. 38.-Depreciation Charges of Western Railroads, 1908-1914. EXHIBIT NO. 39.—Revenue Gains by Representative Western Railroads Available to Compensate Locomotive Engineers and Firemen for Increases in Work and Productive Efficiency. EXHIBIT NO. 40.—Effect of Certain Designated Wage Increases to Locomotive Engineers and Firemen Upon Operating Revenues and Expenses and Accumu- lated Surpluses of Western Railroads. EXHIBIT NO. 41–Instances of Continuous Service on the Western Railroads by Engineers and Firemen in Excess of 16 Hours. (July 1, 1912, to December 31, 1913.) EXHIBIT NO. 42.-Proportion of Deaths and Disabilities of Members of the Brother- hood of Locomotive Firemen and Enginemen Caused by Railroad Accidents. EXHIBIT NO. 43.--The Occupation Hazard of Locomotive Engineers. EXHIBIT NO. 44.—The Occupation Hazard of Locomotive Firemen. EXHIBIT NO. 45.-Hazard Conncoted With the Vocation of Locomotive Firemen and Engineers. EXHIBIT NO. 46–A Comparison of Rates and Insurance Benefits. EXHIBIT NO. 47–Applications for Employment and Physical Examinations. IXHIBIT NO. 50.—Effect on Locomotive Firemen of the Installation of Larger Locomotives and Decrease in Railroad Business. NOTE:-The following Exhibits were also presented but were not in form to be bound herein: EX H I BIT NO. 48.-Set of Photographs Showing Effect of Electric Scalds (Burns) on Bodies of Persons Who Have Been Victims of Such Injuries. (1) EXHIBIT NO. 49.-‘‘In the Path of the Pantagraph” (Exposition of the Dangers Surrounding the Operation of Railroads by Electricity). (1) Presented by Witness Y. J. Merriman. Increased Work and Productive Efficiency of Locomotive Engineers and Firemen. I890-1913 Prepared Under Supervision of W. J. LAUCK Exhibit Number | 21 Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Increased Work and Productive Efficiency of Locomotive Engineers and Firemen. I890-1913 , Composition and Makeup by Superior Typesetting Co., Chicago, Ill. INCREASED WORK AND PRODUCTIVE EFFICIENCY OF LOCOMOTIVE CONTENTS SECTION PAGE 1. Totals for Twenty-four Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . 1 2. Totals for Eight Representative Western Railroads............................... 4 3. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 4. Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... ... ... 10 5. Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 6. Chicago and North Western Railway. . . . . . . . . . e s e e s a e s e s e e s e s e s e e e º e º a e º e s e e s e e s e 16 7. Great Northern Railway . . . . . . . . . . . . . . . . . . . . . . • - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19 8. Illinois Central Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 9. Northern Pacific Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 10. Oregon Short Line Railroad . . . . . . > - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28 11. Southern Pacific Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . 31 12. Union Pacific Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 13. Arizona and New Mexico Railway. . . . . . . . . . … 37 14. Canadian Pacific Railway (Canadian Lines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 15. Chicago, Rock Island and Pacific Railway ........................................ 43 16. Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 17. Denver and Rio Grande Railroad. . . . . . . . . . 'e e s e “e e s e e s • * * * * e s e e e s e s s a s e s e e s s e e s e s e 49 18. Duluth, South Shore and Atlantic Railway........ ". . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 19. Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 20. Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............ 58 21. International and Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 22. Minneapolis, St. Paul and Sault Ste. Marie Railway................................ 64 23. Minneapolis and St. Louis Railroad. . . . . . . . . . . . . . . . . . . . . . * . . . . . . . . . . . . . . . . . . . . . . . . 67 24. Missouri, Kansas and Texas Railway. . . . . . . . . . . . . . . . . . . . . • - - - - - - - - - - - - - - - - - - - - - - - 70 25. Missouri Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 26. St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 27. Texas and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * * * * * .... 79 28. Wabash. Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . 81 29. Wabash, Chester and Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 ENGINEERS AND FIREMEN. 1890–1913. INCREASED WORK AND PRODUCTIVE EFFICIENCY. I. TOTALS FOR TWENTY-FOUR REPRESENTATIVE WESTERN RAILROADS. 1890–1913. The following chart shows the operating performance of twenty-four representative western railroads, as well as the increase in work and productive efficiency of their loco- motive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of these companies to the Interstate Commerce Commission during the period under consideration. The railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines). Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Denver and Rio Grande Railroad. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. International and Great Northern Railway. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Missouri Pacific Railway. Northern Pacific Railway. St. Louis, Iron Mountain and Southern Railway. Southern Pacific Company. Texas and Pacific Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. 2 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 TOTALS FOR TWENTY-FOUR REPRESENTATIVE WESTERN RAILROADS, 1890-1913. NUMBER OF LOCO- ) MOTIVES IN SERVICE An Increase of 151.03 per cent. NUMBER OF TON MILES An Increase of 343.53 per cent. NUMBER OF TRAFFIC UNITS An Increase of 334.80 per cent. #" " ) = −an increase of ess, per cent REVENUE TRAIN MILES An Increase of 112.40 per cent. TON MILES PER FREIGHT TRAIR MILE An r: of Tö3.69 per cent. C0AL CONSUMED (TONS) An Increase of 305.43 per cent. FUEL CONSUMED PER L000MOTIVE M | LE (D (POUNDS) TON MILES PER $1 000 COMPENSA- TION TO | FREIGHT ºntº An Increase of 92.07 per cent. FREIGHT FIREMEN } - ºr . " An Increase of 83.19 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION TO ON T ENGINEERS An Increase of 49.14 per cent. FIREMEN } An Increase of 41.14 per cent. QInformation not available. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 3 z The foregoing chart shows that these railroads, during the period 1890-1913, were enabled to make a gain in their freight train load of 257 tons, or 163.69 per cent. They were, therefore, able to handle an increase in the volume of freight traffic of 61,974,285,943 ton miles, or 343.53 per cent, with an advance of only 68.82 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 334.80 per cent in traffic units, or both ton and passenger miles, was transported with an increase of only 112.40 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroads, or the number of units of traffic hauled, with the outlay made by the railroads for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890–1913, these railroad com- panies received the following gains in the productivity of their engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to- Ton Miles over 1890 Freight engineers............ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 506,057 161.54 Freight firemen... •s. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,038,369 141.04 On the basis of all classes of engineers and firemen, the following gains were made by the railroads in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49.14 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.14 As a result of the large increase in the volume of traffic carried over the lines of these railroads, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for the firemen to handle an increase of 30543 per cent in the quantity (tons) of coal consumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroads in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impos- sibility of making more mileage, 4 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Totals for Twenty-Four Representative Western Railroads, INCREASE 1913 OWER 1890 ITEMS 1890 1913 Number Per Cent Number of locomotives in service..................... 7,598 19,073 11,475 151.03 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,040,609,498 80,014,895,441 61,974,285,943 343.53 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,125,696,678 91,855,089,937 70,729,393,259 334.80 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107,470,025 181,427,006 73,956,981 68.82 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193,589,346 411,192,290 217,602,944 112.40 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . ............ 212,682,706 387,019,841 174,337,135 81.97 Ton miles per freight train mile..................... 157 25T 163.69 Coal consumed (tons)............................... 9,030,287 36,611,513 27,581,226 305.43 Fuel consumed per locomotive mile (pounds).......... (D (D Ton miles per $1,000 compensation to freight engineers. 2,487,549 4,777,725 2,290,176 92.07 Ton miles per $1,000 compensation to freight firemen.. 4,164,541 7,628,868 3,464,327 83.19 Traffic units per $1,000 compensation to engineers..... 1,852,593 2,762,898 910,305 49.14 Traffic units per $1,000 compensation to firemen....... 3,109,373 4,388,639 1,219,266 41.14 II. TOTALS FOR EIGHT REPRESENTATIVE WESTERN RAILROADS. The following chart shows the operating performance of eight representative western railroads, as well as the increase in work and productive efficiency of their locomotive engineers and firemen, during the period 1890-1913. It is based” on statistics taken from the annual reports of the companies to the Interstate Commerce Commission during the period under consideration. The railroads are as follows: Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Illinois Central Railroad. Northern Pacific Railway. Southern Pacific Company. Union Pacific Railroad. Q) Information not available. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 J TOTALS FOR EIGHT REPRESENTATIVE WESTERN RAILROADS. MOTIVES IN NUMBER OF LOCO- } SERVICE An Increase of 148.99 per cent. NUMBER OF TON MILES An Increase of 332.46 per cent. NUMBER OF TRAFFIC J UNITS An Increase of 321.66 per cent. jºr TRAIN }_–An Increase of 47.60 per cent. REVENUE TRAIN MILES } An Increase of 98.72 per cent. TON MILES PER FREIGHT TRAIN MILE }=-r Increase of 193.33 per cent. COAL CONSUMED (TONS) - An Increase of 268.02 per cent. PER LOCOMOTIVE FUEL CONSUMED }o MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ºntº) An Increase of 115.30 per cent. - F.P.Ekg. HT Fl REMEN } An Increase of 106.42 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION TO ENGINEERS }=—An Increase of 59.74 per cent. FIREMEN }=—An Increase of 53.15 per cent. (DInformation not available. Scale: 50 points to 1 inch. 6 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The foregoing chart shows that these railroads, during the period 1890-1913, were enabled to make a gain in their freight train load of 290 tons, or 193.33 per cent. They were, therefore, able to handle an increase in the volume of freight traffic of 39,249,068,004 ton miles, or 332.46 per cent, with an advance of only 47.60 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 321.66 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 98.72 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroads, or the number of units of traffic hauled, with the outlay made by the railroads for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1890–1913, these rail- road companies received the following gains in the productivity of their engine crews: Per Cent of the - Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles Over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,743,723 228.95 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,894,317 203.00 On the basis of all classes of engineers and firemen the following gains were made by the railroads in terms of traffic units: - Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59.74 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 53.15 As a result of the large increase in the volume of traffic carried over the lines of these railroads, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for the firemen to handle an increase of 268.02 per cent in the quantity (tons) of coal consumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroads in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impos- i sibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 7 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Totals for Eight Representative Western Railroads. INCREASE 1913 OWER 1890 ITEMS 1890 1913 Number Per Cent Number of locomotives in service............. tº e º 'º e º ſº tº º 4,921 12,253 7,332 148 99 T0.1 miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,897,810.106 58,601,985,990 44,104,175,284 321.66 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,805,579,473 51,034,641,477 39,249,068,004 332.46 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,546,942 115,936,693 37,389,151 41 60 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126,185,258 251,953,392 125,168,134 98.72 Total train miles. . . . . . . . . . . . . . . . .................... 132,365,073 226,493,445 94,128,372 71.1.1 Tom miles per freight train mile..................... 150 440 290 19333 Coal consumed (tons)............................... 6,310,992 23,225,506 16,914,514 268.02 Fuel consumed per locomotive mile (pounds) . . . . . . . . . . () Ton miles per $1,000 compensation to freight engineers. 2,354,053 5,068,381 2,714,328 115.30 Ton miles per $1,000 compensation to freight firemen.. 3,925,529 8,102,963 4,177,434 106.42 Traffic units per $1,000 compensation to engineers..... 1,774,707 2,834,932 1,060,225 59.74 Traffic units per $1,000 compensation to firemen....... 2,959,433 4,532,286 1,572,853 53.15 III. ATCHISON, TOPEKA AND SANTA FE RAILWAY. The following chart shows the operating performance of the Atchison, Topeka and Santa Fe Railway, as well as the increase in work and productive efficiency of its loco- motive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: Q) Information not available. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 ATCHISON, TOPEKA AND SANTA FE RAILWAY, 1890-1913. MOTIVES IN NUMBER OF LOCO- } SERVICE An Increase of 157.48 per cent. NUMBER OF TON } MILES s—An Increase of 371.39 per cent. NUMBER OF TRAFFIC UNITS m– An Increase of 381.89 per cent. | ſº "" m—an increase of its percent REVENUE TRAIN M | LES - An Increase of 136.87 per cent. TON MILES PER l FREIGHT TRAIN ſ M | LE An Increase of 131.79 per cent. C0AL CONSUMED (TONS) }=== Increase of 207.99 per cent. FU EL CONSU M ED PER LOCOMOTIVE —An Increase of 93.07 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ºntºs) An Increase of 126.34 per cent. FREIGHT FIREMEN } An Increase of 120.32 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION TO ENGINEERS }=—An Increase of 71.95 per cent. FIREMEN }-—An Increase of 67.38 per cent. Scale: 50 points to 1 in ch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 9 The foregoing chart shows that this railroad during the period 1890-1913 was enabled to make a gain in its freight train load of 199 tons, or 131.79 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 4,938,166,229 ton miles, or 371.39 per cent, with an advance of only 74.84 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 381.89 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 136.87 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— TOn Miles Over 1890 Freight engineers . . . . . . . . . . . . .......................... 7,109,459 243.04 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,354,455 225.92 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71.95 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67.38 As a result of the large increase in the volume of traffic carried over the lines of the Atchison, Topeka and Santa Fe Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 93.07 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 207.99 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. 10 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 The following table sets forth in a comprehensive and more underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE. Atchison, Topeka and Santa Fe Railway. ITEMS 1890 Number of locomotives in service..... * * * * * * * * * * * * * * * * 715 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,329,644,964 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,541,348,811 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,072,24 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,277,092 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,677,645 Ton miles per freight train mile..................... 151 Coal consumed (tons)............................... TT8,101 Fuel consumed per locomotive mile (pounds).......... (D 79. Ton miles per $1,000 compensation to freight engineers. 2,072,45T Ton miles per $1,000 compensation to freight firemen.. 3,483,865 Traffic units per $1,000 compensation to engineers..... 1,556,294 Traffic units per $1,000 compensation to firemen....... 2,616,180 1913 1,841 6,267,811,193 7,427,617,290 15,861,728 36,186,213 *::: 2,396,464 153 4,690,879 7,675,798 2,676,049 4,378,885 30 IV. CHICAGO, BURLINGTON AND QUINCY RAILROAD. detailed way the facts INCREASE 1913 OWER 1890 Number 1,126 4,938,166,229 5,886,268,479 6,789,482 20,909,121 19,448,938 199 1,618,363 73 .90 2,618,422 4,191,933 1,119,755 1,162,705 Per Cent 2 93.07 126.34 120.32 T1 95 61.38 The following chart shows the operating performance of the Chicago, Burlington and Quincy Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration : (D 0il burners not reported in 1890. (2) Some oil burners used. See “Tractive Power” basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 11 CHICAGO, BURLINGTON AND QUINCY RAILROAD, 1890-1913, NUMBER OF LOCO- MOTIVES IN SERVICE An Increase of 149.93 per cent. NUMBER OF TON MILES An Increase of 340.00 per cent. MUMBER OF TRAFFIC UNITS An Increase of 336.32 per cent. #!!!" TRAIN }=—an Increase of 32.03 per cent. #!" " ) im—an increase of 738 percent. TON MILES PER fºr than }=== Increase of 218.42 per cent. ºnsumed } An Increase of 280.99 per cent. FUEL CONSUMED -- PER LOCOMOTIVE } m—an Increase of 52.30 per cent. MILE (POUNDS) TON MILES PER #" COMPENSA- N T0 FREIGHT ºntº An Increase of 110.62 per cent. FREIGHT FIREMEN } An Increase of 101.03 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION TO ENGINEERS }=—An Increase of 61.22 per cent. FIREMEN }-—an Increase of 53.88 per cent. Scale: 50 points to 1 inch. 12 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 332 tons, or 218.42 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 6,793,365,309 ton miles, or 340 per cent, with an advance of only 32.03 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 336.32 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 77.38 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in COmpensation to— Ton Miles Over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,900,181 212.20 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,800,288 185.03 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e s tº e º e º g º º s tº e º º & © e s tº 61.22 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53.88 As a result of the large increase in the volume of traffic carried over the lines of the Chicago, Burlington and Quincy Railroad, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 52.30 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 280.99 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a con- sequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 13 The following table sets forth in a comprehensive and more detailed way the facts under- lying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE, Chicago, Burlington and Quincy Railroad. INCREASE 1913 0VER 1890 ITEMS 1890 1913 Number Per Cent Number of locomotives in service.................... 709 1,772 1,063 149.93 Tom miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . g 1,998,070,288 8,791,435,597 6,793,365,309 340.00 Traffic units . . . . . . . . . . . . . . . . . . . ......... e e º e º º e º 'º e º º 2,276,153,935 9,931,394,212 7,655,240,277 336.32 Freight train miles.................................. 13,125,619 17,331,661 4,205,042 32,03 Revenue train miles........................ tº º e º º tº e º º 20,096,758 35,648,395 15,551,637 77.38 Total train miles. . . . . . . . . . . . . . . ..................... (D 36,979,783 G) Ton miles per freight train mile..................... 152 484 332 218.42 Coal consumed (tons)............................... 1,063,545 4,052,009 2,988,464 280 99 Fuel consumed per locomotive mile (pounds) . . . . . . . . . . 107.02 .99 .97 52 30 Ton miles per $1,000 compensation to freight engineers. 3,171,082 6,679,016 3,507,934 110.62 Ton miles per $1,000 compensation to freight firemen.. 5,523,972 11,105,051 5,581,079 101.03 Traffic units per $1,000 compensation to engineers..... 2,359,633 3,804,221 1,444 588 6° 22 Traffic units per $1,000 compensation to firemen....... 4,110,443 6,325, 197 2,214,754 53 88 V. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. The following chart shows the operating performance of the Chicago, Milwaukee and St. Paul Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: Q) Information not available. 14 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY, 1890-1913. NUMBER OF LOCO- M0T VES IN SERVICE An Increase of 151.55 per cent. NUMBER OF TON \ MILES An Increase of 302.97 per cent. NUMBER OF TRAFFIC UNITS An Increase of 291.59 per cent. ſº" " ) -—An Increase of 1062 percent #" " ) -—An Increase of 90.87 per cent. TON MILES PER FREIGHT TRAIN M | LE An Increase of 131.33 per cent. COAL CONSUMED (TONS) An Increase of 303.80 per cent. PER LOCOMOTIVE FU EL CONSUMED } MILE (POUNDS) An Increase of 103.48 per cent. TON MILES PER $1,000 COMPENSA- N T 0 '''Helºit engineers) ºl-An Increase of 28.78 per cent. FREIGHT FIREMEN }-—An Increase of 26.74 per cent. TRAFFIC UNITS PER S1,000 COMPENSA- "Édſº EERS }=–An Increase of 12.64 per cent. FIREMEN } –an Increase of 10.86 per cent. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 15 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 197 tons, or 131.33 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 5,583,074,418 ton miles, or 302.97 per cent, with an advance of only 70,62 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 291.59 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 90.87 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles over 1890 Freight engineers ..................... . . . . . . . . . . . . . . . . 4,389,544 42.29 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,879,664 39.01 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers ......................................................... . . . . . . . . . . . . 12 64 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.86 As a result of the large increase in the volume of traffic carried over the lines of the Chicago, Milwaukee and St. Paul Railway, with comparatively small increases in train mile- age and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 103.48 per cent in fuel for each locomotive mile-traveled. The total quantity (tons) of coal consumed has advanced 303.80 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the num- ber of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a conse- quence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage, 16 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Chicago, Milwaukee and St. Paul Railway. INCREASE 1913 OWER 1890 ITEMS 1890 1913 Number JPer Cent ber of tº dº ice. . . . . . . . . . . . . . . . . . . . . 776 1,952 1,176 151.55 Nº lººs in sº:::::::::::::::::: 1,842,789,845 7,425,864,263 5,583,074,418 302.97 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,099,179,190 8,220,242,346 5,121,063,156 291.59 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,655,518 19,887,206 8,231,688 70.62 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . * - s e 19,581,174 () 37,375,163 () 17,793,989 () 90.87 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,974,632 . () 40,365,612 () 15,390,980 (D 61.63 Ton miles per freight train mile..................... 150 347 97 131.33 Coal consumed (tons)............................... 975,736 3,939,985 2,964,249 303.80 Fuel consumed per locomotive mile (pounds).......... 74.65 (3) 151.90 77.25 103.48 Ton miles per $1,000 compensation to freight engineers. 3,084,843 3,972,597 887,754 28.78 Ton miles per $1,000 compensation to freight firemen.. 4,948,880 6,272,385 1,323,505 26.74 Traffic units per $1,000 compensation to engineers..... 2,198,736 2,476,708 277,972 12.64 Traffic units per $1,000 compensation to firemen....... 3,527,339 3,910,507 383,168 10.86 VI. CHICAGO AND NORTH WESTERN RAILWAY. The following chart shows the operating performance of the Chicago and North Western Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration : - (1) Revenue train miles in 1913, includes 87,353 gasoline passenger train miles. (2) 0il burners not reported in 1890. Q) Some oil burners used. See “Tractive Power” basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 17 CHICAGO AND NORTH WESTERN RAILWAY, 1890-1913. NUMBER OF LOCO- ) MOTIVES IN j SERVICE An Increase of 113.65 per cent. NUMBER OF TON MILES m—An Increase of 208.93 per cent. NUMBER OF TRAFFIC __ UNITS J An Increase of 217.95 per cent. ##" TRAIN }||—An Increase of 18.13 per cent. #" " ) -—An Increase of 7443 percent TON MILES PER FREIGHT TRAIN MILE An Trºss ºf r: per cent. COAL CONSUMED Y (TONS) j An Increase of 274.25 per cent. L000M 0TIVE M I LE FUEL CONSUMED PER } (POUNDS) An Increase of 112.37 per cent. TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ºntºs) = −An Increase of 51.78 per cent. FREIGHT FIREMEN }m—an Increase of 56.08 per cent. TRAFFIC UNITS PER §§ lºw PENSA- T É's |NEERS }º-An increase of 8.94 per cent. FIREMEN }||—An Increase of 12.02 per cent. Scale: 50 points to 1 inch. 18 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The foregoing chart shows that this railroad, during the period 1890–1913, was enabled to make a gain in its freight train load of 210 tons, or 152.17 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 4,249,135,084 ton miles, or 208.93 per cent, with an advance of only 18.13 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 217.95 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 7443 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the . Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles Over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,588,063 101.78 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... 8,881,757 - 113.34 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase . 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Pngineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.94 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . '• * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 12.02 As a result of the large increase in the volume of traffic carried over the lines of the Chicago and North Western Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 112.37 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 274.25 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsi- bilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. - INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 19 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Chicago and North Western Railway. INCREASE 1913 OWER 1890 ITEMS - 1890 1913 Number Per Cent Number of locomotives in service..................... 806 1,722 916 113.65 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,033,781,138 6,282,916,222 4,249,135,084 208.93 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,326,385,928 7,396,747,574 5,070,361,646 217.95 Freight train miles.................................. 13,792,746 16,293,085 ,500,339 18, 13 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,611,249 37,697,185 16,085,936 74.43 Total train miles....... e e s e º 'º e º e s e s is s s a e e e s e e s e s e e s e 2 8,826,000 39,263,889 10,437,889 36.21 Tom miles per freight train mile..................... 138 348 210 152 17 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,078,971 4,038,014 2,959,043 274.25 Fuel consumed per locomotive mile (pounds).......... (D .25 (2) 161.93 .68 112.37 Ton miles per $1,000 compensation to freight engineers. 2,769,336 4,203,216 1,433,880 51.78 Ton miles per $1,000 compensation to freight firemen.. 4,163,157 6,497,798 2,334,641 55.08 Traffic units per $1,000 compensation to engineers..... 2,124,940 2,314,842 189,90 8.94 Traffic units per $1,000 compensation to firemen....... 3,194,427 3,578,543 354,116 12.02 VII. GREAT NORTHERN RAILWAY. The following chart shows the operating performance of the Great Northern Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1891-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (D Oil burners not reported in 1890. (2) Some oil burners used. See “Tractive Power” basic table. 20 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 GREAT NORTHERN RAILWAY, 1891-1913. NUMBER OF LOCO- MOTIVES IN SERVICE NUMBER OF TON MILES An Increase of 400.78 per cent. —An Increase of 1,138.72 per cent. NUMBER OF TRAFFIC UNITS An Increase of 1,079.43 per cent. FREIGHT TRAIN Y MILES j An Increase of 339.18 per cent. REVENUE TRAIN } MILES m—An Increase of 395.55 per cent. TON MILES PER º HT TRAIN = —An Increase of 222.34 per cent. C0AL CONSUMED (TONS) An Increase of 833.15 per cent. PER LOCOMOTIVE FUEL CONSUMED } MILE (POUNDS) An Increase of 136.39 per cent. TON MILES PER $1,000 COMPENSA- TION TO FREIGHT engineers) —An Increase of 85.34 per cent. FREIGHT FIREMEN }=—An Increase of 69.70 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION T Édikeeas }=—An Increase of 41.16 per cent. FIREMEN }=—An Increase of 29.25 per cent. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 21 The foregoing chart shows that this railroad, during the period 1891-1913, was enabled to make a gain in its freight train load of 438 tons, or 222.34 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 7,017,769,632 ton miles, or 1,138.72 per cent, with an advance of only 339.18 per cent in freight train miles. Con- sidering both freight and passenger traffic together, a growth of 1,079.43 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 395.55 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1891-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1891–1913 in compensation to— - Tom Miles Over 1891 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G) 8,522,472 (2) 100.35 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GD 12,970,601 (2) 80.76 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: . Increase 1913 over 1891 Traffic units per $1,000 compensation to— (Per Cent) Engineers ................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.16 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.25 As a result of the large increase in the volume of traffic carried over the lines of the Great Northern Railway, with comparatively small increases in train mileage and conse- quently heavier train loads, it has been necessary for each fireman to handle an increase of 136.39 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 833.15 per cent. The engineer has had an increased bur- den placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. & The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. - GD Increase 1913 over 1891. (2) Increase 1891–1913 over 1891, 22 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE, Great Northern Railway, Q) INCREASE 1913 OVER 1891 Number ITEMS (D 1891 1913 Per Cent Number of locomotives in Service...... tº e e s e º e e s e e º 'º tº e 6 1,282 1,026 400 78 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * 616,286,817 7,634,056,449 7,017,769,632 1,138 72 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 698,614,303 8,239,695,792 7,541,081,489 1,079.43 Freight train miles. . . . . . . . . . . . . . . s e e g º e º a s is e e º in a w a tº ſº 2,558,594 11,236,162 8,678,168 339.18 Revenue train miles............................ tº tº e º tº 4,869,821 24,132,310 19,262,489 395 55 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,235,542 26,397,420 20,161,878 323 34 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . 197 635 . 438 222 34 Coºl consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244,675 2,283,178 2,038,503 833.15 Fuel consumed per locomotive mile (pounds).......... (2) 74.60 (3) 176.35 101.75 136.39 Ton miles per $1,000 compensation to freight engineers. 4,253,774 7,883,791 3,630,017 85.34 Ton miles per $1,000 compensation to freight firemen.. 7,175,471 12,176,694 5,001,223 69 70 Traffic units per $1,000 compensation to engineers..... 2,959,754 4,178,040 1,218,286 41.16 Traffic units per $1,000 compensation to firemen....... 4,992,634 6,453,072 1,460,438 29.25 VIII. ILLINOIS CENTRAL RAILROAD. The following chart shows the operating performance of the Illinois Central Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under con- sideration : (D Information not available in proper form for 1890. (2) Oil burners not reported in 1890 (3) Some oil burners used. See “Tractive Power” basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 23 ILLINOIS CENTRAL RAILROAD, 1890-1913. NUMBER OF LOCO- MOTIVES IN SERVICE m—An Increase of 391.58 per cent. NUMBER OF TON MILES } —An Increase of 594.63 per cent. NUMBER OF TRAFFIC UNITS * —An Increase of 574.98 per cent. FREIGHT TRAIN MILES An Increase of 125.10 per cent. REVENUE TRAIN MILES } An Increase of 167.61 per cent. TON MILES PER ###7 TRAIN }=== Increase of 203.73 per cent. COAL CONSUMED (TONS) —An Increase of 595.06 per cent. *-*. • / . . PER LOCOMOTIVE - An Increase of 146.58 per cent. FUEL CONSUMED } MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO Y fºr twentras; -ºm—An Increase of 732 percent. Y . r FREIGHT FIREMEN }E_1–An Increase of 43.33 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION TO ENGINEERS }=—An Increase of 46.80 per cent. FIREMEN }=—an Increase of 18.65 per cent. Scale: 50 points to 1 inch. 24 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 273 tons, or 203.73 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 6,322,068,012 ton miles, or 594.63 per cent, with an advance of only 125.10 per cent in freight train miles. Consid- ering both freight and passenger traffic together, a growth of 574.98 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 167,61 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles Over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,810,847 103.83 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,146,932 54.59 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.80 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.65 As a result of the large increase in the volume of traffic carried over the lines of the Illinois Central Railroad, with comparatively small increases in train mileage and conse- quently heavier train loads, it has been necessary for each fireman to handle an increase of 146.58 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 595.06 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilties of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1890-1913 25 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE. Illinois Central Railroad. ITEMS 1890 Number of locomotives in service...................... 297 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,063,193,198 Traffic units ........................................ 1,199,528,203 Freight train miles.................................. T,931,397 Revenue train miles................................. 11,883,797 Total train miles.................................... 14,931,515 Ton miles per freight train mile..................... 134 Coal consumed (tons) ............................... 540,437 Fuel consumed per locomotive mile (pounds).......... Ton miles per $1,000 compensation to freight engineers. 2,850,842 Ton miles per $1,000 compensation to freight firemen.. 5,270,038 Traffic units per $1,000 compensation to engineers..... 2,146,630 Traffic units per $1,000 compensation to firemen....... 3,968,242 74.02 (2) 1913 1,460 7,385,261,210 8,096,629,452 17,853,585 31,801,663 32,484,436 407 3,756,375 182.52 5,055,223 7,553,330 3,151,270 4,708,514 IX. NORTHERN PACIFIC RAILWAY. INº. 1913 OWER 1890 timber Per Cent 1,163 391.58 6,322,068,012 594.63 6,897,101,249 574. 98 9,922,18 125.10 19,917,866 167.61 17,552,921 117 56 273 203.73 3,215,938 95.06 108.50 146 58 2,204,381 TT.32 2,283,292 43.33 1,004,640 46 80 40,272 18.65 The following chart shows the operating performance of the Northern Pacific Rail- way, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period of 1890-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consider- ation : (D Oil burners not reported in 1890. (3) Some oil burners used. See “Tractive Power” basic table. 26 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 NORTHERN PACIFIC RAILWAY, 1890-1913. NUMBER OF LOCO- MOTIVES IN SERVICE NUMBER OF TON MILES NUMBER OF TRAFFIC UNITS FREIGHT TRAIN MILES REVENUE TRAIN MILES TON MILES PER FREIGHT TRAIN MILE COAL CONSUMED (TONS) FUEL CONSUMED PER LOCOMOTIVE MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEER FREIGHT FIREMEN TRAFFIC UNITS PER $1,000 COMPENSA- TION TO 0N ENGINEERS FIREMEN An Increase of 235.63 per cent. } An Increase of 468.69 per cent. —An Increase of 419.39 per cent. }m—an Increase of 28.28 per Cent. } —An Increase of 88.40 per cent. } An Increase of 316.92 per cent. } An Increase of 333.87 per cent. s} }=—An Increase of 76.7 percent }-—An Increase of 53.38 per cent. An Increase of 125.12 per cent. . . . . . . -: Increase of º per cent. An F. of r: per cent. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 27 The foregoing chart shows that this railroad, during the period 1890–1913, was enabled to make a gain in its freight train load of 412 tons, or 316.92 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 5,136,288,564 ton miles, or 468.69 per cent, with an advance of only 28.28 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 419.39 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 88.40 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been threefold: (1) the productive efficiency of these two classes of employes has greatly increased ; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles Over 1890 Freight engineers. . . . . . . . . . . . . . . . . . . . . . . ................ 9,141,711 325.42 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . .......... 12,462,304 229.57 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: - Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers ........................................... As a tº e º e º 'º º tº e º e º E tº tº e º e º e º e º e T6.77 Firemen ....................................................................... 53.38 As a result of the large increase in the volume of traffic carried over the lines of the Northern Pacific Railway with comparatively small increases in train mileage and conse- quently heavier train loads, it has been necessary for each fireman to handle an increase of 125.12 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 333.87 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsi- bilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. 28 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE, Northern Pacific Railway. INCREASE 1913 OVER 1890 ITEMS 1890 1913 Number Per Cent Number of locomotives in service....... tº e e º ºs e g g º º 0 & © tº 407 1,366 959 235.63 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,095,880,073 6,232,168,637 5,136,288,564 468.69 Traffic units . . . . . . . . . . . ............................. 1,327,262,993 6,893,686,034 5,566,423,041 419.39 Freight train miles.................................. ,414,961 10,794,507 2,319,546 28.28 Revenue train miles.................... * & e º 'º e º 'º G & Cº º ſº 12,223,113 23,029,864 10,806,151 88.40 Total train miles. . . . . . . . . . . . . . . . . ................... 12,564,758 24,526,264 11,961,506 95.20 Ton miles per freight train mile................. tº tº ſº º 130 542 412 316.92 Coal consumed (tons)............................... 599,534 2,601,184 2,001,650 333.87 Fuel consumed per locomotive mile (pounds).......... () 353 (2) 165.53 92. 125.12 Ton miles per $1,000 compensation to freight engineers. 2,148,848 5,814,474 3,665,626 170.59 Ton miles per $1,000 compensation to freight firemen.. 3,781,413 8,878,328 5,096,915 134.79 Traffic units per $1,000 compensation to engineers..... 1,791,599 3,166,947 1,375,348 76.77 Traffic units per $1,000 compensation to firemen....... 3,152,749 4,835,723 1,682,974 53.38 º X. OREGON SHORT LINE RAILROAD. The following chart shows the operating performance of the Oregon Short Line Rail- road, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1892-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: G) 0il burners not reported in 1890. (2) Some oil burners used. See “Tractive POWer” basic table, INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1890–1913 29 OREGON SHORT LINE RAILROAD, 1892-1913. NUMBER OF LOCO- MOTIVES IN SERVICE An Increase of 153.79 per cent. NUMBER OF TON M I LES An Increase of 319.25 per cent. NUMBER OF TRAFFIC UNITS An Increase of 305.67 per cent. ##!" TRAIN } –An Increase of 43.02 per cent, #" " ) m—an increase of ess percent TON MILES PER º HT TRAIN =–An Increase of 204.88 per cent. An Increase of 242.91 per cent. COAL CONSUMED (TONS) PER LOCOMOTIVE FUEL CONSUMED } MILE (POUNDS) An Increase of 104.48 per cent. TON MILES PER $1 000 COMPENSA- TION TO FREIGHT ºntº) An Increase of 125.88 per cent. FREIGHT FIREMEN } An Increase of 101.44 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION TO ENGINEERS }-—An Increase of 3071 percent. FIREMEN }=—an Increase of 61.16 per cent. Scale: 50 points to 1 inch. 19—3 30 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 The foregoing chart shows that this railroad, during the period 1892-1913, was enabled to make a gain in its freight train load of 336 tons, or 204.88 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 1,266,612,389 ton miles, or 319.25 per cent, with an advance of only 43.02 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 305.67 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 68.31 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and fire- men has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1892-1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1892–1913 in compensation to— Tom Miles OVer 1892 Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,840,288 272.90 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,211,632 195.25 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1892 Traffic units per $1,000 compensation to— (Per Cent) Engineers ................................... tº e º ſº º te e º 'º e º ſº º e º e º 'º º ſº tº e º ºs º º º e º 'º e º e & 80.71 Firemen * * * e s is e º e s a e º e º e º e º e º e º e tº gº tº sº tº gº tº e º e º tº º we º e ∈ E & & © tº e º ºs º ºs e º e º e º e º ºs e º º e º 'º e s & G is º 61.16 As a result of the large increase in the volume of traffic carried over the lines of the Oregon Short Line Railroad, with comparatively small increases in train mileage and con- sequently heavier train loads, it has been necessary for each fireman to handle an increase of 104.48 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 242.91 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsi- bilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage, INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 31 The following table sets forth in a comprehensive and more detailed way the facts under- lying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Oregon Short Line Railroad. Q) INCREASE 1913 OWER 1892 ITEMS (D 1892 1913 Number Per Cent Number of locomotives in service..................... 132 335 203 153.79 £on-miles. ......................................... 396,740,342 1,663,352,731 1,266,612,389 319.25 Traffiº units ...:..................................... 457,382,015 1,855,461,212 1,398,079,197 305.67 Freight train miles................................. * 2,191,764 3,134,741 942,977 43.02 Revenue train miles................................. 4,010,038 6,749,423 2,739,385 68.31 Total train miles................................ sº e º 'º 4,885,073 6,930,776 2,045,703 41.88 Ton miles per freight train mile.................. * * * 164 204 88 Coal consumed (tons)............................... 245,405 841,519 596,114 242.91 Fuel consumed per locomotive mile (pounds).......... 91.38 (3) 186. 95.47 4.48 Ton miles per $1,000 compensation to freight engineers. 2,638,831 5,960,470 3,321,639 125.88 Ton miles per $1,000 compensation to freight firemen.. 4,474,700 9,013,801 4,539,101 101.44 Traffic units per $1,000 compensation to engineers..... 1,790,320 3,235,340 1,445,020 80,71 Traffic units per $1,000 compensation to firemen....... 3,035,876 4,892,681 1,856,805 61.16 XI. SOUTHERN PACIFIC COMPANY. The following chart shows the operating performance of the Southern Pacific Com- pany, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (1) Information for 1890 or 1891 not available. (2) 0il burners not reported in 1892. G) Some oil burners used. See “Tractive Power” basic table. 32 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 SOUTHERN PACIFIC COMPANY, 1890-1913. #####: }_1–An increase of soso per cent NUMBER OF TON MILES An Increase of 309.92 per cent. NUMBER OF TRAFFIC UNITS An Increase of 277.77 per cent. #T TRAIN }=—an Increase of 23.32 per cent. REVENUE TRAIN MILES º 2. F. of 100.06 per cent. TON MILES PER FREIGHT TRAIN MILE An Increase of 226.52 per cent. FUEL CONSUMED PER LOCOMOTIVE ºnsumed }º A Decrease of 86.51 per cent. MILE (POUNDS) } An Increase of 126.41 per cent. TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS An Increase of 115.03 per cent. FREIGHT FIREMEN } An Increase of 132.35 per cent. TRAFFIC UNITS PER # COMPENSA- ON TO ENGINEERS _–An Increase of 22.32 per cent. FIREMEN } –An Increase of 32.18 per cent. º Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 33 The foregoing chart shows that this railroad, during the period 1890–1913, was enabled to make a gain in its freight train load of 299 tons, or 226.52 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 3,598,555,520 ton miles, or 309.92 per cent, with an advance of only 23.32 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 277.77 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 100.06 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased ; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890–1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Tom Miles Over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . ............ $ 8,157,955 241.94 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,111,733 305.54 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................ 22.32 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.18 As a result of the large increase in the volume of traffic carried over the lines of the Southern Pacific Company with comparatively small increases in train mileage and conse- quently heavier train loads, it has been necessary for each fireman to handle an increase of 126.41 per cent in fuel for each locomotive mile traveled. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsi- bilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. 34 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The following table sets forth in a comprehensive and more detailed way the facts under- lying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Southern Pacific Company. INCREASE 1913 OVER 1890 ITEMS 1890 1913 Number Per Cent umber of locomotives in service. . . . . . . . . . . . . . . . . . . . . 724 1,309 585 80.80 Nº. miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,161,131,654 4,759,687,174 3,598,555,520 309.92 Traffic units ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,639,505,312 6,193,509,922 4,554,004,610 277.77 Freight train miles... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,275,824 10,205,909 1,930,085 23.32 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,050,782 32,110,471 16,059,689 100.06 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * - tº e 19,273,249 33,203,055 13,929,806 72.28 Ton miles per freight train mile................ e e º ſº º 132 29 226.52 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº tº 526,357 70,994 i- 455,363 – 86.51 Fuel consumed per locomotive mile (pounds).......... () 1.00 (2) 138.11 77.11 126.41 Ton miles per $1,000 compensation to freight engineers. 2,385,797 5,130,101 2,744,310 115.03 Ton miles per $1,000 compensation to freight firemen.. 3,972,900 9,231,123 5,258,223 132.35 Traffic units per $1,000 compensation to engineers..... 1,842,354 2,253,653 411,299 22.32 Traffic units per $1,000 compensation to firemen....... 3,067,942 4,055,231 987,289 32.18 XII. UNION PACIFIC RAILROAD. The following chart shows the operating performance of the Union Pacific Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and fire- men, during the period 1890-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: — (Minus) Denotes decrease. GD 0il burners not reported in 1890. g (2) Some oil burners used. See “Tractive Power” basic table, INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 35 UNION PACIFIC RAILROAD, 1890-1913. Y º 'sºe }-—An Increase of 70.64 per cent. º 05 TON N Mi LES }=== Increase of 205.17 per cent. NUMBER OF TRAFFIC UNITS = — An Increase of 198.44 per cent. FREIGHT TRAIN MILES }-—An Increase of 22.80 per cent. §§" " ) -—An Increase of 79.95 percent TON MILES PER FREIGHT TRAIN MILE An Increase :FT-7: per cent. An Increase of 216.78 per cent. (TONS) FUEL CONSUMED PER LOCOMOTIVE MILE (POUNDS) %; CONSUMED } An Increase of 113.69 per cent. TON MILES PER $1,000 COMPENSA- } TION TO REIGHT ENGINEERS F An Increase of 417.36 per cent. FREIGHT FIREMEN }= Increase of 377.1.1 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION TO ENGINEERS W Bº L_ _ _ An Increase of 282.72 per cent. FIREMEN } An Increase of 252.94 per cent. Scale: 50 points to 1 inch. 36 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The foregoing chart shows that this railroad, during the period 1890–1913, was enabled to make a gain in its freight train load of 239 tons, or 117.73 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 2,628,414,868 ton miles, or 205.17 per cent, with an advance of only 22.80 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 198.44 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 79.95 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. Wage-payments to freight engineers and firemen were $420,095 and $219,208, respectively, less in 1913 than in 1890, while the gains the railroad company received in the productivity of its engine crews are shown by the increase of 2,628,414,868 in ton miles during the period 1890–1913. On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913. Over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . ............................................. 282.72 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . ............................................. 252.94 As a result of the large increase in the volume of traffic carried over the lines of the Union Pacific Railroad with comparatively small increases in train mileage and conse- quently heavier train loads, it has been necessary for each fireman to handle an increase of 113.69 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 216.78 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mile- age have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsi- bilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. QDecrease in compensation, INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913. 37 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Union Pacific Railroad. INCREASE 1913 OWER 1890 ITEMS 1890 1913 Number Per Cent Number of locomotives in Service..................... 487 831 344 T0.64 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * ... ſº e º e º is e 1,281,088,313 3,909,503,181 2,628,414,868 205.17 Traffic units . . . . . . . . . . . . . . . . . . . . & Q & Q & tº & e º ºs e º 'º e º 'º º ... 1,488,446,334 4,442,159,160 2,953,712,826 198.44 Freight train miles. . . . . . . . . . . . . . . . . tº $ tº $ tº tº C tº º e * e º e º e e 6,277,631 7,709,012 1,431,381 22.80 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . © tº º gº is tº 10,060,693 18,104,438 8,043,745 79.95 Total train miles. . . . . . . . . . . . . . . . . . . . . ............... 13,117,214 18,523,606 5,406,332 41.22 Ton miles per freight train mile..................... 203. 442 117.73 Coal consumed (tons) . . . . . . . . . . . . . . . . ............... T48,311 2,370,481 1,622,170 216.78 Fuel consumed per locomotive mile (pounds) . . . . . . . . . . 100.08 213.85 .78 113.69 Ton miles per $1,000 compensation to freight engineers.() 1,250,742 6,470,888 5,220,146 417.36 Ton miles per $1,000 compensation to freight firemen... (D 2,106,104 10,048,432 7,942,328 377.11 Traffic units per $1,000 compensation to engineers..... (i) 909,260 3,479,947 2,570,687 282.72 Traffic units per $1,000 compensation to firemen....... () 1,531,089 5,403,896. 3,872,807 252.94 XIII. ARIZONA AND NEW MEXICO RAILWAY. The following chart shows the operating performance of the Arizona and New Mexico Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (D “º # employes and salaries covers all lines operated by the Union Pacific Railway Company in 1890 outside Of Water lines.” 38 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 ARIZONA AND NEW MEXICO RAILWAY, 1890-1913. NUMBER OF LOCO- _ _ MOTIVES IN SERVICE } —An Increase of 233.33 per cent. *—An Increase of 2,022.28 per cent. NUMBER OF TRAFFIC UNITS FREIGHT TRAIN MILES —An Increase of 76.03 per cent. REVENUE TRAIN MILES An Increase of 183.70 per cent. * TON MILES PER FREIGHT TRAIN MILE An Increase of 636.76 per cent. COAL CONSUMED (TONS) NUMBER OF TON An Increase of 2,117.08 per cent. An Increase of 266.56 percent. L000 MOTIVE MILE (POUNDS) TON MILES PER $1,000 COMPENSA- h TION TO \ FREIGHT ENGINEERS fº J FUEL CONSUMED PER }o An Increase of 486.28 per cent. FREIGHT FIREMEN An Increase of 520.14 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION TO ENGINEERS } An Increase of 252.79 per cent. FIREMEN —An Increase of 273.20 per cent 9Information not available. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 39 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 636.76 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 34,201,624 ton miles, or 2,117,08 per cent, with an advance of only 76.63 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 2,022.28 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 183.70 per cent in revenue train miles. & The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Tom Miles over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,806,808 * 661.10 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,805,876 T22.13 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to- (Per Cent) Engineers ............................ tº e º e º e g a e e g º e e º º sº e º a s e e s tº e º e º 'º e º O & a tº º tº * * * 252.79 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273.20 At a result of the large increase in the volume of traffic carried over the lines of the Arizona and New Mexico Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for the firemen to handle an increase of 266.56 per cent in the quantity (tons) of coal consumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impos- sibility of making more mileage. 40 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Arizona and New Mexico Railway. INCREASE 1913 OWER 1890 ITEMS & 1890 1913 Number Per Cent Number of locomotives in service..................... 3 10 , 7 233.33 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,615,510 35,817,134 34,201,624 2,117.08 Traffic units .............. • * * * * * * * * * * * * * * * * * * * * * * * * * 1,798,075 38,160,185 36,362,110 . 2,022.28 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . y ,536 ,036 76.63 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54,000 153,196 99,196 183.70 Total train miles.................................... 60,616 166,066 105,450 173.96 Ton miles per freight train mile..................... 68 501 433 636.76 Coal consumed (tons)............................... 1,585 5,810 4,225 266.56 Fuel consumed per locomotive mile (pounds).......... (D (2) 116.09 (D Q) Ton miles per $1,000 compensation to freight engineers. 1,025,721 6,013,622 4,987,901 486.28 Ton miles per $1,000 compensation to freight firemen.. 1,436,009 8,905,304 T,469,295 520.14 Traffic units per $1,000 compensation to engineers..... 856,226 3,020,675 2,164,449 252.79 Traffic units per $1,000 compensation to firemen....... 1,198,717 4,473,644 3,274,927 273,20 XIV. CANADIAN PACIFIC RAILWAY (CANADIAN LINES). The following chart shows the operating performance of the Canadian Pacific Railway (Canadian Lines), as well as the increase in work and productive efficiency of its loco- motive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (1) Information not available. (2) Some oil burners used. See “Tractive Power” basic table, INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 41 CANADIAN PACIFIC RAILWAY (CANADIAN LINES), 1890-1913. NUMBER OF LOCO- MOTIVES IN SERVICE }E Increase of 390.91 per cent. NUMBER OF TON M | LES —An Increase of 963.64 per cent. NUMBER OF TRAFFIC UNITS An Increase of 891.88 per cent. FREIGHT TRAIN MILES =–An Increase of 374.31 per cent. REVENUE TRAIN MILES An Increase of 363.87 percent. An Increase of 109.34 per cent. COAL CONSUMED (TONS) An Increase of 879.05 per cent. FUEL CONSUMED PER L000MOTIVE MILE (POUNDS) } TON MILES PER FREIGHT TRAIN MILE An Increase of 101.32 per cent. TON MILES PER $1,000 COMPENSA- TION TO FREIGHT engineers) | –An Increase of 48.61 per cent. FREIGHT FIREMEN }=—An Increase of 19.42 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION TO . - - ENGINEERS }=—an Increase of 35.18 per cent. FIREMEN }||—An Increase of 8.63 per cent. Scale: 50 points to 1 inch. 42 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The foregoing chart shows that this railroad, during the period 1890–1913, was enabled to make a gain in its freight train load of 199 tons, or 109.34 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 10,185,689,339 ton miles, or 963.64 per cent, with an advance of only 374.31 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 891.88 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 363.87 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles Over 1890 Freight engineers ...................................... 4,960,489 56.50 Freight firemen ....................................... 7,519,489 21.88 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913. Over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers ........................ * * * * * * * e g º e * * * * * * * * * * * * * e s e º 'º e º 'º e e º a º º e s tº e º 'º a 35.18 Firemen . . . . . . . . . . . . . . . . . . . . . . . . tº € $ tº º 'º tº tº gº tº dº ſº tº tº e º 'º º tº ſe ſº tº º 'º º ſº ºn tº º ſº tº gº tº $ tº $ tº º tº gº tº dº ſº º sº º 8.63 As a result of the large increase in the volume of traffic carried over the lines of the Canadian Pacific Railway (Canadian Lines), with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 101.32 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 879.05 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 43 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Canadian Pacific Railway—Canadian Lines. INCREASE 1913 OWER 1890 ITEMS 1890 1913 Number Per Cellt Number of locomotives in service.................... ſº 418 2,052 1,634 390 91 Ton miles . . . . . . . . . . . . . . . . . . . . .................... * 1,057,001,659 11,242,690,998 10,185,689,339 963 64 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . .............. ę 1,311,622,251 13,009,673,011 11,698,050,760 89f 88 Freight train miles.................................. 5,821,374 27,611,103 21,789,729 314 3i Revenue train miles.................. tº º te e º tº e º e º 'º tº dº º º 11,189,499 51,904,291 40,714,792 363 87 Total train miles. . . . . . . . . . . . . . ...................... Q) 11,189,499 54,158,077 (D 42,968,578 (D384 04 Ton miles per freight train mile..................... 2 1 199 103 34 Coal consumed (tons)............................... 427,115 4,187,536 3,759,821 879 05 Fuel consumed per locomotive mile (pounds).......... 62.32 (3) 125.46 63.14 101 32 Ton miles per $1,000 compensation to freight engineers. 3,169,648 4,710,283 1,540,635 48 61 Ton miles per $1,000 compensation to freight firemen.. 6,169,498 7,367,913 1,198,415 19 42 Traffic units per $1,000 compensation to engineers..... 2,259,221 3,053,962 794,741 35 18 Traffic units per $1,000 compensation to firemen....... 4,397,418 4,777,065 379,647 8 63 xv. CHICAGO, ROCK ISLAND AND PACIFIC RAILWAY. The following chart shows the operating performance of the Chicago, Rock Island and Pacific Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company of the Interstate Commerce Commission during the period under consideration: (D No non-revenue service train miles in 1890. ..(?) Qil burners not reported in 1890. (3) Some oil burners used. See “Tractive Power” basic table. 44 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 CHICAGO. ROCK ISLAND AND PACIFIC RAILWAY, 1890-1913. NUMBER OF LOCO- MOTIVES IN SERVICE }=-r Increase of 196.18 per cent. NUMBER OF TON M | LES An Increase of 302.15 per cent. NUMBER OF TRAFFIC UNITS An Increase of 311.90 per cent. #ſºr TRAIN }o An Increase of 73.27 per cent. REVENUE TRAIN MILES An Increase of 128.17 per cent. TON MILES PER FREIGHT TRAIN M | LE An Increase of 106.29 per cent. §§onsumed } An Increase of 509.04 per cent. PER LOCOMOTIVE FUEL CONSUMED } MILE (POUNDS) –An Increase of 165.37 per cent. Scale: 50 points to 1 inch. QNot separated from mixed train mileage in report for 1890. INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1890-1913 45 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 152 tons, or 106.29 per cent, and was able to handle an increase in the volume of freight traffic of 3,732,367,959 ton miles, or 302.15 per cent, with an advance of only 73.27 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 311.90 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 128.17 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. As a result of the large increase in the volume of traffic carried over the lines of the Chicago, Rock Island and Pacific Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 165.37 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 509.04 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage, 46 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Chicago, Rock Island and Pacific Railway. INCREASE 1913 OWER 1890 ITEMS 1890 1913 Number Per Cent Number of locomotives in service..................... 524 1,552 1,028 196.18 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,235,257,872 4,967,625,831 3,732,367,959 302 15 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,438,030,478 5,923,175,701 4,485,145,223 311.90 Freight train miles.................................. (D 9,307,082 16,125,928 (D 16,125,923 (D 73.27 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,281,273 34,866,839 19,585,566 128.17 Total train miles.................................... 18,927,423 36,050,623 17,123,200 90.47 Ton miles per freight train mile..................... 143 295 152 106.29 Coal consumed (tons)............................... 580,728 3,536,882 2,956,154 509.04 Fuel consumed per locomotive mile (pounds).......... 62.66 166.28 103.62. 165.31 XVI. CHICAGO, ST. PAUL, MINNEAPOLIS AND OMAHA RAILWAY. The following chart shows the operating performance of the Chicago, St. Paul, Min- neapolis and Omaha Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on sta- tistics taken from the annual reports of the company to the Interstate Commerce Com- mission during the period under consideration: (D Not separated from mixed train mileage in report for 1890. , NC REASED WORK AND PRODUCTIVE EFFICIENCY 1890-1913 47 CHICAGO, ST. PAUL, MINNEAPOLIS AND OMAHA RAILWAY, 1890-1913. §§ º §ice }-—An Increase of 60.43 per cent. NUMBER OF TON MILES º ATTºrſåTTºrºnt NUMBER OF TRAFFIC UNITS zºrrºr: per : fºr TRAIN }=—An Increase of 45.87 per cent. ºve TRAIN }-—An Increase of 71.81 per cent. TON MILES PER ###! TRAIN }-—An Increase of 75.80 per cent. COAL CONSUMED (TONS) An Increase of 231.89 per cent. FUEL CONSUMED MILE (POUNDS) TON MILES PER $1,000 COMPENSA- "#Eſht mºm—an Increase of 22.35 per cent. FREIGHT FIREMEN }-1–An Increase of 17.23 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- "Édſºeeks }=–An Increase of 9.33 per cent. FIREMEN }||—An Increase of 4.76 per cent. Scale: 50 points to 1 inch. 48 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 119 tons, or 75.80 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 793,816,407 ton miles, or 169.19 per cent, with an advance of only 45.87 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 179.42 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 71.81 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles Over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,302,621 40.98 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,598,201 30.52 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to- (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e is e º º ºs e e º e º e º ſº e º º 9.33 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.76 As a result of the large increase in the volume of traffic carried over the lines of the Chicago, St. Paul, Minneapolis and Omaha Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 86.66 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 231.89 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operat- ing a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage, INCREASED Work AND PRODUCTIVE EFFICIENCY, 49 1890–1913 The following table sets forth in a comprehensive and more underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Chicago, St. Paul, Minneapolis and 0maha Railway. ITEMS Number of locomotives in service............. . . . . . . . Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º º º Revenue train miles.......................... tº º e º 'º - e. Total train miles................................ tº º gº tº Ton miles per freight train mile..................... Coal consumed (tons)............................... Fuel consumed per locomotive mile (pounds).......... Ton miles per $1,000 compensation to freight engineers. Ton miles per $1,000 compensation to freight firemen.. Traffic units per $1,000 compensation to engineers..... Traffic units per $1,000 compensation to firemen...... ſº 1890 235 469,181,621 535,946,550 2,662,178 4,876,195 6,288,417 157 223,846 68.59 3,051,985 5,055,183 2,130,119 3,528,262 1913 3TT 1,262,998,028 1,497,543,651 3,883,291 8,377,731 8,890,470 276 742,914 128.03 3,734,184 5,926,229 2,328,940 3,696,069 XVII. DENVER AND RIO GRANDE RAILROAD. detailed way the facts INCREASE 1913 OWER 189ſ) Number Per Cent, 142 60 43 793,816,407 169 19 961,597,101 17942 1,221,113 45 87 3,501,536 71.81 2,602,053 41 38 119 75 80 519,068 31 89 59.44 86 65 682,199 22 35 871,046 1723 198,821 9 33 167,807 4.76 The following chart shows the operating performance of the Denver and Rio Grande Railroad, as well as the increase in work and productive efficiency of its locomotive engineers It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under and firemen, during the period 1890–1913. consideration: 50 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 DENVER AND RIO GRANDE RAILROAD, 1890-1913. NUMBER OF LOC0– MOTIVES IN SERVICE An Increase of 163.25 per cent. NUMBER OF TON MILES An Increase of 441.71 per cent. —An Increase of 417.92 per cent. FREIGHT TRAIN MILES An Increase of 145.78 per cent. NUMBER OF TRAFFIC UNITS REVENUE TRAIN MILES zºfºrm: per cent. TON MILES PER FREIGHT TRAIN MILE An Increas: : 140.16 per : C0AL CONSUMED } (TONS) —An Increase of 458.03 per cent. PER LOCOMOTIVE FUEL CONSUMED }o MILE (POUNDS) TON MILES PER $1,0000 COMPENSA- TION TO FREIGHT º An Increase of 94.24 per cent. FREIGHT FIREMEN }ºm—an Increase of 79.24 per cent. *. TRAFFIC UNITS PER $1,000 COMPENSA- (* TION TO ENGINEERS }_º An Increase of 87.36 per cent. FIREMEN }=—An Increase of 72.89 per cent. OInformation not available. Scale: 50 points to 1 in ch. INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1890–1913 51 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 178 tons, or 140.16 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 1,235,015,822 ton miles, or 441.71 per cent, with an advance of only 145.78 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 41792 per cent in traffic units, or of both ton and passenger miles was transported with an increase of only 117.29 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units, of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the - Increase of Increase in ton miles per $1,000 increase - - 1890–1913 In compensation to— Ton Miles over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.195,070 146.92 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * - - - - - - 4,600,063 118.43 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: - Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87.36 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e s e s e e s e e s e e s s e s e s e e s s e s • * * * * * * T2.89 As a result of the large increase in the volume of traffic carried over the lines of the Denver and Rio Grande Railroad with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for the firemen to handle an increase of 458.03 per cent in the quantity (tons) of coal consumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsi- bilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. 52 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1890–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Denver and Rio Grande Railroad. INCREASE 1913 OWER 1890 ITEMS 1890 1913 Number Per Cent, Number of locomotives in service.................... 234 616 382 163.25 Ton miles ........................................ 279,595,391 1,514,612,213 1,235,015,822 441.71 Traffic units ....................................... 342,918,090 1,776,034,029 1,433,115,939 417.92 Freight train miles.................................. 1,801,975 4,428,980 y • * * * 145.78 Revenue train miles.............................. * - e. 3,918,973 8,515,649 4,596,676 117.29 Total train miles.................................... 5,779,947 8,824,014 3,044,067 52.67 Ton miles per freight train mile...... • - - - - - - - - - - - - - - 127 3 178 140.16 Coal consumed (tons)............................... 213,428 1,190,983 977,555 458.03 Fuel consumed per locomotive mile (pounds).......... 49.48 Q) G) Ton miles per $1,000 compensation to freight engineers. 1,293,978 2,513,408 1,219,430 94.24 Ton miles per $1,000 compensation to freight firemen.. 2,106,013 3,774,838 1,668,825 79.24 Traffic units per $1,000 compensation to engineers..... 892,546 1,672,252 779,706 87.36 Traffic units per $1,000 compensation to firemen....... 1,452,661 2,511,524 1,058,863 72.89 º XVIII. DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. The following chart shows the operating performance of the Duluth, South Shore and Atlantic Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (1) Information not available. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 53 : IDULUTH, SOUTH SHORE AND ATLANTIC RAILWAY, 1890-1913. NUMBER OF LOCO- § §§ |N }º A Decrease of 8.49 per cent. NUMBER OF TON MILES An Increase of 127.34 per cent. NUMBER OF TRAFFIC UNITS An Increase of 130.40 per cent. #7 TRAIN }=—An Increase of 14.19 per cent. º UE TRAIN }_1–An Increase of 28.17 per cent. TON MILES PER FREIGHT TRAIN M | LE An Increase of 116.81 per cent. COAL CONSUMED (TONS) —An Increase of 141.37 per cent. FUEL CONSUMED PER LOCOMOTIVE -An Increase of 90.16 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- T10N T0 FREIGHT ENGINEERS * —An Increase of 32.89 per cent. FREIGHT FIREMEN }Im—an Increase of 26.11 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- ON TO "Big EERs }=—An Increase of 21.55 per cent. FIREMEN }||—An Increase of 15.35 per cent. Scale: 50 points to 1 inch. 54 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 132 tons, or 116.81 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 145,863,982 ton miles, or 127.34 per cent, with an advance of only 14.19 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 13040 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 28.17 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the Outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— TOn Miles Over 1890 Freight engineers ........................... ... • * - - - - - - - - 4,121.150 79.16 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,346,051 58.64 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913. Over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............................. © tº e º e º 'º e 21.55 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.35 As a result of the large increase in the volume of traffic carried over the lines of the Duluth, South Shore and Atlantic Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 90.16 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 141.37 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a con- sequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 55 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Duluth, South Shore and Atlantic Railway. ITEMS Number of locomotives in service.................... tº Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Freight train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revenue train miles' . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Total train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel consumed per locomotive mile (pounds).......... Ton miles per $1,000 compensation to freight engineers. Ton miles per $1,000 compensation to freight firemen.. Traffic units per $1,000 compensation to engineers Traffic units per $1,000 compensation to firemen XIX, FORT WORTH AND DENVER CITY RAILWAY. 1890 106 114,542,931 130,178,600 917.1 ,179 1,548,909 2,113,085 113 56,823 54. 2,300,244 4,000,382 1,547,884 2,691,921 1913 97 260,406,943 299,935,524 1,047,308 1,985,260 2,086,108 245 137,156 103.05 3,056,775 5,044,886 1,881,500 3,105,244 INCREASE 1913 0 Number g 436,351 26,977 132 80,333 48. 756,534 1,044,504 333,616 413,323 9 145,863,982 169,756,924 130,1 WER 1890 Per Cent – 8.49 127.34 The following chart shows the operating performance of the Fort Worth and Denver City Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration. – (Minus) Denotes decrease. 56 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 FORT WORTH AND DENVER CITY RAILWAY, 1890-1913. |Mºſt ºf Loco- \ MOTIVES IN SERVICE J x: F. 175.00 per cent. NUMBER OF TON MILES An Increase of 399.33 per cent. NUMBER OF TRAFFIC UNITS ſ = −An Increase of 375.54 per cent. Y ###7 TRAIN jm—an Increase of 26.45 per cent. §§ue TRAIN —An Increase of 52.89 per cent. T0N MILES PER l ºf GHT TRAIN f J An Increase of 290.41 per cent. C0AL CONSUMED \ (TONS) ſ —An Increase of 311.95 per cent. FU EL CONSUMED l PER LOCOMOTIVE - (1) MILE (POUNDS) J TON MILES PER $1,000 COMPENSA- TION TO * * ~ * FREIGHT ENGINEERs) An F: Fºr Hir --- FREIGHT FIREMEN } An Increase of 151.84 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- N TO TION T - ENGINEERS ſ 7. Tºf H. per cent. FIREMEN . . An Increase of 100.79 per cent. ©Information not available. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 57 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 212 tons, or 290,41 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 302,972,442 ton miles, or 399.33 per cent, with an advance of only 26.45 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 375.54 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 52.89 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1890-1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles Over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,335,717 380.55 Freight firemen ............ . . . . . . . . . . . . . . . . e e s s = * * * * * * * 10,448,767 306.36 On the basis of all classes of engineers and firemen the following gains were made by this railroad in term of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Pngineers ............................................ tº e s sº e º e º e º e • a e e s e º e o e º e e s s 117.43 Firemen ............................................. 4 e s e e s e e s e s a s • e º e s s 6 & P - e < * 100.79 As a result of the large increase in the volume of traffic carried over the lines of the Fort Worth and Denver City Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for the firemen to handle an increase of 311.95 per cent in the quantity (tons) of coal con- sumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. 58 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1890–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: - PRODUCTIVE EFFICIENCY TABLE. Fort Worth and Denver City Railway. INCREASE 1913 OWER 1890 ITEMS 1890 1913 Number Per Cent Number of locomotives in service............... * º º gº tº tº 32 88 56 175.00 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº 75,869,651 378,842,093 302,972,442 399.33 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º 92,145,470 441,043,043 348,297,573 375.54 Freight train miles ................................. 1,034,778 1,308,455 273,677 26. Revenue train miles .......... tº e º & tº ſº tº de e º 'º º dº º e º 'º tº e º 'º * 1,411,242 2,157,619 746,377 52.89 Total train miles ................................. tº e 1,606,544 2,184,545 578,001 35.98 Ton miles per freight train mile..................... 73 2 212 290,41 Coal consumed (tons) ............................. 52,974 218,229 165,255 311.95 Fuel consumed per locomotive mile (pounds).......... Q) 165.91 () Ton miles per $1,000 compensation to freight engineers. 1,526,522 4,163,008 2,636,486 172.71 Ton miles per $1,000 compensation to freight firemen.. 2,571,330 6,475,712 3,904,382 151.84 Traffic units per $1,000 compensation to engineers..... 1,368,190 2,974,795 1,606,605 117.43 Traffic units per $1,000 compensation to firemen...... te 2,304,636 4,627,410 2,322,774 100.79 XX. GULF, COLORADO AND SANTA FE RAILWAY. The following chart shows the operating performance of the Gulf, Colorado and Santa Fe Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstaate Commerce Commission during the period under consideration: - (D Information not available. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 59 GULF, COLORADO AND SANTA FE RAILWAY, 1890-1913. NUM BER OF LOCO- MOTIVES IN SERVICE An Increase of 249.40 per cent. NUMBER OF TON MILES \ ſ An Increase of 430.26 per cent. NUMBER OF TRAFFIC UNITS An Increase of 416.72 per cent. ºg" TRAIN }ºm—an Increase of 52.61 per cent. TON MILES PER } FREIGHT TRAIN M | LE An Increase of 237.76 per cent. COAL CONSUMED (TONS) } (D FUEL CONSUMED PER LOCOMOTIVE MILE (POUNDS) } An Increase of 103.71 per cent. TON MILES PER $1,000 COMPENSA- TION TO | FREIGHT ºntº An Increase of 148.52 per cent. FREIGHT FIREMEN } § An Increase of 125.67 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION TO ENGINEERS An Increase of 107.89 per cent. FIREMEN } An Increase of 88.78 per cent. QOnly one coal-burning locomotive in 1913. No returns made for consumption of coal. Scale: 50 points to 1 inch. 60 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 233 tons, or 237.76 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 868,260,064 ton miles, or 430.26 per cent, with an advance of only 52.61 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 416.72 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 81.19 per cent in revenue train miles. . The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. - The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase Of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles Over 1890 Freight engineers ...................................... 6,697,625 279.51 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . ................. 9,803,537 218.78 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Pngineers . . . . . . . . . . . . . . . . . . . . . ................................................. 107.89 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88.78 As a result of the large increase in the volume of traffic carried over the lines of the Gulf, Colorado and Santa Fe Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each firemen to handle an increase of 103.71 per cent in fuel for each locomotive mile traveled. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handle. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and respon- sibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 61 1890–1913 The following table sets forth in a comprehensive and more underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Gulf, Colorado and Santa Fe Railway. ITEMS 1890 Number of locomotives in service..................... 83 Ton miles . . . . . . . . . . . . . . . . . ........................ 201,796,683 Traffic units . . . . . . . . . . . . . . . . . . . . . . ................. 232,146,671 Freight train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,964,456 Revenue train miles . . . . . . . . . . . . .................... 3,037,983 Total train miles ........ * * * * * * * * * * * * * * * * * * * * * * * * * * * 3,851,341 Ton miles per freight train mile..................... Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140,015 Fuel consumed per locomotive mile (pounds) . . . . . . . . . . (2) * Ton miles per $1,000 compensation to freight engineers. 1,764,790 Ton miles per $1,000 compensation to freight firemen.. 3,075,325 Traffic units per $1,000 compensation to engineers..... 1,365,320 Traffic units per $1,000 compensation to firemen....... 2,379,210 XXI. INTERNATIONAL AND GREAT NORTHERN RAILWAY. 3.60 & 1913 290 1,070,056,747 1 *###; 5,504,431 5,690,708 331 () 141.78 4,385,784 6,940,128 2,838,329 4,491,429 detailed way the facts INCREASE 1913 OVER 1890 Number Per Cent 20T 249 40 868,260,064 430 26 967,410,768 416.72 1,033,462 5261 2,466,508 81.19 1,839,367 47.76 233 237.76 T2.18 103.71 2,620,994 148.52 3,864,803 125.67 1,473,009 107.89 2,112,219 88.78 The following chart shows the operating performance of the International and Great Northern Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (D Only one coal burning locomotive reported in 1913; its use confined to shop, and no return was made for consumption of coal. See “Tractive Power” basic table. (2) 0il burners not reported in 1890. 19–5 62 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 INTERNATIONAL AND GREAT NORTHERN RAILWAY, 1890-1913. NUMBER OF LOCO- MOTIVES IN SERVICE An Increase of 103.57 per cent. An Increase of 261.50 per cent. NUMBER OF TON MILES NUMBER OF TRAFFIC UNITS An Increase of 260.21 per cent. §§ºr TRAIN }-—An Increase of 58.51 per cent. REVENUE TRAIN MILES }=—an increase of slas percent TON MILES PER FREIGHT TRAIN MILE An Increase of 113.33 per cent. §—A Decrease of 37.76 per cent. FUEL CONSUMED PER LOCOMOTIVE MILE (POUNDS) ºf . §onsumed }º 27:FT3: per cent. TON MILES PER $1,000 COMPENSA- "Fºr º —An Increase of 66.83 per cent. FREIGHT FIREMEN }_-An Increase of 63.52 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- "Élºsers } m—An Increase of 53.08 per cent. FIREMEN }=—An Increase of soo, per cent Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 63 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 119 tons, or 113.33 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 503,042,627 ton miles, or 261.50 per cent, with an advance of only 58.51 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 26021 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 81.35 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. º The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890–1913, the railroad company received the following gains in productivity of its engine crews: - Per Cent of the Increase Increase in ton miles per $1,000 increase ' 1890–1913 in compensation to— Ton Miles Over 1890 Freight engineers ..................................... 3,984,370 124.11 Freight firemen . . . . . . . . . ....................... * e a e s e 6,391,901 115.99 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase of 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53.08 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50.04 As a result of the large increase in the volume of traffic carried over the lines of the International and Great Northern Railway with comparatively small increases in train mile- age and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 118.62 per cent in fuel for each locomotive mile traveled. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mile- age have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a con- sequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. 64 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. International and Great Northern Railway. INCREASE 1913 OWER 1890 ITEMS 1890 1913 Number Per Cent Number of locomotives in service..................... 84 171 8T 103.57 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192,367,884 695,410,511 503,042,627 261.50 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221,108,333 T96,449,077 575,340,744 260.21 Freight train miles ................................. 1,835,298 2,909,149 1,073,851 58 51 Revenue train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,714,427 4,922,720 2,208,293 81.35 Total train miles ................. . . . . . . . . . . . . . . . . . . 3,308,023 5,031,972 1,723,949 52.11 Tom miles per freight train mile..................... 105 224 119 it 3.33 Coal consumed (tons) ............................. 100,697 62,672 – 38,025 – 37.76 Fuel consumed per locomotive mile (pounds).......... .2 133.82 72.61 118.62 Ton miles per $1,000 compensation to freight engineers. 1,777,892 2,966,085 1,188,193 66.83 Ton miles per $1,000 compensation to freight firemen.. 2,959,324 4,839,187 1,879,863 63 52 Traffic units per $1,000 compensation to engineers..... 1,381,616 2,114,998 733,382 53.08 Traffic units per $1,000 compensation to firemen....... 2,299,738 3,450,625 1,150,887 50.04 XXII. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. The following chart shows the operating performance of the Minneapolis, St. Paul and Sault Ste. Marie Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: - (Minus) Denotes decrease. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 65 MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY, 1890-1913. NUMBER OF LOCO- M0TIVES IN SERVICE NUMBER OF TON MILES NUMBER OF TRAFFIC UNITS FREIGHT TRAIN MILES REVENUE TRAIN MILES TON MILES PER FREIGHT TRAIN MILE COAL CONSUMED (TONS) FUEL CONSUMED PER LOCOMOTIVE MILE (POUNDS) TON MILES PER $1,000 COMPENSA- —An Increase of 753.23 per cent. An Increase of 1,344.18 per cent. An Increase of 1,390.37 per cent. An Increase of 583.68 per cent. An Increase of 650.58 per cent. } } | } } } An Increase of 125.13 per cent. "—An Increase of 1,114.01 per cent. }-—An Increase of 62.81 per cent. "ºut enemiers) –An Increase of 31.76 per cent. FREIGHT FIREMEN }_–An Increase of 29.18 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION TO ENGINEERS FIREMEN }||—an Increase of 16.01 per cent. }||—An Increase of 13.73 per cent. Scale: 50 points to 1 inch. 66 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1890-1913 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 244 tons, or 125.13 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 3,102,071,750 ton miles, or 1344.18 per cent, with an advance of only 583.68 per cent in freight train miles. Consider- ing both freight and passenger traffic together, a growth of 1390.37 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 650.58 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the w Increase of Increase in ton miles per $1,000 increase 1890–1913 in COmpensation to— Ton Miles over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,182,246 34 95 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,611,615 32.05 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . © e º 'º e º e º 'º e º ºs e º ºs e is a e º e s a e 16.01 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • e º e s e º e e g º e s - © e º 'º e º 'º º e º & © tº e º ſº tº e º e º e º e º us 13.73 As a result of the large increase in the volume of traffic carried over the lines of the Minneapolis, St. Paul and Sault Ste Marie Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 62.81 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 1114.01 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operat- ing a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsi- bilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 67 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Minneapolis, St. Paul and Sault Ste. Marie Railway. INCREASE 1913 OWER 1890 ITEMS 1890 1913 Number Per Cent Number of locomotives in service..................... 62 529 467 T53 23 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . gº to gº º tº º & º C & © e º º e º º 230,778,156 3,332,849,906 3,102,071,150 1,344.18 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º e º e º & e e 244,249,059 3,640,214,730 3,395,965,680 1,390 37 Freight train miles ........................... * G - e º ºs 1,030,772 7,047,206 6,016,434 583.68 Revenue train miles ....... • * e º e º e s e º e s tº º e º e s tº º e º ſº e e 1,737,725 13,042,944 11,305,219 650.58 Total train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,944,692 13,322,708 11,378,016 585 03 Ton miles per freight train mile..................... 195 439 4 125 13 Coal consumed (tons) ....................... & © tº a º º 79,147 960,851 831,704 1,114 01 Fuel consumed per locomotive mile (pounds).......... 73.09 19.00 45.91 62 81 Ton miles per $1,000 compensation to freight engineers. 4,581,022 6,036,153 1,455,131 31.76 Ton miles per $1,000 compensation to freight firemen.. 7,278,690 9,402,930 2,124,240 29.18 Traffic units per $1,000 compensation to engineers..... 3,251,365 3,771,755 520,390 16 01 Traffic units per $1,000 compensation to firemen....... 5,366,012 5,875,522 709,510 13.73 XXIII. MINNEAPOLIS AND ST. LOUIS RAILROAD. The following chart shows the operating performance of the Minneapolis and St. Louis Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: 68 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 MINNEAPOLIS AND ST. LOUIS RAILROAD, 1890-1913. NUMBER OF LOCO- MOTIVES IN SERVICE An Increase of 228.36 per cent. NUMBER OF TON Ml LES An Increase of 1,074.93 per cent. NUMBER OF TRAFFIC UNITS An Increase of 992.65 per cent. FREIGHT TRAIN MILES An Increase of 369.79 per cent. - An Increase of 392.28 per cent. TON MILES PER FREIGHT TRAIN MILE An Increase of 142.06 per cent. C0AL CONSUMED (TONS) An Increase of 1,236.97 per cent. FUEL CONSUMED PER LOCOMOTIVE MILE (POUNDS) } } } } } | } m—An Increase of 192.71 per cent. TON MILES PER $1,000 COMPENSA- TION TO FREIGHT lººm—an Increase of 65.96 per cent. FREIGHT FIREMEN }Im—An Increase of 70.72 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- "ºldişeeks } m—an Increase of 58.02 per cent. FIREMEN }-—An Increase of 62.55 per cent. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 69 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 179 tons, or 142.06 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 828,633,306 ton miles, or 1074.93 per cent, with an advance of only 369.79 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 992.65 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 392.28 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles Over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,428,613 76.81 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,037,166 82.74 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.02 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62.55 As a result of the large increase in the volume of traffic carried over the lines of the Minneapolis and St. Louis Railroad with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 192.71 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 1236.97 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a con- sequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. 70 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Minneapolis and St. Louis Railroad. ITEMS Number of locomotives in service.......... ... • * * * * * * * * * Ton miles ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Traffic units . . . . . . . . . . . . . . . . . . . - p e º e º s a tº e º e º 'º a tº $ tº e º ſº Freight train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revenue train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Total train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (D Ton miles per freight train mile..................... Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel consumed per locomotive mile (pounds).......... Ton miles per $1,000 compensation to freight engineers. Ton miles per $1,000 compensation to freight firemen.. Traffic units per $1,000 compensation to engineers..... Traffic units per $1,000 compensation to firemen. . . . . . . XXIV. MISSOURI, KANSAS AND TEXAS RAILWAY. 1890 67 77,087,412 90,919,304 577,510 1,013,101 126 40,127 55 .73 2,504,790 3,850,905 1,683,909 2,588,892 1913 220 905,720,718 993,433,860 2,713,057 4,987,297 5,129,461 305 536,484 163 .13 4,156,875 6,574,198 2,660,886 § 3. INCREASE 1913 0 Number 153 828,633,306 902,514,556 2,135,547 3,914,196 179 496,357 'fºi.40 1,652,085 2,723,293 976,977 1,619,361 WER 1890 Per Cent 228.36 1,074 93 992 65 369.79 392.28 () 14208 1,236 97 192.71 65.96 The following chart shows the operating performance of the Missouri, Kansas and Texas Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: Q) Information not available. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 71 MISSOURI, KANSAS AND TEXAS RAILWAY, 1890-1913. MOTIVES IN SERVICE NUMBER OF LOCO- An Increase of 221.70 per cent. MILES An Increase of 229.25 per cent. NUMBER OF TON } NUMBER OF TRAFFIC UNITS An Increase of 259.89 per cent. fºr Train } _–An Increase of 62.34 per cent. REVENUE TRAIN MILES } An Increase of 165.18 per cent. TON MILES PER FREIGHT TRAIN } MILE An Increase of 452.27 per cent. COAL CONSUMED (TONS) An Increase of 314.61 per cent. FUEL CONSUMED PER L000MOTIVE M | LE —An Increase of 75.83 per cent. (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ºntº _–An Increase of 56.83 per cent. FREIGHT FIREMEN }=—An Increase of 45.13 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- TION TO ENGINEERS }||—An Increase of 8.59 per cent. f FIREMEN } —An Increase of .49 per cent. Scale: 50 points to 1 inch. 72 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 452.27 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 1,274,552,976 ton miles, or 229.25 per cent, with an advance of only 62.34 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 259.89 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 165.18 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles Over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,447,072 108.51 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,716,622 80.71 As a result of the large increase in the volume of traffic carried over the lines of the Missouri, Kansas and Texas Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 75.83 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 314.61 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mile- age have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a con- sequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 73 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE. MissOuri, Kansas and Texas Railway. ITEMS Number of locomotives in service..................... Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Freight train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revenue train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Total train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel consumed per locomotive mile (pounds) . . . . . . . . . . Ton miles per $1,000 compensation to freight engineers. Ton miles per $1,000 compensation to freight firemen.. Traffic units per $1,000 compensation to engineers..... Traffic units per $1,000 compensation to firemen....... 1890 212 555,966,783 620,072,620 4,448,860 5,669,925 3,716,778 1,866,295 3,252,430 82.20 2,132,739 1913 682 1,830,519,759 *}; 7,222, 15,035,484 15,480,682 243 1,400,172 .53 3,344,716 5,394,289 2,026,552 3,268,382 XXV. MISSOURI PACIFIC RAILWAY. INCREASE 1913 OWER 1890 Number Per Cent 470 221.70 1,274,552,976 229.25 1,611,529,483 259.89 ,773,479 62.34 9,365,559 165.18 8,124,246 110 44 199 45227 1,062,462 314 61 62 33 75 83 1,211,977 56 83 1,677,511 45.13 160,257 8.59 15,952 .49 The following chart shows the operating performance of the Missouri Pacific Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under con- sideration : 74 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 MISSOURI PACIFIC RAILWAY, 1890-1913. NUMBER OF LOCO- MOTIVES IN SERVICE An Increase of 97.39 per cent. NUMBER OF TON MILES An F. of 178.70 per cent. NUMBER OF TRAFFIC - UNITS An Increase of 167.30 per : ###7 TRAIN }Im—An Increase of 50.18 per cent. §§ue TRAIN }-—An Increase of 56.56 per cent. TON MILES PER FREIGHT TRAIN MILE An Increase of 98.13 º Cent. COAL CONSUMED (TONS) An Increase of 247.90 per cent. FUEL CONSUMED PER §º") -—an increase of so percent (POUNDS) TON MILES PER $1,000 COMPENSA- "Fºr inters) _–An Increase of 31.54 per cent. FREIGHT FIREMEN }=—An Increase of 23.96 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- "ºffeefs }||—An Increase of 11.97 per cent. FIREMEN }||—An Increase of 5.52 per cent. Scale: 50 points to 1 inclu, INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 75 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 157 tons, or 98.13 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 1,588,146,844 ton miles, or 178.70 per cent, with an advance of only 50.18 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 167.30 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 56.56 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles Over 1890 Freight engineers .............. . . . . . . . . . . . . . . . e - e º e º e º e 5,107,534 59.73 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,636,863 43.15 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & º e º ºr º e e - e º e º º is º g º e º & 6 º' e e º & tº e º e º e 11.97 Firemen e e º e º e s = e º e e º e º e º e º is º e º º © tº e º 'º - - - © tº e • C & © tº e º e º e - © e - © e • . . e is e o e º s - e º – Q & e o e c 5.52 As a result of the large increase in the volume of traffic carried over the lines of the Missouri Pacific Railway with comparatively small increases in train mileage and con- sequently heavier train loads, it has been necessary for each firemen to handle an increase of 88.09 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 247.90 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. 76 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. MissOuri Pacific Railway. ITEMS 1890 Number of locomotives in service..................... 306 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 888,726,316 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,020,951,677 Freight train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,993,838 Revenue train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q is 9,215,839 Total train miles .................................. e 11,733,221 Ton miles per freight train mile..................... 160 Coal consumed (tons) ............................. 437,462 Fuel consumed per locomotive mile (pounds).......... s .38 Ton miles per $1,000 compensation to freight engineers. 3,197,616 Ton miles per $1,000 compensation to freight firemen.. 5,334,684 Traffic units per $1,000 compensation to engineers..... 2,205,489 Traffic units per $1,000 compensation to firemen....... 3,679,490 1913 604 2,476,873,160 2,728,999,242 7,499,949 14,522,653 14,990,297 317 1,521,942 162.47 4,206,103 6,612,895 2,469,591 3,882,729 INCREASE 1913 OWER 1890 Number Per Cent 298 97.39 1,588,146,844 178.70 1,708,047,565 167.30 2,506,111 50.18 5,246,814 56.56 3,257,076 27.76 157 98.13 1,084,480 247.90 76.09 88.09 1,008,487 31.54 1,278,211 23.96 264,102 11.97 203,239 XXVI. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. 5.52 The following chart shows the operating performance of the St. Louis, Iron Mountain and Southern Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration : INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 77 ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY, 1890-1913. NUMBER OF LOC0– MOTIVES IN SERVICE An Increase of 154.46 per cent. NUMBER OF T0N MILES An Increase of 401.11 per cent. NUMBER OF TRAFFIC UNITS m—An Increase of 382.83 per cent. FREIGHT TRAIN MILES An Increase of 95.92 per cent. 9 2.T.:Fr.: per cent. MILES TON MILES PER FREIGHT TRAIN MILE An Increase of 141.34 per cent. ºisſons MED (TON m—An Increase of 417.78 per cent. FUEL CONSUMED PER LOCOMOTIVE MILE (POUNDS) } } } } } } } An Increase of 126.36 per cent. TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS —An Increase of 71.20 per cent. ration return ) -—An Increase of ses, percent TRAFFIC UNITS PER $1,000 COMPENSA- TION TO ENGINEERS }m—an Increase of 42.32 per cent. FIREMEN }=—an Increase of 31.64 per cent. Scale: 50 points to 1 inch. 78 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 253 tons, or 141.34 per cent. It was, there- fore, able to handle an increase in the volume of freight traffic of 2,554,644,124 ton miles, or 401.11 per cent, with an advance of only 95.92 per cent in freight train miles. Con- sidering both freight and passenger traffic together, a growth of 382.83 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 135.57 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes lias greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Ton Miles over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,889,956 108.14 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,377,055 85.29 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e s e s a e e º e º e º e º e s e º e e º e º e s e e s e º 'º - “. 42.32 Firemen tº e º e º e º e º e tº e e o 'ºe º e s e e s tº e s a s a e e e e s - e. e. e. e. e. e s tº e º 'º e e © e e e g º e º e º ºs e e o e e s a c e s e º e e 31.64 As a result of the large increase in the volume of traffic carried over the lines of the St. Louis, Iron Mountain and Southern Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 126.36 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 417.78 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 79 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE, St. Louis, Iron Mountain and Southern Railway. INCREASE 1913 OWER 1890 ITEMS 1890 1913 Number Per Cent Number of locomotives in service..................... 213 542 329 154.46 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636,886,792 3,191,530,916 2,554,644,124 401.11 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712,778,017 3,441,517,791 2,728,739,774 382.83 Freight train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,418,025 6,696,614 3,278,589 95.92 Revenue train miles ................................ 5,621,112 13,241,887 T,620,115 135.5T Total train miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e e 7,510,109 14,110,674 6,600,565 87.8 Ton miles per freight train mile..................... 179 141.34 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . tº gº 268,857 1,392,078 1,123,221 417.78 Fuel consumed per locomotive mile (pounds).......... 71.89 162.73 90.84 125 36 Ton miles per $1,000 compensation to freight engineers. 3,310,274 5,667,032 2,356,758 71.20 Ton miles per $1,000 compensation to freight firemen.. 5,600,531 8,867,802 3,267,271 58.34 Traffic units per $1,000 compensation to engineers..... 2,341,753 3,332,899 991,146 42.32 Traffic units per $1,000 compensation to firemen....... 3,961,947 5,215,330 1,253,383 31.64 XXVII. TEXAS AND PACIFIC RAILWAY. The following chart shows the operating performance of the Texas and Pacific Rail- way, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1890–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: 80 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 TEXAS AND PACIFIC RAILWAY, 1890-1913. NUMBER OF LOC0– MOTIVES IN SERVICE An Increase of 105.21 per cent. NUMBER OF TON MILES An Increase of 215.58 per cent. ºf OF TRAFFIC }=-r Increase of 211.79 per cent. ſº" " ) ==An increase of 6816 per cent REVENUE TRAIN MILES An Increase of 92.85 per cent. TON MILES PER FREIGHT TRAIN MILE An Increase of 85.48 per cent. C0AL CONSUMED (TONS) An Increase of 256.17 percent. FUEL CONSUMED PER #}}}|VE MILE _–An Increase of 77.12 per cent. TON MILES PER $1,000 COMPENSA- TION TO - - FREIGHT intº _–An Increase of 26.58 per cent. FREIGHT FIREMEN }=—An Increase of 17.39 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- "ºldfleets }||—An Increase of 10.29 per cent. FIREMEN }l—An Increase of 2.28 per cent. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 81 The foregoing chart shows that this railroad, during the period 1890–1913, was enabled to make a gain in its freight train load of 106 tons, or 85.48 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 874,642,693 ton miles, or 215.58 per cent, with an advance of only 68.16 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 211.79 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 92.85 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1890–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— TOn Miles Over 1890 Freight engineers ...................................... ;3,504,569 44.39 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,342,602 27.70 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.29 Firemen ..... & 9 º' º e s & e º 'º e º 'º - e º ºs e º 'º e º s e º e º e º e º e s e a e s s e a e s a • e º e e a e º e º e º a s a e s e e s e s e 2.28 As a result of the large increase in the volume of traffic carried over the lines of the Texas and Pacific Railway with comparatively small increases in train mileage and con- sequently heavier train loads, it has been necessary for each fireman to handle an increase of 77.12 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 256.17 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. 82 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Texas and Pacific Railway. ITEMS Number of locomotives in service..................... Ton miles * * * * * * * * * * * * e º e g º º gº e º e º ºs º º e g g º e º e º e º e º e º 'º Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e tº ſº e º 'º º º Freight train miles ............................ • e º e º Revenue train miles ................. tº e º e º e º 'º e º 'º e º & & Total train miles ................ * c is is e e º ºs e e tº gº º ſº e º 'º º º Ton miles per freight train mile.......... # * * * G & º & Cº. tº º Coal consumed (tons) ....................... tº gº tº e º e Fuel consumed per locomotive mile (pounds)......... e Ton miles per $1,000 compensation to freight engineers. Ton miles per $1,000 compensation to freight firemen.. Traffic units per $1,000 compensation to engineers...... Traffic units per $1,000 compensation to firemen....... XXVIII. 1890 192 405,717,563 470,439,253 3,270,118 4,852,644 5,942,533 124 *: 76.50 2,427,223 4,183,863 1,896,634 3,269,278 1913 394 1,280,360, 256 1,466,780,041 5,499,144 9,358,538 9,555,674 230 *:: 35.50 3,072,486 4,911,560 2,091,841 3,343,942 WABASH RAILROAD. INCREASE 1913 OWER 1890 Number Per Cent 202 105.21 874,642,693 215.58 996,340,788 211.79 passes 2 68.16 4,505,894 92.85 3,613,141 60.80 1 .48 581,129 .17 59.00 TT.12 645,263 26.58 727,697 17.39 195,207 10.29 74,664 2.28 The following chart shows the operating performance of the Wabash Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen during the period 1890-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 83 WABASH RAILROAD, 1890-1913. NUMBER OF LOC0– MOTIVES IN SERVICE }=—An Increase of 80.35 per cent. NUMBER OF TON MILES } An Increase of 160.28 per cent. NUMBER OF TRAFFIC UNITS ...An Increase of 158.90 per cent. fºr TRAIN }=—An Increase of 27.52 per cent. fºur TRAIN }m—an Increase of 42.76 per cent. TON MILES PER FREIGHT TRAIN M | LE An Increase of 101.53 per cent. An Increase of 234.83 per cent. COAL CONSUMED (TONS) - L000MOTIVE MILE FUEL CONSUMED PER } (POUNDS) An Increase of 120.91 per cent. TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ºntº) –An Increase of 28.91 per cent. FREIGHT FIREMEN }=—An Increase of 23.14 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- Tg diºcess }=—An Increase of 15.72 per cent. FIREMEN }||—An Increase of 10.54 per cent. Scale: 50 points to 1 inch. 84 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890-1913 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 199 tons, or 101.53 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 2,292,351,428 ton miles, or 160.28 per cent, with an advance of only 27.52 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 158.90 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 42.76 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and re- Sponsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1890–1913, the rail- road company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1890–1913 in compensation to— Tom Miles Over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,063,957 57.28 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,402,513 43.91 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.72 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.54 As a result of the large increase in the volume of traffic carried over the lines of the Wabash Railroad with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 120.91 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 234.83 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the im- possibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 85 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE, ITEMS Number of locomotives in Service... . . . . . . . . . . . . . . . . . Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . • e º e º e º e s e e º 'º Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . e is º ºs e e º 'º e º ºr * * Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revenue train miles. . . . . . . . . . . . . . . . e e º e e º e º e º e e º 'º c - e. Total train miles.................. tº dº e º 'º - - - sº e e º 'º e s - © e Ton miles per freight train mile............. . . . . . . . . Coal consumed (tons)............................... Fuel consumed per locomotive mile (pounds).......... Ton miles per $1,000 compensation to freight engineers. Ton miles per $1,000 compensation to freight firemen.. Traffic units per $1,000 compensation to engineers...... Traffic units per $1,000 compensation to firemen....... XXIX. WABASH, CHESTER AND WESTERN RAILROAD. Wabash Railroad. 1890 397 1,430,197,332 1,579,380,340 ,286,032 11,761,714 14,557,464 196 547,261 T4.23 3,855,634 6,533,416 2,637,712 1913 716 3,722,548,760 4,089,026,490 ,291,140 16,791,528 17,335,579 395 1,832,413 163.98 4,970,251 8,045,153 3,052,439 4,940,866 INC N REASE 1913 OVER 1890 umber Per Cent 319 80.35 2,292,351,428 160 28 2,509,646,150 15890 2,005,108 27.52 5,029,814 42.76 2,719,115 19.09 199 101 53 1,285,152 234 83 89.75 120.91 1,114,617 28.91 1,511,737 23.14 414,727 15.72 471,221 10.54 The following charts shows the operating performance of the Wabash, Chester and Western Railroad, as well as the increase in work and productive efficiency of its loco- motive engineers and firemen, during the period 1890-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under construction: 86 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1890–1913 WABASH, CHESTER AND WESTERN RAILROAD, 1890-1913. NUMBER OF LOC0- MOTIVES IN SERVICE An Increase of 100.00 per cent. An Increase of 347.97 per cent. NUMBER OF TRAFFIC UNITS An Increase of 271.91 per cent. § FREIGHT TRAIN MILES § A Decrease of 27.14 per cent. NUMBER OF TON MILES §§ UE TRAIN }=—An Increase of 34.35 per cent. TON MILES PER MILE COAL CONSUMED (TONS) An Increase of 322.61 per cent. PER LOCOMOTIVE FUEL CONSUMED } MILE (POUNDS) zºfºrº per Cent. TON MILES PER $1,000 COMPENSA- TION TO FREIGHT engineers) -—an Increase of 66.57 per cent. FREIGHT FIREMEN }-—an Increase of 57.90 per cent. TRAFFIC UNITS PER $1,000 COMPENSA- "Écheeks }_–An Increase of 61.47 per cent. FIREMEN }=–An Increase of 52.91 per cent. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1890–1913 87 The foregoing chart shows that this railroad, during the period 1890-1913, was enabled to make a gain in its freight train load of 91.04 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 5,565,540 ton miles, or 347.97 per cent, with a decrease of 27.14 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 271.91 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 34.35 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1890–1913, the rail- road company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase - 1890–1913 in compensation to— Ton Miles over 1890 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,291,271 105.98 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,548,893 89.42 On the basis of all classes of engineers and firemen the following gains were made by this railroad in terms of traffic units: Increase 1913 over 1890 Traffic units per $1,000 compensation to— (Per Cent) Engineers ge e º gº º sº gº as º e º sº º is tº gº º ſº e º e º 'º e e g º º ſº e º 'º e º 'º º tº e º e º e º ºs tº gº e º 'º - © tº e º 'º e º e º e º º e tº e º e º e Q 61.47 Firemen . . . . . . . . . . . . . . . . . . . • * * * * * * * * * e º e º e º e º cº e º 'º e º e º e º 'º e º e g º º e º e º 'º e e º ºs e º ºs e º 'º e º 52.91 As a result of the large increase in the volume of traffic carried over the lines of the Wabash, Chester and Western Railroad with a decrease in freight train miles and with a comparatively small increase in total revenue train mileage, and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 183.45 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal con- sumed has advanced 322.61 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train miles have decreased while freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly because of the impossibility of making more mileage. 88 INCREASED Work AND PRODUCTIVE EFFICIENCY, 1890–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Wabash, Chester and Western Railroad. INCREASE 1913 OWER 1890 ITEMS 1890 1913 Number Per Cent Number of locomotives in service.................... 3 6 3 100.00 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,599,450 7,164,990 5,565,540 347.91 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,202,007 8,189,576 5,987,569 271.91 Freight train miles.............. . . . . . . . . . . . . . . . . . . . . 27,846 20,289 — 7,557 – 27.14 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80,428 108,057 27,629 34.35 Total train miles.................................... () 110,900 (D (D Ton miles per freight train mile..................... 67 128 61 91.04 Coal consumed (tons)............................... 1,747 7,383 5,636 322.51 Fuel consumed per locomotive mile (pounds).......... 43.45 12316 T9.71 183 45 Ton miles per $1,000 compensation to freight engineers. 1,597,852 2,661,586 1,063,734 66.5T Ton miles per $1,000 compensation to freight firemen.. 2,929,396 4,625,558 1,696,162 57.90 Traffic units per $1,000 compensation to engineers..... 889,340 1,436,012 546,672 61.47 Traffic units per $1,000 compensation to firemen....... 1,632,325 2,496,061 863,736 52.91 — (Minus) Denotes decrease. Q) Information not available, Increased Work and Productive Efficiency of Locomotive Engineers and Firemen I90O-I913 Prepared Under Supervision of W. J. LAUCK Exhibit Number Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Increased Work and Productive Efficiency of Locomotive Engineers and Firemen I90O-I9 I3 Composition and Makeup by Superior Typesett, nu Cu., Chicago, Ill. INCREASED WORK AND PRODUCTIVE EFFICIENCY OF LOCOMOTIVE * Contents SECTION. PAGE. 1. Totals for Forty-eight Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . 1 2. Totals for Forty Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 3. Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 4. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 5. Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 6. Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 7. Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 8. Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 9. Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 10. Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 11. Union Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 12. Arizona and New Mexico Railway.............................................. 36 13. Chicago Great Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 14. Colorado and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 15. Colorado Midland Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 16. Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 17. Duluth, Missabe and Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 18. Duluth, South Shore and Atlantic Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 19. Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 20. Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 21. Mineral Range Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 22. Missouri Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 23. Pecos and Northern Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 24. St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 25. St. Louis and San Francisco Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 26. St. Louis Southwestern Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 27. San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 28. Southern Kansas Railway Company of Texas... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 29. Wabash, Chester and Western Railroad......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 30. Wichita Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 31. Wisconsin and Michigan Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 ENGINEERS AND FIREMEN, 1900–1913. Increased Work and Productive Efficiency I. TOTALS FOR FORTY-EIGHT REPRESENTATIVE WESTERN RAILROADS. 1900–1913. The following chart shows the operating performance of forty-eight representative Western railroads, as well as the increase in work and productive efficiency of their loco- motive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of these companies to the Interstate Commerce Commission during the period under consideration. The railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway. (Canadian Lines) Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Fort Worth and Rio Grande Railway. Galveston, Harrisburg and San Antonio Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Gulf and Interstate Railway of Texas. Houston, East and West Texas Railway. Houston and Texas Central Railroad. International and Great Northern Railway. Kansas City, Clinton and Springfield Railway. Mineral Range Railroad. - Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Missouri Pacific Railway. - Northern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. St. Louis Southwestern Railway Company of Texas, 1 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900–1913 San Antonio and Aransas Pass Railway. Southern Kansas Railway Company of Texas. Southern Pacific Co. Texas and New Orleans Railroad. Texas and Pacific Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Weatherford, Mineral Wells and Northwestern Railway. Wichita Valley Railway. Wisconsin and Michigan Railway. Yazoo and Mississippi Valley Railway. INCREASED WORK AND PRODUCTIVE EFTICIENCY, 1900–1913 3 TOTALS FOR FORTY-EIGHT REPRESENTATIVE WESTERN RAILROADS, 1900-1913. C0MBINED TRAC- TIVE POWER OF ALL L000MOTIVES (POUNDS) SERVICE NUMBER OF TON MILES An Increase of 155.12 per cent. - NUMBER OF TRAFFIC UNITS NUMBER OF LOCO- MOTIVES IN } zº Tºrris. per : #T TRAIN }=—An Increase of 53.04 per cent. TON MILES PER ###" TRAIN }=—An Increase of 66.67 per cent. COAL CONSUMED (TONS) 2.T.:Fr.: per cent. - PER LOCOMOTIVE FUEL CONSUMED }o MILE (POUNDS) TON MILES PER $1,000 COMPENSA- N TO "#Eºhr ENGINEERS —An Increase of 17.18 per cent. FREiGHT FIREMEN }||—An Increase of 13.05 per cent. QInformation not available. Scale: 50 points to 1 inch, 4 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The foregoing chart shows that these railroads, during the period 1900–1913, by in- creasing the tractive power of their locomotives and the capacity of their freight cars, were enabled to make a gain in their freight train load of 166 tons, or 66.67 per cent. They were, therefore, able to handle an increase in the volume of freight traffic of 60,908,507,999 ton miles, or 155.12 per cent, with an advance of only 53,04 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 158.47 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 78.15 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of em- ployes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroads, or the number of units of traffic hauled, with the outlay made by the railroads for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900-1913, these railroad companies received the following gains in the productivity of their engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers ..................................... 5,436,196 31.78 Freight firemen . . . . . . . . . . . . . . . . . ....................... 8,396,784 23.45 As a result of the large increase in the volume of traffic carried over the lines of these forty-eight railroads, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for the firemen to handle an increase of 150.68 per cent in the quantity (tons) of coal consumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of Operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroads in operating performance. INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900–1913 The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Totals for Forty-eight Representative Western Railroads. ITEMS 1900 Combined tractive power of all locomotives (pounds). G) 256,139,626 Number of locomotives in Service.......... . . . . . . . . . . 11,185 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,266,123,472 Traffic units .......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44,164,825,591 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157,800,491 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 280,419,259 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292,442,097 Ton miles per freight train mile.................... 249 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,733,758 Fuel consumed per locomotive mile (pounds)......... (2) Ton miles per $1,000 compensation to freight engineers. 4,125,312 Ton miles per $1,000 compensation to freight firemen.. 6,802,030 (D Figures given are for 1902. Not reported in 1900. (2) Information not available 1913 690,533,559 23,535 100,174,631,471 114,150,941,063 241,499,213 499,556,252 484,908,907 415 44,455,005 4,834,004 7,689,977 INCREASE 1913 QWER 1900 Number 434,393,933 12,350 60,908,507,999 69,986,115,472 83,698,722 219,136,993 intº 6 26,721,247 708,692 887,947 II. TOTALS FOR FORTY REPRESENTATIVE WESTERN RAILROADS. Per Cent 169.59 The following chart shows the operating performance of forty representative Western railroads, as well as the increase in work and productive efficiency of their locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of these companies to the Interstate Commerce Commission during the period under consideration. The railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway. (Canadian Lines) Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. €ekorado and Southern Railway. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. Houston and Texas Central Railroad. International and Great Northern Railway. Mineral Range Railroad. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Missouri Pacific Railway. Northern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. San Antonio and Aransas Pass Railway. Southern Kansas Railway Company of Texas. Southern Pacific Railway. Union Pacific Railroad. Texas and Pacific Railway. Wabash Railroad. Wabash, Chester and Western Railroad. Wichita Valley Railway. Wisconsin, and Michigan Railway. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 7 TOTALS FOR FORTY REPRESENTATIVE WESTERN RAILROADS, 1900-1913. Tºº,”f All (POUNDS) GD An Increase of 170.54 per cent. NUMBER OF LOCO- MOTIVES IN SERVICE An Increase of 111.05 per cent. NUMBER OF TON MILES COMBINED TRAC- } An Increase of 159.48 per cent. NUMBER OF TRAFFIC UNITS } An Increase of 162.37 per cent. §§ºr TRAIN }=—An Increase of 54.94 per cent. §§ UE TRAIN }=—An Increase of 79.72 per cent. TON MILES PER $ FREIGHT TRAIN }-—An Increase of 67.47 per cent. MILE C0AL CONSUMED (TONS) An Increase of 154.55 per cent. FUEL CONSUMED PER LOCOMOTIVE (2) MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS }=—an Increase of 18.18 per cent. FREIGHT FIREMEN }||—An Increase of 14.06 per cent. (OIncrease 1913 over 1902. Scale: 50 points fo 1 inch. ©Information not available. 8 1NCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The foregoing chart shows that these railroads, during the period 1900–1913, by increasing the tractive power of their locomotives and the capacity of their freight cars, were enabled to make a gain in their freight train load of 168 tons, or 67.47 per cent. They were, therefore, able to handle an increase in the volume of freight traffic of 59,922,329,486 ton miles, or 15948 per cent, with an advance of only 54.94 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 162.37 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 79.72 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of em- ployes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroads, or the number of units of traffic hauled, with the outlay made by the railroads for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900-1913, these rail- road companies received the following gains in the productivity of their engine crews: Per Cent. Of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers ....................................... 5,483,669 33.39 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,453,461 25.09 As a result of the large increase in the volume of traffic carried over the lines of these forty railroads, with comparatively small increases in train mileage, and con- sequently heavier train loads, it has been necessary for the firemen to handle an increase of 154.55 per cent in the quantity (tons) of coal consumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine, drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors, and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroads in operating performance. gº INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 9 The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE. Totals for Forty Representative Western Railroads. INCREASE 1913 OWER 1900 ITEMS 1900 1913 Number Per Cent y Combined tractive power of all locomotives (pounds)... (D 248,142,742 @ 671,334,601 (3) 423,191,859 @170.54 10,793 22,779 11,986 Number of locomotives in Service.......... . . . . . . . . . . y g y 111.05 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37,573,141,627 97,495,471,113 59,922,329,486 159.48 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42,344,548,511 111,098,032,762 68,753,464,251 162.3T. Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150,893,962 233,791,590 82,897,628 54.94 Revenue train miles................................. 269,701,944 484,716,608 215,014,664 79.72 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279,280,006 469,584,458 190,304,452 58.14 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . 249 417 168 67.47 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,109,897 43,554,037 26,444,140 154.55 Fuel consumed per locomotive mile (pounds) . . . . . . . . . (3) (3) (3) (3) Ton miles per $1,000 compensation to freight engineers. 4,110,922 4,858,360 747,438 18.18 TOn miles per $1,000 compensation to freight firemen.. 6,758,058 7,708,122 950,064 14.06 III. TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS. The following chart shows the operating performance of ten representative Western railroads, as well as the increase in work and productive efficiency of their locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of these companies to the Interstate Commerce Commission during the period under consideration. The railroads are as follows: Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. (Đ Figures are for 1902, the first year for which information is available. *See “Tractive Power” basic table for oil burners used on individual roads. - Some oil burners used. See “Tractive Power” basic table. (3) Increase 1913 over 1902. (3) Information not available. 10 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS, 1900-1913. ºplMEB-TRAC-, , ) TIVE POWER OF ALL L000MOTIVES j (POUNDS) GD An Increase of 161.69 per cent. NUMBER OF LOCO- MOTIVES IN SERVICE An Increase of 97.49 per cent. |Mºst of Ton } LES An Increase of 134.41 per cent. NUMBER OF TRAFFIC UNITS An Increase of 137.58 per cent. jºr TRAIN }=—An Increase of 31.39 per cent. §§ue TRAIN }=—An Increase of 61.69 per cent. TON MILES PER #ſºr TRAIN }-—An Increase of 78.08 per cent. COAL CONSUMED (TONS) } An Increase of 117.72 per cent. LOCOMOTIVE MILE FUEL CONSUMED PER }o (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS }=—An Increase of 26.99 per cent. FREIGHT FIREMEN }=–An Increase of 23.81 per cent. QIncrease 1913 over 1902. 3) Information not available. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 11 The foregoing chart shows that these railroads, during the period 1900-1913, by increasing the tractive power of their locomotives and the capacity of their freight cars, were enabled to make a gain in their freight train load of 203 tons, or 78.08 per cent. They were, therefore, able to handle an increase in the volume of freight traffic of 34,605,876,355 ton miles, or 134.41 per cent, with an advance of only 31.39 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 137.58 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 61.69 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroads, or the number of units of traffic hauled, with the outlay made by the railroads for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, these railroad companies received the following gains in the productivity of their engine crews: s Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... 6,663,824 58.90 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,302,140 50.47 As a result of the large increase in the volume of traffic carried over the lines of these ten railroads with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for the firemen to handle an increase of 117.72 per cent in the quantity (tons) of coal consumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine, drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroads in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly, because of the impossibility of making more mileage, * ', 12 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The following table sets forth in a comprehensive and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Totals for Ten Representative Western Railroads. INCREASE 1913 OWER 1900 Number ITEMS 1900 1913 Per Cent Combined tractive power of all locomotives (pounds)... (D 164,457,713 (2) 430,370,966 G) 265,913,253 (3)161.69 Number of locomotives in service. . . . . . . . . . . . . . . . . . . T,023 13,87 ,847 97.49 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,746,180,302 60,352,056,657 34,605,876,355 134 41 Traffic units .......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,915,572,472 68,697,142,994 39,781,570,522 137.58 Freight train miles................................. 99,179,923 130,308,196 31,128,273 31.39 Revenue train miles................................. iT4,929,532 282,835,125 107,905,593 61.69 Total train miles................................... 178,681,182 259,821,641 81,140,459 45.41 Ton miles per freight train mile.................... 463 203 78.08 Coal consumed (tons)................................ 12,103,063 26,350,203 14,247,140 117.72 Fuel consumed per locomotive mile (pounds)......... (3) (3) (3) Ton miles per $1,000 compensation to freight engineers. 4,193,779 5,325,699 1,131,920 26.99 Ton miles per $1,000 compensation to freight firemen.. 6,846,795 8,477,101 1,630,306 23.81 (D Figures are for 1902, the first year for which information is available. See “Tractive Power” basic table for oil burners used on individual roads. (2) Some oil burners used. See “Tractive Power” basic table. (3) Increase 1913 over 1902. G) Information not available. IV. ATCHISON, TOPEKA AND SANTA FE RAILWAY. The following chart shows the operating performance of the Atchison, Topeka and Santa Fe Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 13 ATCHISON, TOPEKA AND SANTA FE RAILWAY, 1900-1913. COMBINED TRAC- TIVE POWER OF ALL L000 MOTIVES (POUNDS) G) An Increase of 172.81 per cent. NUMBER OF LOCO- MOTIVES IN SERVICE An Increase of 132.74 per cent. An Increase of 161.33 per cent. NUMBER OF TRAFFIC UNITS NUMBER OF TON MILES An Increase of 177.53 per cent. #7 TRAIN }Im—an Increase of 62.87 per cent. REVENUE TRAIN MILES An Increase of 107.75 per cent. TON MILES PER fºr than —An Increase of 62.04 per cent. M COAL CONSUMED (TONS) An Increase of 99.83 per cent. FUEL CONSUMED PER LOCOMOTIVE }=—An Increase of 52.11 per cent. MILE (POUNDS) TON MILES PER #. lºweensa- "Éelºr ENGINEERS }º-an Increase of 11.72 per cent. FREIGHT FIREMEN }||—An Increase of 13.03 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch. 20–2 14 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900–1913 The foregoing chart shows that this railroad, during the period 1900–1913, by in- creasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 134 tons, or 62.04 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 3,869,345,063 ton miles, or 161.33 per cent, with an advance of only 62.87 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 177.53 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 107.75 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,058,324 20.4T Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,350,011 22.95 As a result of the large increase in the volume of traffic carried over the lines of the Atchison, Topeka and Santa Fe Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 52.11 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 99.83 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are comparatively smaller now than formerly, because of the impos- sibility of making more mileage. INCREASED WoRK AND PRODUCTIVE EpficIENCY, 1900-1913 15 The following, table sets, forth, in - a comprehensiºe. and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Atchison, Topeka and Santa Fe Railway. INCREASE 1913 OWER 1900 ITEMS . .”... ºo , , , 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..G) 22,624,351 @ 61,122,912 (3) 39,098,011 @17281 Number of locomotives in service.................... 79t 1,841 1,050 132.74 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,398,466,130 6,267,811,193 3,869,345,063 161 33 Traffic units .......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,676,296,087 7,427,617,290 4,151,321,203 177.53 Freight train miles... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . siasts; 15,861,728 6,122,865 62.87 * “. * *, Revenue train miles................................. . . iñitºis 36,186,213 18,768,128 107.75 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,977,155 38,126,583 20,149,428 112.08 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . 216 350 134 62.04 Coal consumed (tons).......... . . . . . . . . . . . . . . . . . . . . . . 1,199,253 2,396,464 1,197,211 99.83 Fuel consumed per locomotive mile (pounds)......... 6) 100.78 (2) 153.30 52.52 52.11 Ton miles per $1,000 compensation to freight- engineers. * 4,188,819 , , , 4,890.813 492,060 11.72 Ton miles per $1,000 compensation to freight firemen.. 6,791,174 7,675,798 884,624 13.03 V. CHICAGO, BURLINGTON AND QUINCY RAILROAD. The following chart shows the operating performance of the Chicago, Burlington and Quincy Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: º Figures, which are for 1902, do not include 5 oil burners, 119,000 pounds tractive power. Information for 1900 not 8|Wällaſ)16. J M t * (2) Some oil burners used. See “Tractive Power” basic table. (3) Increase 1913 over 1902. G) 0il burners not reported in 1900. 16 1NCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 CHICAGO, BURLINGTON AND QUINCY RAILROAD, 1900-1913. TIVE POWER OF ALL L000MOTIVES COMBINED TRAC- } (POUNDS) Q) An Increase of 158.38 per cent. NUMBER OF LOCO- #####: }=—An Increase of 86.33 per cent ºf OF TON } N MILES —An Increase of 191.84 per cent. NUMBER OF TRAFFIC UNITS }=== Increase of 193.60 per cent. ###7 TRAIN }- —An Increase of 18.11 per cent. ºut TRAIN } —An Increase of 42.23 per cent. TON MILES PER FREIGHT TRAIN M | LE An Increase of 148.21 per cent. C0AL CONSUMED (TONS) An Increase of 155.89 per cent. FUEL CONSUMED PER LOCOM, OT!VE }_–An Increase of 78.85 per cent. MILE (POUNDS) J TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS }ºm—An Increase of 72.30 per cent. FREIGHT FIREMEN }_–An Increase of 67.61 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 17 The foregoing chart shows that this railroad, during the period 1900–1913, by in- creasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 289 tons, or 148.21 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 5,779,022,668 ton miles, or 191.84 per cent, with an advance of only 18.11 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 193.60 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 42.23 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of em- ployes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews. Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,719,044 1T6 53 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,149,046 158 84 As a result of the large increase in the volume of traffic carried over the lines of the Chicago, Burlington and Quincy Railroad with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 78.85 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 155.89 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating per- formance, 18 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram: º * * PRODUCTIVE EFFICIENCY TABLE. t Chicago, Burlington and Quincy Railroad. & T (T " s • ſº INCREASE 1913 OVER 1900 ITEMS - 1900 1913 . Number Percent Combined tractive power of all locomotives (pounds)..Q) 20,067,220 51,850,120 (2) 31,182,900 @158.35 Number of locomotives in Service.......... . . . . . . . . . . 951 1,77 y 821 86.33 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... ..., 3,012,412,929 8,791,435,597 * 5,779,022,668 191.84 Traffic units . . . . . . .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,382,521,622 9,931,394,212 r 6,548,812,530 193.60. Freight train miles... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,673,969 17,331,661 2,657,692 18.11: Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 25,064,317 35,648,395 10,584,018 42.23 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) 36,979,783 (3) [\ . Ton miles per freight train mile.................... 195 484 289 148.21 Coal consumed (tons).......... . . . . . . . . . . . . . . ........, , , 1,583,412 4,052,009 2,468,530 155.89 Fuel consumed per locomotive mile (pounds). . . . . . . . . s 91.13 162.99 T1.86 78.85 Ton miles per $1,000 compensation to freight engineers. 3,876,276 6,679,016 2,802,740 t- T2.30 Ton miles per $1,000 compensation to freight firemen.. 6,625,449 11,105,051 4,479,602 67.01 * W WI. CHICAGO AND NORTH WESTERN RAILWAY. The following chart shows the operating performance of the Chicago and North Western Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration. (D Figures are for 1902, the first year for which information is available. (2) Increase 1913 over 1902. (3) Information not available # INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 19 CHICAGO AND NORTH WESTERN RAILWAY, 1900-1913. º,”f All (P0UNDS) © An Increase of 134.18 per cent. COMBINED TRAC- } NUMBER OF LOCO- MOTIVES IN SERVICE }-—an Increase of 62.45 per cent. ºf OF TON }Im—An Increase of 62.97 per cent. º OF TRAFFIC }| —An Increase of 71.45 per cent. ºf TRAIN }||—An Increase of 16.31 per cent. flºur TRAIN }-—An Increase of 43.03 per cent. TON MILES PER fºr TRAIN }Im—An Increase of 36.47 per cent. C0AL CONSUMED º R. (TONS) } º An Increase of 106.68 per cent. FUEL CONSUMED PER LOCOMOTIVE }-—An Increase of 74.78 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS } –an Increase of 5.86 per cent. FREIGHT FIREMEN }º-An Increase of 12.27 per cent. (UIncrease 1913 over 1902. Scale: 50 points to 1 inch. 20 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The foregoing chart shows that this railroad, during the period 1900-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 93 tons, or 36.47 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 2,427,756,573 ton miles, or 62.97 per cent, with an advance of only 16.31 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 71.45 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 43.03 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of em- ployes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— TOn Miles Over 1900 Freight engineers ..................................... 4,634,096 16.71 Freight firemen . . . . . . . . . . . . ............................ 8,070,838 39.45 As a result of the large increase in the volume of traffic carried over the lines of the Chicago and North Western Railway, with comparatively small increases in train mileage, and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 74.78 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 106.68 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance, INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 21 The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Chicago and North Western Railway. INCREASE 1913 OVER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..Q) 19,181,600 (2) 44,920,410 (3) 25,738,810 @134.18 Number of locomotives in service.................... 1,060 1,722 662 62.45 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,855,159,649 6,282,916,222 2,427,756,573 62.97 Traffic units . . . . . . .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,314,300,569 T,396,747,574 3,082,447,005 71.45 Freight train miles... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,008,589 16,293,085 2,284,496 16.31 Revenue train miles. . . . . . . . . . . . . . . . . . . tº e º E tº e º tº ºn e º e se 26,355,887 37,697,185 11,341,298 43 03 Total train miles........ . . . . . . . . . . . . . . . . . ..* * * * * * * * * 29,918,436 39,263,889 9,345,453 31.24 Ton miles per freight train mile................. • * s 255 348 93 36 47 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,953,768 4,038,014 2,084,246 106.68 Fuel consumed per locomotive mile (pounds)......... (3) 92.65 (2) 161.93 69.28 74.78 Ton miles per $1,000 compensation to freight engineers. 3,970,715 4,203,216 232,501 5,86 Ton miles per $1,000 compensation to freight firemen.. 5,787,450 6,497,798 710,348 12.27 VII. GREAT NORTHERN RAILWAY. The following chart shows the operating performance of the Great Northern Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under con- sideration. (D Figures are for 1902, the first year for which information is available, (2) Some oil burners used. See “Tractive Power” basic table, (3) Increase 1913 over 1902. (3) 0il burners not reported in 1900, 22 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 GREAT NORTHERN RAILWAY, 1900-1913. COMBINED_TRAC-. . . ) TIVE POWER OF ALL j L000MOTIVES Q) An Increase of 236.24 per cent. (POUNDS) NUMBER OF LOC0– } MOTIVES IN SERVICE An Increase of 176.89 per cent. lºgº of ſon } An Increase of 343.15 per cent. NUMBER OF TRAFFIC } UNITS An Increase of 336.86 per cent. FREIGHT TRAIN MILES } An Increase of 140.13 per cent. REVENUE TRAIN \ MILES ſ An Increase of 183.05 per cent. TON MILES PER FREIGHT TRAIN M | LE } An Increase of #: Cent. COAL CONSUMED (TONS) m—An Increase of 200.54 per cent. FUEL CONSUMED PER LOCOMOTIVE _—An Increase of 38.85 per cent. MILE (POUNDS) TON MILES PER $1 000 COMPENSA- TION TO l FREIGHT ENGINEERs) _—An Increase of 47.95 per cent. FREIGHT FIREMEN }-—An Increase of 33.66 per cent. @Increase 1913 over 1902, Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 23 The foregoing chart shows that this railroad, during the period 1900-1913, by in- creasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 314 tons, or 97.82 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 5,911,373,047 ton miles, or 343.15 per cent, with an advance of only 140.13 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 336.86 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 183.05 per cent in revenue train miles. * The effect of this development of opérating efficiency upon locomotive engineers and firemen has been three-fold: (1) the firöductive efficiency of these two classes of em- ployes has greatly increased; (2) they haye had to incur increased work and responsibility; and (3) their earning power has declinéâ. * • * - The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900-1913, the railroad company received the following gains in the productivity of its engine crews: * -- - - ? -- Per Cent of the f Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers ...................................... 9,164.451 71 99 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,501,094 48.20 As a result of the large increase in the volume of traffic carried over the lines of the Great Northern Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 38.85 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 200.54 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. 24 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Great Northern Railway. ITEMS 1900 Combined tractive power of all locomotives (pounds)..Q) 13,936,316 Number of locomotives in service.................... 463 Ton miles ......... e e º ºs e º e º 'º e º e º e º 'º e º e º e º e º 'º e º is tº º 'º º 1,722,683,402 Traffic units ................ . . . . . . . . . . . . . . . . . . . . . . . . 1,886,130,456 Freight train miles........................ . . . . . . . . . 4,679,311 Revenue train miles........................... 4 tº e º 'º e 8,525,933 Total train miles....................... e e - e º s e º ſº tº e - 9,535,689 Ton miles per freight train mile.................... 321 Coal consumed (tons)................................ T59,700 Fuel consumed per locomotive mile (pounds)........ . (3) 127.01 Ton miles per $1,000 compensation to freight engineers. 5,328,601 Ton miles per $1,000 compensation to freight firemen.. 9,110,100 VIII. ILLINOIS CENTRAL 1913 (2) 46,859,900 1,282 7,634,056,449 8,239,695,792 11,236,762 24,132,310 26,397,420 635 2,283,178 176.35 7,883,791 12,176,694 (2) RAILROAD. Nº. 1913 OWER 1900 Ulúll) ºr Per Cent 32,923,584 (3)236.24 (3) 'gig 176.89 5,911,313,047 343.15 6,353,565,336 336.86 6,557,391 140.13 15,606,377 183 05 16,861,731 176.83 314 97.82 1,523,478 200.54 49 34 38.85 2,555,190 47.95 3,066,594 33.66 The following chart shows the operating performance of the Illinois Central Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration. (D Figures are for 1902, the first year for which information is available, (2) Some oil burners used. See “Tractive Power” basic table, G) Increase 1913 over 1902. G) 0il burners not reported in 1900, INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 25 ILLINOIS CENTRAL RAILROAD, 1900-1913. COMBINED TRAC- ºft" “) (POUNDS) Q) An Increase of 107.50 per cent. NUMBER OF LOCO- MOTIVES IN SERVICE }-—An Increase of 79.58 per cent. NUMBER OF TON } MILES An Increase of 115.58 per cent. NUMBER OF TRAFFIC UNITS j An Increase of 116.98 per cent. #ſºr TRAIN }||—An Increase of 15.57 per cent. §§ UE TRAIN }=—an Increase of 26.40 per cent. TON MILES PER #,C# #. }=—an Increase of 83,33 per cent. MILE COAL CONSUMED } TONS An Increase of 118.75 per cent. MED #; }-—An Increase of 80.86 per cent. MILE (POUNDS) TON MILES PER tºwpensa- T FREIGHT ENGINEERS }-—An Increase of 19.73 per cent. FREIGHT FIREMEN }l—An Increase of 4.11 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch. 26 INCREASED Work AND PRODUCTIVE EFFICIENCY, 1900-1913 The foregoing chart shows that this railroad, during the period 1900-1913, by in- creasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 185 tons, or 83.33 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 3,959,466,512 ton miles, or 115.58 per cent, with an advance of only 15.57 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 116.98 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 26.40 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. **. * The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. He is also forcibly shown by a comparison of the return made by these employes to , the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers ....................................., 5,095,613 44.37 Freight firemen . . . . . . . . . . . . . . . . . . . ..................... 7,831,874 7.95 As a result of the large increase in the volume of traffic carried over the lines of the Illinois Central Railroad, with comparatively small increases in train mileage and con- Sequently heavier train loads, it has been necessary for each fireman to handle an increase of 80.86 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 118.75 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine, drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating perförmance. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 27 The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Illinois Central Railroad. INCREASE 1913 OWER 1900 ITEMS 1900 t 1913 Number Per Cent Combined tractive power of all locomotives {pounds)..GO 20,149,762 (2) 41,810,538 (3) 21,660,776 (3)107.50 Number of locomotives in service.................... 813 y 647 T9 58 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,425,794,698 7,385,261,210 3,959,466,512 11558 Traffic units .......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,731,438,247 8,096,629,452 4,365,191,205 '116 98 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,448,359 17,853,585 2,405,226 15.57 Revenue train miles........ . . . . . . . . . . . . . . . . . . . . . . ... 25,159,213 31,801,663 6,642,450 26.40 Total train miles............... . . . . . . . . . . . . . . . . . . . . . 33,711,198 32,484,436 g-º-º: 1,226,762 – 3 64 TOn miles per freight train mile.................... 222 407 185 83 33 Coal consumed (tons)................................ 1,717,231 3,756,375 2,039,144 118.75 Fuel consumed per locomotive mile (pounds) . . . . . . . . . GD 100.92 (2) 18252 81.60 80 86 Ton miles per $1,000 compensation to freight engineers. 4,222,303 5,055,223 832,920 19.73 Ton miles per $1,000 • compensation to freight firemen.. 7,255,104 7,553,330 298,226 4.11 IX. NORTHERN PACIFIC RAILWAY. The following chart shows the operating performance of the Northern Pacific Rail- way, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: — (Minus) Denotes decrease. (D Figures are for 1902, the first year for which information is available. (2) Some oil burners used. See “Tractive Power” basic table. (3) Increase 1913 over 1902. (3) Oil burners not reported in 1900. 28 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 NORTHERN PACIFIC RAILWAY, 1900-1913. COMBINED TRAC- ºf All (POUNDS) (D An Increase of 163.85 per cent. NUMBER OF LOCO- MOTIVES IN SERVICE An Increase of 129.97 per cent. NUMBER OF TON M | LES An Increase of 182.60 per cent. * NUMBER OF TRAFFIC UNITS An Increase of 180.12 per cent. ###" TRAIN }-—An Increase of 78.30 per cent. REVENUE TRAIN } MILES An Increase of 119.51 per cent. TON MILES PER * }m—an increase of nº percent ºnsumes } An Increase of 214.24 per cent. FUEL CONSUMED PER LOCOMOTIVE MILE –An Increase of 68.68 per cent. (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS }m—an Increase of 31.27 per cent. FREIGHT FIREMEN }=–An Increase of 14.25 per cent. \º G).Increase 1913 over 1902. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 29 The foregoing chart shows that this railroad, during the period 1900-1913, by in- creasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 224 tons, or 70.44 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 4,026,851,366 ton miles, or 182.60 per cent, with an advance of only 78.30 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 180.12 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 119.51 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900-1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,016,129 58.40 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,629,584 23.91 As a result of the large increase in the volume of traffic carried over the lines of the Northern Pacific Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 68.68 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 214.24 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. 20–3 30 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Northern Pacific Railway. ITEMS 1900 Combined tractive power of all locomotives (pounds)..Q) 17,315,580 Number of locomotives in service.......... . . . . . . . . . . 594 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,205,317,271 Traffic units ...................... as a e e s a s = e s e º e º a s e e 2,460,997,856 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,053,981 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 10,491,442 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,190,325 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . 318 Coal consumed (tons).............. . . . . . . . . . . . . . . . . . . 827,774 Fuel consumed per locomotive mile (pounds)......... (3) 98.13 Ton miles per $1,000 compensation to freight engineers. 4,429,282 Ton miles per $1,000 compensation to freight firemen.. 7,771,276 1913 (2) 45,687,700 1.366 (2) 6,232,188,537 6,893,686,034 10,794,507 23,029,864 24,526,264 54 2 2,601,184 165.53 5,814,474 8,878,328 X. OREGON SHORT LINE RAILROAD. INCREASE 1913 OVER 1900 Number 28,372,120 (3) TT2 4,026,851,366 4,432,688,178 4,140,526 12,538,422 12,335,939 224 1,773,410 67.40 1,385,192 1,107,052 Per Cent G)163.85 129.97 182.60 180.12 • T8.30 119.51 .24 68.68 31.27 14.25 The following chart shows the operating performance of the Oregon Short Line Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration. (D Figures are for 1902, the first year for which information is available. (2) Some oil burners used. See “Tractive Power” basic table. (3) Increase 1913 over 1902. (3) Oil burners not reported in 1900. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 31 OREGON SHORT LINE RAILROAD, 1900-1913. TIVE POWER OF ALL L000MOTIVES COMBINED TRAC- } (POUNDS) (D An Increase of 152.59 per cent. NUMBER OF LOCO- MOTIVES IN SERVIC An Increase of 132.64 per cent, An Increase of 125.54 per cent. NUMBER OF TRAFFIC UNITS , * An r: :FTTH per cent. ) NUMBER OF TON MILES } }-—An Increase of 44.48 per cent. FREIGHT TRAIN MILES tº "" m—an increase of tiss percent. TON MILES PER FREIGHT TRAIN }m—an Increase of 57.23 per cent. MILE ºnsumº }=== Increase of 204.18 per cent. EL CONSUMED #"lº. }-—An Increase of 81.28 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- "Éelºr ENGINEERS }Im—an Increase of 14.08 per cent. FREIGHT F1REMEN }||—An Increase of 3.79 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch. 32 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The foregoing chart shows that this railroad, during the period 1900–1913, by in- creasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 182 tons, or 57.23 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 925,854,805 ton miles, or 125.54 per cent, with an advance of only 44.48 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 131.51 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 77.35 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and respon- sibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews. Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers . . . . . . . . . . . . . . . . ...................... 6,713,228 28 48 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,294,238 7.02 As a result of the large increase in the volume of traffic carried over the lines of the Oregon Short Line Railroad with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 81.28 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 204.18 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 33 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram. § PRODUCTIVE EFFICIENCY TABLE. Oregon Short Line Railroad. INCREASE 1913 OWER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..@ *# (2) tºns; (3) *::: (3)152.59 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . 13264 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 737,497,926 1,663,352,731 925,854,805 125.54 Traffic units . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 801,433,906 1,855,461,212 1,054,007,306 131.51 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,169,616 3,134,741 965,125 44.48 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 3,805,724 6,749,423 2,943,699 77.35 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,033,847 6,930,776 2,896,929 71.82 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . 318 500 182 57.23 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276,648 841,519 564,871 204.18 Fuel consumed per locomotive mile (pounds)......... (3) 103.07 (2) 186.65 83.78 81.28 Ton miles per $1,000 compensation to freight engineers. 5,224,960 5,960,470 735,510 14 08 Ton miles per $1,000 compensation to freight firemen.. 8,684,824 9,013,801 328,977 3.79 XI. UNION PACIFIC RAILROAD. The following chart shows the operating performance of the Union Pacific Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (D Figures are for 1902, the first year for which information is available. (2) Some oil burners used. See “Tractive Power” basic table. (3) Increase 1913 over 1902. (3) Oil burners not reported in 1900, 34 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 UNION PACIFIC RAILROAD, 1900-1913. TIVE POWER OF ALL L000MOTIVES COMBINED TRAC- } (POUNDS) Q) An Increase of 119.52 per cent. N C0- ## ºr }-—An Increase of 60.74 per cent. NUMBER OF TON MILES An Increase of 148.67 per cent. NUMBER OF TRAFFIC UNITS An Increase of 150.49 per cent. jºr TRAIN }||—An Increase of 19.79 per cent. §§ue TRAIN }-—An Increase of 58.20 per cent. TON MILES PER ###7 TRAIN "-An Increase of 84.94 per cent. COAL CONSUMED (TONS) An Increase of 121.06 per cent. FUEL CONSUMED a. PER LOCOMOTIVE —An Increase of 64.47 per cent. MILE (POUNDS) - TON MILES PER $1,000 COMPENSA- TION TO FREIGHT enemiers}=–An Increase of 70.42 per cent. FREIGHT FIREMEN }_-An Increase of 60.10 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch, INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 35 The foregoing chart shows that this railroad, during the period 1900-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 203 tons, or 84.94 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 2,337,322,643 ton miles, or 148.67 per cent, with an advance of only 19.79 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 150.49 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 58.20 per cent in revenue train miles. The effect of this development of operating efficiency upon locomtive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of em- ployes has greatly increased; (2) they have had to incur increased work and responsi- bility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad or to the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the rail- road company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase ſº. 1900–1913 in compensation to— TOn Miles over 1900 Freight engineers ..................................... '12,293 675 223.76 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,866,599 168.73 As a result of the large increase in the volume of traffic carried over the lines of the Union Pacific Railroad with comparatively small increases in train mileage and conse- quently heavier train loads, it has been necessary for each fireman to handle an increase of 64.47 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 121.06 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more com- plex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. 36 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE, Union Pacific Railroad. ITEMS 1900 Combined tractive power of all locomotives (pounds). GD 12,500,883 Number of locomotives in service.................... 517 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,572,180,538 Traffic units ............... . . . . . . . . . . . . . . . . . . . . . . . . . 1,773,395,986 Freight train miles................................. 6,435,438 Revenue train miles................................. 11,444,076 Total train miles................................... 12,211,353 Ton miles per freight train mile.................... 239 Coal consumed (tons)................................ 1,072,337 Fuel consumed per locomotive mile (pounds)......... 130. Ton miles per $1,000 compensation to freight engineers. 3,797,134 Ton miles per $1,000 compensation to freight firemen.. 6,276,445 1913 27,442,044 * 831 3,909,503,181 4,442,159,160 7,709,012 18,104,438 18,523,606 442 *::: 13.86 6,470,888 10,048,432 XII. ARIZONA AND NEW MEXICO RAILWAY. INCREASE 1913 OVER 1900 Number 14,941,161 (2) 314 2,337,322,643 2,668,763,174 1,273,514 6,660,362 6,312,253 203 1,298,144 83.83 2,673,754 3,771,987 Per Cent, 121. 64.47 T0.42 60.10 The following chart shows the operating performance of the Arizona and New Mexico Railway, as well as the increase in work and productive efficiency of its locomotive engi- neers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration : (D Figures are for 1902, the first year for which information is available. (2) Increase 1913 over 1902. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 37 ARIZONA AND NEW MEXICO RAILWAY, 1900-1913. COMBINED TRAC- TIVE POWER OF ALL L000MOTIVES (POUNDS) g). An Increase of 240.95 per cent. NUMBER OF LOC0– MOTIVES IN SERVICE }m—an Increase of 66.67 per cent. NUMBER OF TON MILES An Increase of 317.52 per cent. # ºne ) RAF An Increase of 314.92 per cent. § #" TRAIN }º–A Decrease of 10.68 per cent. flºur TRAIN }HAn Increase of 2.75 per cent. FREIGHT TRAIN MILE TON MILES PER } —An Increase of 763.79 per cent. COAL CONSUMED N (TONS) §—A Decrease of 45.96 per cent. § PER LOCOMOTIVE §—A Decrease of 11.42 per cent. FUEL CONSUMED } WILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO \ FREIGHT ENGINEERS J An Increase of 663.12 per cent. FREIGHT FIREMEN } —An Increase of 577.98 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch. 38 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The foregoing chart shows that this railroad, during the period 1900–1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 763.79 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 27,238,685 ton miles, or 317.52 per cent, with a decrease of 10.68 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 314.92 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 2.75 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and respon- sibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. Wage-payments to freight engineers and firemen were $4,930 and $2,509, respectively, less in 1913 than in 1900, while the railroad company received remarkable gains in the productivity of its engine crews, as shown by the increase of 317.52 per cent in volume of freight traffics. Although large increases in the volume of traffic are shown to have been carried over the lines of the Arizona and New Mexico Railway, the earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train miles have decreased, while freight locomotive and total revenue train mileage have increased very slightly and not proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 39 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Arizona and New Mexico Railway. ITEMS Combined tractive power of all locomotives (pounds)..Q) Number of locomotives in service................ º e º 'º Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Traffic units .......... . . . . . . . . . . . . . . . . . . . . . . . sº tº º e º 'º º Freight train miles........................ tº e º sº tº e º 'º º Revenue train miles................................. Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ton miles per freight train mile.................... Coal consumed (tons).......... . . . . . . . . . . . . . . . . © is tº º gº tº Fuel consumed per locomotive mile (pounds)......... (3) Ton miles per $1,000 compensation to freight engineers. TOn miles per $1,000 compensation to freight firemen.. 1900 73,525 6 8,578,449 9,196,993 g g 58 10,751 131.05 (3) 788,026 1,313,497 149,100 153,600 (2) 1913 250,684 10 35,817,134 38,160,185 71,536 153,196 166,066 501 5,810 116.09 6,013,622 8,905,304 XIII. CHICAGO GREAT WESTERN RAILROAD. INCREASE 1913 OWER 1900 (3) Number Per Cent 177,159 @240.95 4 66.6] 27,238,685 317 52 28,963,192 314 92 8,552 – 10.68 4,096 2.75 12,466 8 12 443 763.79 4,941 — 45.96 14.96 – 11.42 5,225,596 663.12 7,591,807 577.98 The following chart shows the operating performance of the Chicago Great Western Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: — (Minus) Denotes decrease. (D Figures are for 1902, the first year for which information is available. See “Tractive Power” basic table. (2) Some oil burners used. (3) Increase 1913 over 1902. (3) 0il burners not reported in 1900. 40 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 CHICAGO GREAT WESTERN RAILROAD, 1900-1913. COMBINED TRAC- TIVE POWER OF ALL L000MOTIVES (POUNDS) Q) An Increase of 106.14 per cent. º * §ice }-—An Increase of 72.02 per cent. NUMBER OF TON MILES } - An Increase of 89.23 per cent. - NUMBER OF TRAFFIC UNITS } An Increase of 94.19 per cent. ;" TRAIN }||—An Increase of 5.73 per cent. flºur TRAIN }=—An Increase of 24.83 per cent. TON MILES PER ###" TRAIN }-—An Increase of 72.41 per cent. COAL CONSUMED (TONS) } An Increase of 91.53 per cent. FUEL CONSUMED PER (POUNDS) } An Increase of 47.93 per cent. 3. TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS —An Increase of 32.50 per cent. FREIGHT FIREMEN }_–An Increase of 21.60 per cent. QIncrease 1913 over 1902, Scale: 50 points to 1 1nch. INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900–1913 41 The foregoing chart shows that this railroad, during the period 1900–1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 189 tons, or 72.41 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 630,800,675 ton miles, or 89.23 per cent, with an advance of only 5.73 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 94.19 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 24.83 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Tom Miles Over 1900 Freight engineers .................................... 9,304,668 108.43 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,883,961 60.45 As a result of the large increase in the volume of traffic carried over the lines of the Chicago Great Western Railroad, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 47.93 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 91.53 per cent. The engineers has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mile- age have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. 42 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: - PRODUCTIVE EFFICIENCY TABLE. Chicago and Great Western Railroad. INCREASE 1913 OVER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds).3} 4,677,769 9,642,542 (2) 4,964,773 (?)106.14 Number of locomotives in service.................... 168 289 121 T2.02 Ton miles ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 706,924,174 1,337,724,849 630,800,675 89.23 Traffic units .......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 768,179,783 1,491,722,921 723,543,138 94.19 Freight train miles................................. 2,701,988 2,863,244 155,256 5.73 Revenue train miles................................. 4,784,449 5,972,456 1,188,007 24.83 Total train miles. . . . . . . . . . . . . . . . ................... 4,935,660 6,200,911 1,265,251 25.63 Ton miles per freight train mile.................... e 261 450 189 T2.41 Coal consumed (tons)................................ 361,905 693,172 - 331,267 91.53 Fuel consumed per locomotive mile (pounds)......... 117.16 173.31 56.15 47.93 Ton miles per $1,000 compensation to freight engineers. 4,464,258 5,915,315 1,451,057 32.50 Ton miles per $1,000 compensation to freight firemen.. 7,406,613 9,006,732 1,600,119 21.60 XIV. COLORADO AND SOUTHERN RAILWAY. The following chart shows the operating performance of the Colorado and Southern Railway, as well as the increase in work and productive efficiency of its locomotive engi- neers and firemen, during the period 1900-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: º GD Figures are for 1902, the first year for which information is available. (2) Increase 1913 over 1902. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 43 coLoRADo AND SOUTHERN RAILwAY, 1900-1913. COMBINED TRAC- º, of ALL }=1- An Increase of 49.35 per cent. (POUNDS) NUMBER OF LOCO- w M0TIVES IN SERVICE }=—An Increase of 36.49 per cent. NUMBER OF TON M | LES }=== Increase of 189.84 per cent. TRAFFIC UNITS NUMBER OF } An Increase of 181.16 per cent. #T TRAIN }=—An Increase of 22.95 per cent. ºur TRAIN }=—An Increase of 26.22 per cent. TON MILES PER FREIGHT TRAIN M | LE An Increase of 138.56 per cent. ºfonsumed }-—An Increase of 63.13 per cent. FUEL CONSUMED PER LOCOMOTIVE _–An Increase of 51.84 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- - TION TO FREIGHT ENGINEERS }Im—An Increase of 87.44 per cent. ration intº Jº-An increase of 965 percent. G).Increase 1913 over 1902. Scale: 50 points to 1 inch. { 44 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The foregoing chart shows that this railroad, during the period 1900–1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 212 tons, or 138.56 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 491,581,392 ton miles, or 189.84 per cent, with an advance of only 22.95 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 181.16 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 26.22 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1900–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,440,128 & 247.48 Freight Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,512,232 167.91 As a result of the large increase in the volume of traffic carried over the lines of the Colorado and Southern Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 51.84 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 63.13 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more com- plex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 45 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE. Colorado and Southern Railway. INCREASE 1913 OWER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..Q) 3,998,139 5,971,229 (2) 1,973,090 (2) 49.35 Number of locomotives in Service.......... . . . . . . . . . . 148 202 54 36.49 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258,943,438 750,524,830 491,581,392 189.84 Traffic units .......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286,046,088 804,248,639 518,202,551 181.16 Freight train miles... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,586,121 1,950,191 364,016 22.95 Revenue train miles............. . . . . . . . . . . . . . . . . . ... 2,559,227 3,230,280 671,053 26.22 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,220,521 3,298,175 º 922,346 — 21.85 Ton miles per freight train mile.................... 153 365 212 138.56 Coal consumed (tons)...................... . . . . . . . . . . 232,897 379,930 147,033 63.43 Fuel consumed per locomotive mile (pounds)......... 110.68 168.06 57.38 51.84 Ton miles per $1,000 compensation to freight engineers. 1,853,369 3,473,912 1,620,543 87.44 Ton miles per $1,000 compensation to freight firemen.. 3,176,558 5,389,107 2,212,549 69.65 XV. COLORADO MIDLAND RAILWAY. The following chart shows the operating performance of the Colorado Midland Rail- way, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration : — (Minus) Denotes decrease. GD Figures are for 1902, the first year for which information is available. Some oil used but oil burners not reported. (2) Increase 1913 over 1902. 46 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900–1913 COLORADO MIDLAND RAILWAY, 1900-1913. COMBINED TRAC- #;" ALL }-lº An Increase of 16.33 per cent. (POUNDS) NUMBER OF LOCO- MOTIVES IN SERVICE }_-An Increase of 18.18 per cent. §ºn OF TON }--An Increase of 9.89 per cent. Nº. ºrs }II—An Increase of 7.02 per cent. FREIGHT TRAIN }º MILES N A Decrease of 14.52 per cent. REVENUE TRAIN § MILES }s—a Decrease of 22.95 per cent. TON MILES PER FREIGHT TRAIN —An Increase of 24.85 per cent. MI LE }ºm ºnsumed }=—An Increase of 23.43 per cent. FUEL CONSUMED PER LOCOMOTIVE —An Increase of 53.58 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO Y FREIGHT ENGINEERS }l—An Increase of .39 per cent. Y FREIGHT FIREMEN }]—An Increase of .91 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 47 The foregoing chart shows that this railroad, during the period 1900-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 41 tons, or 24.85 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 8,940,243 ton miles, or 9.89 per cent, with a decrease of 14.52 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 7.02 per cent in traffic units, or of both ton and passenger miles, was transported with a decrease of 22.95 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of em- ployes has greatly increased; (2) they have had to incur increased work and responsi- bility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase Of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,566,814 4.47 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,485,472 11.14 As a result of the great increase in the volume of traffic carried over the lines of the Colorado Midland Railway, with comparatively large decreases in train mileage and consequently heavier loads, it has been necessary for each fireman to handle an increase of 53.58 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 23.43 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The mileage has not kept pace with the increase in traffic handled. 48 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Colorado and Midland Railway. INCREASE 1913 OWER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..Q) 1,519,075 1,767,100 (2) 248,025 (2) 16.33 Number of locomotives in service.................... 55 65 10 18.18 Ton miles ......................................... 90,356,972 99,297,215 8,940,243 9 89 Traffic units ........................................ 102,103,833 109,267,871 7,164,038 T.02 Freight train miles................................. 548,338 468,700 tººs 79,638 – 14.52 Revenue train miles................................. 1,114,888 859,006 tºº 255,882 — 22.95 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,118,115 872,480 * 245,635 – 21.97 Ton miles per freight train mile.................... 165 206 41 24.85 Coal consumed (tons)................................ 120,880 149,200 28,320 23.43 Fuel consumed per locomotive mile (pounds)......... 118.80 182.45 63.65 53.58 Ton miles per $1,000 ccmpensation to freight engineers. 1,499,775 1,505,575 5,800 .39 Ton miles per $1,000 compensation to freight firemen.. 2,236,337 2,256,704 20,367 .91 XVI. DENVER AND RIO GRANDE RAILROAD. The following chart shows the operating performance of the Denver and Rio Grande Railroad, as well as the increase in work and productive efficiency of its locomotive engi- neers and firemen, during the period 1900-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: — (Minus) Denotes decrease. (D Figures are for 1902, the first year for which information is available. (2) Increase 1913 over 1902, INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 49 DENVER AND RIO GRANDE RAILROAD, 1900-1913. COMBINED TRAC- iºu ) (POUNDS) Q) An Increase of 104.41 per cent. NUM BER OF LOCO- MOTIVES IN SERVICE } - An Increase of 98.07 per cent. NUM BER OF TON } MILES An Increase of 165.16 per cent. NUM BER OF TRAFFIC UNITS } An Increase of 169.16 per cent. ºf gºt TRAIN }=—An Increase of 23.81 per cent. §§ UE TRAIN }=—An Increase of 40.21 per cent. TON MILES PER jºiſt TRAIN } An Increase of 108.90 per cent. C0AL CONSUMED (TONS) }=== Increase of 192.64 per cent. FUEL CONSUMED PER LOCOMOTIVE }o MILE (POUNDS) TON MILES PER $1 000 COMPENSA- T10 N T0 FREIGHT ENGINEERS }=—an Increase of 38.93 per cent. FREIGHT FIREMEN }-—An Increase of 37.53 per cent. GDIncrease 1913 over 1902. Scale: 50 points to 1 inch. 9Information not available. 50 Increased Work AND Productive EFFICIENCY, 1900–1913 The foregoing chart shows that this railroad, during the period 1900-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 159 tons, or 108.90 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 943,402,614 ton miles, or 165.16 per cent, with an advance of only 23.81 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 169.16 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 40.21 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1900–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers .............. * - - - - - - - - - - - - - - - - - - - - - - 3,288,526 81.TT Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,884,730 77.96 As a result of the large increase in the volume of traffic carried over the lines of the Denver and Rio Grande Railroad, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for the firemen to handle an increase of 192.64 per cent in the quantity (tons) of coal consumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900–1913 g 51 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: e PRODUCTIVE EFFICIENCY TABLE. Denver and Rio Grande Railroad. INCREASE 1913 OWER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..Q) 9,119,856 e 18,642,319 (2) 9,522,463 (2)104.41 Number of locomotives in Service. . . . . . . ... . . . . . . . . . . 311 616 , 305 98.07 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 571,209,599 1,514,612,213 943,402,614 165.15 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 659.830,999 1,776,034,029 1,116,203,030 169.15 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,577,355 4,428,980 851,625 23 81 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .-- 6,073,680 8,515,649 2,441,969 40.21 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,139,707 8,824,014 2,684,307 ° 43.72 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . 146 305 159 108.90 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 406,975 1,190,983 784,008 192.64 Fuel consumed per locomotive mile (pounds)......... 79.15 (3) (3) (3) Ton miles per $1,000 compensation to freight engineers. 1,809,137 2,513,408 704,271 38.93 Ton miles per $1,000 compensation to freight firemen.. 2,744,801 3,774,838 1,030,037 37.53 XVII. DULUTH, MISSABE AND NORTHERN RAILWAY. The following chart shows the operating performance of the Duluth, Missabe and Northern Railway, as well as the increase in work and productive efficiency of its locomo- tive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (D Figures are for 1902, the first year for which information is available. (2) Increase 1913 over 1902. (3) Information not available. 52 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 DULUTH, MISSABE AND NORTHERN RAILWAY, 1900-1913. COMBINED TRAC- TIVE POWER OF ALL } L000MOTIVES (POUNDS) @ An Increase of 352.06 per cent. NUMBER OF LOC0- MOTIVES IN SERVICE An Increase of 168.29 per cent. NUMBER OF TON MILES m—An Increase of 188.34 per cent. NUMBER OF TRAFFIC UNITS m—An Increase of 193.04 per cent. #" " }-—An Increase of 1546 percent REVENUE TRAIN MILES } An Increase of 109.62 per cent. TON MILES PER flººr TRAIN }=—An Increase of 71.01 per cent. Y COAL CONSUMED (TONS) }=== Increase of 198.40 per cent. FUEL CONSUMED PER LOCOMOTIVE }=—An Increase of 75.13 per cent, MILE (POUNDS) TON MILES PER # ºwpensa- FREIGHT ENGINEERS } _–An Increase of 13.04 per cent. FREIGHT FIREMEN }--An Increase of 11.16 per cent. GDIncrease 1913 over 1902, Scale: 50 points to 1 inch. INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900–1913 53 The foregoing chart shows that this railroad, during the period 1900–1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 441 tons, or 71.01 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 699,467,258 ton miles, or 188.34 per cent, with an advance of only 75.46 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 193.04 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 109.62 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made - by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews: i; Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Tom Miles Over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,034,966 21.44 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,677,498 18.17 As a result of the large increase in the volume of traffic carried over the lines of the Duluth, Missabe and Northern Railway, with comparatively small increases in train mile- age and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 75.13 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 198.40 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. 54 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Duluth, Missabe and Northern Railway. INCREASE 1913 OWER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds). (D 923,529 4,174,894 (2) 3,251,365 (£)352.06 Number of locomotives in service.................... 41 110 69 168.29 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371,382,858 1,070,850,116 699,467,258 188 34 Traffic units . . . . . . .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373,234,398 1,093,712,521 720,478,123 193.04 Freight train miles................................. 566,028 933,145 427,117 75.46 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 654,658 1,372,281 717,623 109.62 Total train miles. . . . . . . . . . . . . . . . . . . . . . . © o e º e º ſe e º e º ºs 707,958 1,465,359 757,401 106.98 Ton miles per freight train mile...... tº º e º º e º e º 'º e º º tº 621 1,062 441 71.01 Coal consumed (tons)........... . . . . . . . . . . . . . . . . . . . . . 51,782 154,520 102,738 198.40 Fuel consumed per locomotive mile (pounds)......... 88.70 155.34 66.64 75.13 Ton miles per $1,000 compensation to freight engineers. 8,263,052 9,340,330 1,077,278 13 04 Ton miles per $1,000 compensation to freight firemen.. 13,266,990 14,748,173 1,481,183 11.16 XVIII. DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. The following chart shows the operating performance of the Duluth, South Shore and Atlantic Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (D Figures are for 1902, the first year for which information is available. (2) Increase 1913 over 1902. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 55 DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY, 1900-1913. COMBINED TRAC- LOCOMOTIVES } G) An Increase of 81.49 per cent. (POUNDS) §§ * šice }||—an Increase of 5.43 per cent. # tºns -—An Increase of 75.7 per cent ###" TRAIN }||—An Increase of 12.64 per cent. §§ UE TRAIN }II—An Increase of 14.98 per cent. TON MILES PER ###! TRAIN }=—An Increase of 64.43 per cent. ll.E #;" |}-—An Increase of 68.92 per cent. FUEL CONSUMED PER L000 MOTIVE MILE }-—an Increase of 41.49 per cent. (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS –An Increase of 11.09 per cent. FREIGHT FIREMEN }||—An Increase of 10.21 per cent. @Increase 1913 over 1902. Scale: 50 points to 1 inch. 56 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The foregoing chart shows that this railroad, during the period 1900–1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 96 tons, or 64.43 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 117,821,237 ton miles, or 82.63 per cent, with an advance of only 12.64 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 75.71 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 1498 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1900-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in Compensation to— Ton Miles over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . .............. 3,530,436 28.30 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,755,801 25.74 As a result of the large increase in the volume of traffic carried over the lines of the Duluth, South Shore and Atlantic Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 41.49 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 68.92 per cent. The engineers has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilitics of the development of the railroad in operating performance. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 57 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE. Duluth, South Shore and Atlantic Railway. ITEMS 1900 Combined tractive power of all locomotives (pounds)..() 1,183,000 Number of locomotives in Service.................... 92 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142,585,676 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170.703,359 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 929,772 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 1,726,634 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,807,333 Ton miles per freight train mile.................... 9 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81,194 Fuel consumed per locomotive mile (pounds)......... 72.83 Ton miles per $1,000 compensation to freight engineers. 2,751,716 Ton miles per $1,000 compensation to freight firemen.. 4,577,683 XIX. FORT WORTH AND DENVER CITY RAILWAY. 1913 2,147,048 97 260,406,913 299,935,524 1,047,308 1,985,260 2,086,108 5 137,156 103.05 3,056,778 5,044,886 INCREASE 1913 OVER 1900 Number (2) * 117,821,237 129,232,165 117,536 258,626 278,775 96 55,962 30 22 305,062 467,203 Per Cent (2) 81.49 3 11.09 10.21 The following chart shows the operating performance of the Fort Worth and Denver City Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (D Figures are for 1902, the first year for which information is available. (2) Increase 1913 over 1902. It is based on statistics taken from 58 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 FORT WORTH AND DENVER CITY RAILWAY, 1900-1913. COMBINED TRAC- iššº all (POUNDS) (9 An Increase of 353.11 per cent. NUMBER OF LOCO- MOTIVES IN SERVICE x: Increase of 175.00 per cent. NUMBER OF TON MILES An Increase of 268.77 per cent. NUMBER OF TRAFFIC UNITS An Increase of 273.39 per cent. #7 TRAIN }Im—an Increase of 76.85 per cent. #" " ) = −An increase of 87.03 percent. TON MILES PER FREIGHT TRAIN } MILE An Increase of 105.04 per cent. COAL CONSUMED (TONS) An Increase of 244.04 per cent. L000MOTIVE MILE FUEL CONSUMED PER } (POUNDS) An Increase of 115.41 per cent. TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS }=—an Increase of 67.97 per cent. FREIGHT FIREMEN }=—An Increase of 48.42 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch. INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900-1913 59 The foregoing chart shows that this railroad, during the period 1900-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 146 tons, or 105.04 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 276,111,950 ton miles, or 268.77 per cent, with an advance of only 76.85 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 273.39 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 87.03 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews: , Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles . Over 1900 Freight engineers ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,572,053 124.82 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,898,617 81.03. As a result of the large increase in the volume of traffic carried over the lines of the Fort Worth and Denver City Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 115.41 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 244.04 per cent. The engineers has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. 60 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900. 1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE, Fort Worth and Denver City Railway. INCREASE 1913 OWER 1900 ITEMS 1900 1913 Number Per Cent gººd Fº power of all locomotives (pounds). G) sº *:: (2) zºnº @##! *... º. in º.º........... mºniº 378,842,093 276,111,950 25877 Traffic units . . . . . . ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118,117,560 441,043,043 322,925,483 273.39 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 739,870 1,308,455 y 76.85 Revenue train miles............... . . . . . . . . . . . . . . . ... 1,153,620 2,157,619 1,003,999 87.03 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,847,167 2,184,545 337,378 18.26 Ton miles per freight train mile.................... 139 285 146 105.94 Coal consumed (tons). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63,431 218,229 154,798 244.04 Fuel consumed per 10comotive mile (pounds) . . . . . . . . . 77.02 165.91 88.89 115.41 Ton miles per $1,000 compensation to freight engineers. 2,478,471 4,163,008 A 1,684,537 67.91 Ton miles per $1,000 compensation to freight firemen.. 4,363,140 6,475,712 2,112,512 48.42 XX. GULF, COLORADO AND SANTA FE RAILWAY. The following chart shows the operating performance of the Gulf, Colorado and Santa Fe Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: G) Figures are for 1902, the first year for which information is available, (2) Increase 1913 over 1902. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 61 GULF, COLORADo AND SANTA FE RAILWAY, 1900-1913. TIVE POWER OF ALL LOCOMOTIVES (POUNDS) COMBINED TRAC- } Q) An Increase of 327.55 per cent. NUM BER OF LOCO- MOTIVES IN SERVICE }=—an Increase of 79.01 per cent. NUMBER OF TON MILES An Increase of 134.06 per cent. NUMBER OF TRAFFIC UNITS An Increase of 137.33 per cent. ºt TRAIN }ºm—An Increase of 36.45 per cent. §§ue TRAIN }=—An Increase of 50.02 per cent. TON MILES PER FREIGHT TRAIN –An Increase of 64.68 per cent. MILE COAL CONSUMED (2) (TONS) FUEL CONSUMED PER LOCOMOTIVE —An Increase of 76.30 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS —An Increase of 37.84 per cent. FREIGHT FIREMEN }-—An Increase of 28.73 per cent. GDIncrease 1913 over 1902. & Scale: 50 points to 1 inch. ©Only one coal-burning locomotive reported in 1913. No retum n made for consumption of coal. 20–5 62 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900–1913 The foregoing chart shows that this railroad, during the period 1900-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 130 tons, or 64.68 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 612,880,918 ton miles, or 134.06 per cent, with an advance of only 36.45 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 137.33 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 50.02 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900-1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase º 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,110,295 92.03 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,833,301 63.85 As a result of the large increase in the volume of traffic carried over the lines of the Gulf, Colorado and Santa Fe Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 76.30 per cent in fuel for each locomotive mile traveled. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. INCREASED Work AND PRODUCTIVE EFFtcIENCY, 1900–1913 63 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. º Gulf, Colorado and Santa Fe Railway. INCREASE 1913 OWER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..(D 1,965,380 (2) 8,402,905 (3) 6,437,525 (3)327.55 Number of locomotives in service.................... 162 290 128 79 01 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457,175,829 1,070,056,747 612,880,918 13406 Traffic units . . . . . . .... . . . . . . . . . . . . .................. 505,442,842 1,199,557,439 694,114,597 137.33 Freight train miles................................. 2,197,010 2,997,918 800,908 36.45 Revenue train miles................................. 3,669,215 5,504,491 1,835,276 50.02 Total train miles. . . . . . . . . . . . . . . .................... 4,179,933 ,690,708 1,510,775 36.14 Ton miles per freight train mile.................... 201 331 130 64.68 Coal consumed (tons)................................ 218,435 (3) (3) Fuel consumed per locomotive mile (pounds)......... G) 80.42 (2) 141.78 61.36 76.30 Ton miles per $1,000 compensation to freight engineers. 3,181,903 4,385,784 1,203,881 37.84 Ton miles per $1,000 compensation to freight firemen.. 5,391,161 6,940,128 1,548,967 28.73 XXI. MINERAL RANGE RAILROAD. The following chart shows the operating performance of the Mineral Range Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: GD Figures for 1902, the first year for which information is available. Some oil used but no oil burners reported. (2) 0il used. See “Tractive Power” basic table. (3) Increase 1913 over 1902. (3) 0nly one coal burning locomotive reported, the use of which was confined to shop, and no return made for con- sumption of coal. G) No oil burners réported in 1900. 64 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 MINERAL RANGE RAILROAD, 1900-1913. TIVE POWER OF ALL LOCOMOTIVES COMBINED TRAC- } (POUNDS) G) An Increase of 181.73 per cent. MOTIVES IN SERVICE NUMBER OF LOCO- } —An Increase of 575.00 per cent NUMBER OF TON MILES —An Increase of 982.30 per cent. NUMBER OF TRAFFIC UNITS An Increase of 720.51 per cent. FREIGHT TRAIN MILES m—An Increase of 215.97 per cent. REVENUE TRAIN Y MILES j==An Increase of 199.83 per cent. TON MILES PER #!" HT TRAIN }=== Increase of 220.83 per cent. (TONS) COAL CONSUMED } T An Increase of 330.59 per cent. L000 MOTIVE MILE FUEL CONSUMED PER } (POUNDS) An Increase of 118.11 per cent. TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS An Increase of 98.50 per cent. |FREIGHT FIREMEN }-—An Increase of 86.63 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 65 The foregoing chart shows that this railroad, during the period 1900-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 220.83 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 57,886,285 ton miles, or 982.30 per cent, with an advance of only 215.97 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 720.51 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 19983 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,503,191 120 63 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,986,110 104.68 As a result of the large increase in the volume of traffic carried over the lines of the Mineral Range Railroad, with comparatively small increases in train mileage and conse- quently heavier train loads, it has been necessary for each fireman to handle an increase of 118.11 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 330.59 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. - The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance, 66 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE, Mineral Range Railroad. ITEMS Combined tractive power of all locomotives (pounds)..@ Number of locomotives in service.................... Ton miles ............. . . . . . . . . . . . . . ſº e º 'º tº & g º ºs & & e º 'º - Traffic units ................... . . . . . . . . . . . . . . . . . . . . . Freight train miles................ e e º e o e e º e e s s • & © & e Revenue train miles............................. to º e - Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ton miles per freight train mile.................... Coal consumed (tons)................................ Fuel consumed per locomotive mile (pounds)......... Ton miles per $1,000 compensation to freight engineers. Ton miles per $1,000 compensation to freight firemen.. 1900 276,000 4 5,892,961 7,990,011 103,580 116,260 96 8,572 57.93 1,134,571 1,947,442 1913 TT1,583 27 63,779,246 65,558,448 9 310,562 325,721 30 8 36,910 126.35 2,252,172 3,634,559 XXII. MISSOURI PACIFIC RAILWAY. Nº. 1913 OWER 1900 umber Per Cent (2) 501,583 (2)181.73 23 575.00 57,886,285 982.30 57,568,437 720.51 132,631 215.97 206,982 199.83 209,461 180.17 212 220.83 28,338 33059 68. 118.11 1,117,601 98.50 1,687,117 86.63 The following chart shows the operating performance of the Missouri Pacific Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: Q) Figures are for 1902, the first year for which information is available, (2) Increase 1913. Over 1902. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 67 MISSOURI PACIFIC RAILWAY, 1900-1913. COMBINED TRAC- TIVE POWER OF ALL LOCOMOTIVES (POUNDS) NUMBER OF LOC0– MOTIVES IN SERVICE NUMBER OF TON MILES NUMBER OF TRAFFIC UNITS FREIGHT TRAIN MILES REVENUE TRAIN Mi LES TON MILES PER FREIGHT TRAIN MILE COAL CONSUMED (TONS) FUEL CONSUMED PER LOCOM, OT |VE MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TIO FREIGHT FIREMEN N TO FREIGHT ENGINEERS —An Increase of 8.37 per cent. Q) An Increase of 112.23 per cent. }Im-An Increase of 88.75 per cent. } zºº. Twº: per cent. } An Increase of 108.64 per cent. }-—An Increase of 36.62 per cent. }=—An Increase of 47.08 per cent. }m—an Increase of 66.84 per cent. } An Increase of 151.93 per cent. —An Increase of 72.91 per cent. }l—An Increase of 1.86 per cent. (DIncrease 1913 over 1902. Scale: 50 points to 1 inch. 68 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The foregoing chart shows that this railroad, during the period 1900-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 127 tons, or 66.84 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 1,300,679,974 ton miles, or 110.58 per cent, with an advance of only 36.62 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 108.64 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 47.08 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1900–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,550,362 17.24 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,725,753 3.59 As a result of the large increase in the volume of traffic carried over the lines of the Missouri Pacific Railway, with comparatively small increases in train mileage and conse. quently heavier train loads, it has been necessary for each fireman to handle an increase of 72.91 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 151.93 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more com- plex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance, INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 69 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICHENCY TABLE. Missouri Pacific Railway. ITEMS 1900 Combined tractive power of all locomotives (pounds)..G.) 8,211,502 Number of locomotives in Service.......... . . . . . . . . . . 320 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,176,193,186 Traffic units .......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,308,013,032 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,489,784 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 9,874,153 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . tº e º e g º ſº e e 10,106,210 Ton miles per freight train mile........... * g º C is º $ tº ſº 190 Coal consumed (tons)................ '• • - - - - - - - - - - - - - - 604,118 Fuel consumed per locomotive mile (pounds)......... Ton miles per $1,000 compensation to freight engineers. 3,881,377 Ton miles per $1,000 compensation to freight firemen.. 6,492,422 XXIII. PECOS AND NORTHERN TEXAS RAILWAY. 93.96 INCREASE 1913 OWER 1900 1913 Number Per Cent 17,427,655 (2) 9,216,153 (2)112.23 604 284 88 T5 2,476,873,160 1,300,679,974 110 58 2,728,999,242 1,420,986,210 108,64 y -w- w; 2,010,165 36.62 14,522,653 4,648,500 47.08 14,990,297 4,884,087 48 33 317 127 66 84 1,521,942 917,824 151 93 162.47 68.51 7291 4,206,103 324,726 8.37 6,612,895 120,473 1.86 The following chart shows the operating performance of the Pecos and Northern Texas Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (D Figures are for 1902, the first year for which information is available, (3) Increase 1913 over 1902, 70 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900-1913 PECOS AND NORTHERN TEXAS RAILWAY, 1900-1913. COMBINED TRAC- TIVE POWER OF ALL L000MOTIVES (POUNDS) Q) NUMBER OF LOCO- MOTIVES IN SERVICE (2) NUMBER OF TON MILES An Increase of 3660.83 per cent. NUMBER OF TRAFFIC UNITS | An Increase of 3523.02 per cent. FREIGHT TRAIN MILES An Increase of 885.17 per cent. REVENUE TRAIN MILES }! An Increase of 711.06 per cent. TON MILES PER l FREIGHT TRAIN ſ MILE An Increase of 610.87 per cent. COAL CONSUMED l (TONS) ſ An Increase of 1834.73 per cent, FUEL CONSUMED PER L000 MOTIVE —An Increase of 132.91 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- "#Eºir ENGINEERS } An Increase of 250.78 per cent. FREIGHT FIREMEN } An Increase of 237.86 per cent. OInformation not available for 1900, 1901 or 1902, (100 points to the inch.) ©No locomotives owned. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 71 The foregoing chart shows that this railroad, during the period 1900–1913, was enabled to make a gain in its freight train load of 610.87 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 232,224,625 ton miles, or 3,660.83 per cent, with an advance of only 885.17 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 3,523.02 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 711.06 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1900-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Tom Miles Over 1900 Freight engineers ..................................... 4,710,725 276 58 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . e s e e s e o e s tº e s a 7,386,984 261.34 As a result of the large increase in the volume of traffic carried over the lines of the Pecos and Northern Texas Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 132.91 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 1,834.73 per cent. The engineer has had an in- creased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. 72 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Pecos and Northern Texas Railway. INCREASE 1913 OVER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..() (2) () () Number of locomotives in service.................... (2) (2) (2) (2) Ton miles .......... © tº e º e º ºs e e s e º is tº º & tº e º sº a tº e º e º sº e º º & 6,343,504 238,568,129 232,224,625 3650 83 Traffic units ......... e ‘º e º e s e e º ºs e º e º a tº e º e º e tº e º e º 'º e º e - 7,080,013 256,510,043 249,430,030 3523.02 Freight train miles............................. tº e º e 68,890 678,682 609,792 885.17 Revenue train miles.......... e e º e º e tº e - © tº e º 'º e º e e o 'º e º º 137,260 1,113,265 976,005 711.06 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e Q - e. 151,461 1,248,868 1,097,407 724 55 Ton miles per freight train mile.................... 46 327 281 610 87 Coal consumed (tons).......... . . . . . . . . . . . . . . . . . . . . . . 5,362 103,740 98,378 1834 T3 Fuel consumed per locomotive mile (pounds)......... 70.80 164.90 94 10 13291 Ton miles per $1,000 compensation to freight engineers. 1,250,937 4,388,025 3,137,088 250 78 TOn miles per $1,000 compensation to freight firemen.. 2,044,313 6,907,010 4,862,697 237.86 XXIV. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. The following chart shows the operating performance of the St. Louis, Iron Mountain and Southern Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period, 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (1) Information not available for 1900, 1901 Or 1902. (2) No locomotives owned, INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 73 ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY, 1900-1913. TIVE POWER OF ALL L000MOTIVES COMBINED TRAC- } (POUNDS) () An Increase of 142.39 per cent. NUMBER OF LOC0- NUMBER OF TON MILES An Increase of 128.89 per cent. NUMBER OF TRAFFIC UNITS } zrm-rººm: #7 TRAIN }-—An Increase of 24.69 per cent. *" m—an increase of sess percent TON MILES PER ###7 TRAIN }-—An Increase of 72.80 per cent. E C0AL CONSUMED } (TONS) An Increase of 182.51 per cent. º'ED PER } m—an Increase of 70.40 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS }||—An Increase of 7.17 per cent. Y FREIGHT FIREMEN }l—An Increase of .34 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch. 74 INCREASED WORK AND PRODUCTIVE EFFICIENcy, 1900-1913 The foregoing chart shows that this railroad, during the period 1900-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 182 tons, or 72.80 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 1,797,162,134 ton miles, or 128.89 per cent, with an advance of only 24.69 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 130.08 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 58.98 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1900-1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Tom Miles Over 1900 Freight engineers ............... . . . . . . . . . . . . . . . . . . . . . . . . 6,000,662 13.48 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,890,988 .60 As a result of the large increase in the volume of traffic carried over the lines of the St. Louis, Iron Mountain and Southern Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 70.40 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 182.51 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors, and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 75 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. St. Louis, Iron Mountain and Southern Railway. INCREASE 1913 OWER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..Q.) 6,244,547 15,136,120 (2) 8,891,573 (2)142.39 Number of locomotives in service.................... 239 542 303 126.78 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,394,368,782 3,191,530,916 1,797,162,134 128 89 Traffic units . . . . . . .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,495,770,718 3,441,517,791 1,945,747,073 130 08 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . ........ 5,370,427 6,696,614 1,326,187 24.69 Revenue train miles................................. 8,329,271 13,241,887 4,912,616 58.98 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,569,373 14,110,674 5,541,301 64 66 Ton miles per freight train mile.................... 250 432 182 7280 Coal consumed (tons)................................ 492,754 1,392,078 899,324 18251 Fuel consumed per locomotive mile (pounds)......... 95.50 162.73 67.23 70 40 Ton miles per $1,000 compensation to freight engineers. 5,288,090 5,667,032 378,942 7.17 Ton miles per $1,000 compensation to freight firemen.. 8,838,096 8,867,802 29,706 .34 XXV. ST. LOUIS AND SAN FRANCISCO RAILROAD. The following chart shows the operating performance of the St. Louis and San Fran- cisco Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration. (D Figures are for 1902, the first year for which information is available. (2) Increase 1913 over 1902. 76 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 ST. LOUIS AND SAN FRANCISCO RAILROAD, 1900-1913. TIVE POWER OF ALL L000MOTIVES COMBINED TRAC- } (POUNDS) º An Increase of 238.82 per cent. NUMBER OF LOCO- -- MOTIVES IN SERVICE —An Increase of 389.76 per cent. NUMBER OF TON \ MILES An Increase of 476.23 per cent. NUMBER OF TRAFFIC UNITS An Increase of 468.56 per cent. FREIGHT TRAIN MILES m—An Increase of 203.31 per cent. REVENUE TRAIN MiLES @ An Increase of 250.58 percent. TON MILES PER FREIGHT TRAIN Mi LE An Increase of 87.01 per cent. COAL CONSUMED (TONS) An Increase of 411.17 per cent. FU EL CONSUMED PER LOCOMOTIVE }_-An Increase of 44.15 per cent. MILE (POUNDS) TON MILES PER #ºwpensa- FREIGHT ENGINEERS —An Increase of 18.04 per cent. FREIGHT FIREMEN }||—An Increase of 14.30 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch. ©Revenue train miles in 1913 include 251,747 passenger motor miles. INCREASED Work AND PRODUCTIVE EFFICIENCY, 1900–1913 77 The foregoing chart shows that this railroad, during the period 1900–1913, by increas- ing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 134 tons, or 87.01 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 2,484,099,368 ton miles, or 476.23 per cent, with an advance of only 203.31 per cent in freight train miles. Consider- ing both freight and passenger traffic together, a growth of 468.56 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 250.58 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Tom Miles Over 1900 Q Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.855,896 22.69 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,224,581 17.84 As a result of the large increase in the volume of traffic carried over the lines of the St. Louis and San Francisco Railroad, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 44.15 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 411.17 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. 20–6 78 1900–1913 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, The following table sets forth, in a comprehensive and more underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. St. Louis and San Francisco Railroad. ITEMS 1900 1913 Combined tractive power of all locomotives (pounds)..Q) 8,301,200 (2) 28,125,920 umber of locomotives in Service.................... 205 y Ton miles . . . . . . . . . . . . . . . . . . . . . . º, e e º e a e º is tº a tº tº tº e e º O © 521,615,596 3,005,714,964 Traffic units ................... tº e º e a e s m is e º s & s to e º e º 'º - 609,844,493 3,467,323,199 Freight train miles........ • B e. e. e. tº © º e º O tº e e e º e º ºr e o e º 'º - 3,301,486 10,013,871 Revenue train miles * - © tº a c e - e º e e e e e s tº e e tº º ſº e º e º 'º e º 'º - sº 5,706,880 20,007,042 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . • * c e g º e 6,834,610 3) 20,496,818 Ton miles per freight train mile..... tº º e º e º 'º e º º tº e º 'º º 54 288 Coal consumed (tons)........... e e º 'º e º e e e - e. e. e o 'º - e e º 'º - 348,712 1,782,505 Fuel consumed per locomotive mile (pounds)...... ...@ 103.02 (3) 148.50 Ton miles per $1,000 compensation to freight engineers. 3,142,850 3,709,829 Ton miles per $1,000 compensation to freight firemen.. 5,282,451 6,037,706 XXVI. ST. LOUIS SOUTHWESTERN RAILWAY. detailed way, the facts INCREASE 1913 OWER 1900 Number G) 19,824,720 799 2,484,099,368 2,857,478,706 6,712,385 14,300,162 3) 13,662,208 134 1,433,793 45. 566,979 755,255 Per Cent (3)238.82 389.76 476.23 468.56 203.31 (3)250.58 (3)199.90 87.01 411.17 48 44.15 18.04 14.30 The following chart shows the operating performance of the St. Louis Southwestern Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration. (D Figures are for 1902, the first year for which information is available. (2) Some oil burners used. See “Tractive Power” basic table. (3) Increase 1913 over 1902. (3) Revenue train miles in 1913 include 251,747 passenger motor miles. G) Oil burners not reported in 1900. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 79 ST. LOUIS SOUTHWESTERN RAILWAY, 1900-1913. COMBINED TRAC- TIVE POWER OF ALL L000 MOTIVES (POUNDS) | _ _ _ _ - || || || m(D An Increase of 207.80 per cent. NUMBER OF LOCO- MOTIVES IN SERVICE An Increase of 141.67 per cent. An Increase of 111.84 per cent. NUMBER OF TRAFFIC UNITS NUMBER OF TON MILES An Increase of 114.53 per cent. ##!" TRAIN }-—An Increase of 40.57 per cent. §§ UE TRAIN }Im—An Increase of 52.56 per cent. TON MILES PER FREIGHT TRAIN }=—An Increase of 51.87 per cent. MiLE COAL CONSUMED (TONS) An Increase of 133.23 per cent. FUEL CONSUMED #1.jve - —An Increase of 67.17 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- "#E}r ENGINEERS }=-An Increase of 15.63 per cent. FREIGHT FIREMEN }ºl—an Increase of 10.09 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch. 80 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 The foregoing chart shows that this railroad, during the period 1900–1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 139 tons, or 51.87 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 341,335,700 ton miles, or 111.84 per cent, with an advance of only 40.57 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 114.53 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 52.56 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of em- ployes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900-1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles Over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,408,857 34.42 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,783,196 21.00 As a result of the large increase in the volume of traffic carried over the lines of the St. Louis Southwestern Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 67.17 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 133.23 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine, drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 81 The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. St. Louis Southwestern Railway. INCREASE 1913 OWER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..G.) 1,310,822 4,034,704 (2) 2,723,882 @207.80 Number of locomotives in Service.................... 60 145 85 141.67 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305,199,137 646,534,837 341,335,700 111 84 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327,484,762 702,546,922 375,062,160 114 53 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . © tº e º C tº tº gº 1,102,411 1,549,629 447,218 40.57 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 1,817,124 2,772,248 955,124 52.56 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,908,655 2,942,669 1,034,014 54 18 Ton miles per freight train mile.................... 268 07 139 51.87 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113,271 264,185 150,915 133 23 Fuel consumed per locomotive mile (pounds)......... 95.27 159.26 6399 67.17 Ton miles per $1,000 compensation to freight engineers. 4,767,694 5,513,028 745,334 15 63 Ton miles per $1,000 compensation to freight firemen.. 8,084,960 8,900,657 815,697 10.09 XXVII. SAN ANTONIO AND ARANSAS PASS RAILWAY. The following chart shows the operating performance of the San Antonio and Aransas Pass Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration. (D Figures are for 1902, the first year for which information is available. (2) Increase 1913 over 1902. 82 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 SAN ANTONIO AND ARANSAS PASS RAILWAY, 1900-1913. COMBINED TRAC- () jã ºf ALL }_-An I § L000MOTIVES } ncrease of 82.86 per cent. (POUNDS) §§ * šice }m—an Increase of 33.90 per cent. NUMBER OF TON MILES An Increase of 141.94 per cent. NUMBER OF TRAFFIC UNITS } An Increase of 157.01 per cent. #" " m—an increase of slas percent §§ue TRAIN }Im—an Increase of 60.58 per cent. TON MILES PER ##### m—an increase of sº percent §§§ COAL CONSUMED §§ (TONS) Decrease of 94.92 per cent. FUEL CONSUMED PER LOCOMOTIVE }Im—An Increase of 93.63 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- N TO "#Eºhr ENGINEERS }=–An Increase of 25.69 per cent. FREIGHT FIREMEN }||—An Increase of 21.34 per cent. QIncrease 1913 over 1902. Scale: 50 points to 1 inch, INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 83 The foregoing chart shows that this railroad, during the period 1900-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 84 tons, or 83.17 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 123,455,388 ton miles, or 141.94 per cent, with an advance of only 81.45 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 157.01 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 60.58 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive etigineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the & Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,060,599 53.46 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,935,649 42.81 As a result of the large increase in the volume of traffic carried over the lines of the San Antonio and Aransas Pass Railway, with comparatively small increases in train mileage, and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 93.63 per cent in fuel for each locomotive mile traveled. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine, drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance, 84 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900-1913 The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. San Antonio and Aransas PāSS Railway. ITEMS 1900 Combined tractive power of all locomotives (pounds)..Q.) 1,034,178 Number of locomotives in Service.......... . . . . . . . . . . 59 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86,978,839 Traffic units . . . . . . ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103,743,078 Freight train miles........ . . . . . . . . . . . . . . . . . . . . . . . . . 602,663 Revenue train miles..... . . . . . . . . . . . . . . . . . . . . . . . ..... 1,403,266 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,550,196 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . 10 Coal consumed (tons).......... . . . . . . . . . . . . . . . . . . . . . . 55,368 Fuel consumed per locomotive mile (pounds)......... 63.77 Ton miles per $1,000 compensation to freight engineers. 1,994,333 Ton miles per $1,000 compensation to freight firemen.. 3,456,204 1913 1,891,092 79 210,434,227 *::::::::: 5 3. 2,253,413 2,289,303 185 2,813 • 123.48 2,506,661 4,193,671 INº. 1913 OWER 1900 UIIIDCT Per Cent (2) 856,914 @ 82.86 20 33.90 123,455,388 141.94 162,885,080 157.01 490,858 81. 850,147 60.58 739,107 47.68 84 83.17 52,555 – 94.92 59.71 93.63 512,328 25.69 737,467 21.34 XXVIII. SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS The following chart shows the operating performance of the Southern Kansas Railway Company of Texas, as well as the increase in work and productive efficiency of its loco- motive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration. — (Minus) Denotes decrease. (D Figures for 1902, the first year for which information is available. (2) Increase 1913 over 1902. Some oil used but no oil burners reported. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 85 SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS, 1900-1913. º TION TO FREIGHT ENGINEERS COMBINED TRACTIVE POWER OF ALL L000MOTIVES (D (POUNDS) # ºf.º. ) o MOTIVES IN SERVICE ſ NUMBER OF TON MILES An Increase of 1225.32 per cent. FREIGHT TRAIN MILES | NUMBER OF TRAFFIC UNITS | REVENUE TRAIN Y MILES j TON MILES PER An Increase of 1192.75 per cent. An Increase of 115.94 per cent. An Increase of 118.97 per cent. * FREIGHT TRAIN MILE An Increase of 722.73 per cent. COAL CONSUMED (TONS) PER LOCOMOTIVE Mrrrr (POUNDS) TON MILES PER $1,000 COMPENSA- An Increase of 411.08 per cent. An Increase of 135.50 per cent. —An Increase of 623.93 per cent. } } FUEL CONSUMED } } } FREIGHT FIREMEN An Increase of 550.99 per cent. QNo locomotives owned. Scale: 50 points to 1 inch. 86 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 The foregoing chart shows that this railroad, during the period 1900–1913, was enabled to make a gain in its freight train load of 722.73 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 166,456,681 ton miles, or 1,225.32 per cent, with an advance of only 115.94 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 1,192.75 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 118.97 per cent in revenue train miles. * The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of em- ployes has greatly increased: (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900-1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Ton Miles over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,384,510 1,375.00 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,016,258 1,082.90 As a result of the large increase in the volume of traffic carried over the lines of the Southern Kansas Railway Company of Texas, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 135.50 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 411.08 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine, drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. * INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 87 The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Southern Kansas Railway Company of Texas. INCREASE 1913 OWER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..G.) 6) () () Number of locomotives in service.................... (D G) GD (D Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,584,700 180,041,381 166,456,681 1225.32 Traffic units .......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,551,991 188,121,086 173,569,095 1192.75 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153,613 331,717 178,104 115.94 Revenue train miles........ tº e º 'º e º E gº tº tº º ºs e º e º ºs e º e º ºs º ºss 238,420 522,067 283,647 118.97 Total train miles................................... (2) 238,420 530,360 291,940 122.45 Ton miles per freight train mile.................... 66 543 477 722.73 Coal consumed (tons)................................ 12,847 65,659 52,812 411.08 Fuel consumed per locomotive mile (pounds)........ e 95.10 223.96 128.85 135.50 Ton miles per $1,000 compensation to freight engineers. 1,178,614 8,532,362 7,353,748 623 93 Ton miles per $1,000 compensation to freight firemen.. 2,030,294 13,216,956 11,185,662 550.99 XXIX. WABASH, CHESTER AND WESTERN RAILROAD. The following chart shows the operating performance of the Wabash, Chester and Western Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration. Q) No locomotives owned. (3) No non-revenue train miles. 88 INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900–1913 WABASH, CHESTER AND WESTERN RAILROAD, 1900-1913. COMBINED TRAC- #" ALL }mº An Increase of 9.37 per cent. S NUMBER OF LOCO- MOTIVES IN SERVICE }||—An Increase of 20.00 per cent. An Increase of 212.11 per cent. NUMBER OF TON MILES NUMBER OF . TRAFFIC UNITS } An Increase of 156.76 per cent. ###7 TRAIN } |—An Increase of 2.58 per cent. §§ UE TRAIN } |—An Increase of .31 per cent. TON MILES PER #!ght TRAIN m—An Increase of 197.67 per cent. ºfonsumed }_–An Increase of 87.67 per cent. FUEL CONSUMED PER LOCOMOTIVE _–An Increase of 68.62 per cent. MILE (POUNDS) TON MILES PER #" COMPENSA- #Effºr ENGINEERS }m—an Increase of 86.55 per cent FREIGHT FIREMEN }-—an Increase of 74.69 per cent. ©Increase 1913 over 1902, Scale: 50 points to 1 inch INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900–1913 89 The foregoing chart shows that this railroad, during the period 1900-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 197.67 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 4,869,317 ton miles, or 212.11 per cent, with an advance of only 2.58 per cent in freight train miles. Considering both freight and passenger traffic together, a growth of 156.76 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 31/100 of 1 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1900–1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1900–1913 in compensation to— Tom Miles over 1900 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,496,138 215.13 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,139,761 169.65 As a result of the large increase in the volume of traffic carried over the lines of the Wabash, Chester and Western Railroad, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 68.62 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 87.67 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. 90 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Wabash, Chester and Western Railroad. INCREASE 1913 OWER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..Q.) 97,513 106,650 (2) 9,137 (2) 9.31 Number of locomotives in service.................... 5 6 1 20.00 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,295,673 7,164,990 4,869,317 212.11 Traffic units ........................................ 3,189,576 8,189,576 5,000,000 156.76 Freight train miles.................... tº e º e º e º e e g º e º 19,778 20,289 511 2.58 Revenue train miles................................. 107,728 108,057 329 .31 Total train miles. . . . . . . . . . . . . . . . . . . . ............... (3) 107,728 110,900 3,172 2.94 Ton miles per freight train mile................... * 43 128 197.67 Coal consumed (tons)................................ 3,934 7,383 3,449 87.6 Fuel consumed per locomotive mile (pounds)......... 73.04 123.16 50.12 68.62 Ton miles per $1,000 compensation to freight engineers. 1,426,770 2,661,586 1,234,816 86 55 Ton miles per $1,000 compensation to freight firemen.. 2,647,835 4,625,558 1,977,123 74.69 XXX. WICHITA WALLEY RAILWAY. The following chart shows the operating performance of the Wichita Valley Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration. (D Figures are for 1902, the first year for which information is available. (2) Increase 1913 over 1902. (3) No non-revenue train miles. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 91 WICHITA VALLEY RAILWAY, 1900-1913. $º-au. 3 Hººves } Q) An Increase of 912.00 per cent. NUMBER OF Loco- MOTIVES IN SERVICE j An Increase of 650.00 per cent. NUMBER OF TON MILES } —An Increase of 1908.62 per cent. NUMBER OF TRAFFIC UNITS } -—An Increase of 1868.87 per cent. FREIGHT TRAIN }o MILES REVENUE TRAIN } MILES An Increase of 900.12 per cent. TON MILES PER #º I- An Increase of 292.31 per cent. coAL CONSUMED Tº (TONS) j An Increase of 1812.27 per cent. FUEL CONSUMED PER LOCOMOTIVE _–An Increase of 81.89 per cent. MILE (POUNDS) * TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS }o FREIGHT FIREMEN }o QIncrease 1913 over 1902. Scale: 100 points to 1 inch. QInformation not available. 92 INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900-1913 The foregoing chart shows that this railroad, during the period 1900–1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 292.31 per cent, and was able to handle an increase in the volume of freight traffic of 17,865,403 ton miles, or 1908.62 per cent. Considering both freight and passenger traffic together, a growth of 1868.87 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 900.12 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of em- ployes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. As a result of the large increase in the volume of traffic carried over the lines of the Wichita Valley Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 81.89 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 1812.27 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine, drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Total revenue train mileage has not increased pro- portionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the develop- ment of the railroad in operating performance. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 1900–1913 93 The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Wichita Valley Railway. ITEMS 1900 Combined tractive power of all locomotives (pounds)..(D 26,844 Number of locomotives in Service.................... 2 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 936,037 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,357,153 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3) Revenue train miles. . . . . . . . . . . . . . . . . . . . . ............ 35,552 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) 35,552 Ton miles per freight train mile.................... 26 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 970 Fuel consumed per locomotive mile (pounds)......... 54.56 Ton miles per $1,000 compensation to freight engineers.(3) Ton miles per $1,000 compensation to freight firemen...(3) 1913 271,661 15 18,801,440 26,720,638 355,563 *; 10 18,549 INCREASE 1913 over 1900 Number Per Cent (2) 244,817 @912.00 13 650.00 17,865,403 1908.62 25,363,485 gun 320,011 900.12 324,051 911.48 7 g 17,579 1812.27 6 2 9 2 3 1 99.24 4468 gigs 1,936,496 3,311,219 XXXI. WISCONSIN AND MICHIGAN RAILWAY. 3 3 The following chart shows the operating performance of the Wisconsin and Michigan Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1900–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration. (D Figures are for 1902, the first year for which information is available. (2) Increase 1913 over 1902. (3) Information not available. (3) No non-revenue train miles. 94 INCREASED Work AND PRODUCTIVE EFFICIENCY, 1900–1913 WISCONSIN AND MICHIGAN RAILWAY, 1900-1913. COMBINED TRAC- Y TIVE POWER OF ALL L000MOTIVES j|) An Increase of 1.69 per cent. (POUNDS) NUMBER OF LOC0– MOTIVES IN SERVICE }ºm—An Increase of 20.00 per cent. * * * }m—an increase of ºn percent |\}; ºITS }- —An Increase of 76.23 per cent. FREIGHT TRAIN MILES (2) REVENUE TRAIN N Mi LES }º A Decrease of 33.15 per cent. TON MILES PER FREIGHT TRAIN M | LE } An Increase of 102.70 per cent. ºnsumº }º—a Decrease of 17.03 per cent. FUEL CONSUMED PER LOCOMOTIVE }||—An Increase of 16.78 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS - (3) FREIGHT FIREMEN }o (DIncrease 1913 over 1902. @Information not available. Scale: 50 points to 1 inch. INCREASED WoRK AND PRODUCTIVE EFFICIENCY, 1900–1913 95 The foregoing chart shows that this railroad, during the period 1900–1913, by in- creasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 102.70 per cent, and was able to handle an increase in the volume of freight traffic of 3,579,808 ton miles, or 91.71 per cent. Considering both freight and passenger traffic together, a growth of 76.23 per cent in traffic units, or of both ton and passenger miles, was transported with a decrease of 33.15 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. As a result of the large increase in the volume of traffic carried over the lines of the Wisconsin and Michigan Railway, with decreases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 16.78 per cent in fuel for each locomotive mile traveled. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine, drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The mileage has not kept pace with the increase in traffic handled. Total revenue train mileage has decreased, while there have been increases in other factors, and especially in the number of engineers and firemen, owing to their in- ability to stand greater physical strains and responsibilities of the development of the rail- road in operating performance. The following table sets forth, in a comprehensive and more detailed way, the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Wisconsin and Michigan Railway. INCREASE 1913 OVER 1900 ITEMS 1900 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..G.) 130,000 132,200 (2) 2,200 (2) 1.69 Number of locomotives in Service.......... . . . . . . . . . . 5 6 1 20.00 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,903,542 7,483,350 3,579,808 91.71 Traffic units .......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,442,693 7,829,423 3,386,730 T6.23 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106,820 (3) (3) (3) Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .-- 149,160 99,710 iº 49,450 – 33.15 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) 149,160 105,975 tºº 43,185 – 28.95 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . 37 T5 38 102.70 Coal consumed (tons) . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . 5,245 4,352 tºº 893 – 17.03 Fuel consumed per locomotive mile (pounds) . . . . . . . . . 70.33 62.13 11.80 16.78 Ton miles per $1,000 compensation to freight engineers. 1,126,238 (3) G) Ton miles per $1,000 compensation to freight firemen.. 2,210,821 (3) (3) (3) — (Minus) Denotes decrease. (D Figures are for 1902, the first year for which information is available. (2) Increase 1913 over 1902. (3) Information not available. (3) No non-revenue train miles. Increased Work and Productive Efficiency of Locomotive Engineers and Firemen. I909-1913 Prepared Under Supervision of W. J. LAUCK Exhibit Number Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Increased Work and Productive Efficiency of Locomotive Engineers and Firemen. I909-I9 I3 Composition and Makeup by Superior Typesetting Co., Chicago, Ill. INCREASED WORK AND PRODUCTIVE EFFICIENCY OF LOCOMOTIVE ENGI- NEERS AND FIREMEN. 1909-1913. CONTENTS SECTION. PAGE. 1. Totals for Seventy-eight Representative Western Railroads......................... 1 2. Totals for Fifty-six Representative Western Railroads............................. 5 3. Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . .................... 9 4. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 5. Chicago, Burlington and Quincy Railroad.......................................... 15 6. Chicago, Milwaukee and St. Paul Railway......................................... 18 7. Chicago and North Western Railway.............................................. 21 8. Great Northern Railway ......................................................... 24 9. Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............................ 27 10. Canadian Pacific Railway (Canadian Lines)... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 11. Chicago Great Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 12. Colorado and Southern Railway................................................... 36 13. Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . ..................... 39 14. Duluth, South Shore and Atlantic Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 15. Fort Smith and Western Railroad................................................ 45 16. Fort Worth and Denver City Railway............ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 17. Kansas City Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 18. Minnesota and International Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 19. Missouri and North Arkansas Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 20. Missouri Pacific Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 21. Pecos and Northern Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 22. St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 23. St. Louis and San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 24. St. Louis Southwestern Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .......... 72 25. San Antonio and Aransas Pass Railway...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 26. San Pedro, Los Angeles and Salt Lake Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 27. Southern Kansas Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 28. Spokane International Railway ............... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 i Increased Work and Productive Efficiency of Locomotive Engineers and Firemen. 1909-1913. I. TOTALS FOR SEVENTY-EIGHT REPRESENTATIVE WESTERN RAILROADS. The following chart shows the operating performance of seventy-eight repre- sentative Western railroads as well as the increase in work and productive efficiency of their locomotive engineers and firemen during the period, 1909-1913. It is based on statistics taken from the annual reports of these companies to the Interstate Com- merce Commission during the period under consideration. These railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Beaumont and Great Northern Railroad. Beaumont, Sour Lake and Western Railway. Canadian Pacific Railway (Canadian Lines). Chicago and Alton Railroad. Chicago, Burlington and Quincy Railroad. Chicago, Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Gulf Railway Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Columbia and Puget Sound Railroad. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. El Paso and Southwestern Company. Fort Smith and Western Railroad. Fort Worth and Denver City Railway. Fort Worth and Rio Grande Railway. Galveston, Harrisburg and San Antonio Railway tº Grand Canyon Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Gulf and Interstate Railway of Texas. Houston East and West Texas Railway. Houston and Shreveport Railroad. Houston and Texas Central Railroad. Illinois Central Railroad. Indianapolis Southern Railway. International and Great Northern Railway. Ransas City, Clinton and Springfield Railway. Kansas City Southern Railway. Louisiana and Arkansas Railway. Louisiana Western Railroad. Midland Valley Railroad. Mineral Range Railroad. Minneapolis and St. Louis Railroad. INCREASED WORK AND PRODUCTIVE EFFICIENCY Minneapolis, St. Paul and Sault Ste. Marie Railway. Minnesota and International Railway. Missouri and North Arkansas Railroad. Missouri, Oklahoma and Gulf Railway. Missouri Pacific Railway. Morgan’s Louisiana and Texas Railroad and Steamship Company. Northern Pacific Railway. Northwestern Pacific Railroad. Orange and Northwestern Railroad. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Brownsville and Mexico Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis, San Francisco and Texas Railway. St. Louis Southwestern Railway. St. Louis Southwestern Railway Company of Texas. San Antonio and Aransas Pass Railway. San Pedro, Los Angeles and Salt Lake Railroad. Spokane International Railway. Spokane, Portland and Seattle Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Tacoma Eastern Railroad. Texas and Gulf Railway. Texas and New Orleans Railroad. Texas and Pacific Railway. Trinity and Brazos Valley Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Weatherford, Mineral Wells and Northwestern Railway. Wichita Valley Railway. Wisconsin and Michigan Railway. Wyoming and Northwestern Railway. Yazoo and Mississippi Valley Railway. INCREASED WORK AND PRODUCTIVE EFFICIENCY 3 TOTALS FOR SEVENTY-EIGHT REPRESENTATIVE WESTERN RAILROADS, 1909-1913. COMBINED TRAC- TIVE POWER OF ALL L000MOTIVES }-—An Increase of 34.52 per cent. (POUNDS) NUMBER OF LOCO- MOTIVES IN SERVICE } HAn Increase of 18.94 per cent. AVERAGE CAR CA- ºº (TONS) | HAn Increase of 9.38 per cent. C0AL }=–An Increase of 7.69 per cent. lºgº of ſon } HAn Increase of 36.71 per cent. ºr of traffic }m—an Increase of 34.35 per cent, ##" TRAIN }m—an Increase of 14.67 per cent. Hºus TRAIN }Im—an Increase of 19.27 per cent. º º }-—An Increase of 14.44 per cent. TON MILES PER §§ HT TRAIN | HAn Increase of 19.25 per cent. TON MILES PER FREIGHT L000- | HAn Increase of 19.24 per cent. MOTIVE MILE ºnsumº }=—an Increase of 24.31 per cent. FUEL CONSUMED PER LOCOMOTIVE Q} MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT inters} –An Increase of 4.68 per cent. FREIGHT FIREMEN }IM-An Increase of 4.55 per cent. GOInformation not available. Scale 25 points to 1 inch. 1 point = 1 per cent. 4. INCREASED WORK AND PRODUCTIVE EFFICIENCY The foregoing chart shows that these railroads during the period, 1909-1913, by increasing the tractive power of their locomotives and the capacity of their freight cars, were enabled to make a gain in their freight train load of 67 tons, or 19.25 per cent. They were, therefore, able to handle an increase in the volume of freight traffic of 30,576,868,705 ton miles, or 36.71 per cent, with an advance of only 14.67 per cent in freight train miles and of 14.44 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 34.35 per cent in traffic units, or of both ton and passenger miles was transported with an increase of only 19.27 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroads, or the number of units of traffic hauled with the outlay made by the railroads for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1909-1913, these railroad companies received the following gains in the productivity of their engine crews: Per Cent of the Increase Of Increase in ton miles per $1,000 increase 1909–1913 in COmpensation to— Ton Miles Over 1909 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,567,471 19.95 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,795,019 19.33 As a result of the large increase in the volume of traffic carried over the lines of these railroads, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for the firemen to handle an increase of 24.31 per cent in the quantity (tons) of coal consumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total reve- nue train mileage have not increased proportionately with other factors and especially with the numbers of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY 5 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: & PRODUCTIVE EFFICIENCY TABLE. Totals for Seventy-Eight Representative Western Railroads. ITEMS 1909 Combined tractive power of all locomotives (pounds). 575,003,324 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . . 22,255 Average car capacity (tons)—BOX cars. . . . . . . . . . . . . . . . 32 Average car capacity (tons)—Coal cars. . . . . . . . . . . . . . . . 39 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83,283,612,258 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96,373,377,999 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239,463,845 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473,283,719 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492,598,286 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262,875,670 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . 348 TOn miles per freight locomotive mile................. 317 Coal consumed (tons). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40,500,176 Fuel consumed per locomotive mile (pounds). . . . . . . . . . Ton miles per $1,000 compensation to freight engineers. 4,641,380 Ton miles per $1,000 compensation to freight firemen... 7,370,483 1913 773,517,567 26,471 3. 35 42 113,860,480,963 129,478,668,633 ,599,315 564,471,493 588,886,905 300,824,253 415 378 50,344,913 4,858,405 7,105,654 INCREASE 1913 OWER 1909 Number Per Cent 198,514,243 34.52 4,216 18.94 9.38 3 7.69 30,576,868,705 36.71 33,105,290,634 34.35 ,135,470 14.67 91,187,774 19.27 96,288,619 19.55 37,948,583 14.44 67 19.25 61 19.24 9,844,737 24.31 (D 217,025 4.68 335,171 4.5% II. TOTALS FOR FIFTY-SIX REPRESENTATIVE WESTERN RAILROADS. The following chart shows the operating performance of fifty-six representative Western railroads, as well as the increase in work and productive efficiency of their locomotive engineers and firemen, during the period 1909–1913. taken from the annual reports of the companies to the Interstate Commerce Com- mission during the period under consideration. Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines). Chicago and Alton Railroad. Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and Northwestern Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Columbia and Puget Sound Railroad. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. El Paso and Southwestern Company. Fort Smith and Western Railroad. Fort Worth and Denver City Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Houston, East and West Texas Railway. Houston and Texas Central Railroad. Illinois Central Railroad. (1) Information not available. It is based on statistics The railroads are as follows: INCREASED WORK AND PRODUCTIVE EFFICIENCY Indianapolis Southern Railway. International and Great Northern Railway. Kansas City Southern Railway. Louisiana and Arkansas Railway. Midland Valley Railroad. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Minnesota and International Railway. Missouri and North Arkansas Railroad. Missouri Pacific Railway. Northern Pacific Railway. Northwestern Pacific Railroad. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. San Antonio and Aransas Pass Railway. San Pedro, Los Angeles and Salt Lake Railroad. Spokane International Railway. Spokane, Portland and Seattle Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and Pacific Railway. Trinity and Brazos Valley Railway. Union Pacific Railroad. Wabash Railroad. "Wabash, Chester and Western Railroad. Wichita Valley Railway. Wisconsin and Michigan Railway. INCREASED WORK AND PRODUCTIVE EFFICIENCY TOTALS FOR FIFTY-SIX REPRESENTATIVE WESTERN RAILROADS, 1909-1913. COMBINED TRAC- TIVE POWER OF L000MOTIVES ALL }m—an Increase of 33.77 per cent. (POUNDS) NUMBER OF LOCO- MOTIVES IN _–An Increase of 18.38 e SERVICE } e O per cent AVERAGE CAR CA- PACITY (TONS) BOX }=—An Increase of 8.10 per cent. C0AL } –An Increase of 8.12 per cent. º OF TON }--An Increase of 37.07 per cent, ºff of traffic } _HAn Increase of 34.60 per cent. #7 TRAIN }=—an Increase of 14.58 per cent. º UE TRAIN }=—an Increase of 19.11 per cent. ;" Mºš }Im—an Increase of 14.34 per cent. TON MILES PER §§ HT TRAIN } —An Increase of 19.48 per cent. TON MILES PER FREIGHT LOC0- _–A tº e MOTIVE MILE } n Increase of 19.87 per cent ºfonsumed }-—An Increase of 24.63 per cent. FUEL CONSUMED PER L000MOTIVE MILE (D (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO l FREIGHT ºntº —An Increase of 5.12 per cent. }º-An Increase of 4.97 per cent. FREIGHT FIREMEN OInformation not available. Scale: 25 points to 1 inch. 8 INCREASED WORK AND PRODUCTIVE EFFICIENCY The foregoing chart shows that these railroads, during the period 1909-1913, by increas- ing the tractive power of their locomotives and the capacity of their freight cars, were enabled to make a gain in their freight train load of 68 tons, or 1948 per cent. They were, therefore, able to handle an increase in the volume of freight traffic of 29,746,604,829 ton miles, or 37.07 per cent, with an advance of only 14.58 per cent in freight train miles, and of 14.34 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 34.60 per cent in traffic units, or of both ton and passenger miles, Was transported with an increase of only 19.11 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroads, or the number of units of traffic hauled with the outlay made by the railroads for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1909-1913, these railroad com- panies received the following gains in the productivity of their engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers ...................................... 5,675,237 21.99 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,929,956 21.21 As a result of the large increase in the volume of traffic carried over the lines of these railroads, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for the firemen to handle an increase of 24.63 per cent in the quantity (tons) of coal consumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning powers of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a Consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY 9 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Totals for Fifty-Six Representative Western Railroads. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds). 559,050,294 147,818,379 188,818,085 33.77 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . . 21,489 25,438 3,949 18.38 Average car capacity (tons)—Box Cars. . . . . . . . . . . . . . . 32.11 34.71 2.60 8.10 Average car capacity (tons)—Coal cars. . . . . . . . . . . . . . . . 39.28 42.47 3.19 8.12 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80.250,341,924 109,996,946,753 29,746,604,829 37.07 Traffic units . . . . . . . . . . . . . . * * * * * * * * * * * * * * . . . . . . . . . . . . 92,903,983,032 125,052,977,742 32,148,994,710 34.60 Freight train miles... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229,981,433 263,509,777 33,528,344 14.58 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454,960,626 541,888,416 86,927,790 19.11 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473,533,947 565,412,381 91,878,434 19.40 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253,177,101 289,491,257 36,314,156 14.34 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . 349 417 68 19.48 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . 317 380 63 19.87 Coal consumed (tons). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,411,620 49,119,494 9,707,814 24.63 Fuel consumed per locomotive mile (pounds).......... Ton miles per $1,000 compensation to freight engineers. 4,652,207 4,890,617 238,410 5.12 Ton miles per $1,000 compensation to freight firemen... 7,367,316 7,733,273 365,957 4.97 III. TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS. The following chart shows the operating performance of ten representative Western railroads, as well as the increase in work and productive efficiency of their locomotive engineers and firemen, during the period 1909–1913. It is based on statistics taken from the annual reports of the companies to the Interstate Commerce Commission during the period under consideration. The railroads are as follows: Atchison, Topeka and Sante Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. Q) Information not available. 10 INCREASED WORK AND PRODUCTIVE EFFICIENCY TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS, 1909-1913 COMBINED TRAC- TIVE §º,”f All } m—an Increase of 40.30 per cent. (POUNDS) º * §ice }Im—an Increase of 19.23 per cent. AVERAGE CAR CA- PACITY (TONS) B0X }=—an Increase of 8.12 per cent. C0AL }m—an Increase of 10.68 per cent. º OF TON }Im—an Increase of 30.41 per cent. §ºn of TRAFFIC }Im—an Increase of 28.17 per cent. ##" TRAIN } m—an Increase of 9.42 per cent. flºur TRAIN }Im—an Increase of 17.03 per cent. FREIGHT LOC0– MOTIVE MILES }Im—an Increase of 9.27 per cent. MILES PER {}}|{{} TRAIN }m—an Increase of 19.02 per cent. Mi LE TON MILES PER FREIGHT L000- —An Increase of 19.48 per cent. MOTIVE MILE %;S fºunt }-—An Increase of 19.64 per cent. FUEL CONSUMED PER LOCOMOTIVE G) MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT mºnitº —An Increase of 5.90 per cent. FREIGHT! FIREMEN }IM-An Increase of 6.04 per cent. QInformation not available. Scale: 25 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY 11 The foregoing chart shows that these railroads, during the period 1909-1913, by increasing the tractive power of their locomotives and the capacity of their freight cars, were enabled to make a gain in their freight train load of 74 tons, or 19.02 per cent. They were therefore, able to handle an increase in the volume of freight traffic of 14,072,964,741 ton miles, or 30.41 per cent, with an advance of only 9.42 per cent in freight train miles, and 9.27 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 28.17 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 17.03 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroads, or the number of units of traffic hauled with the outlay made by the railroads for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1909-1913, these rail- road companies received the following gains in the productivity of their engine crews: Per Cent of the Increase in ton miles per $1,000 increase Increase of 1909– in compensation to- Tom Miles 1913 over 1909 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,607,770 31.39 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,577,653 32.31 As a result of the large increase in the volume of traffic carried over the lines of these ten representative Western railroads with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for the firemen to handle an increase of 19.64 per cent in the quantity (tons) of coal consumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, , labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroads in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. tº 12 INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: - PRODUCTIVE EFFICIENCY TABLE. Totals for Ten Representative Western Railroads. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds). .[D 306,750,153 (2) 430,370,966 123,620,813 40.30 Number of locomotives in Service...... . . . . . . . . . . . . . . . 11,633 13,870 2,237 19.23 A. Car Capacity §Lé. CarS. . . . . . . . . . . . . . . . # # # # Verage Car Capacity (tons)—Coal cars. . . . . . . . . . . . . . . . g e ſº Ton miles º* (*) e s is e º e º e e s m e º e s a s tº a º ºs e s º is a 46,279,091,916 60,352,056,657 14,072,964,741 30.41 Traffic units ........................ . . . . . . . . . . . . . . . . 53,599,070,786 68,697,142,994 15,098,072,208 28.17 Freight train miles................................... 119,095,307 130,308,196 ,212,889 9.42 Revenue train miles.................................. 241,687,613 282,835,125 41,147,512 17.03 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252,462,647 296,801,424 44,338,777 17.56 Freight locomotive miles............................. 134,370,075 146,829,763 12,459,688 9.27 TOn miles per freight train mile...................... 389 463 74 19.02 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . 344 411 67 19.48 Coal consumed (tons)................................ 22,024,860 26,350,203 4,325,343 19.64 Fuel consumed per locomotive mile (pounds).......... (3) Ton miles per $1,000 compensation to freight engineers. 5,028,985 5,325,699 296,714 5.90 TOn miles per $1,000 compensation to freight firemen... 7,994,344 8,477,101 482,757 6.04 IV. ATCHISON, TOPEKA AND SANTA FE RAILWAY. The following chart shows the operating performance of the Atchison, Topeka and Santa Fe Railway, as well as the increase in work and productive efficiency of its loco- motive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: GD Includes oil burners and electric power. (2) Includes oil burners. (3) Information not available. UNCREASED WORK AND PRODUCTIVE EFFICIENCY 13 ATCHISON, TOPEKA AND SANTA FE RAILWAY, 1909-1913. COMBINED TRAC- {{\º,"f ALL }-—An Increase of 29.38 per cent. (POUNDS) NUMBER OF LOCO- gives |N SERV- }=—an Increase of 18.70 per cent. AVERAGE CAR CA- PACITY (TONS) BOX }=—an Increase of 15.84 per cent. C0AL }ºm—an Increase of 14.36 per cent. ºf OF TON }Im—an Increase of 23.78 per cent. º OF TRAFFIC }=—an Increase of 24.04 per cent. i.fight TRAIN }=—an Increase of 8.45 per cent. §§ue TRAIN }=—an Increase of 20.28 per cent. §§'m Hº- }--An Increase of 8.21 per cent. TON MILES PER fºr TRAIN } m—an Increase of 15.89 per cent. # -—An I f 14.43 *E* –An I 11C1ſ e O e €1 Cent. MOTIVE MILE €3S 43 per cent ºnsumed }_-An Increase of 8.02 per cent. FUEL CONSUMED PER 2 L000 MOTIVE MILE —An Increase of 2.67 per cent. (POUNDS) TON MILES PER $1,000 COMPENSA- |ON TO FREIGHT ENGINEERS —An Increase of 2.56 per cent. FREIGHT FIREMEN }º-an Increase of 4.90 per cent. Scale: 25 points to 1 inch. 18–2 14 INCREASED WORK AND PRODUCTIVE EFFICIENCY The foregoing chart shows that this railroad, during the period 1909-1913, by increas- ing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 48 tons, or 15.89 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 1,204,233,027 ton miles, or 23.78 per cent, with an advance of only 8.45 per cent in freight train miles, and 8.21 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 24.04 per cent in traffic units, or of both ton and passenger miles, was trans- ported with an increase of 20.28 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power, has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1909-1913, the rail road company received the following gains in the productivity of its engine crews: - Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— TOn Miles Over 1909 Freight engineers ...................................... 5,255,768 14.91 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,668,671 32.14 As a result of the large increase in the volume of traffic carried over the lines of the Atchison, Topeka and Santa Fe Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 2.67 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 8,02 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of mak- ing more mileage. - º INCREASED WoRK AND PRODUCTIVE EFFICIENCY 15 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: O PRODUCTIVE EFFICIENCY TABLE, Atchison, Topeka and Santa Fe Railway. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..Q) 47,707,106 G) 61,722,972 14,015,866 29.38 Number of locomotives in Service..................... 1,551 1,841 290 18.T0 Average car capacity (tons)—BOX cars................ 29.16 33.78 4.62 15.84 Average car capacity (tons)—Coal cars................ 29.87 34.16 4.29 14.36 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,063,578,166 6,267,811,193 1,204,233,027 23.78 Traffic units ........................................ 5,987,973,125 7,427,617,290 1,439,644,165 24.04 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6, 15,861,728 1,235,387 8.45 Revenue train miles................................. o 36,085,526 36,186,213 6,100,687 20.28 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . ............ 31,490,424 38,126,583 6,636,159 21.07 Freight locomotive miles............................. 16,613,964 17,978,513 1,364,549 8.21 TOn miles per freight train mile...................... 302 350 48 15.89 Ton miles per freight locomotive mile................. 305 349 44 14.43 Coal consumed (tons)................................ 2,218,460 2,396,464 178,004 8.02 Fuel consumed per locomotive mile (pounds).......... 1 149.3 (D .30 & 2.67 Ton miles per $1,000 compensation to freight engineers. 4,573,963 4,690,879 116,916 2.56 Ton miles per $1,000 compensation to freight firemen... 7,317,119 7,675,798 358,679 4.90 V. CHICAGO, BURLINGTON AND QUINCY RAILROAD. The following chart shows the operating performance of the Chicago, Burlington and Quincy Railroad, as well as the increase in work and productive efficiency of its loco- motive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: Q) Some oil burners used. See “Tractive Power,” basic table. 16 INCREASED WORK AND PRODUCTIVE EFFICIENCY CHICAGO, BURLINGTON AND QUINCY RAILROAD, 1909-1913. COMBINED TRAC- TIVE POWER OF ALL L000MOTIVES (POUNDS) NUMBER OF LOCO- gives |N SERV- AVERAGE CAR CA- PACITY (TONS) BOX COAL NUMBER OF TON MHLES }=—An Increase of 33.71 per cent. }IM—an Increase of 5.92 per cent. }m—an Increase of 15.01 per cent. }=—an Increase of 13.02 per cent. }m—an Increase of 32.79 per cent. ºf OF TRAFFIC } m—an Increase of 29.37 per cent. FREIGHT TRAIN MILES REVENUE TRAIN MILES FREIGHT LOC0- MOTIVE MILES TON MILES PER FREIGHT TRAIN MILE TON MILES PER FREIGHT L000– M0TIVE MILE COAL CONSUMED (TONS) FUEL CONSUMED PER LOCOMOTIVE MILE (POUNDS) TON MILES PER $1,000 COMPENSA- }ºm—an Increase of 9.53 per cent. }=—an Increase of 8.70 per cent. }m—an Increase of 9.11 per cent. }Im—an Increase of 25.06 per cent. } m—an Increase of 21.69 per cent. }Im—an Increase of 1° 05 per cent. }º-an Increase of 2.37 per cent. T10N TO FREIGHT mºnitº –An Increase of 12.15 per cent. FREIGHT FIREMEN } m—an Increase of 11.22 per cent. Scale: 25 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY 17 The foregoing chart shows that this railroad, during the period 1909–1913, by increas- ing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 97 tons, or 25.06 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 2,170,789,230 ton miles, or 32.79 per cent, with an advance of only 9.53 per cent in freight train miles, and of 9.11 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 29.37 per cent in traffic units, or of both ton and passenger miles, was trans- ported with an increase of only 8.70 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1909-1913, the rail- road company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,609,399 T8.14 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,884,235 69.10 As a result of the large increase in the volume of traffic carried over the lines of the Chicago, Burlington and Quincy Railroad with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 2.37 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 14.05 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. 18 INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE, Chicago, Burlington and Quincy Railroad. INCREASE 1913 OWER 1909 Number ITEMS 1909 1913 Per Cent Combined tractive power of all locomotives (pounds). , 38,776,600 51,850,120 13,073,520 33.71 Number of locomotives in service..................... 1,673 1,712 99 5.92 Average car capacity (tons)—Box cars. . . . . . . . . . . . . . . . 32.58 37.47 4.89 15.01 Average car capacity (tons)—Coal cars................ 42.17 47.66 5.49 13.02 Ton miles ....... tº gº e º e º e º ºs e e º a s º is e e s tº * * * * * * * * * ... ... 6,620,646,367 8,791,435,597 2,170,789,230 32.79 Traffic units ..... tº º e º º ºs e º ºs e c e º & G = * * * * * * * * e is tº & e º 'º tº º e . T,676,872,053 9,931,394,212 2,254,522,159 29.37 Freight train miles........ e e g c e s is e s s a e s & s e e º e º is tº e º is tº º 15,823,841 17,331,661 1,507,820 9.53 Revenue train miles............. . . . . . . . . . . . . . . . . . . . . . 32,794,056 35,648,395 2,854,339 8.70 Total train miles............. . . . . . . . . . . . . . . . . . . . . . . e 34,208,646 36,979,783 2,771,137 8.10 Freight locomotive miles...... tº tº e º e º te tº tº a tº tº tº e $ tº ſº tº dº tº e º º 17,533,620 19,130,297 1,596,677 9.11 Ton miles per freight train mile...................... 387 484 9T 25.06 Ton miles per freight locomotive mile................. 378 460 82 21.69 Coal consumed (tons)............................... * 3,552,962 4,052,009 499,047 14.05 Fuel consumed per locomotive mile (pounds).......... 159.21 162.99 .78 2.37 Ton miles per $1,000 compensation to freight engineers. 5,955,602 6,679,016 723,414 12.15 Ton miles per $1,000 compensation to freight firemen... 9,984,506 11,105,051 1,120,545 11.22 VI. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. The following chart shows the operating performance of the Chicago, Milwaukee and St. Paul Railway, as well as the increase in work and productive efficiency of its loco- motive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: w INCREASED WoRK AND PRODUCTIVE EFFICIENCY 19 CHICAGO, MILWAUKEE AND ST. PAUL RAILwAY, 1909-1913. TIVE POWER OF ALL L000MOTIVES COMBINED TRAC- } (POUNDS) An Increase of 140.50 per cent. NUMBER OF LOCO- MOTIVES IN } SERViCE An Increase of 69.89 per cent. AVERAGE CAR CA- PACITY (TONS) BOX }=-an Increase of 7.57 per cent. COAL } =–An Increase of 13.56 per cent. NUMBER OF TON M | LES } An Increase of 47.00 per cent. NUMBER OF TRAFFIC } UNITS An Increase of 43.57 per cent. #!gºr TRAIN } m—an Increase of 16.70 per cent. §§ UE TRAIN }m—an Increase of 21.01 per cent. FREIGHT LOC0- e MOTIVE MILES } —An Increase of 17.28 per cent. #1;º }m—an Increase of 26.64 per cent. Mill E - & ſº }m—an Increase of 25.59 per cent. MOTIVE MILE COAL CONSUMED (TONS) An Increase of 46.25 per cent. NSUMED ##$º. }m—an Increase of 19.81 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- - TION TO FREIGHT ENGINEERS | –An Increase of 8.55 per cent. FREIGHT FIREMEN }º-An Increase of 4.14 per cent. Scale: 25 points to 1 inch. 20 INCREASED WORK AND PRODUCTIVE EFFICIENCY * The foregoing chart shows that this railroad, during the period 1909-1913, by increas- ing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 73 tons, or 26.64 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 2,374,337,262 ton miles, or 47.00 per cent, with an advance of only 16.70 per cent in freight train miles, and of 17.28 per cent in freight locomotive miles. Considering both freight and passenger traffic to- gether, a growth of 43.57 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 21.01 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during...the period 1909-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Tom Miles Over 1909 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,856,489 32.71 Freight firemen . . . . . . . . . . . . . . . .' s e s s s e e s a • * * * * * * * * * * * * * * * 6,878,767 14.21 As a result of the large increase in the volume of traffic carried over the lines of the Chicago, Milwaukee and St. Paul Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 19.81 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 46.25 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical Strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY 21 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE. Chicago, Milwaukee and St. Paul Railway. INCREASE 1913 OWER 1909 ITEMS r 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds).. 23,540,590 GD 56,614,053 33,073,463 140.50 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . . 1,149 1,952 803 69.89 Average car capacity (tons)—Box cars................ 30.66 32.98 2.32 7.5T Average car capacity (tons)—Coal cars................ 39.45 44.80 5.35 13.56 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,051,527,001 7,425,864,263 2,374,337,262 47.00 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,725,599,187 8,220,242,346 2,494,643,159 43.57 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . o 17.041,102 19,887,206 2,846,104 16.70 Revenue train miles.................................. 30,886,455 @ 37,375,163 (2) 6,488,708 (2) 21.01 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32,281,675 (2) 40,365,612 (2) 8,083,937 (2) 25.04 Freight locomotive miles............................. 19,879,919 23,314,755 3,434,836 17.28 Ton miles per freight train mile...................... 274 347 T3 26.64 Ton miles per freight locomotive mile................. 254 319 65 25.59 Coal consumed (tons)................................ 2,694,083 3,939,985 1,245,902 46.25 Fuel consumed per locomotive mile (pounds).......... 6.78 (D 151.90 25.12 19.81 Ton miles per $1,000 compensation to freight engineers. 3,659,540 3,972,597 313,057 8.55 Ton miles per $1,000 compensation to freight firemen... 6,022,836 6,272,385 249,549 4.14 & VII, CHICAGO AND NORTH WESTERN RAILWAY. The following chart shows the operating performance of the Chicago and North Western Railway, as well as the increase in work and productive efficiency of its loco- motive engineers and firemen, during the period 1909–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (D Some oil burners used. See “Tractive Power” basic table. (2) Includes 87.353 gasoline passenger train miles in 1913. 22 INCREASED WORK AND PRODUCTIVE EFFICIENCY CHICAGO AND NORTH WESTERN RAILWAY, 1909-1913. COMBINED TRAC- TIVE POWER OF ALL L000MOTIVES (POUNDS) } An Increase of 42.69 per cent. ºf Loco- }=—An Increase of 18.51 per cent. SERVICE AVERAGE CAR CA- PACITY (TONS) BOX }--An Increase of 8.43 per cent. COAL }=—an Increase of 8.25 per cent. º OF TON }=—an Increase of 29.18 per cent. #ºn OF TRAFFIC }Im—an Increase of 27.62 per cent. FREIGHT TRAIN N |M|LES } § A Decrease of 5.18 per cent. §§ UE TRAIN }ºm —An Increase of 5.60 per cent. MOTIVE MILES §—A Decrease of 6.90 per cent. TON MILES PER - FREIGHT TRAIN }Im—an Increase of 33.85 per cent, MILE TON MILES PER FREIGHT LOCO- }Im—an Increase of 38.61 per cent. MOTIVE MILE §onsumed }-—an Increase of 14.73 per cent. FUEL CONSUMED PER L000MOTIVE MILE —An Increase of 10.90 per cent. TON MILES PER $1,000 COMPENSA- } FREIGHT LOCO- }º "Fºr ENGINEERS –An Increase of 14.68 per cent. FREIGHT FIREMEN }Im—an Increase of 21.53 per cent. Scale: 25 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY 23 The foregoing chart shows that this railroad, during the period 1909-1913, by increas- ing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 88 tons, or 33.85 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 1,419,326,568 ton miles, or 29.18 per cent, with a decrease of 5.18 per cent in freight train miles, and a decrease of 6.90 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 27.62 per cent in traffic units, or of both ton and passenger miles, was trans- ported with an increase of only 5.60 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1909-1913, the rail- road company received the following gains in the producivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers ......................... . . . . . . . . . . . . 8,455,922 130.70 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,765,343 363.18 As a result of the large increase in the volume of traffic carried over the lines of the Chicago and North Western Railway, with decreases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 10.90 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 14.73 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The mileage has not kept pace with the increase in traffic handled. Freight train and freight locomotive miles have decreased and total revenue train mileage has not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of mak- ing more mileage. 24 INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE. Chicago and North Western Railway. ITEMS 1909 Combined tractive power of all locomotives (pounds).. 31,481,860 Number of locomotives in Service...... . . . . . . . . . . . . . . . ,453 Average car capacity (tons)—Box cars............... 31.32 Average car capacity (tons)—Coal cars. . . . . . . . . . . . . . . . 36.61 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,863,588,654 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,795,821,815 Freight train miles................. . . . . . . . . . . . . . . . . . . 17,183,77 Revenue train miles................................. 35,699,629 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36,828,260 Freight locomotive miles............................. 18,796,262 Ton miles per freight train mile...................... 260 TOn miles per freight locomotive mile................. 259 Coal consumed (tons)................................ 3,519,541 Fuel consumed per locomotive mile (pounds) . . . . . . . . . . 146. Ton miles per $1,000 compensation to freight engineers. 3,665,273 Tom miles per $1,000 compensation to freight firemen... 5,346,843 — (Mirus) denotes decrease. Q) Some oil burners used. See “Tractive Power” basic table. 1913 (D 44,920,410 1,722 "33.96 39. 6,282,916,222 7,396,747,574 16293,085 37,697,185 39,263,889 17,499,490 348 359 4,038,014 161 9.63 .93 4,203,216 6,497,798 VIII. GREAT NORTHERN RAILWAY. INCREASE 1913 OVER 1909 Number Per Cent 13,438,550 42.69 269 18.51 2.64 8.43 3.02 8.25 1,419,326,568 29.18 1,600,925,759 27.62 * 890,692 – 5.18 1,997,556 5.60 2,435,629 6.61 — 1,296,772 – 6.90 88 33.85 100 38.61 518,473 14.73 15.92 10.90 537,943 14.68 1,150,955 21.53 The following chart shows the operating performance of the Great Northern Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consid- eration: INCREASED WORK AND PRODUCTIVE EFFICIENCY 25 GREAT NORTHERN RAILWAY, 1909-1913. TIVE POWER OF ALL LOCOMOTIVES (POUNDS) COMBINED TRAC- . } An Increase of 46.65 per cent. NUMBER OF LOCO- MOTIVES IN –An Increase of 19.70 per cent. SERVICE ####,CA- BOX }º-an Increase of 5.02 per cent. COAL }=—an Increase of 9.05 per cent. NUMBER of Ton } MILES An Increase of 58.82 per cent. NUMBER OF TRAFFIC UNITS An Increase of 55.63 per cent. REIGHT TRAIN §§ }Im—an Increase of 28.67 per cent. REVENUE TRAIN MILES An Increase of 36.18 per cent. ºù m—an increase of slºpercent TON MILES PER §§ HT TRAIN —An Increase of 25.99 per cent. TON MILES PER FREIGHT L000- –Ån Increase of 20.92 per cent. MOTIVE M! LE ºnsumº } m—an Increase of 19.95 per cent. FUEL CONSUMED PER LOCOMOTIVE } m—an Increase of 9.19 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ºntes) —an Increase of 3.81 per cent. FREIGHT FIREMEN }=-An Increase of 5.07 per cent. Scale: 25 points to 1 inch. 26 INCREASED WORK AND PRODUCTIVE EFFICIENCY The foregoing chart shows that this railroad, during the period 1909-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 131 tons, or 25.99 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 2,827,245,949 ton miles, or 58.82 per cent, with an advance of only 28.67 per cent in freight train miles, and of 31.43 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 55.63 per cent in traffic units, or of both ton and passenger miles, was trans- ported with an increase of only 36.18 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1909-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers ..................................... 8,429,651 11.00 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,324,124 14.97 As a result of the large increase in the volume of traffic carried over the lines of the Great Northern Railway with comparatively small increases in train mileage and conse- quently heavier train loads, it has been necessary for each fireman to handle an increase of 9.19 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 19.95 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are smaller now than formerly because of the impossibility of making more mileage. INCREASED WoRK AND PRODUCTIVE EFFICIENCY 27 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Great Northern Railway. INCREASE 1913 ovKR 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..Q) 31,952,495 (2) 46,859,900 14,907,405 46.65 Number of locomotives, in Service..................... 1,071 1,282 211 19.70 Average car capacity (tons)—Box cars............... 33.25 34.92 1.67 5.02 Average car capacity (tons)—Coal cars................ 40.42 44.08 3.66 9.05 Ton miles .................. . . . . . . . . . . . . . . . . . . . . . . . . 4,806,810,500 7,634,056,449 2,827,245,949 58.82 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,294,425,488 8,239,695,792 2,945,270,304 55.63 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,733,181 11,236,762 2,503,581 28.67 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,721,372 24,132,310 6,410,938 36.18 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,648,597 26,397,420 6,148,823. 34.35 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,221,973 12,120,741 2,898,768 31.43 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . 504 635 131 25.99 Ton miles per freight locomotive mile................. 521 630 109 20.92 Coal consumed (tons). . . . . . . . . . .... s tº º tº dº is s . . . . . . . . . . . . . . 1,903,407 2,283,178 379,771 19.95 Fuel consumed per locomotive mile (pounds).......... 161.51 176.35 14.84 9.19 Ton miles per $1,000 compensation to freight engineers. 7,594,537 7,883,791 289,254 3.81 Ton miles per $1,000 compensation to freight firemen... 11,588,658 12,176,694 587,036 5.07 Ix. NORTHERN PACIFIC RAILWAY. The following chart shows the operating performance of the Northern Pacific Rail- way, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration : . . . . ~~ (D Includes electric power. See “Tractive Power” basic table. (2) Some oil burners used. See “Tractive Power” basic table. 28 INCREASED WORK AND PRODUCTIVE EFFICIENCY NORTHERN PACIFIC RAILWAY, 1909-1913. COMBINED TRAC- {{j}}#;"f ALL } –An Increase of 15.99 per cent. (POUNDS) NUMBER OF LOCO- MOTIVES IN }||—An Increase of 3.25 per cent. SERVICE #####,Cº- B0X }º-An Increase of 5.44 per cent. C0AL }Im—an Increase of 14.92 per cent. |Mººn OF TON }Im—an Increase of 18.47 per cent. º OF TRAFFIC }ºm—an Increase of 14.36 per cent. ;" TRAIN }s A Decrease of 5.06 per cent. §§ UE TRAIN }º-An Increase of 6.06 per cent. M0TIVE MILES § TON MILE #1} #sº }=—An Increase of 24.60 per cent. MILE TON MILE FREIGHT Écº }Im—an Increase of 27.78 per cent. MOTIVE MILE ºisſonsumed }I-An Increase of 1.55 per cent. FREIGHT LOCO- }º—a Decrease of 7.28 per cent. FUEL CONSUMED PER LOCOMOTIVE }º-an Increase of 2.00 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TO "Éelºar intºm—an Increase of 16.58 per cent. FREIGHT FIREMEN }=—An Increase of 13.33 per cent. Scale: 25 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY 29 The foregoing chart shows that this railroad, during the period 1909-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 107 tons, or 24.60 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 971,675,977 ton miles, or 18.47 per cent, with a decrease of 5.06 per cent in freight train miles, and a decrease of 7.28 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 14.36 per cent in traffic units, or of both ton and passenger miles, was trans- ported with an increase of only 6.06 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1909–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles over 1909 Freight engineers .................................... 56,710,399 1,037.02 Freight firemen ........................................ 31,895,876 307.14 As a result of the large increase in the volume of traffic carried over the lines of the Northern Pacific Railway with decreases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 2.00 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 1.55 per cent. The engineer has had an increased burden placed upon him, grow- ing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The mileage has not kept pace with the increase in traffic handled. Freight train and freight locomotive miles have decreased and total revenue train mileage has not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. 30 INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Northern Pacific Railway. ITEMS Combined tractive power of all locomotives (pounds).. Number of locomotives in Service..... º º º ſº tº º e º 'º e º e º 'º C o Average car capacity (tons)—BOX cars. . . . . . . . . . . . . . . . Average C3r €apacity (tons)—Coal CarS. • . . . . . . . . . . . . . . Ton miles tº º e º 'º gº e º e g º ºs e º ſº tº ſº e º & © tº dº º º º º ſº º º tº gº tº e º e º 'º e º C º Traffic units e is tº º e ºs e tº e º e º O B & tº e º 'º º tº e º 'º º e º 'º dº ſº º 'º e º ºs e º e º e Freight train miles e - © º 'º e º 'º º tº gº tº º tº ſº tº ºn tº º tº º ºs º e e º º tº gº º e º 'º is e Revenue train miles..... tº e º º tº º e º e º 'º e º te e º 'º e º ºs e º ºs º º e º e tº Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº ſº Ton miles per freight train mile..................... * > Ton miles per freight locomotive mile................ e Coal consumed (tons)................................ Fuel consumed per locomotive mile (pounds)......... * Ton miles per $1,000 compensation to freight engineers. Ton miles per $1,000 compensation to freight firemen... X. CANADIAN PACIFIC RAILWAY (CANADIAN LINES). 1909 39,390,706 1,323 ”35.31 40.35 5,260,492,660 6,021,932,125 11,370,28 21,713,193 24,141,23 13,295,150 435 396 2,561,574 162.2 4,987,553 7,834,071 1913 45,687,700 Q) 1,366 "37.23 46.37 6,232,168,537 6,893,686,034 10,794,507 0 24,526,264 12,327,770 542 506 2,601,184 165.5 .53 5,814,474 8,878,328 INCREASE 1913 OWER 1909 Number Per Cent 6,296,994 15.99 43 3.25 1.92 5.44 6.02 14.92 971,675,917 . 18.47 865,753,909 14.36 Ǻmº 575,773 — 5.06 1,316,671 6.06 385,030 1.59 º 967,380 — 7.28 10T 24.60 110 27.78 39,610 1.55 3.25 2.00 826,821 16.58 1,044,257 13.33 The following chart shows the operating performance of the Canadian Pacific Rail- way (Canadian Lines), as well as the increase in work and productive efficiency of its loco- motive engineers and firemen, during the period 1909–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: — (Minus) denotes decrease. Jºr Q) Some oil burners used. See “Tractive Power” basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY 31 CANADIAN PACIFIC RAILWAY (CANADIAN LINES), 1909-1913. TIVE POWER OF ALL L000MOTIVFS COMBINED TRAC- } (POUNDS) An Increase of 47.46 per cent, MOTIVES IN NUMBER OF LOCO- } SERVICE An Increase of 38.84 per cent. AVERAGE CAR CA- PACITY (TONS BOX ( ) }Im—an Increase of 17.56 per cent. COAL }||—An Increase of 5.75 per cent. NUMBER OF TON MILES An Increase of 81.04 per cent. NUMBER OF TRAFFIC UNITS An Increase of 78.97 per cent. An Increase of 46.74 per cent. REVENUE TRAIN MILES An Increase of 48.44 per cent. FREIGHT LOCO- MOTIVE MILES } } ºr “ , } } An Increase of 46.72 per cent. TON MILES PER ## II—An Increase of 274 percent MIL TON MILES PER ## I-—An Increase of 2323 per cent MOTIVE MILE COAL CONSUMED (TONS) An Increase of 54.93 per cent. FUEL CONSUMED PER LOCOMOTIVE }||—An Increase of 6.64 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ENGINEERS –An Increase of 3.44 per cent. FREIGHT FIREMEN }l—An Increase of 1.95 per cent. Scale: 25 points to 1 inch. 32 INCREASED WORK AND PRODUCTIVE EFFICIENCY The foregoing chart shows that this railroad, during the period 1909-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 82 tons, or 27.42 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 5,032,604,040 ton miles, or 81.04 per cent, with an advance of only 46.74 per cent in freight train miles, and of 46.72 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 78.97 per cent in traffic units, or of both ton and passenger miles, was trans- ported with an increase of only 48.44 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1909-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— TOn Miles over 1909 Freight engineers ...................................... 4,919,086 8.03 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,549,468 4.46 As a result of the large increase in the volume of traffic carried over the lines of the Canadian Pacific Railway (Canadian Lines) with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 6.64 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 54.93 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are smaller now than formerly because of the impossibility of making more ‘mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY 33 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Canadian Pacific Railway (Canadian Lines). INCREASE 1913 OVER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds). • 38,947,933 (D 57,430,915 18,482,982 47.46 Number of locomotives in service..................... 1,478 2,052 574 38.84 Average car capacity (tons)—Box cars................ 29.05 34.15 5.10 17.56 Average car capacity (tons)—Coal cars................ 43.99 46.52 * 2.53 5.75 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,210,086,958 11,242,690,998 5,032,604,040 81.04 Traffic units ........................................ 7,268,999,867 13,009,673,011 5,740,673,144 T8.97 Freight train miles................................... 18,816,670 27,611,103 8,794,433 46.74 Revenue train miles.................................. 34,966,223 51,904,291 16,938,068 48.44 Total train miles.................................... 36,809,230 54,158,077 17,348,847 47.13 Freight locomotive miles............................. 20,052,669 29,421,299 9,368,630 46.72 Ton miles per freight train mile...................... 299 381 82 27.42 Tom miles per freight locomotive mile................. 310 382 72 23.23 Coal consumed (tons)................................ 2,702,901 4,187,536 1,484,635 54.93 Fuel consumed per locomotive mile (pounds).......... 117.65 (D 125.46 T.81 6.64 TOn miles per $1,000 compensation to freight engineers. 4,553,641 4,710,283 156,642 3.44 TOn miles per $1,000 compensation to freight firemen... 7,227,065 7,367,913 140,848 1.95 XI. CHICAGO GREAT WESTERN RAILROAD. The following chart shows the operating performance of the Chicago Great Western Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: Q) Some oil burners used. See “Tractive Power” basic table. 34 INCREASED WORK AND PRODUCTIVE EFFICIENCY CHICAGO GREAT WHISTERN RAILROAD, 1909-1913. COMBINED TRAC- TIVE POWER OF ALL L000MOTIVES - (POUNDS) r º TTºrså. 2 per cent. º; º L000- }=—an Increase of 11.58 per cent. AVERAGE CAR CA- PACITY (TONS) BOX }ºm—An Increase of 27.19 per cent. C0AL }m—An Increase of 44.17 per cent. NUMBER OF TON - MILES -- An Increase of 47.27 per cent. NUMBER OF TRAFFIC } UNITS An Increase of 47.03 per cent. FREIGHT TRAIN § MILES }º—a Decrease of 4.89 per cent. REVENUE TRAIN M! LES } m—an Increase of 9.61 per cent FREIGHT LOCO- N MOTIVE MILES }º—a Decrease of 2.04 per cent. TON MILES PER } FREIGHT TRAIN M|LE } An Increase of 50.54 per Cent. ºnsumed }=—an Increase of 30.23 per cent. tºº-ºº. e 11t, (POUNDS) _º 11 IIICTea Se O 8 per cent TON MILES PER $1,000 COMPENSA- TION TO FREIGHT ºntº) | 3–An Increase of 25.53 per cent. FREIGHT FIREMEN }ºm—an Increase of 23.47 per cent. 7An Increase of 51.52 per : --- TON MILES PER FREIGHT LOCO- MOTIVE MILE Scale: 25 points to 1 inch. 1 point = 1 per cent. INCREASED WoRK AND PRODUCTIVE EFFICIENCY 35 The foregoing chart shows that this railroad, during the period 1909–1913, by in- creasing the tractive power of its locomotive and the capacity of its freight cars, was enabled to make a gain in its freight train load of 153 tons, or 51.52 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 429,395,937 ton miles, or 47.27 per cent, with a decrease of 4.89 per cent in freight train miles, and a decrease of 2.04 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 47,03 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 9.61 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been threefold: (1) the productive efficiency of these two classes of employes has greatly increased ; (2) they have had to incur increased work and re- sponsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage payments to freight engineers and firemen during the period 1909–1913, the railroad company received the following gains in productivity of its engine crews: Per Cent Of the Increase of Increase in ton miles per $1,000 increase e 1909–1913 in Compensation to— Ton Miles Over 1909 Freight engineers ....................... . . . . . . . . . . . . . . 12,861,172 172.93 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,885,536 145.18 As a result of the large increase in the volume of traffic carried over the lines of the Chicago Great Western Railroad with decreases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 8.58 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 30.23 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. - The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The mileage has not kept pace with the increase in traffic handled. Freight train and freight locomotive miles have decreased and total revenue train mileage has not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly be- cause of the impossibility of making more mileage, - 36 INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Chicago Great Western Railroad. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds).. 6,102,186 9,642,542 3,540,356 58.02 Number of locomotives in service..................... 259 289 30 11.58 Average car capacity (tons)—Box cars................ 26.59 33.82 7.23 27.19 Average car capacity (tons)—Coal cars. . . . . . . . . . . . . . . . 30.00 43.25 13.25 44.17 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 908,328,912 1,337,724,849 429,395,937 47.27 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,014,556,078 1,491,722,921 471,166,843 4.7.03 Freight train miles............ . . . . . . . . . . . . . . . . . . . . . . * 3,010,306 2,863,244 *E=- 147,062 — 4.89 Revenue train miles......... . . . . . . . . . . . . . . . . . . . . . . . . tº 5,448,898 5,972,456 523,558 9.61 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . o 5,549,688 6,200,911 651,223 11.73 Freight locomotive miles... . . . . . . . . . . . . . . . . . . . . . . . . . . 3,251,530 3,185,285 tº-º o 66,245 – 2.04 Ton miles per freight train mile...................... 297 450 153 51.52 Ton miles per freight locomotive mile................ ſº 279 420 141 50.54 Coal consumed (tons). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * 532,255 693,172 160,917 30.23 Fuel consumed per locomotive mile (pounds).......... 159.62 173.3 13.69 8.58 Ton miles per $1,000 compensation to freight engineers. 4,712,252 5,915,315 1,203,063 25.53 Ton miles per $1,000 compensation to freight firemen... 7,294,818 9,006,732 1,711,914 23.47 XII. COLORADO AND SOUTHERN RAILWAY. The following chart shows the operating performance of the Colorado and Southern Railway, as well as the increase in work and productive efficiency of its locomotive en- gineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: — (Minus) denotes decrease. INCREASED WORK AND PRODUCTIVE EFFICIENCY 37 COLORADO AND SOUTHERN RAILWAY, 1909-1913. COMBINED TRAC- TIVE POWER OF ALL L000MOTIVES (POUNDS) NUMBER OF LOCO- MOTIVES IN SERVICE AVERAGE CAR CA- PACITY (TONS) BOX COAL NUMBER OF TON MILES }||—an Increase of 9.08 per cent. }||—An Increase of 4.66 per cent. }||—An Increase of 3.05 per cent. } m—an Increase of 18.44 per cent. }=—an Increase of 19.39 per cent. |Mººn OF TRAFFIC }=—an Increase of 16.75 per cent. FREIGHT TRAIN MILES REVENUE TRAIN MILES FREIGHT LOCO- MOTIVE MILES TON MILES PER FREIGHT TRAIN MILE TON MILES PER FREIGHT L000- MOTIVE MILE COAL CONSUMED (TONS) FUEL CONSUMED PER LOCOMOTIVE MILE (POUNDS) TON MILES PER $1,000 COMPENSA- }=–An Increase of 5.46 per cent. }º—a Decrease of 5.02 per cent. }l-An Increase of 2.09 per cent. }=—an Increase of 20.86 per cent. }=—an Increase of 17.14 per cent. }*—a Decrease of 1.48 per cent. }=—an Increase of 12.59 per cent. TION TO * FREIGHT ENGINEERS }=—An Increase of 15.60 per cent. FREIGHT FIREMEN }=—an Increase of 13.97 per cent, Scale : 25 points to 1 inch. 1 point = 1 per cent. 38 INCREASED WORK AND PRODUCTIVE EFFICIENCy The foregoing chart shows that this railroad, during the period 1909-1913, by in- creasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 63 tons, or 20.86 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 121,904,302 ton miles, or 19.39 per cent, with an advance of only 5.46 per cent in freight train miles, and of 2.09' per cent in freight locomotive miles. Considering both freight and pas- senger traffic together, a growth of 16.75 per cent in traffic units, or of both ton and passenger miles, was transported with a decrease of 5.02 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1909-1913, the railroad company received the following gains in productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles over 1909 Freight engineers ................................... ... 17,785,863 491.88 Freight firemen . . . . . . . . . . . . . . . . . . ................... ... 19,267,315 307.46 As a result of the large increase in the volume of traffic carried over the lines of the Colorado and Southern Railway with decreases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 12.59 per cent in fuel for each locomotive mile traveled. The engineer has had an in- creased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The mileage has not kept pace with the in- crease in traffic handled. Total revenue train mileage has decreased and freight train and freight locomotive mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly be- cause of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY 39 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Colorado and Southern Railway. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds).. 5,474,299 5,971,229 496,930 9.08 Number of locomotives in service. . . . . . . . . . . . . . . . . . tº ſº º 193 202 9 4.66 Average car capacity (tons)—Box cars. . . . . . . . . . . . * - º º 29.22 30.11 .89 3.05 Average car capacity (tons)—Coal cars. . . . . . . . . . . . . . tº gº 28.74 34.04 5.30 18.44 Ton miles . . . . . . . . . . . . . . . . . . . . tº e g º ºs e º 'º º & e tº e º e º E ..... 628,620,528 750,524,830 121,904,302 19.39 Traffic units ........ • e s e e s e º a s e e º s e e s s e º e º e º e º º ..... 688,837,782 804,248,639 115,410,857 16.75 Freight train miles............ . . . . . . . . . . . . . . . . . . . . . . º 1,849,216 1,950,197 100,981 5.46 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º 3,400,955 3,230,280 tºº 170,675 - 5.02 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,517,006 3,298,175 tº- 218,831 – 6.22 Freight locomotive miles............................. 2,242,573 2,289,541 46,968 2.09 Ton miles per freight train mile................. * @ e º 'º 302 365 63 20.86 Ton miles per freight locomotive mile................ e 280 328 48 17.14 Coal consumed (tons)................................ 385,625 379,930 cº- 5,695 — 1.48 Fuel consumed per 10comotive mile (pounds).......... 149.27 168.06 .79 12.59 Ton miles per $1,000 compensation to freight engineers. 3,004,993 3,473,912 468,919 15.60 Ton miles per $1,000 compensation to freight firemen... 4,728,603 5,389,107 660,504 13.97 XIII. DENVER AND RIO GRANDE RAILROAD. The following chart shows the operating performance of the Denver and Rio Grande Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: — (Minus) denotes decrease. 40 INCREASED WORK AND PRODUCTIVE EFFICIENCY DENVER AND RIO GRANDE RAILROAD, 1909-1913. COMBINED TRAC- {} ºf ALL } m—an Increase of 22.57 per cent. (POUNDS) NUMBER OF LOCO- © MOTIVES IN —An Increase of 12.00 per cent. AVERAGE CAR CA- PACITY (TONS) BOX }-—an Increase of 12.89 per cent. COAL }=—an Increase of 9.71 per cent. NUMBER OF TON MILES }-–an Increase of 30.43 per cent. º OF TRAFFIC } m—an Increase of 26.79 per cent. #!!!" TRAIN }º-An Increase of 3.22 per cent. §§ UE TRAIN } 1—An Increase of .99 per cent. REI - ;" tº }=—an Increase of 7.23 per cent. TON MILES PER #!ºr TRAIN }|-—An Increase of 26.03 per cent. TON MILES PER FREIGHT LOCO- m—an Increase of 21.67 per cent. MOTIVE M I LE a Se O 7 p Cent §onsumed }m—an Increase of 8.19 per cent. FUEL CONSUMED PER LOCOMOTIVE (D MILE (POUNDS) TON MILES PER $1,000 COMPENSATION "FREIGHT ºntºns) —An Increase of 15.72 per cent. FREIGHT FIREMEN } m—an Increase of 15.09 per cent. QInformation not available. Scale: 25 points to 1 inch. 1 point = 1 per cent. INCREASED WORK AND PRODUCTIVE EFFICIENCY 41 The foregoing chart shows that this railroad, during the period 1909-1913, by increas- ing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 63 tons, or 26.03 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 353,376,188 ton miles, or 30.43 per cent, with an advance of only 3.22 per cent in freight train miles, and of 7.23 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 26.79 per cent in traffic units, or of both ton and passenger miles, was trans- ported with an increase of only 99 hundredths of one per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1909-1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers ................. . . . . . . . . . . . . . . . . . . . . . 5,200,226 139.43 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,487,418 128.28 As a result of the large increase in the volume of traffic carried over the lines of the Denver and Rio Grande Railroad, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for the firemen to handle an increase of 8.19 per cent in the quantity (tons) of coal consumed. The engineer has had an increased burden placed upon him, growing out of the responsibility of Operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of mak- ing more mileage. 42 INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Denver and Rio Grande Railroad. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds).. 15,209,442 18,642,319 3,432,877 22.57 Number of locomotives in service. . . . . . . . . . . . . . . . . . . . . 550 616 66 .00 Average car capacity (tons)—BOX cars. . . . . . . . . . . . . . . . 28.55 32.24 3.68 12.89 Average car capacity (tons)—Coal cars. . . . . . . . . . . . . . . . 36.35 39.83 3.53 9.71 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,161,236,025 1,514,612,213 353,376,188 30.43 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,400,792,473 1,776,034,029 375,241,556 26.79 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,290,829 4,428,980 138,151 3.22 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,432,090 8,515,649 83,559 .99 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,729,334 ,824,014 94,680 1.08 Freight locomotive miles............................. 5,720,670 6,134,142 413,472 7.23 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . 242 305 63 26.03 Ton miles per freight locomotive mile................. 203 247 44 21.67 Coal consumed (tons). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,100,795 1,190,983 90,188 8.19 Fuel consumed per locomotive mile (pounds).......... 63.71 (D Ton miles per $1,000 compensation to freight engineers. 2,171,919 2,513,408 341,489 15.72 TOn miles per $1,000 compensation to freight firemen... 3,279,929 3,774,838 494,909 15.09 XIV. DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. The following chart shows the operating performance of the Duluth, South Shore and Atlantic Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (1) Information not available. INCREASED WORK AND PRODUCTIVE EFFICIENCY 43 DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY, 1909-1913. COMBINED TRAC- TIVE POWER OF ALL } L000 MOTIVES (POUNDS) An Increase of 63.93 percent. NUMBER OF LOC0- - MOTIVES IN —An Increase of 18.29 per cent. SERVICE AVERAGE CAR CA- PACITY (TONS) BOX }=—An Increase of 8.49 per cent. % COAL } #–A Decrease of 2.45 per cent. NUMBER OF TON MILES }= Increase of 51.56 per cent. |ER OF TRAFFIC }Im—an “ of 43.54 per cent. fºg." TRAIN }Im-An Increase of 17.73 per cent. §§ue TRAIN }_1–An Increase of 11.40 per cent. §'m Hº- } —An Increase of 27.15 per cent. #### }-—An Increase of 28.95 per cent. TON MILES PER FREIGHT L000- }=—an Increase of 19.44 per cent. MOTIVE MILE COAL CONSUMED } (TONS) An Increase of 50.54 per cent. FUEL CONSUMED PER LOCOMOTIVE MILE } m—an Increase of 23.83 per cent. (POUNDS) TON MILES PER $1,000 COMPENSA- "Élºit ENGINEERS l—An Increase of .32 per cent. FREIGHT FIREMEN }l—an Increase of 1.30 per cent. Scale: 25 points to 1 inch. 1 point = 1 per cent. 44 INCREASED WORK AND PRODUCTIVE EFFICIENCY The foregoing chart shows that this railroad, during the period 1909-1913, by increas- ing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 55 tons, or 28.95 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 88,589,581 ton miles, or 51.56 per cent, with an advance of only 17.73 per cent in freight train miles, and of 27.15 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 43.54 per cent in traffic units, or of both ton and passenger miles, was trans- ported with an increase of only 11.40 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. As a result of the large increase in the volume of traffic carried over the lines of the Duluth, South Shore and Atlantic Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 23.83 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 50.54 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY 45 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE, Duluth, South Shore and Atlantic Railway. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds).. 1,309,340 2,147,048 837,703 63.98 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . . 82 97 15 18.29 Average car capacity (tons)—BOX cars. . . . . . . . . . . . . . . . 25.45 27.61 2.16 8.49 Average car capacity (tons)—Coal cars. . . . . . . . . . . . . . . . 33.51 32.69 – .82 — 2.45 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171,817,332 260,406,913 88,589,581 51.56 Traffic units . . . . . . . . . . . . . . . . . . . . . . . gº º º e º ſº e º g tº e º is tº e º & 208,955,049 299,935,524 90,980,475 43.54 Freight train miles................ . . . . . . . . . . . . . . . . . . . 889,589 1,047,308 157,719 17.73 Revenue train miles.................. . . . . . . . . . . . . . . . © 1,782,139 1,985,260 203,121 11.40 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,811,819 2,086,108 274,289 15.14 Freight locomotive miles... . . . . . . . . . . . . . . . . . . . . . . . . . . 953,848 1,212,842 258,994 27.15 Ton miles per freight train mile..................... * 190 245 55 28.95 Ton miles per freight locomotive mile................. 180 215 35 19.44 Coal consumed (tons)...... . . . . . . . . . . . . . . . . . . . . . . . . . . 91,109 137,156 46,047 50.54 Fuel consumed per locomotive mile (pounds) . . . . . . . . . . 3.22 103. 19.83 23.83 Ton miles per $1,000 compensation to freight engineers. 3,046,893 3,056,778 9,885 .32 Ton miles per $1,000 compensation to freight firemen... 4,980,068 5,044,886 64,818 1.30 XV. FORT SMITH AND WESTERN RAILROAD, The following chart shows the operating performance of the Fort Smith and Western Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: — (Minus) denotes decrease. 18–4 46 INCREASED WORK AND PRODUCTIVE EFFICIENCY FORT SMITH AND WESTERN RAILROAD, 1909-1913. COMBINED TRAC- TIVE POWER OF ALL l,000MOTIVES }II—An Increase of 9.66 per cent. (POUNDS) NUMBER OF LOCO- §§ |N }= —An Increase of 11.76 per cent. §§§,”- BOX }—a Decrease of .06 per cent. COAL }—no change. º OF TON }m—an Increase of 13.18 per cent. |Mºst of TRAFFIC }IM—an Increase of 12.32 per cent. fight TRAIN }=–An Increase of 4.31 per cent. §§ue TRAIN }º-An Increase of 2.43 per cent. ;Tºg- }º-An Increase of 4.31 per cent. TON MILES PER FREIGHT TRAIN }=–An Increase of 8.09 per cent. MILE TON MILES PER FREIGHT L000- }=—An Increase of 8.09 per cent. MOTIVE M | LE ºnsumed }Im—An Increase of 7.91 per cent. FUEL CONSUMED PER LOCOMOTIVE }=—An Increase of 7.83 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- T10N TO FREIGHT ENGINEERS –An Increase of 7.27 per cent. FREIGHT FIREMEN }Im—an Increase of 7.72 per cent. Scale: 25 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY 47 The foregoing chart shows that this railroad, during the period 1909-1913, by increas- ing the tractive power of its locomotives was enabled to make a gain in its freight train load of 14 tons, or 8.09 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 3,142,862 ton miles, or 13.18 per cent, with an advance of only 4.31 per cent in freight train miles and the same per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 12.32 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 2.43 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. ë The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period of 1909-1913, the rail- road company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,094,497 139.23 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,775,862 160.06 As a result of the large increase in the volume of traffic carried over the lines of the Fort Smith and Western Railroad, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 7.83 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 7.91 per cent. The engineers has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. 48 INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Fort Smith and Western Railroad. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds).. 336,654 369,174 32,520 9.66 Number of locomotives in Service..................... 17 19 2 11.76 Average car capacity (tons)—Box cars................ 30.92 30.90 – .02 — .06 Average car capacity (tons)—Coal cars................ 40.00 40.00 . . . . . . . . . . . Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & © 23,846,165 26,989,027 3,142,862 13.18 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31,458,556 35,334,454 3,875,898 12.32 Freight train miles................................... 138,118 144,068 5,950 4.31 Revenue train miles.................................. 453,569 464,611 11,042 2.43 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 488,723 479,940 - 8,783 - 1.80 Freight locomotive miles............................. 138,118 144,068 5,950 4.31 Ton miles per freight train mile.................... º º 173 187 14 8.09 Ton miles per freight locomotive mile................. 173 187 14 8.09 Coal consumed (tons)................................ 21,720 23,438 1,718 7.91 Fuel consumed per locomotive mile (pounds).......... .93 .66 6.7 7.83 Tom miles per $1,000 compensation to freight engineers. 2,965,572 3,181,168 215,596 T.27 Ton miles per $1,000 compensation to freight firemen... 4,912,683 5,291,966 379,283 7.72 XVI. FORT WORTH AND DENVER CITY RAILWAY. The following chart shows the operating performance of the Fort Worth and Denver City Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: – (Minus) denotes decrease. INCREASED WORK AND PRODUCTIVE EFFICIENCY 49 FORT WORTH AND DENVER CITY RAILWAY, 1909-1913. COMBINED TRAC- {} ºf ALL }=-An Increase of 3.43 per cent. (POUNDS) NUMBER OF LOCO- Ş MOTIVES IN Ş A Decrease of 1.12 per cent. SERVICE % §§§,” BOX } |—An Increase of .90 per cent. COAL }—no change. §ºf OF TON }-—An Increase of 14.58 per cent. º OF TRAFFIC }-—An Increase of 10.97 per cent. ##" TRAIN }*—a Decrease of 1.97 per cent. S$ §§ue TRAIN }º—a Decrease of 4.07 per cent. E_ § º }º—a Decrease of 2.23 per cent. TON MILES PER fight TRAIN _–An Increase of 14.92 per cent. TON MILES PER FREIGHT L000- | –An Increase of 17.14 per cent. MOTIVE MILE ºnsumed }*—a Decrease of 5.27 per cent. FUEL CONSUMED PER LOCOMOTIVE MILE }-—an Increase of 13.13 per cent. (POUNDS) TON MILES PER $1,000 COMPENSA- "Éelºr autºm—an Increase of 21.87 per cent. FREIGHT FIREMEN }m—an Increase of 16.98 per cent. Scale: 25 points to 1 inch. 50 INCREASED WORK AND PRODUCTIVE EFFICIENCy The foregoing chart shows that this railroad, during the period 1909-1913, was enabled to make a gain in its freight train load of 37 tons, or 14.92 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 48,206,781 ton miles, or 14.58 per cent, with a decrease of 1.97 per cent in freight train miles, and a decrease of 2.23 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 10.97 per cent in traffic units, or of both ton and passenger miles, was transported with a decrease of 4.07 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. Wage-payments to freight engineers and firemen were $5,787 and $1,224, respectively, less in 1913 than in 1909, while the gains the railroad company received in the productivity of its engine crews are shown by an increase of 48,206,781 in ton miles during this period. As a result of the large increase in the volume of traffic carried over the lines of the Fort Worth and Denver City Railway, with decreases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 13.13 per cent in fuel for each locomotive mile traveled. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have decreased, while there have been increases in other factors and especially in the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY 51 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds).. 2,570,590 2,658,850 88,260 3.43 Number of locomotives in service..................... 89 - 1 — 1.12 Average car capacity (tons)—Box cars................ 28.81 29.07 .26 .90 Average car capacity (tons)—Coal cars.............. 20. 20.00 . . . . . . . . . . . Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330,635,312 378,842,093 48,206,781 14.58 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 397,446,261 441,043,043 43,596,782 10.97 Freight train miles................................... 1,334,761 1,308,455 i- 26,30 – 1.97 Revenue train miles.................................. 2,249,096 2,151,619 -º-º: 91,477 – 4.07 Total train miles. . . . . . . . . . . . . ....................... 2,668,977 2,184,545 *- 484,432 – 18.15 Freight locomotive miles............................. 1,348,382 1,318,357 --> 30,025 – 2.23 Ton miles per freight train mile...................... 248 285 37 14.92 TOn miles per freight locomotive mile. . . . . . . . . . . . . . . . . 245 287 42 17.14 Coal consumed (tons)............................. © º & 230,364 218,229 tº- 12,135 — 5.27 Fuel consumed per locomotive mile (pounds).......... 146.65 165.91 19.26 13.13 Ton miles per $1,000 compensation to freight engineers. 3,416,042 4,163,008 746,966 21.87 Ton miles per $1,000 compensation to freight firemen... 5,535,869 6,475,712 939,843 16.98 XVII. KANSAS CITY SOUTHERN RAILWAY. The following chart shows the operating performance of the Kansas City Southern Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: — (Minus) denotes decrease. 52 INCREASED WORK AND PRODUCTIVE EFFICIENCY KANSAS CITY SOUTHERN RAILWAY, 1909-1913. COMBINED TRAC- TIVE POWER OF ALL L000MOTIVES (POUNDS) NUMBER OF LOCO- MOTIVES IN SERVICE AVERAGE CAR CA- PACITY (TONS) BOX COAL NUMBER OF TON MILES º OF TRAFFIC }=—an Increase of 14.59 per cent. FREIGHT TRAIN MILES REVENUE TRAIN MILES FREIGHT LOCO- MOTIVE MILES TON MILES PER FREIGHT TRAIN MILE TON MILES PER FREIGHT LOCO- MOTIVE MILE C0AL CONSUMER) (TONS) FUEL CONSUMED PER LOCOMOTIVE MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION FREIGHT FIREMEN }ſº-—an Increase of 17.18 per cent. ON TO FREIGHT ENGINEERS _–An Increase of 16.21 per cent. } m—an Increage of 39.37 per cent. }º § A Decrease of 5.77 per cent. }I-An Increase of 2.06 per cent. }=—an Increase of 10.44 per cent. }=—An Increase of 14.44 per cent. N }º—a Decrease of 22.63 per Cent. A Decrease of 12.45 per cent. N §§ N }º—a Decrease of 20.21 per cent. } An Increase of 47,03 per cent. } m—an Increase of 43.53 per cent. N §§§ }=—an Increase of 16.93 per cent. —A Decrease of 26.13 per cent. Scale: 25 points to 1 inch. 1 point = 1 per cent. * INCREASED WORK AND PRODUCTIVE EFFICIENCY 53 The foregoing chart shows that this railroad, during the period 1909-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 166 tons, or 47,03 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 128,402,978 ton miles, or 14.44 per cent, with a decrease of 22.63 per cent in freight train miles, and a decrease of 20.21 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 14.59 per cent in traffic units, or of both ton and passenger miles, was trans- ported with a decrease of 12.45 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased ; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. Wage-payments to freight engineers and firemen were $2,698 and $2,528, respectively, less in 1913 than in 1909, while the gains the railroad company received in the productivity of its engine crews, are shown by an increase of 128,402,978 in ton miles during this period. As a result of the large increase in the volume of traffic carried over the lines of the Kansas City Southern Railway, with large decreases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 16.93 per cent in fuel for each locomotive mile traveled. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have decreased, while there has been an increase in other factors and especially in the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a con- sequence, although the rate of pay per locomotive mile may have increased, the earnings, of employes are smaller now than formerly because of the impossibility of making more mileage. 54 INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE, Kansas City Southern Railway. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..Q) 6,183,551 Q) 8,617,754 2,434,203 39.37 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . . 208 196 & º 12 – 5.77 Average car capacity (tons)—Box cars. . . . . . . . . . . . . . . . 32.50 33.17 .67 2.06 Average car capacity (tons)—Coal cars. . . . . . . . . . . . . . . . 32.76 36.18 3.42 10.44 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 889,119,698 1,017,522,676 128,402,978 14.44 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 946,862,139 1,085,056,120 138,193,381 14.59 Freight train miles......... . . . . . . . . . . . . . . . . . . . . . . . . . . 2,506,515 1,939,359 tºº 567,156 – 22.63 Revenue train miles......... . . . . . . . . . . . . . . . . . . . . . . . . . 4,023,671 3,522,528 tºº 501,143 — 12.45 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,196,510 3,687,868 tº- 508,642 – 12.12 Freight locomotive miles......... . . . . . . . . . . . . . . . . . . . . 2,611, 2,083,924 ſº-º-> 527,801 — 20.21 Ton miles per freight train mile...................... 353 519 166 4.7.03 Ton miles per freight locomotive mile................. 340 488 148 43.53 Coal consumed (tons)................................ 226,799 167,527 tº-º 272 – 26.13 Fuel consumed per locomotive mile (pounds).......... (D 148.6 (i) 173.81 25.16 16.93 Ton miles per $1,000 compensation to freight engineers. 5,022,140 5,836,360 814,220 16.21 TOn miles per $1,000 compensation to freight firemen... 8,206,602 9,616,144 1,409,542 17.18 XVIII. MINNESOTA AND INTERNATIONAL RAILWAY. The following chart shows the operating performance of the Minnesota and Interna- tional Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: — (Minus) denotes decrease. Q) Some oil burners used. See “Tractive Power” basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY 55 MINNESOTA AND INTERNATIONAL RAILWAY, 1909-1913. COMBINED TRAC- TIVE POWER OF ALL L000MOTIVES }=—an Increase of 35.69 per cent. (POUNDS) NUMBER OF LOC0- MOTIVES IN | –An Increase of 31.25 per cent. SERVICE AVERAGE CAR CA- PACITY (TONS) BOX —No change. COAL } Q) NUMBER OF TON MILES }=-r Increase of 96.40 per cent. NUMBER OF TRAFFIC UNITS An Increase of 80.64 per cent. "H" " m—an increase of was percent ## -—An Increase of 41.92 per cent. TON MILES PER #!ght than _–An Increase of 46.19 per cent TON MILES PER FREIGHT L000- —An Increase of 38.16 per cent, MOTIVE MI LE C0AL CONSUMED (TONS) An Increase of 59.53 per cent. FUEL CONSUMED PER LOCOMOTIVE —An Increase of 19.19 per cent. MILE (POUNDS) TON MILES PER $1,000 COMPENSA- TION TO FREIGHT initis)=–An Increase of 10.16 per cent. FREIGHT FIREMEN }||—an Increase of 2.86 per cent. ONo coal cars owned. Scale: 25 points to 1 inch. 1 point = 1 per cent. 56 INCREASED WORK AND PRODUCTIVE EFFICIENCY The foregoing chart shows that this railroad, during the period 1909-1913, by increasing the tractive power of its locomotives, was enabled to make a gain in its freight train load of 109 tons, or 46.19 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 33,808,054 ton miles, or 96.40 per cent, with an advance of only 40.65 per cent in freight train miles, and of 41.92 per cent in freight locomotive miles. Consid- ering both freight and passenger traffic together, a growth of 80.64 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 40.11 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1909-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers ...................................... 4,403,811 23.14 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,481,605 6.00 As a result of the large increase in the volume of traffic carried over the lines of the Minnesota and International Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 19.19 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 59.53 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a con- sequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY 57 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Minnesota and International Railway. ITEMS Combined tractive power of all locomotives (pounds). Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . . Average car capacity (tons)—BOX cars. . . . . . . . . . . . . . . . Average car capacity (tons)—Coal cars............. Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º e º & © to Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ton miles per freight train mile...............* * * * * e s a TOn miles per freight locomotive mile............ • * > * Coal consumed (tons). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e Fuel consumed per locomotive mile (pounds).......... Ton miles per $1,000 compensation to freight engineers. Ton miles per $1,000 compensation to freight firemen... 1909 298,700 16 40.00 35,069,322 *# 237'30ſ 304,599 169,633 236 207 15,933 84.25 3,576,313 6,114,965 1913 405,296 21 40.00 68,877,376 77,916,507 199,385 345 286 25,418 100.42 3,939,677 6,289,597 INCREASE 1913 OVER 1909 Number Per Cent 106,596 35.69 5 31.25 33,808,054 96.40 34,783,791 80.64 57,629 40.65 112,826 40.11 106,641 35.01 71,104 41.92 109 46.19 79 38.16 9,485 59.53 16.17 19.19 363,364 10.16 174,632 2.85 XIX. MISSOURI AND NORTH ARKANSAS RAILROAD. The following chart shows the operating performance of the Missouri and North Arkansas Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the compay to the Interstate Commerce Commission during the period under consideration:" Q) NO coal cars Owned. 8 INCREASED WORK AND PRODUCTIVE EFFICIENCY MISSOURIAND NORTH ARKANSAS RAILROAD, 1909-1913. ºf All (POUNDS) An Increase of 52.98 per cent. NU sº §§ º L000 }Im—an Increase of 43.75 per cent. SERVICE AVERAGE CAR CA- PACITY (TONS) BOX }--An Increase of 9.47 per cent. • COAL } —No change. COMBINED TRAC- } NUMBER OF TON } —a M|LES - An Increase of 295.11 per cent. NUMBER OF TRAFFIC UNITS An Increase of 231.89 per cent. FREIGHT TRAIN MILES } | An Increase of 169.48 per cent. An Increase of 115.30 per cent. REVENUE TRAIN MILES FREIGHT LOC0- - MOTIVE MILES An Increase of 169.23 per cent. TON MILES PER - #!ght TRAIN m—An Increase of 101.35 per cent. TON MILES PER FREIGHT LOCO- }-—An Increase of 46.55 per cent MOTIVE MILE COAL CONSUMED (TONS) An Increase of 110.79 per cent. FUEL CONSUMED PER {}}|V| MILE }-—An Increase of 11.44 per cent. (POU TON MILES PER $º COMPENSA- TION TO . |FREIGHT ENGINEERS > || º An Increase of 48.85 per cent. FREIGHT FIREMEN } ~ * - An Increase of 60.92 per cent. Scale: 25 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCy 59 The foregoing chart shows that this railroad, during the period 1909-1913, by in- creasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 101.35 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 40,715,286 ton miles, or 295.11 per cent, with an advance of only 169.48 per cent in freight train miles, and of 169.23 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 231.89 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 115.30 per cent in revenue train miles. - & The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and respon- sibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1909-1913, the railroad company received the following gains in the productivity of its engine crews: . Per Cent of the - Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers . . . . . . . . . . . . . . . . . . . . .................. 2,926,000 78.38 Freight firemen . . . . . . . . . . . . . . . . . . . . . . .................. 5,427,258 - 102.79 As a result of the large increase in the volume of traffic carried over the lines of the Missouri and North Arkansas Railroad with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 11.44 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 110.79 per cent. The engineer has had an increased burden placed upon him, growing out of the re- sponsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labor and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly be- cause of the impossibility of making more mileage. 60 INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Missouri and North Arkansas Railroad. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds) . . 415,058 634,960 219,902 52.98 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . 16 23 7 43.75 Average car capacity (tons)—BOX cars. . . . . . . . . . . . . . . 30.00 32.84 2.84 9.47 Average car capacity (tons)—Coal cars. . . . . . . . . . . . . . * 40.00 40.00 . . . . . . . . . . . Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,796,568 54,511,854 40,715,286 295.11 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,322,438 67,448,851 47,126,413 231.89 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119,024 320,748 ,724 159.48 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº 363,009 781,568 418,559 115.30 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394,306 831,429 437,123 110.86 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . * 119,136 320,748 201,612 169.23 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . 74 149 75 101.35 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . 116 170 54 46.55 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,615 47,670 25,055 110.79 Fuel consumed per locomotive mile (pounds)........ tº 109.31 121.81 12.50 11.44 Ton miles per $1,000 compensation to freight engineers. 1,640,301 2,441,631 801,330 48.85 Ton miles per $1,000 compensation to freight firemen.. 2,676,347 4,306,854 1,630,507 60.92 XX. MISSOURI PACIFIC RAILWAY. The following chart shows the operating performance of the Missouri Pacific Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under considera- tion: INCREASED WORK AND PRODUCTIVE EFFICIENCY 61 MISSOURI PACIFIC RAILWAY, 1909-1913. COMBINED TRACTIVE §A. intº - —An Increase of 21.14 per cent. MOTIVES (POUNDS) # ºf Šice }ºm—an Increase of 16.60 per cent. §§§ cº- BOX }||—an Increase of 6.07 per cent. COAL }--An Increase of 2.54 per cent. §§ OF TON }m—an Increase of 39.25 per cent. º OF TRAFFIC } m—an Increase of 36.59 per cent. #5 H. ILES }||—an Increase of 3.49 per cent. #. º|LES }=—An Increase of 13.61 per cent. ºgºſ LOCOMOTIVE }||—an Increase of 2.52 per cent. TON MILES PER \ e ###7 TRAIN }=—An Increase of 36.64 per cent. TON MILES PER FREIGHT L000- —An Increase of 35.44 per cent. MOTIVE MILE ºnsumed }m—an Increase of 21.74 per cent FUEL CONSUMED PER LOCOMOTIVE MILE _–An Increase of 8.01 per cent. (POUNDS) TON MILES PER $1,000 COMPENSATION "FREIGHT mantis) —An Increase of 25.66 per cent. * FREIGHT FIREMEN }Im—An Increase of 24.41 per cent. Scale: 25 points to 1 inch. 18—5 62 INCREASED WORK AND PRODUCTIVE EFFICIENCY The foregoing chart shows that this railroad, during the period 1909-1913, by increas- ing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 85 tons, or 36.64 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 698, 185,501 ton miles, or 39.25 per cent, with an advance of only 3.49 per cent in freight train miles, and of 2.52 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 36.59 per cent in traffic units, or of both ton and passenger miles, was trans- ported with an increase of only 13.61 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1909-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers . . . . . . . . . . . . . ........................ 12,142,779 262.76 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,490,931 229.07 As a result of the large increase in the volume of traffic carried over the lines of the Missouri Pacific Railway, with comparatively small increases in train mileage and conse- quently heavier train loads, it has been necessary for each fireman to handle an increase of 8.01 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 21.74 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more com- plex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a con- sequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY 63 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: \ PRODUCTIVE EFFICIENCY TABLE. MissOuri Pacific Railway. INCREASE 1913 OWER 1909 ITEMS 1909 e 1913 Number Per Cent Combined tractive power of all locomotives (pounds).. 14,386,115 17,427,655 3,041,540 21.14 Number of locomotives in service. . . . . . . . . . . . . . . . . . . . 518 604 86 16.60 Average car capacity (tons)—BOX cars............... 29.65 31.45 1.80 6.07 Average car capacity (tons)—Coal cars. . . . . . . . . . . . . . 36.59 37.52 .93 2.54 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,778,687,659 2,476,873,160 698,185,501 39.25 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,997,917,311 2,728,999,242 731,021,931 36.59 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,246,947 ,499,949 253,002 3.49 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,782,827 14,522,653 1,739,826 13.61 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,120,446 14,990,297 1,869,851 14.25 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,519,575 7,109,328 189,753 2,52 Ton miles per freight train mile..................... 232 317 85 36.64 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . 237 321 84 35.44. Coal consumed (tons). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,250,124 1,521,942 271,818 21.74 Fuel consumed per locomotive mile (pounds). . . . . . . . . . .42 162.47 .05 8.01 Ton miles per $1,000 compensation to freight engineers. 3,347,311 4,206,103 858,792 25.66 Ton miles per $1,000 compensation to freight firemen.. 5,315,307 6,612,895 1,297,588 24.41 XXI. PECOS AND NORTHERN TEXAS RAILWAY. The following chart shows the operating performance of the Pecos and Northern Texas Railway, as well as the increase in work and productive efficiency of its loco- motive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: ë 64 INCREASED WORK AND PRODUCTIVE EFFICIENCY PECOS AND NORTHERN TEXAS RAILWAY, 1909-1913. COMBINED TRACTIVE POWER OF ALL LOCO- MOTIVES (POUNDS) NUM BER OF LOCO- MOTIVES IN SERVICE AVERAGE CAR CA- PACITY (TONS) BOX COAL NUMBER OF TON MILES An Increase of 295.53 per cent. NUMBER OF TRAFFIC UNITS An Increase of 242.72 per cent. FREIGHT TRAIN MILES An Increase of 151.87 per cent. REVENUE TRAIN MILES An Increase of 133.95 per cent. FREIGHT LOCOM.0- TIVE MILES —(D(D() An Increase of 137.00 per cent. TON MILES PER } FREIGHT TRAIN MILE An Increase of 60.29 per cent. TON MILES PER FREIGHT LOCOM.0- TIVE MILE An Increase of 66.99 per cent. COAL CONSUMED } T (TONS) An Increase of 170.05 per cent. FUEL CONSUMED PER LOCOMOTIVE MILE }-—An Increase of 21.47 per cent. (POUNDS) TON MILES PER $1,000 COMPENSATION "#Height engineers) —An Increase of 23.92 per cent. FREIGHT FIREMEN }-—An Increase of 21.10 per cent. ONo equipment owned. Scale: 25 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY 65 The foregoing chart shows that this railroad, during the period 1909-1913, was enabled to make a gain in its freight train load of 123 tons, or 60.29 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 178,252,701 ton miles, or 295.53 per cent, with an advance of only 151.87 per cent in freight train miles, and of 137.00 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 242.72 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 133.95 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classss of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1909–1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers ...................................... A,774,541 34.84 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T,438,043 30.41 As a result of the large increase in the volume of traffic carried over the lines of the Pecos and Northern Texas Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each firemen to handle an increase of 21.47 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 170.05 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mile- age have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and re- sponsibilities of the development of the railroad in operating performance. As a conse- quence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. 66 INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Pecos and Northern Texas Railway. INCREASE 1913 OWER 1909 Number ITEMS 1909 1913 Per Cent Combined tractive power of all locomotives (pounds)..Q.) () () (D Number of locomotives in service.................... (l) (D g A. Cà!" :::::::: {j} . CarS. . . . . . . . . . . . . . . 3 § § Verage car capacity (tons 031 CarS. . . . . . . . . . . . . . . Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60,315,428 238,568,129 178,252,701 295.53 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74,845,624 256,510,043 181,664,419 242.72 Freight train miles.................................. 269,458 678,682 409,224 151.87 Revenue train miles................ * * * * * * * * * * * * * e s a e (2) 475,849 1,113,265 (2) 637,416 (2)133 95 Total train miles.................................... (2) 493,743 1,248,868 (2) 755,125 (2)15294 Freight locomotive miles............................. 292,51: 693,246 400,735 137.00 Ton miles per freight train mile..................... 204 327 123 60.29 Ton miles per freight locomotive mile................ 206 344 138 66.99 Coal consumed (tons)............................... 38,415 103,740 65,325 170.05 Fuel consumed per locomotive mile (pounds).......... .75 164.90 29.15 21.47 Ton miles per $1,000 compensation to freight engineers. 3,540,885 4,388,025 847,140 23.92 Tom miles per $1,000 compensation to freight firemen... 5,703,587 6,907,010 1,203,423 21.10 XXII. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. The following chart shows the operating performance of the St. Louis, Iron Mountain and Southern Railway, as well as the increase in work and productive efficiency of its loco- motive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (i) No equipment owned. º - (2) See note against this road for 1909 on “Revenue Train Mile” basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY 67 ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY, 1909-1913, COMBINED TRACTIVE POWER OF ALL LOCO- —An Increase of 3.64 per cent. MOTIVES (POUNDS) NºN ºMo- }*—an Increase of 5.24 per cent. #####, cº- BOX }—an Increase of .55 per cent. COAL }ºm —An Increase of 12.53 per cent. #" " " ) m—an increase of 439 percent Y ##" " ") -—An Increase of alsº per cent #"Miles }m—an Increase of 6.91 per cent. #. º|LES }=-An Increase of 18.29 per cent, #º COMO- }=—an Increase of 6.86 per cent. E #&##. § MILE }Im—an Increase of 27.06 per cent. TON MILES PER ºft'ſ LOCOMOTIVE _–An Increase of 34.99 per cent. §s, CONSUMED }-—an Increase of 32.26 per cent. FUEL CONSUMED PER LOCOMOTIVE MILE }-–an Increase of 8.37 per cent. (POUNDS) TON MILES PER $1,000 COMPENSATION TO FREIGHT ENGINEERS _-An Increase of 9.13 per cent. FREIGHT FIREMEN }-—An Increase of 8.02 per cent. Scale: 25 points to 1 inch. 1 point = 1 per cent. 68 INCREASED WORK AND PRODUCTIVE EFFICIENCY The foregoing chart shows that this railroad, during the period 1909-1913, was enabled to make a gain in its freight train load of 92 tons, or 27.06 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 974,616,400 ton miles, or 43.96 per cent, with an advance of only 6.91 per cent in freight train miles, and of 6.86 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 41.82 per cent in traffic units, or of both ton and passenger miles, was trans- ported with an increase of only 18.29 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1909–1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase e 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers .................................... tº 7,152,046 37.72 Freight firemen ....................................... 10,845,822 32.11 As a result of the large increase in the volume of traffic carried over the lines of the St. Louis, Iron Mountain and Southern Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each firemen to handle an increase of 8.37 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 32.26 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mile- age have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a con- sequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. INCREASED WoRK AND PRODUCTIVE EFFICIENCY 69 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE. St. Louis, Iron Mountain and Southern Railway. ITEMS 1909 Combined tractive power of all locomotives (pounds).. 14,605,087 Number of locomotives in service. . . . . . . . . . . . . . . . . . . . 515 Average car capacity (tons)—BOX cars. . . . . . . . . . . . . . . 34.33 Average car capacity (tons)—Coal cars............... 37.59 Tom miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,216,914,516 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,426,750,425 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,264,004 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,194,067 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,547,202 Freight locomotive miles............................. 6,454,563 Ton miles per freight train mile..................... 340 Ton miles per freight locomotive mile................ 343 Coal consumed (tons)............................... 1,052,523 Fuel consumed per locomotive mile (pounds). . . . . . . . . . 150.1 .16 Ton miles per $1,000 compensation to freight engineers. 5,193,005 Ton miles per $1,000 compensation to freight firemen.. 8,209,578 1913 15,136,120 542 34.52 42.30 3,191,530,916 3,441,517,791 6,696,614 13,241,887 14,110,674 6,897,317 432 463 1,392,078 162.7 .73 5,667,032 8,867,802 XXIII. ST. LOUIS AND SAN FRANCISCO RAILROAD. Number 531,033 27 4.ii 974,616,400 1,014,767,366 432,610 2,047,820 2,563,472 442,754 92 658,224 INCREASE 1913 OWER 1909 Per Cent 3.64 5.24 55 1253 43.96 41.82 6.91 18.29 22.20 6.86 27.06 34.99 32.26 8.37 9.13 3.02 The following chart shows the operating performance of the St. Louis and San Fran- cisco Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: 70 INCREASED WORK AND PRODUCTIVE EFFICIENCY ST. LOUIS AND SAN FRANCISCO RAILROAD, 1909-1913. C6MBINED TRACTIVE P0WER OF ALL LOCO- –An Increase of 20.80 per cent. M0TIVES (POUNDS) Hººgº- }=–An Increase of 7.84 per cent. §§§ cº- B0X }I-An Increase of 1.03 per cent. COAL }=-An Increase of 3.92 per cent. w §ºf OF TON }Im—An Increase of 23.94 per cent. º OF TRAFFIC }ºm—an increase of 20.64 per cent. ###". |LES }º—a Decrease of 2.23 per cent. #º º|LES }|-An Increase of 2.90 per cent. tº N #ºcomo s—A Decrease of 2.07 per cent. TON MI ER {}}}#} N MILE }m—an Increase of 26.87 per cent. TON MILES PER ºfºr L000MOTIVE —An Increase of 26.20 per cent. %;sºonsumed }=—an Increase of 16.01 per cent. FUEL CONSUMED PER Hºve MILE }=-An Increase of 4.92 per cent. (POU TON MILES PER $1,000 COMPENSATION T } FREIGHT ENGINEERS –An Increase of 8.09 per cent. FREIGHT FIREMEN } m—An Increase of 10.50 per cent. Scale: 25 points to 1 inch. INCREASED WORK AND PRODUCTIVE EFFICIENCY 71 The foregoing chart shows that this railroad, during the period 1909-1913, by increas- ing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 61 tons, or 26.87 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 580,547,609 ton miles, or 23.94 per cent, with a decrease of 2.23 per cent in freight train miles, and a decrease of 2.07 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 20.64 per cent in traffic units, or of both ton and passenger miles, was trans- ported with an increase of only 2.90 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage-payments to freight engineers and firemen during the period 1909-1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in COmpensation to— Tom Miles over 1909 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,602,984 63.68 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,752,674 96.79 As a result of the large increase in the volume of traffic carried over the lines of the St. Louis and San Francisco Railroad with decreases in train mileage and consequently heavier train loads, it has been necessary for each firemen to handle an increase of 4.92 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 16.01 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The mileage has not kept pace with the increase in traffic handled. Freight trains and freight locomotive miles have decreased and total revenue train mileage has not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. 72 INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE, St. Louis and San Francisco Railroad. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..(D 23,282,560 (D 28,125,920 4,843,360 20.80 Number of locomotives in service.................... 931 1,004 T3 T.84 Average car capacity (tons)—Box cars............... 33.01 33.35 .34 1.03 Average car capacity (tons)—Coal cars................ 41.34 42.96 1.62 3.92 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,425,167,355 3,005,714,964 580,547,609 23.94 Traffic units ....................................... 2,874,141,268 3,467,323,199 593,181,931 20.64 Freight train miles.................................. 0,242,131 10,013,871 iº 228,260 – 2.23 Revenue train miles................................. 19,442,289 (2) 20,007,042 (2) 564,753 (2) 2.90 Total train miles.................................... 20,306,857 (2) 20,496,818 (2) 189,961 (2) .94 Freight locomotive miles............................. 10,601,244 10,381,655 º 219,589 – 2.01 Ton miles per freight train mile..................... 227 288 61 26.87 Ton miles per freight locomotive mile................ 229 289 60 26.20 Coal consumed (tons)............................... 1,536,534 1,782,505 245,971 16.01 Fuel consumed per locomotive mile (pounds).......... 141.54 148.50 6.96 4.92 Ton miles per $1,000 compensation to freight engineers. 3,432,218 3,709,829 277,611 8.09 Ton miles per $1,000 compensation to freight firemen.. 5,464,144 6,037,706 573,562 10.50 XXIV. ST. LOUIS SOUTHWESTERN RAILWAY. The following chart shows the operating performance of the St. Louis Southwestern Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period, 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: — (Minus) denotes decrease, (D Some oil burners used. See “Tractive Power” basic table, * ge (2) Revenue train miles for 1913 includes 251,747 passenger motor miles. INCREASED WORK AND PRODUCTIVE EFFICIENCY 73 ST. LOUIS SOUTHWESTERN RAILWAY, 1909-1913. COMBINED TRACTIVE POWER OF ALL LOC0– }Im—an Increase of 26.40 per cent. MOTIVES (POUNDS) º § šice }*—an Increase of 5.84 per cent. AVERAGE CAR CA- PACITY (TONS) B0X }I–An Increase of 1.21 per cent. COAL }I–An Increase of 1.47 per cent. ºn OF TON } —An Increase of 24.24 per cent. º OF TRAFFIC }m—an Increase of 22.21 perúcent. #;"Wiles }m—an Increase of 5.66 per cent. #"iles } m—an Increase of 6.92 per cent. º LOCOMOTIVE }º-an Increase of 5.66 per cent, TON MILES PER # TRAIN M l LE }m—an Increase of 17.29 per cent. TON MILES PER fight locomotive —An Increase of 1746 per cent. L ºnsumed }m—an Increase of 21.58 per cent. FUEL CONSUMED PER #"ºf") m—an increase of its percent TON MILES PER $1,000 COMPENSATION "#REIGHT mºm-an Increase of 6.22 per cent. FREIGHT FIREMEN }º-an Increase of 3.35 per cent. Scale: 25 points to 1 inch. 1 point = 1 per cent. 74 INCREASED WORK AND PRODUCTIVE EFFICIENCY The foregoing chart shows that this railroad, during the period, 1909-1913, by increas- ing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 60 tons, or 17.29 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 126,152,536 ton miles, or 24.24 per cent, with an advance of only 5.66 per cent in freight train miles, and of 5.66 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 22.21 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 6.92 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of em- ployes has greatly increased; (2) they have had to incur increased work and responsi- bility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1909–1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,416,811 42.90 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,328,519 19.93 As a result of the large increase in the volume of traffic carried over the lines of the St. Louis Southwestern Railway with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 11.36 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 21.58 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a con- sequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. INCREASED WoRK AND PRODUCTIVE EFFICIENCY 75 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE. St. Louis Southwestern Railway. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds).. 3,191,999 4,034,704 842,705 26.40 Number of locomotives in Service.................... 137 $45 8 5.84 Average car capacity (tons)—BOX cars............... 28.89 29.24 .35 1.21 Average car capacity (tons)--Coal cars................ 29.87 30.31 .44 1.4T Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 520,382,301 646,534,837 126,152,536 24.24 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 574,855,437 702,546,922 127,691,485 22.21 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,466,601 1,549,629 83,028 5.66 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,592,850 2,772,248 179,398 6.92 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,704,921 2,942,669 237,748 8.79 Freight locomotive miles. . . . . . . . . . . . . . ............... 1,466,601 1,549,629 83,028 5.66 Ton miles per freight train mile..................... 347 407 60 17.29 Ton miles per freight locomotive mile................ 355 417 62 17.46 Coal consumed (tons). . . . . . . . . . . . . . . . . . . ............ 217,295 264,185 46,891 21.58 Fuel consumed per locomotive mile (pounds).......... 143.02 159.26 6.24 11.36 Ton miles per $1,000 compensation to freight engineers. 5,190,069 5,513,028 • 322,959 6.22 Ton miles per $1,000 compensation to freight firemen.. 8,612,036 8,900,657 288,621 3.35 XXV. SAN ANTONIO AND ARANSAS PASS RAILWAY. The following chart shows the operating performance of the San Antonio and Aransas Pass Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration : 76 INCREASED WORK AND PRODUCTIVE EFFICIENCY SAN ANTONIO AND ARANSAS PASS RAILWAY, 1909-1913. COMBINED TRACTIVE ###" (šič." An Increase of 51.42 per cent. "Hºººº- }||—An Increase of 3.95 per cent. AVERAGE CAR CA- PACITY (TONS) B0X }-—An Increase of 11.88 per cent. C0AL }=—An Increase of 16.56 per cent. NUMBER OF TON } MILES An Increase of 78.58 per cent. NUMBER OF TRAFFIC UNITS An Increase of 69.88 per cent. ###". ILES }=—An Increase of 12.61 per cent. VENUE ####|LES } =–An Increase of 12.71 per cent. | - #ºcoMº }-—An Increase of 12.08 per cent. {}}}##### MILE }=–An Increase of 16.35 per cent. TON MILES PER #"ºle L000M0- } An Increase of 59.32 per cent. COAL CONSUMED () (TONS) FUEL CONSUMED PER LOCOMOTIVE MILE } m—an Increase of 24.01 per cent. (POUNDS) TON MILES PER $1,000 COMPENSATION T *REIGHT wanters} HAn Increase of 42.83 per cent. FREIGHT FIREMEN }=—An Increase of 44.16 per cent. QOil used exclusively for fuel in 1909. Scale: 25 points to 1 inch. 1 point = 1 per cent. INCREASED WORK AND PRODUCTIVE EFFICIENCY 77 The foregoing chart shows that this railroad, during the period 1909-1913, by increasing the tractive power of its locomotives and the capacity of its freight cars, was enabled to make a gain in its freight train load of 26 tons, or 16.35 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 92,598,858 ton miles, or 78.58 per cent, with an advance of only 12.61 per cent in freight train miles, and of 12.08 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 69.88 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 12.71 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firmen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1909-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in compensation to— Ton Miles Over 1909 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,508,886 213.89 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,513,910 229.11 As a result of the large increase in the volume of traffic carried over the lines of the San Antonio and Aransas Pass Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 24.01 per cent in fuel for each locomotive mile traveled. The total quantity of coal consumed has advanced 2,813 tons. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a con- sequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. 18—6 78 INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram : PRODUCTIVE EFFICIENCY TABLE. San Antonio and Aransas Pass Railway. - INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..@ 1,248,938 1,891,092 642,154 51.42 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . T6 . T9 3 3.95 Average car capacity (tons)—BOX cars. . . . . . . . . . . . . . . 26.69 29.86 3.17 11.88 Average car capacity (tOns)—Coal cars. . . . . . . . . . . . . . . . .24.22 28.23 4.01 16.56 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117,833,369 210,434,227 92,598,858 78.58 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156,953,789 266,628,158 169,674,369 69.88 Freight train miles.................................. 971,027 ,093,521 122,494 12.61 Revenue train miles........ . . . . . . . . . . . . . . . . . . . . . . . . . 1,999,253 2,253,413 254,160 12.71 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,020,911 2,289,303 268,392 13.28 Freight locomotive miles............................. 1,001,198 1,122,142 120,944 12.08 TOn miles per freight train mile. . . . . . . . . . . . . . . . . . . . . 159 - 185 26 16.35 Tons per freight locomotive mile..................... 118 188 T0 59.32 Coal consumed (tons)............................... (D 2,813 y () Fuel consumed per locomotive mile (pounds).......... Q) 99.57 123.48 23.91 24.01 TOn miles per $1,000 compensation to freight engineers. 1,755,043 2,506,661 751,618 42.83 Ton miles per $1,000 compensation to freight firemen.. 2,909,012 4,193,671 1,284,659 44.16 s XXVI. SAN PEDRO, LOS ANGELES AND SALT LAKE RAILROAD. The following chart shows the operating performance of the San Pedro, Los Angeles and Salt Lake Railroad, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: (D All Oil burners in 1909. INCREASED WORK AND PRODUCTIVE EFFICIENCY 79 SAN PEDRO, LOS ANGELES AND SALT LAKE RAILROAD, 1909-1913. COMBINED TRACTIVE POWER OF ALL LOCO- —An Increase of 3.80 per cent. MOTIVES (POUNDS) B F - |Fº 0 }º-an Increase of 2.65 per cent. AVERAGE CAR CA- PACITY (TONS) BOX }I-An Increase of 2.59 per cent. COAL }—An Increase of .91 per cent. NUMBER OF TON MILES An Increase of 71.61 per cent. NUMBER OF TRAFFIC UNITS An Increase of 60.10 per cent. ###". |LES }=—An Increase of 29.97 per cent. f §: º |LES }=—An Increase of 15.47 per cent. #lºcomº- } m—an Increase of 32.62 per cent. # Éaft mile }m—an Increase of 38.70 per cent. # Tºotive }Im—an Increase of 29.29 per cent. ºisſonsumed }Im—an Increase of 11.16 per cent. FUEL CONSUMED PER L000MOTIVE MILE —An Increase of 21.92 per cant. (POUNDS) TON MILES PER $1,000 †) *Reight ENGINEERS —An Increase of 13.29 per cent. FREIGHT FIREMEN }=–An Increase of 13.17 per cent. Scale: 25 points to 1 inch. 1 point = 1 per cent. 80 INCREASED WORK AND PRODUCTIVE EFFICIENCY The foregoing chart shows that this railroad, during the period 1909-1913, was enabled . to make a gain in its freight train load of 101 tons, or 38.70 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 227,425,800 ton miles, or 71.61 per cent, with an advance of only 29.97 per cent in freight train miles, and of 32.62 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 60.10 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 15.47 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility, and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1909-1913, the railroad com- pany received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in Compensation to— Tom Miles Over 1909 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,372,432 39.11 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,480,658 38.68 As a result of the large increase in the volume of traffic carried over the lines of the San Pedro, Los Angeles and Salt Lake Railroad with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 21.92 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 11.16 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a con- sequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY 81 The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. San Pedro, Los Angeles and Salt Lake Railroad. INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds)..@ 5,174,611 () 5,371,451 196,834 3.80 Number of locomotives in Service... . . . . . . . . . . . . . . . . . 151 155 - 4 2.65 Average car capacity (tons)—BOX cars. . . . . . . . . . . . . . . 45.89 47.08 1.19 2.59 Average car capacity (tons)—Coal cars. . . . . . . . . . . . . . . . 49.55 50.00 .45 .91 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317,598,818 545,024,618 227,425,800 71.61 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424,179,364 679,127,628 254,948,264 60.10 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,111,989 1,445,272 333,283 29.91 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º 3,002,377 3,466,745 464,368 '15.47 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,075,472 3,539,132 463,660 15.08 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,331,435 1,765,687 434,252 32.62 Ton miles per freight train mile..................... 261 362 101 38.70 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . 239 - 309 T0 29.29' Coal consumed (tons)... . . . . . . . . . . . . . . . . .... • * * * * * * * * * * 85,565 95,114 9,549 11.16 Fuel consumed per locomotive mile (pounds).......... (D 145.54 (D 177.44 - .90 21.92 Ton miles per $1,000 compensation to freight engineers. 3,862,135 4,375,388 513,253 13.29 Ton miles per $1,000 compensation to freight firemen.. 6,115,196 6,920,684 805,488 13.17 XXVII. SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS. The following chart shows the operating performance of the Southern Kansas Railway Company of Texas, as well as the increase in work and productive efficiency of its loco- motive engineers and firemen, during the period 1909-1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration : (3) Some oil burners used. See “Tractive Power” basic table. 82 INCREASED WORK AND PRODUCTIVE EFFICIENCY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS, 1909-1913. POWER OF ALL LOC0– COMBINED §). MOTIVES (POUNDS) NUMBER OF LOC0– (D MOTIVES IN SERVICE AVERAGE CAR CA- PACITY (TONS) BOX () COAL wº } (D NUMBER OF T0N MILES An Increase of 123.58 per cent. NUMBER OF TRAFFIC } UNITS m—An Increase of 104.99 per cent. #"Wiles }—an Increase of .95 per cent. #rºles }=—An Increase of 8.21 per cent. FREIGHT LOCOMOTIVE UN M|LES N A Decrease of 8.25 per cent. TON MILES PER FREIGHT TRAIN MILE An Increase of 134.05 per cent. TON MILES PER FREIGHT LOCOMOTIVE M|LE An Increase of 144.24 per cent. ºnsumº }-—An Increase of 27.94 per cent. FUEL CONSUMED PER L000MOTIVE MILE (POUNDS) An Increase of 46.50 per cent. TON MILES PER $1,000 + COMPENSATION TO - FREIGHT ENGINEERS An Increase of 170.85 per cent. FREIGHT FIREMEN } An Increase of 160.33 per cent. QNo equipment owned. Scale: 25 points to 1 inch. 1 point = 1 per cent. INCREASED WORK AND PRODUCTIVE EFFICIENCY - 83 The foregoing chart shows that this railroad, during the period 1909–1913, was enabled to make a gain in its freight train load of 311 tons, or 134.05 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 99,516,178 ton miles, or 123.58 per cent, with an advance of only 95 hundredths of one per cent in freight train miles, and a decrease of 8.25 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 104.99 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 8.21 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. Wage-payments to freight engineers and firemen were $4,461 and $2,239, respectively, less in 1913 than in 1909, while the gains the railroad company received in the productivity of its engine crews are shown by an increase of 99,516,178 ton miles during this period. As a result of the large increase in the volume of traffic carried over the lines of the Southern Kansas Railway Company of Texas, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 46.50 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 27.94 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger &nd more complex engine drawing a heavier train load. - The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight locomotive miles have decreased and freight train and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earnings of employes are smaller now than formerly because of the impossi- bility of making more mileage. 84 - INCREASED WORK AND PRODUCTIVE EFFICIENCY The following table sets forth in a comprehensive and more detailed way the facts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Southern Kansas Railway Company of Texas. ITEMS 1909 Combined tractive power of all locomotives (pounds)..G.) Number of locomotives in service............... . . . . . (1) Average car capacity (tons)—Box cars. . . . . . . . . . . . . . . (D Average car capacity (tons)—Coal cars. . . . . . . . . . . . . . . (D Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80,525,203 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91,769,679 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328,587 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) 482,451 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) 542,549 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370,573 TOn miles per freight train mile..................... 232 Ton miles per freight locomotive mile................ 217 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51,320 Fuel consumed per locomotive mile (pounds).......... 152.87 Ton miles per $1,000 compensation to freight engineers. 3,150,192 Ton miles per $1,000 compensation to freight firemen.. 5,076,931 XXVIII. SPOIKANE INTERNATIONAL RAILWAY. ; 1913 180,041,381 188,121,086 331,717 522,067 530,360 340,000 543 530 65,659 223.96 8,532,362 13,216,956 INCREASE 1913 OWER 1909 Number Per Cent (D (D § (D Q) 3 99,516,178 123.58 96,351,407 104.99 3,130 .95 (2) 39,616 (2) 821 (2)— 12,189 (2)—2.25 ſº 30,573 –8.25 311 134.05 313 144.24 14,339 27 94 T1 09 46.50 5,382,170 170 85 8,140,025 160.33 The following chart shows the operating performance of the Spokane International Railway, as well as the increase in work and productive efficiency of its locomotive engineers and firemen, during the period 1909–1913. It is based on statistics taken from the annual reports of the company to the Interstate Commerce Commission during the period under consideration: — (Minus) denotes decrease. (D No equipment owned. (2) See note against this road for 1909 on “Revenue Train Mile” basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY 85 SPOKANE INTERNATIONAL RAILWAY, 1909-1913. ####}-—An I f 9.34 - -AIM LI1CI ea Se Of 9. er Cent. MOTIVES (POUNDS) per c N - §§ { sºice }=—an Increase of 7.14 per cent. AVERAGE CAR CA- PACITY (TONS) B0X —No change. COAL }o NUMBER OF TON MILES }=-r Increase of 103.17 per cent. NUMBER OF TRAFFIC UNITS An Increase of 88.44 per cent. FREIGHT TRAIN MILES } m—an Increase of 19.72 per cent. REVENUE TRAIN MILES }=—an Increase of 14.44 per cent. #####" - – TIVE MILES } An Increase of 27.62 per cent. TON MILES PER FREIGHT TRAIN M | LE An Increase of 45.31 per cent. TON MILES PER FREIGHT L000– MOTIVE MILE An Increase of 59.04 per cent. COAL CONSUMED (TONS) An Increase of 79.72 per cent. FUEL CONSUMED PER L000MOTIVE MILE (POUNDS) An Increase of 57.59 per cent. TON MILES PER $1,000 COMPENSATION T0 FREIGHT engineers) —An Increase of 43.62 per cent. FREIGHT FIREMEN }-—An Increase of 37.48 per cent. QNo coal cars owned in 1909. Scale: 25 points to 1 inch. 86 INCREASED WoRK AND PRODUCTIVE EFFICIENCY The foregoing chart shows that this railroad, during the period 1909-1913, by increas- ing the tractive power of its locomotives, was enabled to make a gain in its freight train load of 116 tons, or 45.31 per cent. It was, therefore, able to handle an increase in the volume of freight traffic of 33,148,162 ton miles, or 103.17 per cent, with an advance of only 19.72 per cent in freight train miles, and of 27.62 per cent in freight locomotive miles. Considering both freight and passenger traffic together, a growth of 88.44 per cent in traffic units, or of both ton and passenger miles, was transported with an increase of only 14.44 per cent in revenue train miles. The effect of this development of operating efficiency upon locomotive engineers and firemen has been three-fold: (1) the productive efficiency of these two classes of employes has greatly increased; (2) they have had to incur increased work and responsibility; and (3) their earning power has declined. The growth of the productive efficiency of engineers and firemen is evident from the increase in the freight train load. It is also forcibly shown by a comparison of the return made by these employes to the railroad, or the number of units of traffic hauled, with the outlay made by the railroad for engineers and firemen. For each $1,000 increase in wage- payments to freight engineers and firemen during the period 1909-1913, the railroad company received the following gains in the productivity of its engine crews: Per Cent of the Increase of Increase in ton miles per $1,000 increase 1909–1913 in Compensation to— Tom Miles Over 1909 Freight engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,781,104 148.81 Freight firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,793,579 115.94 As a result of the large increase in the volume of traffic carried over the lines of the Spokane International Railway, with comparatively small increases in train mileage and consequently heavier train loads, it has been necessary for each fireman to handle an increase of 57.59 per cent in fuel for each locomotive mile traveled. The total quantity (tons) of coal consumed has advanced 79.72 per cent. The engineer has had an increased burden placed upon him, growing out of the responsibility of operating a larger and more complex engine drawing a heavier train load. The earning power of engineers and firemen, despite their increased productivity, labors and responsibilities, has declined. The increase in their mileage has not kept pace with the increase in traffic handled. Freight train, freight locomotive and total revenue train mileage have not increased proportionately with other factors and especially with the number of engineers and firemen, owing to their inability to stand greater physical strains and responsibilities of the development of the railroad in operating performance. As a consequence, although the rate of pay per locomotive mile may have increased, the earn- ings of employes are smaller now than formerly because of the impossibility of making more mileage. INCREASED WORK AND PRODUCTIVE EFFICIENCY 87 The following table sets forth in a comprehensive and more detailed way the Kacts underlying the preceding diagram: PRODUCTIVE EFFICIENCY TABLE. Spokane International Railway. - INCREASE 1913 OWER 1909 ITEMS 1909 1913 Number Per Cent Combined tractive power of all locomotives (pounds).. 374,616 409,616 35,000 9.34 Number of locomotives in service............ . . . . . . . . 14 15 1 7.14 Average car capacity (tons)—Box cars............... 40.00 4000 . . . . . . . . . . . Average car capacity (tons)—Coal cars............... Q) 50.00 Ton miles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32,129,086 65,277,248 33,148,162 103.17 Traffic units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,615,547 74,650,639 35,035,092 88.44 Freight train miles.................... . . . . . . . . . . . . . . 125,668 150,450 24,782 19.72 Revenue train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335,875 384,363 48,488 14.44 Total train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363,253 401,363 48,110 13.24 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129,177 164,860 35,683 27.62 TOn miles per freight train mile..................... 255 372 116 45.31 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . 249 396 147 59.04 Coal consumed (tons) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,251 39,990 17,739 79.72 Fuel consumed per locomotive mile (pounds). . . . . . . . . . 102.74 161.91 .17 57.59 Ton miles per $1,000 compensation to freight engineers. 3,931,125 5,645,844 1,714,719 43.62 5,924,596 8,145,402 2,220,806 37.48 Ton miles per $1,000 compensation to freight firemen.. Q) NO coal cars Owned in 1909, Increased Work and Productive Efficiency of Locomotive Engineers and Firemen I9I3 - I9 I4 Prepared Under Supervision of W. J. LAUCK Exhibit Number Presented by Witness W. J. L.AUCK ſ Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Increased Work and Productive Efficiency of Locomotive Engineers and Firemen I9I3 - I9 I4. Composition and Makeup by Superior Typesetting Co., Chicago, Ill. INCREASED WORK AND PRODUCTIVE EFFICIENCY OF LOCOMOTIVE ENGINEERS AND FIREMEN, 1913-1914. CONTENTS SECTION. * PAGE. 1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... e. e. e. e º a v e s s a s e a e s e e s s e º 'º e s s e s e s s a s e s is e º e 1 2. Atchison, Topeka and Santa Fe Railway... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3. Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 4. Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 5. Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 6. Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 7. Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 8. Northern Pacific Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 9. Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 10. Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ö 11. Chicago Great Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 12. Chicago, Rock Island and Pacific Railway. . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . . 7 13. Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 14. Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . … 8 15. Duluth, South Shore and Atlantic Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 16. El Paso and Southwestern Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 17. Galveston, Harrisburg and San Antonio Railway. . . . . . . . . . . . . . . . . . . . . . . * - - - - - - - - - 9 18. Gulf and Interstate Railway of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1() 19. Houston and Texas Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1() 20. Kansas City, Clinton and Springfield Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 21. Louisiana and Arkansas Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 22. Mineral Range Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 23. Missouri, Kansas and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 24. Missouri and North Arkansas Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • e is º ºr se - 13 25. Missouri Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * - - - - - - - - - - - - 13 26. Morgan's Louisiana and Texas Railroad and Steamship Company. . . . . . . . . . . . . . 14 27. New Orleans, Texas and Mexico Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 28. Oregon-Washington Railroad and Navigation Company. . . . . . . . . . . . . . . . . . . . . . . . . . 15 29. Pecos and Northern Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 30. Pierre, Rapid City and Northwestern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 31. St. Louis, Iron Mountain and Southern Railway. . . . . . e e s - e º a • * * * * * * * * * * * * - - - - - - - - 16 32. St. Louis and San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 33, St. Louis, San Francisco and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 34. St. Louis Southwestern Railway. . . . . . . . . . . . . . . . . . . . …. . . . . . . . . . . . . . . . 18 35. San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 36. Texas and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 37. Wabash Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 38. Weatherford, Mineral Wells and Northwestern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . 20 39. Western Pacific Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 40. Tacoma Eastern Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Increased Work and Productive Efficiency I. INTRODUCTION. The following series of tables show the operating performance of the leading Western railroads as well as the increased productive efficiency of their locomotive engineers and firemen during the fiscal year 1914. Despite the decrease in traffic handled by these com- panies during the year 1914 as compared with 1913, it will be noted that freight train loads and freight locomotive loads were increased, that the traffic was handled with a proportionately smaller number of freight locomotives and train miles, and the output of engineers and firemen as compared with wage-payments to them, increased. The showing for each of the following roads is based on statistics taken from their annual reports to the Interstate Commerce Commission for the fiscal years 1913 and 1914. The companies are arranged in alphabetical order: 3. INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY, 1913–1914. II. ATCHISON, TOPEKA AND SANTA FE RAILWAY. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds) . . . . . GO 61,722,972 @ 62,327,722 604,750 0.98 Number of locomotives in service. . . . . . . . . . . . . . . . . . . . . . . 1,841 1,840 * 1 — .05 Average car capacity (tons): º Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.78 34,41 .63 1.87 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.16 35.79 1.63 4.77 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,267,811,193 5,893,379,432 –374,431,761 — 5.97 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,851,728 14,165,594 – 1,696,134 —10.69 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,978,513 15,903,462 – 2,075,051 —11.54 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 350 357 7 2.00 TOn miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 349 371 22 6 30 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,690,879 4,991,991 301,112 6.42 Fright firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,675,798 = 8,118,195 442,397 5.76 — Decrease. GD Some oil burners used. See Tractive Power basic table. PROſ) UCTIVE EFFICIENCY. 1913–1914. III. CHICAGO, BURLINGTON AND QUINCY RAFLROAD. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... 51,850,120 (D 52,389,920 539,800 1.04 Number of locomotives in service....................... 1,772 1,773 1 .06 Average car capacity (tOns): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.47 38.57 1.10 2.94 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47.66 48.44 .78 1.64 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,791,435,597 8,612,629,607 —178,805,990 – 203 Freight train miles.................................... 17,331,661 17,065,955 – 265,706 — 1.53 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,130,297 18,700,800 — 429,497 — 225 Ton miles per freight train mile..... . . . . . . . . . . . . . . . . . . . 484 479 - 5 — 1.03 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . 460 461 f .22 Ton miles per $1,000 compensation to Freight engineers....'.............................. 6 679 016 6,609,745 – 69,271 — 1.04 Freight firemen... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,105.051 11,125,488 20,437 .18 — Decrease. (D Some oil burners used. See Tractive Power basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY. 1913–1914. IV. CHICAGO, MILWAU KEE AND ST. PAUL RAILWAY. Increase, 1914 over 1913 ITEMIS 1913 1914 *=- Number Per Cent Combined tractive power of all locomotives (pounds).... (D 56,614,053 GD 57,499,583 885,530 1.56 Number of locomotives in service....................... 1,952 1,969 17 .87 Average car capacity (tons): * Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.98 33.67 .69 2.09 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44.80 44.87 .07 .16 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........ 7,425,864,263 8,079,689,505 653,825,242 8.80 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,887,206 19,699,961 — 187,245 — .94 Freight locomotive miles............................... 23,314,755 23,203,923 — 110,832 — .48 Ton miles per freight train mile........................ 347 380 33 9.51 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 319 348 - 29 9.09 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,972,597 4,401,573 428,976 10.80 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,272,385 6,953,297 680,912 10.86 — Decrease. (D Some oil burners used. See Tractive Power basic table. PRODUCTIVE EFFICIENCY, 1913–1914. V. CHICAGO AND NORTH WESTERN RAILWAY. Increase, 1914 over 1913 ITEMS 1913 1914 - Number Per Cent, Combined tractive power of all locomotives (pounds).... (1) 44,920,410 (1) 49,995,660 5,075,250 11.30 Number of locomotives in service....................... 1,722 1,830 108 6.27 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.96 35.02 1.06 3.12 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39.63 42.80 3.17 8.00 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,282,916,222 6,229,944,171 —52,972,051 — .84 Freight train miles.................................... 16,293,085 16,139,565 — 153,520 — .94 Freight locomotive miles............................... 17,499,490 17,122,951 — 376,539 — 2.15 Ton miles per freight train mile........................ 348 348 0 0 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 359 364 5 1.39 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,203,216 4,248,824 45,608 1.09 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,497,798 6,544,389 46,591 .T2 — Tecrease. (D Some oil burners used. See Tractive Power basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY, PRODUCTIVE EFFICIENCY. 1913–1914. VI. GREAT NORTHERN RAILWAY. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... | Q) 46,859,900 (2) 48,859,078 1,999,178 4.27 Number of locomotives in service....................... 1,282 1,322 40 3.12 Average car capacity (tons): - Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.92 35.25 .33 .95 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44.08 44.44 .36 .82 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... T,634,056,449 6,930,295,709 –703,760,740 — 9.22 Freight train miles.................................... 11,236,762 9,680,564 — 1,556,198 —13.85 Freight locomotive miles............................... 12,120,741 10,515,266 — 1,605,475 —13.25 Ton miles per freight train mile........................ 635 663 28 4.41 Ton miles per freight locomotive mile................... 630 659 29 4.60 Ton miles per $1,000 compensation to Freight engineers.................................. 7,883,791 7,758,118 — 125,673 — 1.59 Freight firemen.................................... 12,176,694 11,929,801 – 246,893 — 2.03 — Decrease. (1) Some oil burners used. See Tractive Power basic table. (2) Some oil burners and electric power used. PRODUCTIVE EFFICIENCY, 1913–1914. VII. ILLINOIS CENTRAL RAILROAD. Increase, 1914 over 1913 ITEMS 1913 1914 - Number Per Cent Combined tractive power of all locomotives (pounds).... @ 41,810,538 @ 43,893,767 2,083,229 4.98 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . . . . 1,460 1,448 - 12 — .82 Average car capacity (tons): - Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.78 38.55 .77 2 04 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43.61 45.18 1.57 3.60 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,385,261,210 7,789,173,596 403,912,386 5.47 Freight train miles.................................... 17,853,585 18,395,176 541,591 3.03 Freight locomotive miles................... ............ 18,463,175 19,081,694 618,519 3.35 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 407 417 10 2.46 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 400 408 8 2.00 Ton miles per $1,000 compensation to . Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,055,223 5,432,709 377,486 7.47 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,553,330 8,396,474 843,144 11.16 — Decrease. G) Some oil burners used. See Tractive Power basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY. 1913–1914. VIII. NORTHERN PACIFIC RAILwAY. r (D Some oil burners used. See Tractive Power basic table. PRODUCTIVE EFFICIENCY. 1913–1914. IX. OREGON SHORT LINE RAILROAD. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... () 45,687,700 (D 45,396,940 — 290,760 — 0.64 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . . . . 1,366 1,357 - 9 — .66 Average car capacity (tons): - Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.23 37.75 .52 1,40 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.37 47.97 1.60 3.45 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,232,168,637 5,629,351,427 –602,817,210 – 9.67 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,794,507 9,189,372 – 1,605,135 —14.87 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,327,770 10,348,094 — 1,979,676 —16.06 Ton miles per freight train mile........................ 542 567 25 4.51 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 506 544 38 7.51 Ton miles per $1,000 compensation to - Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,814,474 6,244,594 430,120 7.40 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,878,328 9,457,900 579,572 6.53 — Decrease. Increase, 1914 over 1913 ITEMS 1913 1914 | Number Per Cent Combined tractive power of all locomotives (pounds).... (1) 11,276,367 (D 11,913,934 637,567 5.65 Number of locomotives in Service....................... 335 345 10 2.99 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47.68 48.52 .84 1.76 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.82 48.43 1.61 3,44 Tom miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,663,352,731 1,623,207,693 —40,145,638 — 2.41 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,134,741 2,972,701 — 162,040 — 5.17 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,601,484 3,448,889 – 152,595 — 4.24 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 500 498 - 2 — .40 Ton miles per freight locomotive mile................... 462 471 9 1.95 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,960,470 6,062,172 101,702 1.71 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,013,801 9,360,447 286,646 3.18 — Decrease (D Some oil burners used. See Tractive Power basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY. 1913–1914. X. SOUTHERN PACIFIC COMPANY. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent, Combined tractive power of all locomotives (pounds)..., | (D 42,186,862 (D 44,915,931 2,729,069 6.47 Number of locomotives in service............ … 1,309 1,343 34 . 2.60 Average car capacity (tons): Rox cars. . . . . . . . . ................................. 43.10 43.82 .72 1.67 Coal cars . . . . . . . . . . . . . . . . . ........................ 47.94 48.47 .53 1.11 Ton miles. . . . . . . . . . . .................................. 4,759,687,174 4,730,340,390 —29,346,784 — .62 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,205,909 10,044,661 — 161,248 — 1.58 Freight locomotive miles............................... 13,787,960 13,689,456 — 98,504 — .71 Tom miles per freight train mile........................ 431 431 0 5 Ton miles per freight locomotive mile................... 345 346 1 .29 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,130,107 5,095,724 — 34,383 — .67 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,231,123 10,607,928 1,376,805 14 91 — Decrease. (D Mostly all oil burners. PRODUCTIVE EFFICIENCY. 1913–1914. XI. CHICAGO GREAT WESTERN RAILROAD. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds) . . . . 9,642,542 9,850,998 208.456 2,16 Number of locomotives in service....................... 289 294 5 1.73 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.82 34.04 .22 .65 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43.25 43.43 .18 .42 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . .................... 1,337,724,849 1,364,026,080 26,301,231 1.97 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,863,244 2,763,285 – 99,959 — 3.49 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,185,285 3,127,146 — 58,139 — 1.83 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 450 475 25 5.56 Ton miles per freight locomotive mile................... 420 436 16 3.81 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,915,315 6,364,199 448,884 7.59 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,006,732 9,611,368 604,636 6.71 — Decrease. INCREASED WORK AND PRODUCTIVE EFFICIENCY, 7 PRODUCTIVE EFFICIENCY. 1913–1914. XII. CHICAGO, ROCK ISLAND AND PACIFIC RAILwAY. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent | | Combined tractive power of all locomotives (pounds).... () 44,475,166 () 47,547,889 | 3,072,723 6.91 Number of locomotives in service....................... 1,552 1,662 110 7.09 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ſ 35.30 35.90 .30 .84 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42.18 42.97 .79 1.87 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,967,625,831 4,940,743,852 —26,881,979 — .54 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,125,923 15,447,230 — 678,693 — 4.21 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,642,734 15,927,220 — 715,514 — 4.30 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 295 306 11 3.73 Ton miles per freight locomotive mile................... 298 310 12 4.03 Ton miles per $1,000 compensation to - Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,090,790 4,302,116 211,326 5.17 Freight firemen. . . . . . . . . . . . . . . . . . . .... • * * * * * * * - - - - - - - - 6,111,534 6,443,530 331,996 5.43 — Decrease. GD Some oil burners used. See Tractive Power basic table. PRODUCTIVE EFFICIENCY, 1913–1914. XIII. CHICAGO, ST. PAUL, MINNEAPOLIS AND OMAHA RAILWAY. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent . Combined tractive power of all locomotives (pounds). . . . 8,578,563 9,571,740 993,177 11.58 Number of locomotives in service. is e º e º is e s e º e º & e º g º ºr ºf $ $ tº 377 390 13 3.45 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.02 32.56 .54 1.69 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 39.79 40.54 .75 1.88 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,282,998,028 1,294,143,291 31,145,263 2.47 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,883,291 3,529,257 – 354,034 – 9.12 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,655,518 4,263,843 — 391,675 — 8.41 Ton miles per freight train mile........................ 276 307 31 11.23 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . .. 271 304 33 12.18 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.734,184 4,060,567 326,383 8.74 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,926,229 , 6,430,973 504,744 8.52 — Decrease. INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY. 1913–1914. XIV. DENVER AND RIO GRANDE RAILROAD. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... 18,642,319 18,697,402 55,083 0.30 Number of locomotives in service. . . . . . . . . . . . . . . . . . . . . . . 616 617 1 .16 Average car capacity (tons): Box cars... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.24 32.33 .09 .28 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39.88 40.04 .16 .40 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,514,612,213 | 1,420,196,751 –94,415,462 – 6.23 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,428,980 3,674,315 — 754,665 —17.04 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,134,142 5,212,013 — 922,129 —15.03 Tom miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 305 337 32 10.49 TOn miles per freight locomotive mile................... 247 272 25 10.12 Ton miles per $1,000 compensation to - Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,513,408 2,804,330 290,922 11.57 Freight firemen... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,774,838 4,211,547 436,709 11.57 — Decrease. PRODUCTIVE EFFICIENCY. 1913–1914. XV. DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds) . . . . 2,147,048 2,045,759 — 101,289 — 4.72 Number of locomotives in service. . . . . . . . . . . . . . . . . . . . . . . 97 92 *mº 5 — 5.15 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 61 27.59 .08 .29 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.69 32.78 .09 .28 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260,406,913 260,289,207 || – 117,706 — .05 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,047,308 948,600 — 98,708 — 9.42 Freight locomotive miles........ . . . . . . . . . . . . . . . . . . . . . . . . 1,212,842 1,037,173 — 175,669 —14.48 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 245 269 24 9.80 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 215 251 36 16.74 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,056,778 3,560,874 504,096 16.49 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,044,886 5,754,791 709,905 14.07 — Decrease. INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY, 1913–1914. XVI. EL PASO AND SOUTHWESTERN COMPANY. - Increase, 1914 over 1913 ,TEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... G) 5,709,957 (D 5,914,319 204,362 3.58 Number of locomotives in service.................. . . . . . 155 156 1 .65 Average car capacity (tons): º Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.51 39.42 .91 2.36 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44.35 45.17 .82 1.85 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 750,740,290 789,550,120 38,809,830 5.17 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,806,566 1,828,537 21,971 1.22 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,918,431 1,958,775 40,344 2.10 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 358 365 7 1.96 Ton miles per freight locomotive mile................... 391 403 12 3.07 Ton miles per $1,000 compensation to - Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,508,517 4,757,530 249,013 5.52 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * 6,440,806 6,839,781 398,975 6.19 Q) Some oil burners used. See Tractive Power basic table. PRODUCTIVE EFFICIENCY. 1913–1914. XVII. GALVESTON, HARRISBURG AND SAN ANTONIO RAILWAY. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... (D 10,244,087 | (D 9,733,426 — 510,661 — 4.98 Number of locomotives in service....................... 337 324 *-> 13 — 3.86 Ayerage Car capacity (tOns): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.70 43.85 2.15 5.16 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.78 42.80 4.02 10,37 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,087,209,841 | 1,047,968,694 | –39,241,147 — 3.61 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,665,989 2,458,292 – 207,697 — 7.79 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,714,170 2,478,975 — 235,195 — 8.67 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 390 408 18 4.62 Tom miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 401 423 22 5.49 Tom miles per $1,000 compensation to Freight engineers. . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * 5,258,471 5,628,461 369,990 7.04 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,653,856 9,302,956 649,100 7.50 — Decrease. - o, a * (i) Some oil burners used. See Tractive Power basic table. ; : ... • * * : *: 10 INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY. 1913–1914. XVIII. GULF AND INTERSTATE RAILWAY OF TEXAS. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... Q) (2) 112,850 @ (D Number of locomotives in service....................... T T 0. 0 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . ...................... (3) (3) (3) (3) Coal cars . . . . . . . . . . . . . . . . . . . . ..................... (3) (3) (3) (3) Ton miles. . . . . . . . . . . . . . . . . . . . . . ....................... 17,211,892 (3)15,815,569 — 1,396,323 — 8.11 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59,994 43,070 — 16,924 –28.21 Freight locomotive miles............................... 60,857 44,097 — 16,760 –27.54 TOn miles per freight train mile........................ 287 367 80 27.87 Ton miles per freight locomotive mile................... 283 359 76 26.86 Ton miles per $1,000 compensation to Freight engineers.................................. 4,118,663 6,061,928 1,943,265 47.18 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . ............ 7,393,424 10,884,769 3,491,345 47.22 — Decrease. (1) Not reported in 1913. (2) 0il used exclusively. (3) Includes 451 miles of ferry Service. (3) No cars owned. PRODUCTIVE EFFICIENCY, 1913–1914. XIX. HOU STON AND TEXAS CENTRAL RAILROAD. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds). . . . . (D 2,611,420 (D 2,499,070 – 112,350 — 4.30 Number of locomotives in service. . . . . . . . . . . . . . . . . . . . . . . 114 106 - 8 — 7.02 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45.22 46.72 1.50 3.32 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44.84 47.99 3.15 7.02 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379,870,840 378,165,058 — 1,705,782 — .45 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,285,617 1,278,742 -*. 6,875 — .53 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,351,599 1,309,122 — 42,477 — 3.14 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 255 259 4 1,57 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 281 289 8 2.85 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2923,478 3,017,644 94,166 3.22 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,842,203 4,997,952 155,749 3.22 — Decrease. G) Sºme.oil burners used. : e. * . * * * • * * • * * , • . tº *. * See Tractive Power basic table. º * & • . . •. .- © INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY, 1913–1914. XX. KANSAS CITY, CLINTON AND SPRINGFIELD RAILWAY. 11 Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds) . . . . 147,000 147,000 0 0. Number of locomotives in service....................... | 12 12 0 0 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.00 20.00 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.38 24.26 — .12 — .49 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,544,750 12,663,371 118,621 .95 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121,989 120,933 sºmº 1,056 — .87 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124,854 123,577 - 1,277 — 1.02 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 103 105 2 1.94 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 100 102 2 2.00 | Ton miles per $1,000 compensation to l Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,638,337 1,699,325 60,988 3.72 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,641,556 2,775,229 133,673 5.06 — Decrease. PRODUCTIVE EFFICIENCY. XXI. LOUISIANA ANI) 1913–1914. A R KANSAS RAILWAY. Increase, 1914 Over 1913 ITEMS | 1913 1914 Number Per Cent Combined tractive power of all locomotives () ou'rds) . . . . 901,900 884,10] — 17,800 — 1.97 Number of locomotives in service. . . . . . . . . . . . . . . . . . . . . . . 33 32 *> 1 — 3.03 Average car capacity (tons): Box Cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.00 30.00 0 0 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40.00 40.00 G) Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 115,012, 193 108,205,012 — 6,807,181 — 5.92 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 319,673 291,030 — 28,643 — 8.96 | Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320,788 291,711 — 29,077 — 9.06 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . | 360 356 * 4 — 1.11 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 359 371 12 3.34 Tom miles per $1,000 compensation to Freight engineers.................................. 5,251.698 5,256,498 4,800 .09 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 9,041,839 9,102,802 60,963 .67 ... — Decrease. G) No coal cars owned in 1913. © PRODUCTIVE EFFICIENCY. 1913–1914. ' XXII. MINERAL RANGE RAILROAD. * INCREASED WORK AND PRODUCTIVE EFFICIENCY. Increase, 1914 over 1913 ITEMS 1913 1914 - Number Per Cent Combined tractive power of all locomotives (pounds).... 777,583 748,317 -— 29,266 — 3.76 Number of locomotives in service. . . . . . . . . . . . . . . . . . . . . . . 27 26 - 1 — 3.70 Average car capacity (tons): r Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.00 30.00 0 0 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.00 30.00 0 0 Ton miles. . . . . . . . . . . . . . . . . . . .......................... 63,779,246 31,934,997 —31,844,249 —49.93. Freight train miles......... . . . . . . . . . . . . . . . . . . . . . . . . . . . 194,043 98,697 – 95,346 —49.14 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222,153 111,876 – 110,277 —49.64 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 308 281 - 27 — 8.77 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 287 285 - 2 — .70 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i 2,252,172 2,588,345 336,173 14.93 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 3,634,559 4,178,879 544,320 14.98 – Decrease. PRODUCTIVE EFFICIENCY, 1913–1914, XXIII. MISSOURI, KANSAS AND TEXAS RAILWAY. Increase, 1914 over 1913 ITEMS 1913 | 1914 | Number Per Cent Combined tractive power of all locomotives (pounds).... 19,174,029 18,701,867 — 472,162 – 246 Number of locomotives in service. . . . . . . . . . . . . . . . . . . . . . . 682 l 656 -*. 26 - 3.81 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.12 29 21 .09 .31 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.25 39.05 .80 2.09 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,830,519,759 1,850,591,630 20,071,871 1.10 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.222,339 6,686,868 — 535,471 — 7.41 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,683,123 6,950,078 — 733,045 — 9.54 Ton miles per freight train mile........................ 243 268 25 10.29 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 238 266 28 11.76 Ton miles per $1,000 compensation to t Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.344,716 3,950,111 605,395 18.10 * Freight firemen... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,394,289 6,314,805 920,516 17.06 —n — Decrease. º INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY. 1913–1914. XXIV. MISSOURI AND NORTH ARIKANSAS RAILROAD. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Ce.jt Combined tractive power of all locomotives (pounds).... 634,960 TT6,310 141,350 22.26 Number of 10comotives in Service....................... 23 27 4 17.39 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.84 36.41 3.57 10.87 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40.00 40.00 0 0 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54,511,854 58,460,706 3,948,852 7.24 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320,748 313,492 - 7,256 — 2.26 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320,748 313,492 * 7,256 — 2.26 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 149 179 30 20.13 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 170 186 16 9.41 Ton miles per $1,000 compensation to - Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,441,631 2,595,831 154,200 6.32 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,306,854 4,527,626 220,772 5.13 — Decrease. (D Includes 125,001 passenger motor miles. PRODUCTIVE EFFICIENCY, 1913–1914. XXV. MISSOURI PACIFIC RAILWAY. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... 17,427,655 17,466,503 38,848 .22 Number of locomotives in service....................... 604 605 ſ .17 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.45 31.50 .05 .16 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.52 37.57 .05 .13 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,476,873,160 º 2,388,847,411 –88,025,749 — 3.55 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,499,949 6,899,299 — 600,650 — 8.01 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,709,328 7,139,117 — 570,211 — 7.40 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 317 329 12 3.19 Ton miles per freight locomotive mile................... 321 335 14 4.36 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,206,103 4,381,325 175,222 4.17 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,612,895 6,854,341 241,446 3.65 — Decrease. 14 INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY. XXVI. MORGAN’s LOUISIANA AND TEXAS RAILROAD AND STEAMSHIP COMPANY. 1913–1914. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... (D 1,278,372 (D 1,210,467 — 67,905 — 5.31 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . . . . 63 57 -- 6 — 9.52 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42.00 42.57 .57 1.36 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.09 49.41 29.41 147.05 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285,268,960 283,447,115 — 1,821,845 — .64 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 566,980 512,181 — 54,799 — 9.67 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 581,080 529,845 — 51,235 — 8.82 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 404 435 31 7.67 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 491 535 44 8.96 Ton miles per $1,000 compensation to * Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,927,918 5,045,518 1,117,600 28.45 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,471,472 8,460,603 1,989,131 30.74 — Decrease. GD Some oil burners used. PRODUCTIVE EFFICIENCY. XXVII. See Tractive Power basic table. 1913–1914. NEW ORLEANS, TEXAS AND MEXICO RAILROAD. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds) . . . . . (D 1,461,200 1,460,400 - 800 — .05 Number of locomotives in Service....................... 40 40 0 0 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40.00 40.00 0 0 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 (2) (2) Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117,653,155 123,060,771 5,407,616 4.60 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322,491 299,220 — 23,271 — 7.22 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331,298 304, 182 — 27,116 — 8.18 Ton miles per freight train mile........................ 337 338 f .30 Ton miſes per freight locomotive mile. . . . . . . . . . . . . . . . . . . 355 405 50 14.08 Ton miles per $1,000 compensation to - Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,571,429 3,393,844 822,415 31.98 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,551,573 7,674,510 1,122,937 17.14 – Decrease. (D Some oil used, but no oil burners reported. @ No coal cars owned. INCREASED WORK AND PRODUCTIVE EFFICIENCY. () Some oil burners used. See Tractive Power basic table. PRODUCTIVE EFFICIENCY. XXIX. PECOS AND NORTHERN 1913–1914. TEXAS RAILWAY. PRODUCTIVE EFFICIENCY. * 1913–1914. XXVIII. OREGON-WASHINGTON RAILROAD AND NAVIGATION COMPANY. Increase, 1914 over 1913 ITEMS 1913 1914 - —a Number Per Cent Combined tractive power of all locomotives (pounds).... (O10,228,003 || @10,372,447 144,444 1.41 Number of locomotives in service....................... 312 309 - 3 — .96 Average car capacity (tOns): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49.26 49.72 .46 .93 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50.00 50.00 0 0. Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,087,596,114 1,033,051,841 —54,544,273 — 5.02 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,119,652 1,981,907 — 137,745 – 6.50 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,542,204 2,330,372 — 211,832 — 8.33 Ton miles per freight train mile................... . . . . . . 448 447 - 1 — .22 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 428 443 15 3.50 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,295,170 5,597,983 302,813 5.72 Freight firemem. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,597,530 9,123,885 526,355 6.12 — Decrease. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds) . . . . G) () (D G) Number of locomotives in service....................... (D G) (D (D Average car capacity (tons): \ É. ....................................... 3 3 $ § Ton miles. . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 238,568,129 228,852,294 — 9,715,835 — 4.07 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 678,682 612,941 — 65,741 – 9.69 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 693,246 623,058 — 70,188 —10.12 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . - 327 344 17 5.20 Ton miles per freight locomotive mile................... 344 367 23 6.69 Ton miles per $1,000 compensation to Freight engineers.................................. A 388 0.25 5,292,239 904,214 20.61 Freight firemen.................. . . . . . . . . . . . . . . 's ſº º e 6,907,010 8,563,870 1,656,860 23.99 — Decrease. (i) No equipment owned. 16 INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY. 1913–1914. XXX. PIERRE, RAPID CITY AND NORTH-WESTERN RAILWAY. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... (1) 216,000 (D 216,000 0 0 Number of locomotives in service....................... 10 10 0 0 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) (2) (2) 3) Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) (2) (2) (2) Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,186,995 5,466,245 1,279,250 30.55 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53,988 30,881 — 23,107 —42.80 Freight locomotive miles............................... 56,829 32,438 |– 24,391 —42.92 TOn miles per freight train mile........................ 78 97 19 24.36 Ton miles per freight locomotive mile................... T4 169 95 128.38 Ton miles per $1,000 compensation to Freight engineers.................................. 1,414,525 2,068, 197 653,672 46.21 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,286,726 3,244,062 957,336 4.1.86 — Decrease. (1) Some oil burners used. (2) NO cars owned. See Tractive Power basic table. PRODUCTIVE EFFICIENCY, 1913–1914. XXXI. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. Increase, 1914 over 1913 ITEMS 1913 1914 | Number Per Cent Combined tractive power of all locomotives (pounds).... 15,136,120 17,208,390 2,072,270 13,69 Number of locomotives in service....................... 542 585 43 7.93 Average car capacity (tons): Box cars.......................................... 34.52 34.60 .08 .23 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42.30 42.34 .04 .09 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . .................... 3,191,530,916 3,116,024,051 –75,506,865 — 2.37 Freight train miles.................................... 6,696,614 6,207,690 – 488,924 — T.30 Freight locomotive miles............................... 6,897,317 6,412,563 – 484,754 — 7.03 Ton miles per freight train mile........................ 432 452 20 4.63 Ton miles per freight locomotive mile................... 463 486 23 4.97 Ton miles per $1,000 compensation to * ~. Freight engineers.................................. 5,667.032 6,150,043 483,011 8.52 Freight firemen................. * * * * * * * * * * * * * * * * * * * 8,867,302 9,678,085 810,283 9.14 — Decrease. INCREASED WORK AND PRODUCTIVE EFFICIENCY. 17 PRODUCTIVE EFFICIENCY. 1913–1914. XXXII. ST. LOUIS AND SAN FRANCISCO RAILROAD. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... } @28,125,920 (3)28,004,300 — 121,620 — 0.43 Number of locomotives in service..................... 1,004 - 975 - 29 — 2.89 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . .................. 33.35 34.09 | .74 2.22 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42.96 45.45 2.49 5.80 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,005,714,964 2,910,096,677 —95,618,287 — 3.18 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,013,871 9,192,284 – 821,587 — 8.20 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,387,655 9,627,506 — 760,149 — 7.32 Ton miles per freight train mile...................... 288 304 16 5.56 Ton miles per freight locomotive mile........... . . . . . . 289 302 13 4.50 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,709,829 3,797,074 87,245 2.35 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,037,706 6,175,376 137,670 2.28 — Decrease. (D Some oil burners used. (2) Some oil used, but no oil burners reported, See Tractive Power basic table. PRODUCTIVE EFFICIENCY. 1913–1914. XXXIII. ST. LOUIS, SAN FRANCISCO AND TEXAS RAILWAY. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds)... (D GD () G) Number of locomotives in service. . . . . . . . . . . . . . . . . . . . . . . (2) (2) (2) (2) Average car capagity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) @ (2) (2) Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) (2) (2) (2) Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81,814,535 87,804,505 5,989,970 7.32 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344,511 309,611 – 34,900 —10.13 Freight locomotive miles. . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * 351,872 313,474 — 38,378 —10.91 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 237 284 47 . 19.83 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 233 280 47 20.17 Ton miles per $1,000 compensation to Freight engineers.............. . . . . . . . . . . . . . . . e is a e w 4 (121.754 5,243,312 1,221,558 30.37 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,780 023 8,649,838 1,869,815 27.58 — ſhecrease. (1) Not renorted. (2) No equipment owned. 18 INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY. 1913–1914. XXXIV. ST. LOUIS SOUTHWESTERN RAILWAY. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent - Combined tractive power of all locomotives (pounds).... 4,034,704 (D 4,418,739 384,035 - 9.52 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . . . . 145 151 6 4.14 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.24 29.25 .01 .03 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.31 39.35 9.04 29.83 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 646,534,837 622,985,524 —23,549,313 — 3.64 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,549,629 1,469,217 | — 80,412 — 5.19 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,549,629 1,469,217 — 80,412 — 5.19 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 407 409 2 .49 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 417 424 T 1.68 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º 5,513,028 6,018,951 505,923 9.18 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,900,657 8,513,553 612,896 6.89 — Decrease. (1) Some wood and oil burners used. See Tractive Power basic table. PRODUCTIVE EFFICIENCY, XXXV. SAN ANTONIO AND ARANSAS PASS RAILWAY. 1913–1914. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... } @ 1,891,092 (2) 2,090,569 199,477 10.55 Number of locomotives in Service................. • e º e º a 79 94 15 18.99 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.86 29.90 .04 .13 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28.23 28.55 .32 1.13 - 1 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210,434,227 189,015,451 –21,418,776 —10.18 Freight train miles................ 9 * * * * * * * * * * * * * * * * * * * 1,093,521 960,611 — 132,910 —12.15 Freight locomotive miles............................... 1,122,142 976,802 || – 145,340 —12.95 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 185 196 11 595 Ton miles per freight locomotive mile................... 188 194 6 3.19 Ton miles per $1,000 compensation to Freight engineers............. . . . . . . . . . . . . . . . . . . . . . 2,506,661 2,620,847 114,186 4.56 Freiht firemen. . . . . . . . . . . . . . . . . . . . . . ............. e 4,193,671 4,323,713 130,042 3.10 — Decrease. (D Some oil burners used. (2) 0il used exclusively in 1914. ; Tractive Power basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY. 19 PRODUCTIVE EFFICIENCY. 1913–1914. XXXVI. TEXAS AND PACIFIC RAILWAY. Increase, 1914 over 1913 ITEMS 1913 1914 Kºmºmºmº Number Per Cent Combined tractive power of all locomotives (pounds).... (D 8,541,000 (D 8,415,292 — 125,708 — 1.47 Number of locomotives in service....................... 394 '392 - 2 — .51 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.61 33.64 .03 .09 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.99 32.02 .03 .09 Tom miles........ a s • e < * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 1,280,360,256 1,311,948,794 31,583,538 2.47 Freight train miles. . . . . . . . . . . . . . . ..................... 5,499,144 5,184,431 — 314,713 — 5.72 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,557,633 5,239,425 — 318,208 — 5.73 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 230 249 19 8.26 Ton miles per freight locomotive mile................... 230 250 20 8.70 Ton miles per $1,000 compensation to - Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,072,486 3,332,018 259,532 8.45 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,911,560 5,610,863 699,303 14.24 — Decrease. (1) Some oil burners used. See Tractive Power basic table. PRODUCTIVE EFFICIENCY. 1913–1914. XXXVII. WABASFI RAILROAD. Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... 19,756,281 19,380,803 – 375,478 — 1.90 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . . . . 716 701 - 15 — 2.09 Average car capacity (tons): - Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.14 33 28 .14 .42 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45.76 46.08 .32 .70 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,722,548,760 |3,321,617,622 –400,931,138 —10.77 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,291,140 8,312,271 — 978,869 —10.54 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,896,684 8,743,487 | – 1,153,197 —11.65 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 395 394 * 1 — .25 Ton miles per freight locomotive mile................... 376 380 4 1.06 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.970,251 5,244,786 274,535 5.52 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * 8,045,153 8,419,496 374,343 4.65 – Decrease. *. 20 INCREASED WORK AND PRODUCTIVE EFFICIENCY. PRODUCTIVE EFFICIENCY. XXXVIII. WEATHERFORD, MINERAL WELLS AND NORTHWESTERN RAILWAY. 1913–1914. - Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... GD 80,124 (D 80,124 0 0 Number of locomotives in service....................... 4 4 0 0 Average car capacity (tons): - Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.00 20.00 0 0 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.00 20.00 0 0 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . ..................... 2,748,091 2,954,018 205,927 7.49 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,764 14,526 - 1,238 — 7.85 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,732 14,526 —- 1,206 — T.67 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 96 109 13 13.54 Ton miles per freight locomotive mile................... 175 203 28 16.00 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,436,251 2,501,285 65,034 2.67 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,453,956 4,630,122 176,166 3.96 − Decrease. Q) Some oil burners used. See Tractive Power basic table. PRODUCTIVE EFFICIENCY. 1913–1914. XXXIX. WESTERN PACIFIC RAILWAY. º Increase, 1914 over 1913 ITEMS 1913 1914 Number Per Cent Combined tractive power of all locomotives (pounds).... (D 4,271,300 G) 4,271,300 0. 0 Number of locomotives in service....................... 115 115 - 0 0 Average car capacity (tons): - Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.00 20.00 || – 2.00 — 9.09 Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 30.00 30.00 0 0 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601,416,992 595,826,774 - | – 5,590,218 — .93 Freight train miles..........................…. 1,625,875 1,460,248 — 165,627 —10.19 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,812,318 1,617,087 — 195,231 —10.77 . Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 370 408 38 10.27 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 332 368 36 10.84 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,231,442 5,666,392 434,950 8.31 ; firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,024,029 8,789,950 765,921 9.55 — Decrease. GD Some oil burners used. See Tractive Power basic table. INCREASED WORK AND PRODUCTIVE EFFICIENCY. 21 PRODUCTIVE EFFICIENCY. 1913–1914. XL. TACOMA EASTERN RAILROAD. Increase, 1914 over 1913 ITEMS 1913 1914 Number | Per Cent Combined tractive power of all locomotives (pounds).... (D 303,630 G) 282,030 — 21,600 — 7.11 Number of locomotives in Service. . . . . . . . . . . . . . . . . . . . . . . 12 11 *- 1 — 8.33 Average car capacity (tons): Box cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.50 15.50 t) !) Coal cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.00 38.00 0 0 Ton miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,445,894 27,365,904 – 2,079,990 — 7.06 Freight train miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123,987 95,231 — 28,756 —23.19 Freight locomotive miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142,833 113,833 — 29,000 —20.30 Ton miles per freight train mile. . . . . . . . . . . . . . . . . . . . . . . . 237 287 50 21.10 Ton miles per freight locomotive mile. . . . . . . . . . . . . . . . . . . 206 240 34 16.50 Ton miles per $1,000 compensation to Freight engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,156,734 2,415,136 258,402 11.98 Freight firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,577,064 4,020,259 443,255 12.39 — Decrease. (i) Some oil burners used. See Tractive Power basic table. Increase in the Number of Empty and Loaded Cars in Freight Trains, 1909-1913 Prepared Under Supervision of W. J. LAUCK Exhibit Number Presented by Witness W. J. LAUCK ,” Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Increase in the Number of Empty..and Loaded Cars in Freight Trains, 1909-1913 Composition and Makeup by Superior Typesetting Co., Chicago, Ill. CONTENTS SECTION PAGE 1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3. Beaumont, Sour Lake and Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 4. Bellingham and Northern Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 5. Canadian Pacific Railway (Canadian Lines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 6. Chicago and Alton Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 7. Chicago, Burlington and Quincy. Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 8. Chicago and Eastern Illinois Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 9. Chicago Great Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 10. Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . : - - - - - - - - - - - - - - - - - - - - - - - - - 4 11. Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 12. Chicago, Rock Island and Gulf Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 13. Chicago, Rock Island and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 14. Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 15. Colorado and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 16. Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 17. Duluth, Missabe and Northern Railway....... . . . . . . . . . . . . . . . . . . . . . . . .............. 5 18. Duluth, South Shore and Atlantic Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 19. El Paso and Southwestern Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 20. Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 21. Fort Worth and Rio Grande Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 22. Galveston, Harrisburg and San Antonio Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 23. Grand Canyon Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 24. Great Northern Railway. . . . . . . … 7 25. Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 26. Gulf and Interstate Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S 27. Houston East and West Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 28. Houston and Shreveport Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 29. Houston and Texas Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 30. Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q 31. International and Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 32. Kansas City, Clinton and Springfield Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C 33. Kansas City Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O 34. Louisiana and Arkansas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 35. Mineral Range Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 36. Minneapolis, St. Paul and Sault Ste. Marie Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 37. Missouri, Kansas and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 38. Missouri and North Arkansas Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 39. Missouri, Oklahoma and Gulf Railway................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 40. Missouri Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 41. Morgan's Louisiana and Texas Railroad and Steamship Company. . . . . . . . . . . . . . . . . . 11 SECTION PAGE 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67. 68. 69. 70. 71. 72. New Orleans, Texas and Mexico Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Oregon–Washington Railroad and Navigation Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Oregon Trunk Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... • * * * * * * * * * * * * * * * * * * * * * * * * * * * * 13 Pecos and Northern Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Pierre, Rapid City and Northwestern Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Rio Grande and El Paso Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 St. Louis and San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 St. Louis, Brownsville and Mexico Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 St. Louis, San Francisco and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 St. Louis Southwestern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 St. Louis Southwestern Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 San Pedro, Los Angeles and Salt Lake Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Santa Fe, Prescott and Phoenix Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Spokane, Portland and Seattle Railway. . . . . . … 16 Southern Kansas Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Tacoma Eastern Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Texas and Gulf Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Texas Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Texas and New Orleans Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Texas and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Trinity and Brazos Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Union Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Weatherford, Mineral Wells and Northwestern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Wabash Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ._ • * * * * * * * * * * * * * * * * * * * * * * 19 Western Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Yazoo and Mississippi Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 i; 73. Wichita Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Increase in the Number of Empty and Loaded Cars in Freight Trains, 1909-1913. I. INTRODUCTION. The following series of tables set forth the increase in the number of empty and loaded cars in freight trains operated by Western railroads during the period 1909-1913. They are based on the annual reports of Western railroads to the Interstate Commerce Commission and are arranged alphabetically according to railroads: 2 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARS. II. ATCHISON, TOPEKA AND SANTA FE RAILWAY. Increase, 1913 over 1909 1909 1913 g Number Per Cent Total freight cars per train............................ (D 28 68 (D 31.77 309 10.77 Loaded freight cars per train.......................... (D 20.51 G) 22.53 2 02 9.85 | Q) Includes mileage of cars loaded with company material hauled in revenue trains. III. BEAUMONT, SOUR LAKE AND WESTERN RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 28.00 32.82 4 82 17.21 Loaded freight cars per train.... . . . . . . . . . . . . . . . . . . . . . . 14.51 17.79 3.18 21.77 IV. BELLINGHAM AND NORTHERN RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.16 15.70 6.54 71.40 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 5.43 8.61 3.18 58.56 v. CANADIAN PACIFIC RAILWAY (CANADIAN LINEs). Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . 23.71 26.36 2.65 11.18 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 17.50 19.71 2.21 1263 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARs. VI. CHICAGO AND ALTON RAILROAD. Increase, 1913 over 1909 1009 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.53 33.32 0.79 2.43 Loaded freight cars per train.......................... 19.87 21.63 1.76 8.86 VII. CHICAGO, BURLINGTON AND QUINCY RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.09 36.96 3.87 11.70 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 22.69 25.34 º 2.65 11.68 VIII. CHICAGO AND EASTERN ILLINOIS RAILROAD, Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.30 33.84 1.54 4.77 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 19.32 22.15 2.83 14.65 IX. CHICAGO GREAT WESTERN RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train... . . . . . . . . . . . . . . . . . . . . . . . . . 26.13 34.14 8.01 30.65 Loaded freight cars per train.... . . . . . . . . . . . . . . . . . . . . . . 18.58 24.80 6.22 33.48 4. INCREASE IN THE NUMBER OF EMPTY AND LOADED CARS. Loaded freight cars per train.......................... X. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 27.04 29.49 2.45 9.06 Loaded freight cars per train.......................... 18.69 21.15 2.46 13.16 XI. CHICAGO AND NORTH WESTERN RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 25.97 28.36 2.39 9.20 Loaded freight cars per train'........................ 17.82 18.93 1.11 6.23 XII. CHICAGO, ROCK ISLAND AND GULF RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.62 27.91 4.29 18.16 15.31 18.34 3.03 19.79 XIII. CHICAGO, ROCK ISLAND AND PACIFIC RAILWAY. Increase, 1913 over 1909 1909 1913 - Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.41 26.76 1.35 5.31 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 17.61 18.82 1.21 6.87 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARs. XIV. CHICAGO, S.T. PAUL, MIN NEAPOLIS AND OMAHA RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 21.54 21.20 — 0.34 — 1.58 Loaded freight cars per train.......................... 15.66 14.53 — 1.13 — 7.22 — Denotes decrease. XV. COLORADO AND SOUTHERN RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.15 23.56 1,41 6.37 Loaded freight cars per train.......................... 13.81 14.61 0.80 5.79 XVI. DENVER AND RIO GRANDE RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.26 22.60 3.34 17.34 Loaded freight cars per train... . . . . . . . . . . . . . . . . • . . . . . . 12.42 15.00 2.58 20.77 xvi.I. DULUTH, MISSABE AND NORTHERN RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train... . . . . . . . . . . . . . . . . . . . . . . . . . 40.17 45.46 5.29 13.17 Loaded freight cars per train.......................... 20 65 2386 3.21 15.54 6 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARS. XVIII. DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 16.16 17.92 1.76 10.89 Loaded freight cars per train.......................... 9.77 11.63 1.86 19.04 XIX. EL PASO AND SOUTHWESTERN COMPANY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 24.95 26.73 1.78 7.13 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 14.29 15,76 1.47 10.29 XX. FORT WORTH AND DENVER CITY RAILWAY. Increase, 1913 over 1909 1909 1913 - Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.78 25.31 2.53 11.11 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 16.64 17.84 1.20 7.21 XXI. FORT WORTH AND RIO GRANDE RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.72 14.58 1,86 14.62 Loaded freight cars per train.......................... 7.89 8.45 0.56 7.10 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARs. XXII. GALVESTON, HARRISBURG AND SAN ANTONIO RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train...... * * * tº e s is tº tº * * * * * g g g g g g g g 30.45 27.73 — 2.72 — 8.93 Loaded freight cars per train.......................... 21.66 19.17 — 1.89 — 8.73 — Denotes decrease. XXIII. GRAND CANYON RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.04 11.97 7.93 196.29 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 2.10 7.65 5.55 264.29 XXIV. GREAT NORTHERN RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.05 40.19 5.14 14.66 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 25.41 27.57 2.16 8.50 xxv. GULF, CoLoRADo AND SANTA FE. RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . (D 27.70 29.89 2.19 7.91 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . G) 18.91 20 S5 1.74 9.20 G) Includes mileage of cars loaded with company material hauled in revenue trains. 8 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARS. XXVI. GULF AND INTERSTATE RAILWAY COMPANY OF TEXAS. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............. . . . . . . . . . . . . . . . 13.90 33.46 19.56 140.72 Loaded freight cars per train.......................... 6.17 15.21 9.04 146.52 XXVII. HOUSTON EAST AND WEST TEXAS RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.75 15.70 0.95 6.44 Loaded freight cars per train.......................... 8.90 10.35 1.45 16.29 XXVIII, HOU STON AND SHIREVEPORT RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 9.82 14 23 4.41 44.91 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 6.80 10.28 3 48 51.18 f XXIX. HOU STON AND TEXAS CENTRAL RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 22 25 20.75 — 1.51 — 6.78 Loaded freight cars per train.......................... 15 28 14 90 — 0 38 — 2.49 — Denotes decrease. INCREASE IN THE NUMBER OF EMPTY AND LOADED CARS. XXX. ILLINOIS CDNTRAL RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 28.68 30.74 2.06 7.18 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 19.25 21.13 1.88 9.77 XXXI. INTERNATIONAL AND GREAT NORTHERN RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Tottl freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.60 239T 1.37 6.06 L0%ded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 14.53 14.93 0.40 2.75 XXXII. KANSAS CITY, CLINTON AND SPRINGFIELD RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 15 11.13 — 202 — 15.36 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 8.49 7.88 — 0.61 — 7.18 — Denotes decrease. XXXIII. RAIN SAS CITY SOUTHERN RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.81 34.53 8.72 33.79 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 17.37 24 88 7 51 43.24 10 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARS. XXXIV. LOUISIANA AND ARKANSAS RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train... . . . . . . . . . . . . . . . . . . . . . . . . . 28 06 30.30 2.24 7.98 Loaded freight cars per train........... . . . . . . . . . . . . . . . 16.78 18.12 1.34 T.99 XXXV. MINERAL RANGE RAILROAD. Increase, 1913 over 1909 .1909 1913 Number Per Cent Total freight cars per train............................ 12.65 17.72 5,07 40.08 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 6.59 9.66 3.07 46.59 XXXVI. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 00 30.35 1.35 4 66 Loaded freight cars per train.......................... 21.87 22.78 0.91 4 16 XXXVII. MISSOURI, KANSAS AND TEXAS RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.32 25.82 1.50 6.17 Loaded freight cars per train... . . . . . . . . . . . . . . . . . . . . tº º º 15 57 16 64 1 07 6 87 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARs. 11 XXXVIII. MISSOURI AND NORTH ARKANSAS RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 8.47 14.13 5.66 66.82 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 5,29 9.13 3.84 72.59 XXXIX. MISSOURI, OKLAHOMA AND GTJLF RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.49 21.55 12.06 127.08 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 5.00 14.23 9.23 184.60 XL, MISSOURI PACIFIC RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 61 25.26 3.65 16 89 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 14 39 17.85 3.46 24 04 XLI. MORGAN’s LOUISIANA AND TEXAS RAILROAD AND STEAMsHIP CoMPANY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.66 28.70 — 1.96 — 6 39 Loaded freight cars per train.......................... 22 75 20.78 — 1.97 — 8.66 — Denotes decrease. 12 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARS. XLII. NEW ORLEANS, TEXAS AND MEXICO RAILWAY. Increase, 1913 over 1909 1909 1913 Number Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . (D 27.61 (D Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . () 17.92 GD Per Cent (I) Information not available. XLIII. NORTHERN PACIFIC RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.12 38.00 6.88 22.11 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 23.88 27.43 3.55 14.87 XLIV. OREGON-WASHINGTON RAILROAD AND NAVIGATION COMPANY. Increase, 1913 over 1909 1909 1913 Number Per Cent º Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . (D 27 28 GO (D Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . (D 20.59 (D (D (D Organized in 1910, XLV. OREGON SHORT LINE RAILROAD. * Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 31 31.96 0.65 2.08 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 22.03 22.96 0.93 4.22 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARS. 13 XLVI. OREGON TRUNK RAILWAY. Increase, 1913 over 1909 1909 1913 | Number Per Cent Total freight cars per train............................ (D 11.38 GD | () Loaded freight cars per train.......................... (D 7.18 (D (1) (D 0rganized in 1909. XLVII. PECOS AND NORTHERN TEXAS RAILWAY. Increase, 1913 over 1909" 1909 1913 ! Number Per Cent Total freight cars per train..... . . . . . . . . . . . . . . . . . . . . . . . G) 23.42 (D 30.60 7.18 30.66 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . G) 16.11 (D 23.45 T.34 45.56 Q) Includes mileage of cars loaded with company material hauled in revenue trains. XLVIII. PIERRE, RAPID CITY AND NORTHWESTERN RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . (D 14 94 (D (D Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . () 9.59 (D () (i) Information not available. XLIX, RIO GRANDE AND EL PASO RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . () 42.27 (D G) Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . (D 26.28 () () (D Prior to January 1, 1911, operated by the Atchison, Topeka and Santa Fe Railway under lease. 14 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARS. L. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 28.10 31.80 3.70 13.17 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 20.01 23.64 3.63 } 18.14 LI. ST. LOUIS AND SAN FRANCISCO RAILROAD. Q Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 19.76 24.44 4.68 23 68 Loaded freight cars per train.......................... 13.36 16.75 3.39 25.37 ſº LII. ST. LOUIS, BROWNSVILLE AND MEXICO RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 23.61 27.26 3.65 15 46 Loaded freight cars per train.......................... 13.28 15.93 2.65 19.95 LIII. ST. LOUIS, SAN FRANCISCO AND TEXAS RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 14.99 (D (D (D Loaded freight cars per train.......................... 8.80 (D (D () (D Information not available. INCREASE IN THE NUMBER OF EMPTY AND LOADED CARs. 15 LIV. ST. LOUIS SOUTHWESTERN RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.76 33.22 2.46 8.00 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 22,11 25.12 3.01 13.61 LV. ST. LOUIS SOUTHWESTERN RAILWAY COMPANY OF TEXAS. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.69 20.43 2.74 15.49 Loaded freight cars per train.......................... 11.41 13.04 1.63 14.29 LVI. SAN ANTONIO AND ARANSAS PASS RAILWAY. Increase, 1913 over 1909 1909 1913 A Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.48 21.34 2.86 15.48 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 11.55 13.90 2.35 20.35 LVII. SAN PEDRO, LOS ANGELES AND SALT LAKE RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train................. . . . . . . . . . . . 25.71 27.10 1.39 5.41 Loaded freight cars per train.......................... 16.13 18.66 2.53 15.69 16 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARs. LVIII. SANTA FE, PRESCOTT AND PHOENIX RAILWAY. - Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 15.10 (D () () Loaded freight cars per train.......................... 9.32 (D Q) (D G) Merged in 1912 with the California, Arizona and Santa Fe. LIx. SPOKANE, PORTLAND AND SEATTLE RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 30.83 42.05 11.22 36.39 Loaded freight cars per train.......................... 21.16 36.68 15.52 73.35 LX. SOUTHERN RANSAS RAILWAY COMPANY OF TEXAS. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ G) 26.33 G) 46.03 19.70 74.82 Loaded freight cars per train.......................... (D 17.70 (D 36.24 18.54 104.75 GO Includes mileage of cars loaded with company material hauled in revenue trains. LxI. souTHERN PACIFIC COMPANY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train.... . . . . . . . . . . . . . . . . . . . . . . . . 35 84 35 26 — 0.58 — 1.62 Loaded freight cars per train... . . . . . . . . . . . . . . . . . . . . . . . 25.29 24.25 — 1.04 — 4.11 — Denotes decrease! INCREASE IN THE NUMBER OF EMPTY AND LOADED CARS. LXII. TACOMA EASTERN RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 9.32 20.67 11.35 121.78 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 5.19 11.36 6.17 118.88 LXIII. TEXAS AND GULF RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.20 10.38 — 3.82 —26.90 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 8 33 8.11 — 0.22 — 2.64 — Denotes decrease. LXIV. TEXAs CENTRAL RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent, Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.73 (D GD (D Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 11.42 G) (D (D (D Operations for 1913 included in report of the Missouri, Kansas and Texas Railway. LXV. TEXAS AND NEW ORLEANS RAILROAD. Increase, 1913 over 1909 s 1909 1913 Number Per Cent Total freight cars per train... . . . . . . . . . . . . . . . . . . . . . . . . . 30.72 28.96 — 1.76 — 5.73 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 19.10 17.98 — i.12 — 5.86 — Denotes decrease, 18 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARS. LXVI. TEXAS AND PACIFIC RAILWAY. 1909 Increase, 1913 over 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.49 22.12 — 1.37 — 5.83 Loaded freight cars per train......................... º 14.90 14.66 — 0.24 — 1.61 — Denotes decrease. LXVII. TRINITY AND BRAZOS VALLEY RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 26.10 31.99 5.89 22.57 Loaded freight cars per train.......................... 17.70 21.72 4.02 22.71 LXVIII. UNION PACIFIC RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent, Total freight cars per train............................ 37.08 35.68 — 1.40 — 3.78 Loaded freight cars per train............ .............. 27.05 26.26 — 0.79 — 2.92 — Denotes decrease. LXIX. WEATHERFORD, MINERAL WELLS AND NORTHWESTERN RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent, Total freight cars per train............................ 8.47 8.75 0.28 3.31 Loaded freight cars per train......................... º 4.56 6.55 1.99 43.64 INCREASE IN THE NUMBER OF EMPTY AND LOADED CARS. 19. LXX, WABA:SH RAILROAD. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train........... * * * * * * * * * * * * * * * * * 31.03 29.61 — 1.42 — 4.58 Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . 20.10 21.00 0.90 4.48 — Denotes decrease. LXXI. WESTERN PACIFIC RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . . . (D 30.48 (1) () Loaded freight cars per train. . . . . . . . . . . . . . . . . . . . . . . . . . (D 20.87 (D G) (D Road under construction in 1909. LXXII. YAZOO AND MISSISSIPPI WALLEY RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent, Total freight cars per train............................ 23.59 23.88 0.29 1.23 Loaded freight cars per train.......................... 17.02 18.17 1.15 6.76 LXXIII. WICHITA VALLEY RAILWAY. Increase, 1913 over 1909 1909 1913 Number Per Cent Total freight cars per train............................ 13.27 13.25 — 0.02 — 0.15 Loaded freight cars per train.......................... 8 81 8,94 0.13 1,48 — Denotes decrease. Revenue Gains by Representative Western Railroads Available to Compensate LOCO- motive Engineers and Firemen for Increased Work and Pro- ductive Efficiency, I9CO-IQI3. Computed on a Revenue Train Mile Basis. Prepared Under Supervision of W. J. LAUCK Exhibit Number 26 Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Composition and Makeup by Superior Typesetting Co.. Chicago, Ill. cºlos CONTENTS Section I. II. III. IV. V. VI. VII. VIII. IX. X. XI. XII. XIII. XIV. XV, XVI. XVII. WVIII. XIX. XX. XXI. XXII. Page Totals for Thirty-seven Representative Western Railroads. . . . . . . . . . . . . . . . . . . . 1 Totals for Eighteen Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . 2 Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Atchison, Topeka & Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Chicago, Burlington & Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Union Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Canadian Pacific Railway (Canadian Lines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Colorado & Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Denver & Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Ft. Worth & Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Kansas City Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Minneapolis, St. Paul & Sault Ste. Marie Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 St. Louis & San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 St. Louis Southwestern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 San Antonio & Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Southern Kansas Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Minnesota & International Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Trinity & Brazos Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 San Pedro, Los Angeles & Salt Lake Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Revenue Gains by Representative Western Railroads Available to Compensate Locomotive Engineers and Firemen for Increase in Work and Productive Efficiency, 1900–1913 (Computed on a Revenue Train Mile Basis.) I. TOTALS FOR THIRTY-SEVEN REPRESENTATIVE WESTERN RAILROADS. The following table shows for thirty-seven representative Western railroads the net amount available to compensate labor in 1913 as compared with 1900, after allowance for a fair return on the increased property investment during the same period. It will be noted that after all deductions had been made from gross corporate income, there was a net amount available in 1913 as compared with 1900 of 23.2 cents. The increased capital during the period 1900–1913 was 59.7 cents. An allowance for a return of 4 per cent per annum upon this addi- tional outlay would be 2.4 cents. Deducting this from the net amount available, there would be 20.8 cents remaining to compensate locomotive engineers and firemen for increased pro- ductive efficiency. The cost of engineers and firemen employed by these companies was 13.32 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.67 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 34 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.01 20 per cent increase.......................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.68 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.35 It is, therefore, evident that revenues have been produced by these railroads which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The thirty-seven railroads and detailed figures are as follows: * Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines). Chicago, Burlington and Quincy Railroad. Chicago and Eastern Illinois Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. - - Colorado and Southern Railway. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. Houston and Texas Central Railroad. Illinois Central Railroad. 2 REVENUE GAINs. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Northern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. San Antonio and Aransas Pass Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and Pacific Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Wisconsin and Michigan Railway. STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PEIR REVENUE TRAIN-MILE. - *— Year Ending June 30 - F--— Increase ITEM 1913 over 190() 1913 1900 0perating revenues...... . . . . . . . . . . . . . . . … $ 2.581 $ 1.744 $ 0.837 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.728 1.062 .665 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .853 .682 .171 Taxes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,090 .050 .040 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .763 .632 .131 0ther income........... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .266 .095 .171 Gross corporate income... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.029 1 .727 .302 Deductions except interest on funded debt and appropriations for re- Serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178 .108 .070 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * e s tº s is © & e º e a .851 .619 .232 Expenditures for property (road and equipment) during the years June 30, 1899 to June 30, 1913....................................... 11.204 10.607 .597 Allowance for a fair return to capital for additional investments, 4 º per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .024 Balance remaining to compensate increased labor efficiency and to appro- priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .208 Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $11,204 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,607 $ 0.597 II. TOTALS FOR EIGHTEEN REPRESENTATIVE WESTERN RAILROADS. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property investment REVENUE GAINS. 3 during the same period. It will be noted that after all deductions had been made from gross corporate income, there was a net amount available in 1913, as compared with 1900, of 17.9 cents. The increased capital during the period 1900–1913 was $1.297. An allow- ance for a return of 4 per cent per annum upon this additional outlay would be 5.2 cents. Deducting this from the net amount available, there would be 12.7 cents remaining to com- pensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by these companies was 13.32 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase............................................................... 0.67 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.34 15 per cent increase.............................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.01 20 per cent increase............................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.68 25 per cent increase......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.35 It is, therefore, evident that revenues have been produced by these eighteen repre- sentative Western railroads which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The eighteen railroads and detailed figures are as follows: Canadian Pacific Railway (Canadian Lines). Chicago, Burlington and Quincy Railroad. Chicago and Eastern Illinois Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Denver and Rio Grande Railroad. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Gulf, Colorado and Santa Fe Railway. Illinois Central Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. St. Louis, Iron Mountain and Southern Railway. Southern Pacific Company, Texas and Pacific Railway. Wabash Railroad. Wabash, Chester and Western Railroad. 4 REVENUE GAINs. STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. Year Ending June 30 ITEM Increase 1913. Over 1900 1913 1900 Operating revenues..................... . . . . . . . . . . . e tº e º 'º º e º 'º e º ºs e º 'º e º a º $ 2.462 $ 1.623 $ 0.839 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.T09 1.028 .681 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .753 .595 .158 Taxes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e .072 .043 .029 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .681 .552 .129 Other income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .190 .061 . 129 Gross Corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .871 ,613 .258 Deductions except interest on funded debt and appropriations for re- Serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .204 .125 .079 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .667 .488 .179 Expenditures for property (road and equipment) during the years June 30, 1899 to June 30, 1913. .................... . . . . . . . . . . . . . . . . . . 9.053 7.756 1.297 Allowance for a fair return to capital for additional investments, 4 per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • e º e e s - e º e º e ºs e º e º a • * * * : * * * * * * * * * * : * * * * * * * * * * .052 Balance remaining to compensate increased labor efficiency and to appro- priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127 Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . ‘. . . . . . . . . . . . . . . . . . . $9,053 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.756 $1,297 III. TOTALS FOR TEN REPRESENTATIVE W FSTERN RAILROADS. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property investment during the same period. It will be noted that after all deductions had been made from gross corporate income, there was a net amount available in 1913, as com- pared with 1900, of 35.1 cents. The increased capital during the period 1900–1913 was $1.824. An allowance for a return of 4 per cent per annum upon this additional outlay would be 7.3 cents. Deducting this from the net amount available, there would be 27.8 cents remaining to compensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by these companies was 13.37 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.67 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.34 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.68 25 per cent increase................ . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 3.35 It is, therefore, evident that revenues have been produced by these ten representative Western railroads which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The ten railroads and detailed figures are as follows: REVENUE GAINS. Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION T0 ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. $ 1,824 Year Ending June 30 ITEM - Increase 1913 over 1900 1913 1900 Qperating revenues......... … $ 2.696 $ 1.834 $ 0.852 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.750 1.084 .666 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .946 .750 .196 Taxes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 .054 .051 - Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .841 .696 .145 Other income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395 .123 .272 Gross corporate income......... '• • - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1.236 .819 -417 Deductions except interest on funded debt and appropriations for re- Serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .219 .153 .066 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.017 .666 .351 Expenditures for property (road and equipment) during the years June 30, 1899 to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.478 9.654 1.824 Allowance for a fair return to capital for additional investments, 4 per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,073 Balance remaining to compensate increased labor efficiency and to appro- priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .278 Property investment, June 30, 1913. .............................. . . . . . . . . . . . . . . . . $11.478 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . tº tº e º 'º e o 'º tº º e . . . . . . . 9.654 6 REVENUE GAINs. IV. ATCHISON, TOPEKA AND SANTA FE RAILWAY. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income, there was a net amount available in 1913, as compared with 1900, of 0.1 cent. Capital decreased during the period 1900–1913 $5,041. On the basis of a 4 per cent allowance for a return to capital, this decrease represents a saving of 20.2 cents. Adding this to the net amount available, there would be 20.3 cents to compensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by this company was 12.36 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase. . . . . . . . . . . . . .................................................. 0 62 10 per cent increase............................................................... 1.24 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.86 20 per cent increase............................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 48 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.10 It is, therefore, evident that revenues have been produced by the Atchison, Topeka and Santa Fe Railway which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. . Year Ending June 30 ITEM - - - - | Increase 1913 over 1900 1913 1900 | Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . e < * * * * * * * * * * * * * * * * * * * * * $ 2.711 $ 1.777 $ 0.934 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.764 1.028 .736 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .947 .749 .198. Taxes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , 112 .070 .042 Net. . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • & .835 .679 .156 Other income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206 .305 (D .093 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.041 .984 .057 Deductions except interest on funded debt and appropriations for re- Serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .056 | . . . . . . . . . . .056 Net amount available for distribution to capital because of additional | t investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .985 .984 .001 Expenditures for property (road and equipment) during the years June i 30, 1899 to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.477 22,518 (D 5.04? | Allowance for a fair return to capital for additional investments, 4 | per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G) .202 Balance remaining to compensate increased labor efficiency and to appro- priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203 Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $17,477 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.518 $ 5,041 Q) Represents a reverse item. REVENUE GAINS. 7 V. CHICAGO, BURLINGTON AND QUINCY RAILROAD. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income, there was a net amount available in 1913 as compared with 1900, of 21.5 cents. The increased capital during the period 1900–1913 was $2.587. An allowance for a return of 4 per cent per annum upon this additional outlay would be 10.3 cents. Deducting this from the net amount available, there would be 11.2 cents remaining to compensate locomotive engineers and firemen for increased productive effi- ciency. The cost of engineers and firemen employed by this company was 11.72 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: W (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.59 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.18 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.TT 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.36 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.95 It is, therefore, evident that revenues have been produced by the Chicago, Burlington and Quincy Railroad which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. Year Ending June 30 Increase ITEM 1913 over 1900 1913 1900 Operating revenues. . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * $ 2.673 S 1.517 $ 1.156 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.792 ,950 .842 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .881 .567 .314 | Taxes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..100 .057 .043 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * .781 .510 .271 Other income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .055 .098 () .043 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .836 .508 .228 Deductions except interest on funded debt and appropriations for re- Serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,033 .020 ,013 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve | | for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - .803 .588 | .215 Expenditures for property (road and equipment) during the years June : 30, 1899 to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.634 9,047 2.587 Allowance for a fair return to capital for additional investments, 4 - per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - .103 Balance remaining to compensate increased labor efficiency and to appro- - priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - .i.12 Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $11.634 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.0.47 $ 2.587 (D Represents a reverse item. 8 REVENUE GAINs. VI. NORTHERN PACIFIC RAILWAY, The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income, there was a deficit in 1913, as compared with 1900, of 4.6 cents. Capital decreased during the period 1900-1913 $11,027, however. On the basis of a 4 per cent allowance for a return to capital, this decrease represents a saving of 44.1 cents. Deducting the deficit from this saving, there would be 39.5 cents remaining to compensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by this company was 15.64 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: & (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº dº & g g tº . . . . . . . . . . . . . . . . . . . . . . 0.78 10 per cent increase............................................................... 1.56 15 per cent increase...................................................... . . . . . . . . . 2.34 20 per cent increase............................................................... 3 12 25 per cent increase................................................... . . . . . . . . . . . . 3.90 It is, therefore, evident that revenues have been produced by the Northern Pacific Railway which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO AD1)1– TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. Year Ending June 30 f - Increase ITEM 1913 over 1900 1913 1900 - ----- - - - ----- i Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . s 3.239 $ 2860 $ 0.379 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2010 1 370 ,640 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.229 1.490 (D .261 ; ! Taxes. . . . . . . . . . . . . . . . . . . . . 4 & 6 º' & & J & 6 s a dº a e º e º f it d & 4 & e & W & & e º f is ºf 4 f * * * * * * .114 .081 .093 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * - 1.055 1.409 | (D .354 0ther income. . . . . . . . . . . . . . . . . . . . sº a s a s a e ºr a e & 4 & 5 & 6 e º f * * * * * * * * * . . . . . . . . . .385 .065 .320 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i 1.440 1.474 || @ .034 Deductions except interest on funded debt and appropriations for te— serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * ,023 .011 .012 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . : 1.4?7 | - 1.463 (D .046 Expenditures for property (road and equipment) during the years June . 30, 1899 to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 18.720 29.747 GD 11.027 Allowance for a fair return to capital for additional investments, 4. - - per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * GO .441 - ; - Balance remaining to compensate increased labor efficiency and to appro-l priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - tº g g º m ºf a * * * , 4 4 & 2 & 4 & f e a ,395 Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $18.720 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * 29,747 $11,027 Q) Represents a reverse item. Reven UE GAINs. - Q VII. OREGON SHORT LINE RAILROAD. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income, there was a net amount available in 1913, as compared with 1900, of $1.20. Capital decreased during the period 1900–1913 $3.302. On the basis of a 4 per cent allowance for return to capital, this decrease represents a saving of 13.2 cents. Adding this to the net amount available, there would be $1.332 to compensate locomotive engineers and firemen for increased productive efficiency. The cost of engi- neers and firemen employed by this company was 14.12 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.71 10 per cent increase. . . . . . . . . . . . . . . . . . . . • - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1.42 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.84 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.55 It is, therefore, evident that revenues have been produced by the Oregon Short Line Railroad which are sufficient, after deducting all legitimate capital charges, to compen- sate locomotive engineers and firemen for their increased work and efficiency. The de- tailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. Year Ending June 30 Increase ITEM * 1913 over 1900 1913 1900 Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 3.327 $ 2.254 $ 1.073 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.753 1 005 .753 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.569 1.249 ,320 Taxes. . . . . . . . . . . “. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213 .074 .139 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.356 1.175 .18i Other income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.839 .074 1.765 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.195 • 1.249 1.946 Deductions except interest on funded debt and appropriations for re- serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..T46 * * * * * * * * * * - .746 | | Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.449 1.249 1.200 Expenditures for property (road and equipment) during the years June 30, 1899 to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.221 17.523 (D 3.302 Allowance for a fair return to capital for additional investments, 4 t per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . # * * * * * * * * * (D .132 k ſ Balance remaining to compensate increased labor efficiency and to appro- . priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 1.332 | Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $14,221 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.523 $ 3.302 GD Represents a reverse item. 10 REVENUE GAINs. VIII. SOUTHERN PACIFIC COMPANY. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income there was a net amount available in 1913, as com- pared with 1900, of 93.3 cents. The increased capital during the period 1900-1913 was $1.173. An allowance for a return of 4 per cent per annum upon this additional outlay would be 4.7 cents. Deducting this from the net amount available, there would be 88.6 cents remaining to compensate locomotive engineers and firemen for increased pro- ductive efficiency. The cost of engineers and firemen employed by this company was 13.32 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase.................................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.67 10 per cent increase........................................................... .... 1.34 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.01 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.68. 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.35 It is, therefore, evident that revenues have been produced by the Southern Pacific Company which are sufficient, after deducting all legitimate capital charges to com- pensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADIVI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY. AND TO RESERVE, PEIt REVENUE TRAIN-MILE. Year Ending June 30 ITEM | - Increase T | | 1913 over 1990 1913 1900 A. | | | Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 3.328 $ 2.357 $ 0.97f Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 2.015 1.437 .578 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.313 .920 ,393 i i Taxes. . . . . . . º º ºf ºf ſº e º f * * tº e g g g g g g g º ºr e g º ºr a s ºr s • * * * g g s s ºf ºf 4 ºf a s ºf 4 ºf * * * * * * * * * * | .006 .001 i .005 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.307 .919 .388 0ther income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - .986 .084 .902 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.293 1.003 1.290 Deductions except interest on funded debt and appropriations for re- Serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 1,300 .943 ,357 | | Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .993 .060 .933 | ! Expenditures for property (road and equipment) during the years June | 30, 1899 to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * t 1.173 . . . . . . . . . . 1.173 Allowance for a fair return to capital for additional investments, 4 per cent. . . . . ºf w w w w w & s & & sº w w & * * * * * * * * * * * * w w w & 4 a w w w w w w w e º 'º w w w w w w & 2 & • . . . . . . . . * * * * * * * * * * * | ,047 ſ | Balance remaining to compensate increased labor efficiency and to appro- | priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ! . . . . . . . . . . ºf s ºf a e º 4 s a s - | .886 | Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $1,173 Property investment, June 30. 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVENUE GAINs. 11 IX. UNION PACIFIC RAILROAD. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property in- vestment during the same period. It will be noted that after all deductions had been made from gross corporate income there was a net amount available in 1913, as com- pared with 1900, of $1.340. Capital decreased during the period 1900–1913 $4.127. On the basis of a 4 per cent allowance for a return to capital, this decrease represents a saving of 16.5 cents. Adding this to the net amount available, there would be $1.505 to compensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by this company was 11.59 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . ............................... . . . . . . . . . . . . . 0 58 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . ........................ . . . . . . . . . . . . . . . 1.16 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . ......................... . . . . . . . . . . . . . . 1.74 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.32 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.90 It is, therefore, evident that revenues have been produced by the Union Pacific Railroad which are sufficient, after deducting all legitimate capital charges, to com- pensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. Year Ending June 30 ITEM - Increase 1913 over 1900 | 1913 1900 | | 3perating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 2.901 $ 2.014 || $ 0.887 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.623 1.096 .527 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.278 .918 -360 Taxes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - .112 .068 -044 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i 1.166 ,850 .316 Other income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . '• - - - - - - - - - - - - - - - - - t 1.334 - .201 1.133 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l 2,500 1.051 1.449 Deductions except interest on funded debt and appropriations for º serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | .109 . . . . . . . . . "... • .109 Net amount available for distribution to capital because of additional | investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.391 1.051 T.340 Expenditures for propertv (road and equipment) during the years June - 30, 1899 to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i 15.415 19.542 | (D 4.127 Allowance for a fair return to capital for additional investments, . 4| per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - - - - - - - - - - - - - - - - - - - O ,165 Balance remaining to compensate increased labor efficiency and to appro- . priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | * * * * * * * * * * * * * * * * * * * * * l 1.505 Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $15,415 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . '• • - - - - - - - - - - - - - - - - - - - - - - - 19,542 $ 4.127 () Represents a reverse item, 12 REVENUE GAINs. X. CANADIAN PACIFIC RAILWAY (CANADIAN LINES). The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property in- vestment during the same period. It will be noted that after all deductions had been made from gross corporate income there was a net amount available in 1913, as com- pared with 1900, of 38.2 cents. Capital decreased during the period 1900–1913 $2.188. On the basis of a 4 per cent allowance for a return to capital, this decrease represents a saving of 8.8 cents. Adding this to the net amount available, there would be 47 cents to compensate locomotive engineers and firemen for increased productive effi- ciency. The cost of engineers and firemen employed by this company was 13.46 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as ſollows: (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . ...................................... 0.67 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . .................................... 1.34 15 per cent increase............ ,” - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - . . . . 201 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ......................... 2.68 • 25 per cent increase..................................... . . . . . . . . . . . . . . . . . . . . . . . . . . 3.35 It is, therefore, evident that revenues have been produced by the Canadian Pacific Railway (Canadian Lines) which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY. AND TO RESERVE, PER REVENUE TRAIN-MILE. Year Ending June 30 ITEM - | Increase | ; 1913 over 1900 1913 - 1900 : Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | $ 2 977 $ 1.588 $ 1.379 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 2.021 .941 1.080 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .956 ,657 .299 Taxes. . . . . . . . . . . . . . . . . . . . . . . . . * a • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * - .027 .007 | .020 Net. . . . . . . . . . . . . . . . sº e e s a e g º e º a s a sº e º ºr a e s is a s a v e a tº º sº w w “ - " - * * * * * .929 .650 .279 0ther income. . . . . . . . . . . . . . . . . . t - - - - - - - - - - - - - - - - - . . . . . . * * * * * * * * * * * * * * f .128 .052 .066 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.057 .712 .345 Deductions except interest on funded debt and appropriations for re- serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .071 .108 © .037 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve - | for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .986 .604 .382 Expenditures for property (road and equipment) during the-years June 30, 1899 to June 30, 1913. ............... & ſº * * * * * * * * * * * is is tº sº e º º e º 'º' 9.159 11.347 G) 2.188 Allowance for a fair return to capital for additional investments, 4 per cent..... • * * * * * * s e e is a • * * * * * e s is a e s sº e s e s is e s e e º e s = - e s ºf s sº s m - sº e s s : * * * * * * * * * * * * * * * * * * * * G) .088 Balance remaining to compensate increased labor efficiency and to appro- priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,470 Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 9.159 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.347 $ 2.188 (D Represents a reverse item, Reven UE GAINs. 13 XI. COLORADO AND SOUTHERN RAILWAY. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property in- vestment during the same period. It will be noted that after all deductions had been made from gross corporate income there was a net amount available in 1913, as com- pared with 1900, of 83.5 cents. Capital decreased during the period 1900-1913 $1,058. On the basis of a 4 per cent allowance for a return to capital, this decrease represents a saving of 4.2 cents. Adding this to the net amount available, there would be 87.7 cents to compensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by this company was 17.50 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows : (Cents) B per Cent increase. . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 0 88 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.76 15 per cent increase. . . . . . . . . . . . * * * * * * * * * * * * * * * - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2.64 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352 25 per cent increase. . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 440 It is, therefore, evident that revenues have been produced by the Colorado and Southern Railway which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. g Year Ending June 30 HTEM - - Increase 1913 over 1900 1913 1900 *— **—a- - - - - - A––a– - —nº- i 'Operating ſevenues. . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * $ 2 T51 $ 1 654 $ 1.097 Operating expenses. . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 1.943 1.222 .721 Total net revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * | .808 .432 .376 ! Taxes, s. . . . . . . . . . . . . . . . . . . . . . . . . * * * * * s * a v tº a * * * * * * * * * * * • . . . . . . . . . . . . . .109 - .079 .030 €t . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * • .699 .353 .346 Other income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * - * * * * * * * . .549 .015 .538 Gross corporate income. . . . . . . . tº e e º 'º e º e * s - a s tº * * * * * * * * * * * * * * * * * * * * * i.248 .368 .880 i)eductions except interest on funded debt and appropriations for re- - Serves, etc. . . . . . . . * e º 'º tº e º a $ • . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * .045 * * * * * * * * J45 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purpºses. . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * 1 203 i 368 335 - | Expenditures for property (road and equipment) during the years June | 30, 19003) to June 30, 1918. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.065 25.123 (D ‘I 0.58 Allowance for a fair return to capital for additional investments, 4 ! per tent. - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e s - e º 'º e º ºs e º a s * * * * * * * * * * * * * * * * * * * * Q .042 Balance remaining to compensate increased labor efficiency and to appro- priate for reserves. . . . . . * * * * * * * * * * * ‘s a e º 'º t w w ºk tº s tº e º 'º e < * * * * * * * * * * * * * * * * * g e º 'º e º 'º e º a a tº a • * * * .877 Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $24.065 Property investment, June 30, 19003). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * e s a te e s is e 25.123 $ 1,058 (O Represents a reverse item, (3) First year available. 14 REVENUE GAINS. XII. DENVER AND RIO GRANDE RAILROAD. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property in- vestment during the same period. It will be noted that aſter all deductions had been made from gross corporate income there was a net amount available in 1913, as com- pared with 1900, of 30.6 cents. The increased capital during the period 1900-1913 was $2.885. An allowance for a return of 4 per cent per annum upon this additional outlay would be 11.5 cents. Deducting this from the net amount available, there would be 19.1 cents remaining to compensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by this company was 20.77 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.04 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.08 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.16 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.20 It is, therefore, evident that revenues have been produced by the Denver and Rio Grande Railroad which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. tº Year Ending June 30 Increase ITEM 1913. Over 1900 1913 1900 Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S 2 927 $ 1 685 $ 1.242 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.058 1.071 .987 Total met revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .869 .614 .255 Taxes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . : . . . . . . . . . . ..111 ,056 .055 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .758 .558 .200 0ther income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146 .021 .125 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904 .579 .325 Deductions except’ interest on funded debt and appropriations for re- Serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,042 ,023 .019 Net amount available for distribution to canital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .862 .556 .306 Expenditures for property (road and equipment) during the years June 30, 1899 to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 239 17.354 2.885 Allowance for a fair return to capital for additional investments, 4 per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115 Balance remaining to compensate increased labor efficiency and to appro- priate for reserves. . . . . . . . . . . . . . . . . . . . . . ......................... . . . . . . . . . . . . . . . . . . . . . .191 | Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . $20.239 Property investment, June 30, 1899. . . . . . . . . . . . . . * * * * * * g g g g g e g g g g g g g g tº e e s & e º º ſº º $ 9 17.354 $ 2.885 REVENUE GAINS. 15 XIII. FORT WORTH AND DENVER CITY RAILWAY. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income there was a net armount available in 1913, as compared with 1900, of 36.8 cents. Capital decreased during the period 1900-1913 $4.325. On the basis of a 4 per cent allowance for a return to capital, this decrease represents a saving of 17.3 cents. Adding this to the net amount available, there would be 54.1 cents to compensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by this company was 11.29 cents per rev- enue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.56 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.12 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,68 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.24 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.80 It is, therefore, evident that revenues have been produced by the Fort Worth and Denver City Railway which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. Year Ending June 30 ITEM Increase | 1913 over 1900 1913 3. 1900 | Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 2489 s 1.368 s 1.121 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.757 1.046 .711 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .732 .322 .410 Taxes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .050 .043 .017 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .672 .279 .393 0ther income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,021 .015 .006 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l .693 .294 .399 Deductions except interest on funded debt and appropriations for re- serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | .043 .012 .031 Net amount available for distribution to capital because of additional investments: to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .650 .282 368 Expenditures for property (road and equipment) during the years June . - 30, 1899 to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i 10 773 15098 | (D) 4.325 Allowance for a fair return to capital for additional investments, 4| f per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .......... .......... (D .173 Balance remaining to compensate increased labor efficiency and to appro- priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54? Property investment, June 30. 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $10,773 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,098 $ 4,325 (D Represents a reverse item. 16 REven UE GAINs. XIV. KANSAS CITY SOUTHERN RAILWAY. The following table shows the net amount available to compensate labor in 1913, as compared with 1901, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income there was a net amount available in 1913, as compared with 1901, of 54.3 cents. The increased capital during the period 1901-1913 was $3,163. An allowance for a return of 4 per cent per annum upon this additional outlay would be 12.7 cents. Deducting this from the net amount available, there would be 41.6 cents remain- ing to compensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by this company was 14.40 cents per rev- enue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per Cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 72 10 per cent increase............................................................... 1.44 15 per cent increase..................................... * * * * * * * * * * * * * * * * * ... . . . . . . 216 20 per cent increase......... * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *s ºf a g º dº . . . . . . . . . . . . . . . 288 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * g g g g & * † dº º ºr g g ºf ºt 3.60% It is, therefore, evident that revenues have been produced by the Kansas City South- ern Railway which are sufficient, after deducting all legitimate capital charges, to corn- pensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY. TO LABOR FOR INCREASED EFFICIENCY. AND TO RESERVE, PER REVENUE TRAIN-MILE, --- * =-º-º-º-º-º-º-º-º- + -z-z-s- “...:* -***'. ... -----...---- ... – ºrº-aerºctetsºº-essaxº~~~~~ Year Ending June 30 ITEM * * * * * : - " - — - - - - - - - - - - Increase # - * 1913 over 1901 1913 } 1901 Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 3 039 $ 1 605 $ 1.434 Operating expenses. . . . . * * * * * * * * * * * * * * s ºf e if ºf ºr s # 4 e º f * * * if e s ºf ºf s ºf e ºf s ºf 4 ºf e & a 1915 1.148 .767 Total net fevenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 1.124 .45T .667 Taxes & … of ºf ºf º * * * * * of ºf ºf d & & ſº ºf ºf ºf ºf e g º ºr ºf ºf * * * * * * * * * * * * * * 132 .039 .093 ; : * * * * * g & . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .992 | .418 .574 Other income. , , is g g º ºr ºf e e …i .052 | * f * * * * * * * * ,052 Gross corporate income . . . . . . . . . . . . . . sº ºf ºr ºf sº ºf w w ºf ºf s is sº s sº ºr ºf f * * * * * * * * * * * 1.044 .418 ,626 Deductions except interest on funded debt and appropriations for re- - Serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .092 } .009 ,083 Net amount available for distribution to eatiftal because of additional investments; to labor because of increased effiefency; and to reserve i - for emiergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ; .952 - .409 .543 Expenditures for pronerty (road and equipment) during the years June - 30, 1901() to Jurſe 30. 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 931 : 20.768 - 3.163 Allowance for a fair return to capital for additional filvestments, 4 per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * | ºf ºf s ºr ºf 4 & 4 e e - . (27 Balanee remaining to competisate increased labor efficiency atid to appro- : priate for reServe S e is s ºf ºf g º ºs º f * tº tº * * * * * * * * * * * * * * * * g º sº ºf s ºr ºf g ºf a º a s ºf g º a s • * * * * * * * * • a s e s ∈ s e º & .416 i - Property investment, Júne 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $23 93f Property investment, ſtºne 30, 1901(D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,768 $ 3,163 Q) First year available, REVENUE GAINs. - 17 XV. MIN NEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property investment during the same period. It will be noted that after all deductions had been made from gross corporate income there was a net deficit in 1913, as compared with 1900, of 11.3 cents. Capital decreased during the period 1900-1913 $8.702, however. On the basis of a 4 per cent allowance for a return to capital, this decrease represents a saving of 34.8 cents. Deducting the deficit from this saving there would be 23.5 cents remaining to com- pensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by this company was 12.15 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.61 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.22 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.83 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.44 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.05 It is, therefore, evident that revenues have been produced by the Minneapolis, St. Paul and Sault Ste. Marie Railway which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: - STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE, - Year Ending June 30 ITEM Increase 1913 over 1900 1913 1900 Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 2 477 $ 1.821 $ 0.656 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.480 .955 .525 Total net revenue. . . . . . . . . . ‘. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .997 .866 .131 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..?00 .085 .015 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .897 .781 .116 Other income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .061 .001 J60 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .958 .782 ..176 Deductions except interest on funded debt, and appropriations for re- - serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .289 . . . . . . . . . . .289 Net amount available for distribution to eanital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .669 .782 | G) .113 Expenditures for property (road and equipment) during the years June - 30, 1899 to June 30, 1913. . . . . . . . . . . tº º tº * : * * * * . . . . . . . . . . . . . . . . . . . . 8.477 17.179 () 8,702 Allowance for a fair return to capital for additional investments, 4 per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . () .348 Balance remaining to compensate increased labor efficiency and to appro- - - ſº priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | .235 Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 8.477 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.179 (1) Represents a reverse item. | CŞ REVENUE GAINs. XVI. ST. LOUIS AND SAN FRANCISCO RAILROAD. The following table shows the net amount available to compensate labor in 1913, as Compared with 1900, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income there was a net amount available in 1913, as compared with 1900, of 4.2 cents. Capital decreased during the period 1900-1913 $2.382. On the basis of a 4 per cent allowance for a return to capital, this decrease represents a saving of 9.5 cents. Adding this to the net amount available, there would be 13.7 cents to com- pensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by this company was 12.64 cents per revenue train mile in 1913. Désignated wage increases ranging from 5 to 25 per cent would be as follows: * (Cents) 5 per cent increase.................. * * * * * * * * * * * * * * * * * * * a t < * tº s ºf & º # 9 tº a s ºf & dr & d ºf d # 6 º' ... 0.63 10 per cent increase. . . . . . . . . . . . ................................................... 1.25 15 per cent increase............................................................... 1 89 20 per cent increase................ * * * * * * * * * * * * * * * * * * * * * * * * * * s s = e s = e º sº e s a e s ºf w w e s is a 2.52 25 per cent increase. . . . . . . . . . . . .......................................... * * * * g º f is g 3.15 It is, therefore, evident that revenues have been produced by the St. Louis and San Francisco Railroad which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: - STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TG LABOR FOR INCREASED EFFICIENCY. AND TO RESERVE, PER REVENUE TRAIN-MILE. Year Ending June 30 ITEM - . . Increase (i)1913 over 1900 (Đ1913 1900 Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 2.169 $ 1.399 $ 0.770, Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.429 .826 .603 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * .740 .573 .167 Takes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .071 .040 .031 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ! .669 ,533 , 135 Other income. . . . . . . . . . . . tº s is g ºf 4 ºf ºf s * * g º f * * * * * * * * * * * * if e º sº dº tº e & ºr ºf * * * * g e º e .087 .021 ,065 Gross corporate income. . . . . . . . . . . . . . . . f is ºf gº tº e º ºf ºf w tº dº º g º ºr ºf ºf º e º 'º e s & e e .756 .554 ,202 {Deductions except interest an funded debt and appropriations for re- Serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162 .002 ,166 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . tº gº ºr ºf g º ºr º e º 'º e º f is ºf ºr ºf e º sº ºf s ºf ... it ºf 4 ºf f ºf g g tº ºf .594 .552 .042 Expenditures for property (road and equipment) during the years June 30, 1899 to June 30, 1913............ tº gº tº tº gº tº tº gº dº º y ºf . . . . . . . . . . . . . . . 12.913 15.295 (g) 2.382 Allowance for a fair return to capital for additional investments, 4 per cent. . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * & a s , s s a s e s e & s • * * * * * * * (2) .095 Balance remaining to compensate increased Habor efficiency aſid to appro- priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137 Property investment, June 30, 1913. . . . . . . . . . . . . . . . & d ºf g º dº & dº if ºf s ºf 6 ºr e º s ºf g . . . . . . . . . . . $12.913 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,295 s2.382 (?) Revenue train miles for 1913 include 251,747 passenger motor miles. (2) Represents a reverse item. INEVENUE GAINS. 19 XVII, ST. LOUIS SOUTHWESTERN RAILWAY. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property in- vestment during the same period. It will be noted that after all deductions had been made from gross corporate income there was a net amount available in 1913, as com- pared with 1900, of 49.4 cents, Capital decreased during the period 1900–1913 $3.029. On the basis of 4 per cent allowance for a return to capital, this decrease represents a saving of 12.1 cents. Adding this to the net amount available, there would be 61.5 cents to com- pensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by this company was 12.02 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per Čent increase. . . . . . . . . . . . . . . . . . . . . . . . . tº e º e a * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 0 60 10 per cent increase............. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 20 15 per cent increase. . . . . . . . . . tº e is tº e º a tº e º s tº * * * * * * * * * * * * * * * * * * * * * * * * * * g e º e º e º a s a e s e º e 1.80 20 per cent increase. . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * tº e < * * * * * * * * * * * * * * * * * * * * * * * 2,40 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00 It is, therefore, evident that revenues have been produced by the St. Louis Southwestern Railway which are sufficient, after deducting all legitimate capital charges, to compen- sate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AWAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE, Year Ending June 30 Increase ITEM - |-- T. 1913 over 1900 1913 1900 Operating revenues. . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * . . . . . . $ 3 113 || $ 1.937 $ 1.176 {}perating expenses. . . . . . . . * tº tº 8 s tº * * * * * * * * tº e º tº # * * * * * * * * * * * * * * * * * * * * * * * * 1777 1.142 .635 Total met revenue. . . . . . . . . . . . . . . . . tº º, e i t t t t t t t e is a tº * * * * * * * * * * * * * * * * 1.336 .795 -54) | Taxes, , e tº e e s tº e º a º * * * * * * * * * * * * * * * tº e ºs e º sº tº t e º 'º tº * * * * * * * * * * tº tº tº e tº tº $ is tº * * * • .122 .043 .078 et. . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * s e tº e º ºs e º tº * * * * * * * * * * * * 1214 .752 Já62 Other income. . . . . . . * * * * * * * * * * * * e tº tº we we we tº tº $ tº * * * * * * * * * * * * * * * * * * * * * * * * * * * .446 ,250 .195 GroSS corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº it tº * * * * * * * * * * 1,660 1.002 ..B58 Deductions except interest on funded debt and appropriations for re- - Serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * s tº a tº * * * * ,174 .010 .16] Net amount available for distribution to capital, because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.486 ,992 .49% Expenditures for property (road and equipment) during the years June - 30, 1899 to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * . . 23 536 26.565 || @ 3.028 Allowance for a fair return to capital for additional investments, 4 per cent, * * * * * * * * * * * * * * * • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * ſº 121 Walance remaining to compensate increased labor efficiency and to appro- - priate for reserves.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * } % is $ tº a tº * * * . .515 Property investment, June 30, 1913.............................................. $23.536 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................. 26.565 $ 3.029 *-*—- - - - - -º-º-º-º-sº eme @ Represents a reverse item, 20 REVENUE GAINs. XVIII. SAN ANTONIO AND ARANSAS PASS RAILWAY. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income there was a net amount available in 1913, as compared with 1900, of 21.6 cents. Capital decreased during the period 1900–1913 $6.739. On the basis of a 4 per cent allowance for a return to capital, this decrease represents a saving of 27 cents. Adding this to the net amount available, there would be 48.6 cents to compensate locomotive engineers and firemen for increased productive efficiency. The cost of en- gineers and firemen employed by this company was 11.92 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.60 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.20 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . • e é º e o sº tº e e º 'º e º e º 'º e s e e g tº a 9 e º sº e s s is e e º º sº º º 1 80 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 40 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00 It is, therefore, evident that revenues have been produced by the San Antonio and Aransas Pass Railway which are sufficient, after deducting all legitimate capital charges. to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. Year Ending June 30 | fºr Tx !--- ----------- - - - ---- - - Increase ITEM 1913 over 1900 1913 1900 t Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . s 2,267 $ 1.525 $ 0.742 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 675 1.185 .489 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I .592 .339 .253 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . : .062 .051 ,011 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * | .530 .288 .242 Other income. . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . } º!! . . . . . . .3: .011 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541 .288 .253 Deductions except interest on funded debt and appropriations for re- Serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106 .069 ,037 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,435 .219 .216 Expenditures for property (road and equipment) during the years June 30, 1899 to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l . 10.495 17.234 G) 6.739 Allowance for a fair return to capital for additional investments, 4 per cent. . . . . . . . . . . . . . . . . . & & © e º sº e º 'º e º 'º e º 'º º º tº tº g e º e g g º º º tº gº ºn tº º 'º e º ſº a . . . . . . . . . . . . . . . . . . . . . (D ,270 Balance remaining to compensate increased labor.efficiency and to appro- priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e g º e º is sº e e s a & = & m e º e s a s s e : • - - - - - - ,486 Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $10,495 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.234 $ 6.739 (D Represents a reverse item. REVENUE GAINs. 21 X1X. SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS. The following table shows the net amount available to compensate labor in 1913, as compared with 1900, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income there was a net amount available in 1913, as compared with 1900, of 66.8 cents. The increased capital during the period 1900–1913 was 4.2 cents. An allowance for a return of 4 per cent per annum upon this additional outlay would be 0.2 cent. Deducting this from the net amount available, there would be 66.6 cents re- maining to compensate locomotive engineers and firemen for increased productive effi- ciency, The cost of engineers and firemen employed by this company was 1046 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . * tº $ tº tº tº * * * * * * * * * § tº $ tº * * * † tº $ tº e º ºs º e º 'º is tº a $ e tº e 0.52 10 per cent increase. . . . . . . . . . . . . . . . ............................................... 1.04 15 per cent increase. . . . . . . . . . . . . . ................................................. 1.56 20 per cent increase. . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * s tº e º 'º e a s e e º w e º e s e s = e, a e s a s e s a s 208 25 per cent increase. . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 2.60 It is, therefore, evident that revenues have been produced by the Southern Kansas Railway Company of Texas which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT is AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE, Year Ending June 30 ITEM 19; 913 over 1900 1913 1900 9perating TeVēillièS. v . . . . . * * * * * * * * * * * * * * * * * * $ tº e < * * * * * * * * * * * * * * * * * * * * * * $ 2 880 $ 0.900 $ 1.980 Operating expenses. . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * $ tº t e º 'º º * * * * * * * * * 1 795 910 .885 Total net Tevenue * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 1.085 G) .010 1.095 Taxes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .059 .038 ,021 Net. . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 1,026 G) .048 $.074 Other income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * s e a s .001 * * * * * * * * * * .001 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . e tº * * * * * * * * * * * * * 1 027 | (D 048 3.075 beductions except interest on funded debt and appropriations for re- . . * Serves, etc. . . . tº $ tº t tº * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 807 : - - - - - - - - - - . J07 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * .620 ! (D .048 -568 Expenditures for property (road and equipment) during the years June i 30, 1899 to June 30, 1913. . . . . . . . . . . * * * * * * * * * * * * * * * e s is º e º ºs t e º 'º e e 9.2is 9.174 3042 te º sº * | Allowance for a fair return to capital for additional investments, 4 per cent. . . . . . . . . . . tº tº * * * * * * * * * * * * * * * * * * tº e º ºs e º ºs * * * * * * * * * * * * * * * * @ 9 * * * * * * * * * * i * * * * * * * * * * J02 Balance remaining to compensate increased labor efficiency and to appro- ſ ! priate for reserves, , , , . . . . . . . . . . . . . . . . . e. * * * * * * * * * * * * * * * * * * * * * * * * > • * * * * * * * * * i * * * * * * * * * * | 366 | - Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $9.216 Property investment, June 30, 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 9.174 $0.042 Q) Represents a reverse item. 22 REVENUE GAINS. XX. MIN NESOTA AND INTERNATIONAL RAILWAY. The following table shows the net amount available to compensate labor in 1913, as compared with 1902, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income there was a net amount available in 1913, as compared with 1902, of 36 cents. The increased capital during the period 1902-1913 was 92 cents. An allowance for a return of 4 per cent per annum upon this additional outlay would be 3.7 cents. Deducting this from the net amount available, there would be 32.3 cents remaining to compensate locomotive engineers and firemen for increased productive effi- ciency. The cost of engineers and firemen employed by this company was 14.25 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: - (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 71 . 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.42 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 13 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.84 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.55 It is, therefore, evident that revenues have been produced by the Minnesota and III- ternational Railway which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION T0 ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. Year Ending June 30 ITEM |- Increase 1913 over 1902(D 1913 1902GO Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 2.354 || $ 1934 s 0.420 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,552 1.417 .135 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .802 .517 .285 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , 115 .038 .077 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .687 .479 .208 0ther income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .065 .003 .062 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .752 ,482 .270. Deductions except interest on funded debt and appropriations for re- Serves, etc. . . . . . . .- . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170 .260 (2) .090 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,582 .222 .360 Expenditures for pronerty (road and equipment) during the years June 30, 1901(1) to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.059 6.139 ,920 Allowance for a fair return to capital for additional investments, 4 per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | * * * * * * * * * * .037 Balance remaining to compensate increased labor efficiency and to appro- ! priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . … .323 Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $7.059 Property investment, June 30, 1901(D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.139 $0.920 (1) First year available. (2) Represents a reverse item. REVENUE GAINS. 23 XXI. TRINITY AND BRAZOS WALLEY RAILWAY. The following table shows the net amount available to compensate labor in 1913, as compared with 1904, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income, there was a deficit in 1913, as compared with 1904, of 69.8 cents. Capital decreased during the period 1904-1913 $38.109, however. On the basis of a 4 per cent allowance for a réturn to capital, this decrease represents a saving of $1.524. Deducting the deficit from this saving, there would be 82.6 cents remaining to compensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by this company was 11.88 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.59 10 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.18 15 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 20 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.36 25 per cent increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.95 It is, therefore, evident that revenues have been produced by the Trinity and Brazos Valley Railway which are sufficient, after deducting all legitimate capital charges, to com- pensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE. PER REVENUE TRAIN-MILE. Year Ending June 30 ITEM - Increase | 1913 over 1904(2) 1913 1904(2) Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 2,440 $ 1.302 $ 1.138 Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,281 .797 1.484 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159 505 () .346 Taxes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,041 .088 (D .047 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118 .417 | (D .299 | 0ther income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .001 | . . . . . . . . . . .001 Gross corporate income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119 .417 | @ .298 Deductions except interest on funded debt and appropriations for re- serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .400 . . . . . . . . . . .400 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G) .281 .417 (D .698 Expenditures for property (road and equipment) during the years June 30, 1904(2) to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 1 13 48.222 (D 38.109 Allowance for a fair return to capital for additional investments, 4 per cent. . . . . . . . . . . . . . . . . . '• * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * . . . . . . . . . . . . . . . . . . . . . . . . (D 1.524 | Balance remaining to compensate increased labor efficiency and to appro- . priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * g e g g tº e s e | .826 - | Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $10.113 Property investment, June 30, 1904(2). . . . . . . . . * - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - . . . 48.222 sºids (1) Represents a reverse item. (3) First year available. 24 - REVENUE GAINS. XXII. SAN PEDRO, LOS ANGELES AND SALT LAKE RAILROAD. The following table shows the net amount available to compensate labor in 1913 as compared with 1901, after allowance for a fair return on the increased property invest- ment during the same period. It will be noted that after all deductions had been made from gross corporate income, there was a net amount available in 1913 as compared with 1901 of 37.8 cents. Capital decreased during the period 1901-1913 $14.594. On the basis of a 4 per cent allowance for a return to capital, this decrease represents a saving of 58.4 cents. Adding this to the net amount available, there would be 96.2 cents to com- pensate locomotive engineers and firemen for increased productive efficiency. The cost of engineers and firemen employed by this company was 13.47 cents per revenue train mile in 1913. Designated wage increases ranging from 5 to 25 per cent would be as follows: (Cents) 5 per cent increase............................................................... 0 67 10 per cent increase............................................................... 1.34 15 per cent increase....................................... e s - e s e s e s a • * * * * * * * * * * * * * 2.01 20 per cent increase......................................................... . . . . . . 2.68 * per cent increase..................................... . . . . . . . . . . . . . . . . . . . . . . . . . . 3.35 It is, therefore, evident that revenues have been produced by the San Pedro, Los Angeles and Salt Lake Railroad which are sufficient, after deducting all legitimate capital charges, to compensate locomotive engineers and firemen for their increased work and efficiency. The detailed figures are as follows: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT Is AVAILABLE FOR compeNSATION TO ADDI- TIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE, PER REVENUE TRAIN-MILE. Year Ending June 30 - - Increase ITEM | 1913 over 1901(D ſ 1913 1901(D | Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 3 012 $ 1,379 $ 1.633 Operating expenses. . . . . . . . . . . . . • * * * * * e º e s e º e º is a s = e º ºr e º e s s a e º e º e º 'º e º 'º - 2029 .956 1.073 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .983 .423 .560 Taxes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126 .056 .070 Net. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • .857 .367 .490 0ther income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 013 . . . . . . . . . . .013 GroSS Corporate income. . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . ! 870 | 367 .503 Peductions except interest on funded debt and appropriations for re- Serves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº a s tº a º º e < * * * * * * * * * * * * * * * * * . . 127 002 125 Net amount available for distribution to capital because of additional investments: to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,743 - 365 .378 Expenditures for property (road and equipment) during the years June | 30, 1900 to June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 862 36 456 (3) 14.594 Allowance for a fair return to capital for additional investments, 4 - per cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . @ .584 Balance remaining to compensate increased labor efficiency and to appro- - priate for reserves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | - - - - - - - - - - .......... .962 l Property investment, June 30, 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $21,862 Property investment, June 30, 1900. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36.456 e : $14,594 (1) First year available. (2) Represents a reverse item. The Prospect of Future Increases in The Productive Efficiency of Locomotive Engineers and Firemen Opinions of Leading Railroad Presidents as to Future Increases in Freight Train Loads .Prepared Under Supervision of W. J. LAUCK Exhibit mber /* Presented by Witness W. J. LAUCK $ Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Composition and Makeup by Superior Typesetting Co., Y. Chicago, ill. The Prospect of Future Increases in the Productive Efficiency of Locomotive Engineers and Firemen. The fact that the productive efficiency of locomotive engineers and firemen has not reached its maximum, but will constantly increase in the future, is shown conclusively by the opinion of twenty-eight of the leading railroad presidents, as published in the Railway Age Gazette in its issue of April 10, 1914. These representative railroad executives were requested to write their opinion as to future possibilities in the way of increasing freight train loads, and, with one exception, they all replied that they believed that there was a good opportunity for a further addition to train loads on their lines. Their replies were as follows: “E. P. Ripley. Atchison, Topeka & Santa Fe. ‘Our customers demand time and at least one freight train must be run over practically every branch of the road every day, whether there is anything for it to haul or not, and in this fact you have one of the prime causes for our inability to load our freight trains to anything like a maximum when taken as a whole. The question of the amount of freight to move and the time in which we are given to move it has more influence upon the train loading than most anything else in certain parts of the country, and applies to all roads in the West at least. I should place as the second factor in train loading the tractive capacity of engines and of draw-bar apparatus. The former has, I think, about reached its economic limit unless Some other motive power is devised. The latter is also, I think, about at its maximum, although both of these, of course, depend largely on the grade line.’ Mr. Ripley believes there should be a considerable increase in the Atchison train load over that obtained in 1913. “Daniel Willard. Baltimore & Ohio. “We expect to bring our average train load, including company freight, up to 700 tons, but I would not like to say just when we expect that to be accomplished.’ It will be noted from the table in this article that the Baltimore & Ohio had a 50 per cent increase in loading between 1908 and 1913, most of which took place between 1910 and 1913. “Mark W. Potter. Carolina, Clinchfield & Ohio. “I am inclined to think we have about reached our maximum load, unless and until we can improve both the draw-bar and the air hose, or until some mechanical device can be worked out so as to insure the in- stantaneous setting of the brakes throughout the entire train in the event of trouble. It seems to me certain that railway equipment will be improved in the near future in all three respects, and I shall be very much surprised if, within the next two or three years, we are not hauling 200 cars where we are now hauling 100. Our bridges are all right and our side-track accommodations also for increased train loads and a more extensive use of pushers would furnish the power.’ The 1913 revenue train load of the Clinchfield was 1,154 tons and its transportation cost by months has frequently been below 20 per cent of gross earnings. “George W. Stevens. Chesapeake & Ohio. “The capacity to increase train load has practically been reached on the main lines of this company, and while some further increase can still be expected, due to the acquisition of a number of large capacity locomo- tives that will, in the future, be placed in service, and the placing of these locomotives also on the heavy tonnage branches, yet it cannot be hoped that this increase will, in the next five years, exceed 15 per cent. In my opinion, the tractive capacity of locomotives, with the present development of the Mallet engine, has reached the economical stage. There will be further developments in the matter of heavy bridge structures, heavier track and greater side-track facilities, all of which will be worked out in the five-year period referred to.” Mr. Stevens sees in the legislative action limiting the number of cars per train a dangerous factor and an unknown quantity in the train load problem of the future. 1 2 Tº E PROSPECT OF FUTURE INCREASES IN THE PRODUCTIVE “S. M. Felton. Chicago Grcat Western. 'We have about reached the 1imit unless we should make further grade reductions or purchase still heavier power or there is a marked change in the direction of traffic movement. The purchase of heavy power, large capacity cars and grade reductions since the reorganization in 1909 brought about the increase in the train load to which you refer.’ º “Darius Miller. Chicago, Burlington & Quincy. “I do not feel that we have yet reached the limit of our train load, and hope that it will Substantially increase during the next five- year period. Upon certain divisions, where the character and volume of traffic permits it, we are today handling trains of much heavier tonnage than these average figures, and it is evident, therefore, that the average figures have no direct relation to the tractive capacity of engines, strength of bridges, length of sidings, etc. * * * The only apparent limit to a continued increase in the average train load, is the growth and the volume of busi- Iless offered for transportation, and the financial ability of the company to improve its property and facilities in order to increase its train load. * * * I do not think that there is any limit yet apparent, which the ingenuity and ability of mechanical men can- not overcome, if the necessary money is provided and traffic in sufficient volume is found to justify the expenditure.’ - - “Il’. A. Gardner. Chicago & North II’estern. “There is no feason why we will not increase the Northwestern load at least 75 tons in the next five years, and, perhaps more. * * * \We do not look for any particular increase in power or the capacity of cars. The greatest difficulty nowadays is to utilize the capacity of all sorts of equipment except coal carrying. It is not unlikely that some of the roads which have a very large coal tonnage will go to a 75 or even 100 ton car; it will have to be six-wheel trucks, however, instead of four.” Mr. Gardner thinks that state commissions and the Interstate Commerce Commission should raise the minimum car load. As an illustration of the difficulty of getting maximum train tonnage he cites the fact that the 300 cars of flour and mill stuff loaded at Minneapolis daily for the east could be compassed in 200 cars if loaded to full capacity. “H. U. Mudge. Chicago, Rock Island & Pacific. “On the Rock Island there is still Opportunity for a considerable increase in the revenue train load from that obtained in 1913. I believe that the increase between 1913 and 1918 will be at least equal to that in the last five years, but this will depend largely upon the ability of the company to finance grade revision work. The traffic on several of the important lines has now reached the volume to warrant these grade revisions. A large proportion of the Rock Island traffic is of that nature requir– ing expedited movement.’ “I ſ”. H. Truesdale. Delaware, Lackawanna & II'estern. “I believe there is still oppor- tunity on the D. L. & W. for an increase in the average freight train load over that of the year just passed, or any preceding year. I do not believe, however, that the percentage of increase during the next five years will be anything like as great as for the five-year period ending with December 31 last. It is my view that the average tractive capacity of all freight engines on our road will increase somewhat from year to year during the next five, or pos- sibly ten years. This will be due to the older and lighter engines of less tractive ability being gradually destroyed and the new ones will probably all be up to the most recent type of high tractive capacity of the freight engines purchased in the last two or three years. It is furthermore my belief that these later engines are practically of the highest capacity that it is likely the railroads will be able to use to advantage.’ “F. D. Underwood. Erie. “It is not the purpose of the Erie Railroad to greatly in- crease the power of locomotives. It aims to make further progress in the loading of cars, and lessen empty car haulage. It has in view further grade reductions in Ohio and Penn- sylvania, which, when completed, will develop heavier train tonnage. When the final grade reductions are had the Erie freight train load should average 800 tons of cargo. Mechan- ically there is yet room for more traction and stronger bridges.” “C. H. Markham. Illinois Central. “I think it is a fact that the average tractive force of engines in service is capable of permitting a very considerable increase in train load for EFFICIENCY OF LOCOMOTIVE ENGINEERS AND FIREMEN 3 some years to come. We all have in service a comparatively large number of light capacity engines, and on the 111inois Central there are a large number of such engines which will be retired whenever the cost of repairs reaches a certain figure. For the first half of the present fiscal year the Illinois Central train load has increased 5 per cent over the same period of the last fiscal year. “L. F. Loree. Kansas City Southern. “In my judgment there is reason to expect a gradual improvement in the revenue train load on the lines of this company in common with railroads generally. Under existing conditions it may amount, in the next few years, to some such figure as 20 or 25 per cent; in more favorable circumstances it might be greater. * * * It is from the revision of grades that most is to be expected. The effect of a change in grade, for example, from 1 per cent to 9% of 1 per cent, is practically to double the potential freight train load.’ “E. Pennington. Minneapolis, St. Paul & Sault Sainte Marie. ‘The large increase in 1908-1913 was due to an elimination of grades, acquisition of locomotives of greater tractive power and better terminal and line of road facilities. Further grade reductions on the line that will result in a larger train load have been deferred for financial reasons. Our Stand- ard freight engine with tractive effort of from 45,000 to 51,000 pounds is in my opinion the limit of tractive capacity so far as our line is concerned. This means a train load varying from 3,000 to 3,700 tons(D on the different divisions.” “C. E. Schaff. Missouri, Kansas & Teacas. ‘The increase in revenue train load during the next five years will depend largely upon our ability to replace the light engines with heavier power. Our plan is to replace all the main and heavy traffic lines of the Missouri, Kansas & Texas with heavy rail and heavier engines, and I think we ought to secure a 15 or 20 per cent increase in the revenue train load before 1918. Should there be a sub- stantial increase in the northbound business our train load might increase 30 or 40 per cent.’ “B. F. Bush. Denver & Rio Grande and Missouri Pacific. “It is reasonable to assume that the revenue train load during the ensuing five years will equal the established ratio of increase and probably exceed it. Turther improvement necessarily depends on the relative tonnage there may be to handle, increasing the length of passing tracks, purchase of other locomotives of a capacity that would further increase the average tractive power per engine, the installation of heavier bridges as needed, some further reduction of grades, and the double tracking of lines as the increase in the traffic warrants.’ “A. H. Smith. New York Central Lines. “It is possible to make further increase in the revenue train load on either the New York Central or the Lake Shore with the present standards of roadway and structure. The feasible lines of development along which such improvement may transpire are, a, efficiency of personnel; and b, efficiency of equipment.’ “L. E. Johnson. Norfolk & Western. “It is not only our belief but our positive knowl- edge that, on the Norfolk & Western, there is still opportunity for a considerable increase in the revenue train load over that obtained in 1913. We anticipate that there will be a decided increase between 1913 and 1918, but possibly not to the same extent as in the last five-year period. The limit in the tractive capacity of engines on the Norfolk & Western has practically been reached until such time as we can see our way clear to use a heavier than a 100-lb. rail.’ Mr. Johnson, like Mr. Stevens of the Chesapeake & Ohio, thought legislation by trainmen might be a factor in limiting the future size of the train load. “J. M. Hannaford. Northern Pacific. “It is my belief that on the Northern Pacific there remains, but limited opportunity for any considerable increase in the revenue train load over that obtained in 1913. With the growth of traffic density and some improvements in grades and motive power a small increase may be made, but I anticipate it will be much less than the average for the ten years from 1903 to 1913.” G) Gross weight behind the drawbar presumably.—Ed. 4 THE PROSPECT OF FUTURE INCREASES IN THE PRODUCTIVE “Howard Elliott. New York, New Haven & Hartford. ‘There is room for considerable increase in the New Haven train load both through the introduction of heavier power and the lengthening out of many passing tracks. In the few months I have been with the system the load, under Mr. Hustis's direction, has been increased about 50 tons per train.’ “J. M. Schoomaker. Pittsburgh & Lake Eric. ‘It is unlikely we can materially increase Our revenue train load in the future as we are approximately at the 100 per cent limit of power, bridges and track capacity, a point we have been reaching up to since we started this good work in 1906.’ “F. H. Britton. St. Louis Southwestern. “It is my belief that the St. Louis Southwest- ern has still opportunity for a considerable increase in revenue train load. The ratio of increase will not be as great as in the past because we are gradually reaching the maximum tractive capacity of locomotives as well as the carrying capacity of freight cars. The class of freight handled has much to do with train load. Our merchandise shipments have in- creased considerably in the last few years. The handling of merchandise results in a reduc- tion in the load per car, and competition and quick Service usually result in a reduction in train loading.’ “W. J. Haraham. Seaboard Air Line. “There is room for considerable improvement in the train load on this line, a large part of which will come, however, from the equalization of business, decreasing the percentage of empty cars handled. We have not reached the maximum tractive capacity of engines and there is opportunity for gain in the matter of bridge strength and side track accommodations. The development of the Mallet engine and the mikado engine made a very great increase in tractive power which was not foreseen prior to the time that it occurred. So I believe, when the necessity for increased power arises, it will be taken 'care of in some feasible way.' “Julius Kruttschmitt. Southern Pacific. “There is not much opportunity left on the Southern Pacific for increasing the train load by reducing grades. During Mr. Harriman's administration it was the policy to reduce grades and to use the engines of smaller capacity. Now larger capacity engines are required to make gains in train tonnage figures. In the maximum units of engines now in use I believe the limit of tractive capacity has about been reached, for rails, bridges and the axle-bearing load are already under a very great strain. On the Southern Pacific an important factor in train tonnage is the increase in speed re- quired by shippers. We are gradually trying to work up to a larger load even with the more difficult time schedule. Again the necessity for running mixed trains on branch lines cuts tonnage as, frequently, the train load on these branches will be only from 80 to 90 tons, against 700 tons on the main line. Car loading is still an undeveloped science, but it has its limitations owing to the long usage of certain units of car loads by shippers. Eventually the Southern Pacific ought to have a 450-ton train load.” “Fairfaa: Harrison. Southern Railway. There is a large opportunity for increased effi- ciency in respect to train tonnage. We have by no means reached our limit, even without ſhe vast expenditure of capital necessary for revision of grade.” “I2. T. Kearney. Tcacas & Pacific. ‘We have not reached our limit according to condi- tions for heavier tractive power. The present structures will accommodate the heavier engines. I anticipate that the tonnage load in the next five years will increase between 10 and 15 per cent. In the last six months gross tonnage per train has increased 20 per cent.’ “IV. L. Ross. Toledo, St. Louis & II’est crit. ‘Py the expenditure of some money in eliminating a few curves and grades there could be made a showing during the next five years equal to the past. Lines situated as the Toledo, St. Louis & Western, handling mis- cellaneous traffic and serving a highly competitive territory, requiring a fixed amount of expedited freight service, are limited in train loading to the existing daily conditions.” “Raymond DuPuy. I’irginian Railway. The original program for the Virginia with its 0.2 per cent grade line on two of its operating divisions, was to handle 80 loaded 50-ton EFFICIENCY OF LOCOMOTIVE ENGINEERS AND FIREMEN 5 cars in a train. But we developed a mikado engine a little heavier than our first mikados and equipped them with superheaters and now handle 100 cars per train as easily as 80 formerly. Our passing tracks were built for the 80-car trains. By lengthening them out to fit the longer trains hauled by the mikados we can increase tonnage over the low grade divisions by 25 per cent." Speaking generally Mr. DuPuy believes that the Mallet engine will be used more freely for road service and that this will raise the average train load. He finds much to criticize in the center Sill construction of cars, which he believes is not strong enough. This opinion he justifies by a bad order record of less than 0.6 per cent for Virginian cars of special type, making a mileage of 12,000 miles per year and handling the heaviest train load in the country, against the normal average of ‘bad orders' of from 3 to 5 per cent. “Henry Millcr. Wabash. “There is still opportunity to increase the revenue train load on the Wabash, and as the record shows a consistent increase the past ten years, it is rea- sonable to suppose that the improvement will continue.” “With such a strong jury So unanimously of the opinion that the increase in train load- ing will continue it is conservative to place the probable average for the country by 1918 at from 575 to 600 tons per train. “What has been accomplished in the past decade is indicated in the following table. which shows the record of the different roads, including the percentage of gain from 1903 to 1908 and from 1908 to 1913: %. Inc. %, Inc. 1913 1908 1913 1912 1911 1910 1908 1903 OWel' OWeſ' Tons Tons Tons Tons TOnS Tons 1908 1903 Atchison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310 317 310 295 287 280 8.01 2 50 Baltimore and Ohio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 620 555 441 442 414 421 50.0 (D 1.66 Bessemer and Lake Erie. . . . . . . . . . . . . . . . . . . . . . . . . . - - - 1,038 989 1,007 931 943 $ 8 º' (D 1.28 Canadian Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381 372 336 340 291 252 31.0 15.6 Chesapeake and Ohio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 843 756 656 701 621 473 31.8 26.1 Chicago and Alton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491 434 414 396 441 361 11.3 22.8 Chicago Great Western. . . . . . . . . . . . . . . . . . . . . . . . . . . 450 400 369 302 276 277 63.1 -- - - - Chicago, Burlington and Quincy... . . . . . . . . . . . . . . . . 484 437 406 381 384 271 26.1 41.6 Chicago, Milwaukee and St. Paul. . . . . . . . . . . . . . . . . 357 303 290 281 274 240 30.7 14.1 Chicago and North Western. . . . . . . . . . . . . . . . . . . . . . . 348 299 277 260 262 231 33.1 13.4 Clinchfield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,154 1,059 861 • * * * * * - - - (D 34.1 •º e º a Delaware and Hudson. . . . . . . . . . . . . . . . . . . . . . . . . . . . - - - 502 467 432 398 393 • * g e - - - - Delaware, Lackawanna and Western. . . . . . . . . . . . . . . 660 602 584 567 484 443 32.5 9.25 Denver and Rio Grande. . . . . . . . . . . . . . . . . . . . . . . . . . . 305 272 265 265 246 205 24.0 20.5 Duluth and Iron Range. . . . . . . . . . . . . . . . . . . . . . . . . . - - - * tº e - - - - - - • * - - - s s a s - - - - Erie . . . . . . . . . © e º e º e s is e s s e º e s - e º s • * * * * * * * * * * * * * * * 597 527 521 495 465 406 28.4 14 6 Great Northern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £35 601 524 518 510 447 24.5 14.2 Illinois Central . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407 356 358 364 352 288 15.7 225 Kansas City Southern... . . . . . . . . . . . . . . . . . . . . . . . . . 520 413 380 361 318 255 $3.0 24 7 Lake Shore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - - 693 634 594 586 615 & 6 º' tº (D 471 Lehigh Valley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 599 566 544 542 530 486 13.0 9 06 Louisville and Nashville. . . . . . . . . . . . . . . . . . . . . . . . . . 295 285 276 278 234 231 26 0 1.30 Missouri, Kansas and Texas. . . . . . . . . . . . . . . . . . . . . . 243 241 225 216 219 211 11.0 380 Missouri Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373 333 291 294 285 302 30.8 (D 5.66 New York Central. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - - 465 430 417 384 368 e e º º 4.35 New Haven . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291 292 295 293 243 218 19.8 11.5 New York, Ontario and Western. . . . . . . . . . . . . . . . . . 308 292 296 270 265 287 16.2 {D 7.66 Norfolk and Western. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 764 692 643 635 571 486 33.9 17.5 Northern Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 542 511 461 429 431 326 259 32.2 Pennsylvania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 719 686 671 649 602 527 19.5 14 2 Pittsburgh, Cincinnati, Chicago and St. Louis. . . . . . • * * 462 418 385 338 310 * * * * 9.0 Pittsburgh and Lake Erie. . . . . . . . . . . . . . . . . . . . . . . . . 1,241 1,215 1,159 1,207 1,058 951 172 11.2 Rock Island . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297 278 270 259 255 189 16.5 34.7 Seaboard Air Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246 257 220 223 186 176 322 5 68 St. Louis and San Francisco. . . . . . . . . . . . . . . . . . . . . . 281 255 221 223 212 195 32.5 8.70 St. Louis Southwestern. . . . . . . . . . . . . . . . . . . . . . . . . . . 300 292 268 283 262 205 14 6 27.3 Southern Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389 382 397 396 334 257 16.4 300 Southern Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 250 241 237 195 188 33.3 3.68 Texas Pacific ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 730 218 219 222 221 20T 10.0 6.75 Toledo, St. Louis and Westerm. . . . . . . . . . . . . . . . . . . 492 412 451 481 465 296 5.90 57.1 Union Pacific ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 437 425 441 452 430 345 1.62 24.6 Virginian . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,392 1,132 1,049 T55 tº 8 º' - - - 84.2 - - - - Wabash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395 358 344 353 361 302 9.50 19.6 Wheeling and Lake Erie. . . . . . . . . . . . . . . . . . . . . . . . . . 789 740 680 640 612 400 28.9 53.0 Wisconsin Central . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422 396 340 354 291 304 45.1 (D 4.3? C Decrease.” \ ...arº Revenue Gains Arising from Increased Productive Efficiency I890-1913. Prepared Under Supervision of * W. J. LAUCK Exhibit Number Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Composition and Makeup by Superior Typesetting Co., Chicago, Ill. PART I. REVENUE GAINS ARISING FROM INCREASED PRODUCTIVE EFFICIENCY PER REVENUE TRAIN MILE, 1890–1913. CONTENTS SECTION - PAGE Totals for Twenty-four Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . 1 Totals for Eight Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . .... • * * * * * * * * * * * * * * * * * * * * * 6 Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Great Northern Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Northern Pacific Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Southern Pacific Company . . . . . . . . . . . . . . . . . ... • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * - - - - - - - - - 11 Arizona and New Mexico Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Canadian Pacific Railway (Canadian Lines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Chicago, Rock Island and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Houston, East and West Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 International and Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Minneapolis, St. Paul and Saulte. Ste. Marie Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Missouri, Kansas and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Wabash Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 PART II. REVENUE GAINS FOR EACH ADDITIONAL $1,000 COMPENSATION TO LOCO- MOTIVE ENGINEERS AND FIREMEN, 1890-1913. SECTION PAGE 23. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 24. Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 25. Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 26. Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 27. Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 28. Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 29. Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 30. Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 31. Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 REVENUE GAINS ARISING FROM INCREASED PRODUCTIVE EFFICIENCY, Part I. Revenue Gains Per Revenue Train Mile, 1890–1913 I. TOTALS FOR TWENTY-FOUR REPRESENTATIVE WESTERN RAILROADS. The following chart sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen, and other labor, as well as from the improvement in road- bed, structures and equipment, on the following twenty-four representative Western rail- roads during the period 1890–1913. The comparison is made on a revenue train mile basis: Arizona and New Mexico Railway Atchison, Topeka and Santa Fe Railway Canadian Pacific Railway (Canadian Lines) Chicago, Burlington and Quincy Railroad Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway º Chicago, Rock Island and Pacific Railway Chicago, St. Paul, Minneapolis and Omaha Railway Denver and Rio Grande Railroad Duluth, South Shore and Atlantic Railway Fort Worth and Denver City Railway Gulf, Colorado and Santa Fe Railway Houston, East and West Texas Railway International and Great Northern Railway Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway Missouri Pacific Railway Northern Pacific Railway St. Louis, Iron Mountain and Southern Railway Southern Pacific Company Texas and Pacific Railway Union Pacific Railroad Wabash Railroad Wabash, Chester and Western Railroad 2 REVENUE GAINS. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Totals for Twenty-four Representative Western Railroads. C0ST OF ENGINEERS }I–Increase of 2.20 cents. C0ST OF FIREMEN }Hncrease of 1.59 cents. TOTAL COST OF Y ENGINEERS AND |—Increase of 3.79 cents. FIREMEN Iºating }=—increase of 68.53 cents. *" }=—increase of 9540 cents. #F#, #venue }_-increase of 26.87 cents. Upon referring to the foregoing chart it is seen that on all the twenty-four railroads considered as one system, although total operating expenses increased 68.53 cents during the period 1890-1913, operating revenues also advanced 95.40 cents, leaving a clear gain in rev- enue during the period of 26.87 cents per revenue train mile. In other words, after all increases in operating expenses had been paid there was a net gain realized of 26.87 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on these railroads, therefore, not only reimbursed the company for added costs but also yielded a handsome profit. From a comparison of this net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that reasonable wage increases to enginemen would absorb only a very small portion of the net gain realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1890 1913 1913 over 1890 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0590 $0.0810 $0.0220 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0351 ,0510 .0159 Total cost of engineers and firemen. . . . . . . . . . . . . . .0941 .1320 .0379 Total Operating expenses. . . . . . . . . . . . . . . . . . . . . . g .9518 1.6371 ,6853 Total operating revenue. . . . . . . . . . & 4 tº º dº º ºf s & e º sº dº º º * 1.4965 2 4505 ,9540 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .5441 .8134 .2687 II. TOTALS FOR EIGHT REPRESENTATIVE WESTERN RAff.ROADS. The chart below sets forth the reventie gains arising from the increased productive efficiency of engineers, firemen, and other labor, as well as from the improvement in road- REVENUE GAINS, J .*. bed, structures and equipment on the following eight representative Western railroads, during the period 1890-1913. The showing is made on a revenue train mile basis: Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Illinois Central Railroad. Northern Pacific Railway. Southern Pacific Company. Union Pacific Railroad. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Totals for Eight Representative Western Railroads. C0ST OF ENGINEERS }I —Increase of 2.02 cents. COST OF FIREMEN }| —Increase of 1.43 cents. TOTAL COST OF ENGINEERS AND | HIncrease of 3.45 cents. FIREMEN - ###" I--increase of 72.48 cents. TOTAL OPERATING REVENUE -Increase of 101.04 cents. ###|Nº'ºevenue }||—increase of 28.56 cents. Upon referring to the foregoing chart it is seen that on the eight railroads under con- sideration, after all increases in operating expenses had been paid, there was a net gain realized of 28.56 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on these lines, therefore, not only reim- bursed the companies for added costs, but also yielded a handsome profit. Substantial wage increases to enginemen would absorb only a very small portion of the net gain realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE (RAINS PER REVENUE TRAIN MILE, - Increase I890 1913 1913 over 1890 Cost of engineers. . . . . . . . . . . . . . . . . . . . , , . . . . . . . . . $0.0618 $0.0820 $0.0202 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . '- .0370 > .0513 .0143 Total cost of engineers and firemen. . . . . . . . . . . . . . .0988 .1333 ,0345 Total operating expenses. . . . . . . . . . . . . . . . . . . . . . ... .940? . 1.6655 .7248 Total operating revenue.......................... 1.5376 2.5480 1.0.104 RNet gain in operating revenue. . . . . . . . . . . . . . . . ‘e º a tº .5969 Jº25 .2856 4 REVENUE GAINS. III. ATCHISON, TOPERA AND SANTA FE RAILWAY. The following chart shows the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Atchison, Topeka and Santa Fe Railway during the period 1890–1913. The comparison is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Atchison, Topeka and Santa Fe Railway. C0ST OF ENGINEERS }|-increase of 1.19 cents. COST OF FIREMEN }Hincrease of .83 cents. TOTAL COST OF ENGINEERS AND }1–increase of 2.02 cents. FIREMEN ###" m—increase of 91.12 cents. TOTAL OPERATING REVENUE Increase of 132.80 cents. ##!"evenue } =–Increase of 41.68 cents. Upon referring to the foregoing chart it is seen that the cost of engineers and firemen to the Atchison, Topeka and Santa Fe Railway was only 2.02 cents more per revenue train mile in 1913 than in 1890. After all increases in operating expenses had been paid there was a net gain realized of 41.68 cents per revenue train mile. From a comparison of this net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that substantial wage increases to enginemen would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase - 1890 1913 1913. Over 1890 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0648 $0.0767 $0.01.19 Cost of firemen................................ -- .0386 ,0469 .0083 Total cost of engineers and firemen. . . . . . . . . . . . . . .1034 .1236 .0202 Total operating expenses. . . . . . . . . . . . . . . . . . . . . . ... .8528 1.7640 .9112 Total operating revenue............... & e s e s a s e s • * 1.3827 2.7107 1.3280 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . $383 .9467 .4168 REVENUE GAINS. IV. CHICAGO, BURLINGTON & QUINCY RAILROAD. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Chicago, Burlington and Quincy Railroad during the period 1890-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Chicago, Burlington and Quincy Railroad. COST OF ENGINEERS }l —Increase of 2.52 cents. Y COST OF FIREMEN }| —Increase of 1.64 cents. TOTAL COST OF ENGINEERS AND }||—increase of 4.16 cents. FIREMEN ##" m—increase of ools cents. TOTAL OPERATING REVENUE Increase of 124.23 cents. Y ####|Ns 'evenue \ —Increase of 34.05 cents. Upon referring to the foregoing chart it is seen that on the Chicago, Burlington and Quincy Railroad, after all increases in operating expenses during the period 1890-1913 had been paid there was a net gain realized of 34.05 cents per revenue train mile, comparison of this net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that substantial wage increases to enginemen would absorb only a very small portion of the net profit realized during the period under consideration. º The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, Increase 1890 1913 1913 over 1890 Cost of engineers. . . . . . . . . . . . . . . tº t e º 4 tº * * * * * * * * * * $0.0480 $0.0732 $0 0252 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... ,0276 .0440 ,0164 Total cost of engineers and firemen. . . . . . . . . . . . . . ,0756 .1172 .0416 O Total Operating expenses. . . . . . . . . . . . . . . . . . . . . ..., .8611 1.7629 .90.18 Total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 1.4051 2.6474 1.2423 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . ,5440 .8845 .3405 6 REVENUE GAINS. V. CHICAGO, MILWAU KEE AND ST. DAUL RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Chicago, Milwaukee and St. Paul Railway during the period 1890–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Chicago, Milwaukee and St. Paul Railway. COST OF ENGINEERS }l —Increase of 4.00 cents. COST OF FIREMEN }i —Increase of 2.58 cents. TOTAL COST OF ENG | NEERS AND }R-increase of 6.58 cents. FIREMEN ###" m—increase of sº cent. #" }-—increase of 8576 cents. N §d"evenue }-—increase of I7.33 cents. Upon referring to the foregoing chart it is seen that on the Chicago, Milwaukee and St. Paul Railway, although total operating expenses increased 68.43 cents during the period 1890-1913, operating revenues also advanced 85.76 cents, leaving a clear gain in revenue during the period of 17.33 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railroad, therefore, not only reimbursed the company for added costs but also yielded a handsome profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train: mile, it is apparent that substantial wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. - Irſcrease 1896 6)1913 ()1913 over 1890, Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0488; $0.0888 $0.0400 Cost of firemen....... . . . . . . . . . . . . . . . . . . * * * * * * * * * ** - .0304 .0562 .0258 Total eost of engineers and firemen... . . . . . . . . . . . .0792 .1450. .0658 Total operating expenses. . . . . . . . . . . .* * * * * * * * * * * * = a .8381 1.5224 .6843 Total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 1.3520 2.2096 .8576 Q Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .5139 .6872 .1733. (i) “Revenue Train. Miles” in 1913 include 87,353 gasoling pºsse”ger train miles. REVENUE GAINS. 7 VI. CHICAGO AND NORTH WESTERN RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Chicago and North Western Railway, during the period 1890-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Chicago and North Western Railway. COST OF ENGINEERS }||—increase of 3.41 cents. COST OF FIREMEN }l —Increase of 2.11 cents. TOTAL COST OF - ENGINEERS AND }º-increase of 5.52 cents. FIREMEN ###" m—increase of 73.6 cents. Increase of 93.39 cents. REVENUE ###"evenue }=—increase of 17.73 cents. Upon referring to the foregoing chart it is seen that on the Chicago and North Western Railway, after all increases in operating expenses during the period 1890-1913 had been paid there was a net gain realized of 17.73 cents per revenue train mile. Substantial wage increases to enginemen would absorb only a very small portion of the net gain realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1890 1913 1913 over 1890 Cost of engineers..... e e º ºs e º is e º e º 'º a s is a e < * * * * * * * * $0.0507 $0.0848 $0.0341 Cost of firemen......... . . . . . . . . . . . . . . . . . . . . . . . . ,0337 .0548 .02.11 Total cost of engineers and firemen. . . . . . . . . . . . . . .0844 , 1396 .0552 Total Operating expenses. . . . . . . . . . . . . . . . . . . . . . ... .7887 1.5453 .7566 Total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 1.2688 2.2027 #. Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .4801 .6574 8 REVENUE GAINS. VII. GREAT NORTHERN RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Great Northern Railway during the period 1891-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1891-1913. Great Northern Railway. COST OF ENGINEERS }1–increase of 3.32 cents. Increase of 2.42 cents. COST OF FIREMEN }I TOTAL COST OF ENGINEERS AND }º-increase of 5.74 cents. FIREMEN ###" -—increase of 83.8 cents. TOTAL OPERATING ! REVENUE j º Increase of Tº - : Increase of 29.99 cents. OPERATING REVENUE Upon referring to the foregoing chart it is seen that on the Great Northern Railway, although total operating expenses increased 83.87 cents during the period 1891-1913, oper- ating revenues also advanced $1.1386, leaving a clear gain in revenue during the period of 29.99 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, therefore, not only reimbursed the company for added costs, but also yielded a substantial profit. From a comparison of this net revenue gain with the cost of engineers and firemen per revenue train mile, it is clear that reasonable advances in rates of pay to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. - Increase (D1891 1913 1913 over (D1891 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0485 $0.0817 $0.0332 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 0287 .0529 .0242 Total cost of engineers and firemen. . . . . . . . . . . . . . .0772 .1346 .0574 Total operating expenses. . . . . . . . . . . . . . . . . . . . . . ... 1 0604 1.8991 .8387 Total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 2.1207 3.2593 1.1386 Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . . 1.0603 1.3602 .2999 (D Information not available in proper form for 1890. REVENUE GAINS. 9 VIII. NORTHERN PACIFIC RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Northern Pacific Railway during the period 1890–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Northern Pacific Railway. COST OF ENGINEERS }I-Increase of 3.39 cents. C0ST OF FIREMEN }I Increase of 2.75 cents. TOTAL COST OF ENGINEERS AND }||—increase of 6.14 cents. FIREMEN ###" ) -—increase of 85.72 cents. TOTAL OPERATING REVENUE Increase of 128.52 cents. #º, #venue }=—increase of 42.80 cents. Upon referring to the foregoing chart it is seen that on the Northern Pacific Railway, after all increases in operating expenses during the period 1890-1913 had been paid there was a net gain realized of 42.80 cents per revenue train mile. From a comparison of this net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that reasonable wage advances to engineers and firemen would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing figures are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, Increase 1890 1913 1913 over 1890 Cost of engineers. . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * $0.0606 $0.6945 $0.0339 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... .0344 .0619 .0275 Total cost of engineers and firemen. . . . . . . . . . . . . . .0950 .1564 .0614 Total operating expenses. . . . . . . . . . . . . . . . . . . . . . ... 1.0826 1.9398 .8572 Total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 1.8705 3.1557 1.2852 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .7879 1.2159 ,4280 10 REVENUE GAINS. IX. OREGON SHORT LINE RAILROAD. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Oregon Short Line Railroad during the period 1892- 1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1892-1913. Oregon Short Line Railroad. C0ST OF ENGINEERS }l —Increase of 2.13 cents. Increase of 1.86 cents. C0ST OF FIREMEN }l TOTAL COST OF * ENGINEERS AND }| —Increase of 3.99 cents. FIREMEN TOTAL OPERATING \ EXPENSES ſ TOTAL OPERATING } Increase of 63.19 cents. REVENUE Increase of 149.34 cents. ####v=ºut) ||—increase of 86 is cents. Upon referring to the foregoing chart it is seen that on the Oregon Short Line Rail- road, although total operating expenses increased 63.19 cents during the period 1892-1913, operating revenues also advanced $1.4934, leaving a clear gain in revenue during the period of 86.15 cents per revenue train mile. In other words, after all increases in operating expenses had been paid there was a net gain realized of 86.15 cents per revenue train mile. Substantial wage increases to enginemen would absorb only a very small portion of this net profit realized during the period under consideration. The foregoing figures are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, Increase . Q1892 1913 1913 over (D1892 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0637 $0.0850 $0.0213 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0376 .0562 .0185 Total cost of engineers and firemeſi. . . . . . . . . . . . . . .1013 .1412 .0399 Total operating expenses. . . . . . . . . . . . . . . . . . . . . . ... 1.0616 1.6935 .6319 Total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 1.7691 3.2625 1.4934 Net gain in Opérating revenue. . . . . . . . . . . . . . . . . . . . .7075 1.5690 .8615 (D Information for 1890 or 1891 not available. REVENUE GAINS. } ] X. SouTHERN PACIFIC COMPANY. The chart below sets forth the revenue gains arising from the increased productive 'efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Southern Pacific Company, during the period 1890-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Southern Pacific Company. | cost OF ENGINEERs }I —Increase of 3.02 cents. C0ST OF FIREMEN }Hincrease of 1.43 cents. | TOTAL COST OF - - - ENGINEERS AND }º-increase of 4.45 cents. FIREMEN - Igºrating }=—increase of 32.05 cents. | TOTAL OPERATING ####". #venue }=—increase of 49.85 cents. Upon referring to the foregoing chart it is seen that on the Southern Pacific Company, although total operáting expenses increased 32.05 cents during the period 1890-1913, oper- ating revenues also advanced 81.90 cents, leaving a clear gain in revenue during the period of 49.85 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railroad, therefore, not only repaid the com- pany for added costs but also yielded a handsome profit. From a comparison of this net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that reasonable advances in wages to engine crews would absorb only a very small portion of the net return realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, - - - - ... Increase T890 1913 - 1913 over 1890 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0554 $0.0855 $0.0302 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... .0333 .0476 .0143 Total cost of engineers and firemen. . . . . . . . . . . . . .0887 .1332 .0.445 Total operating expenses. . . . . . . . . . . . . . . . . . . . . . ... 1 3554 | RT59 .3205 Total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 2.1025 2.9215 .8190 .Net gain in operating revenue. . . . . . . . . . * * * * * * * * * * .747ſ 12456 .4985 12 REVENUE GAINS. XI. ARIZON A AND NEW MEXICO RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Arizona and New Mexico Railway during the period 1890–1913. The showing is made on a revenue train mile basis : INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Arizona and New Mexico Railway. COST OF ENGINEERS }Hncrease ci 4.36 cents. COST OF FIREMEN }I —Increase of 2.79 cents. TOTAL COST OF ENGINEERS AND }||—increase of 7.15 cents. FIREMEN TOTAL OPERATING ExPENSEs Increase of 180.18 cents. TOTAL OPERATING REVENUE ——Increase of 269.26 cents. ###"evenue }_–increase of 89.08 cents. Upon referring to the foregoing chart it is seen that on the Arizona and New Mexico Railway, after all increases in operating expenses during the period 1890-1913 had been paid there was a net gain realized of 89.08 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this, railway, therefore, not only reimbursed the company for added costs but also yielded a handsome profit. Substantial wage increases to engineers and firemen would absorb only a very small portion of the net return realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: cost of ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. * ~ -:" r Increase 1890 1913 1913 over 1890; Cost of engineers.... . . . . . . * * * * * * * d 4 a* if s ºf 4 & 5 4 & 6 & 8 & $0.0389. $0 0825 $0.0436 Cost of firemen.................................. .0278 .0557 .0279 Total cost of engineers' and firemen. . . . . . . . . . . . . . .0667 1387 .0715 Total operating expenses. . . . . . . . . . . . . . . . . . . . . . ... 1.3856 3.1874 1.8018 Total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 4.2285 6.9211 2.6926 Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . . 2.8429 3.7337 .8908, REVENUE GAINS. 13 XII. CANADIAN PACIFIC RAILWAY (CANADIAN LINEs). The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Canadian Pacific Railway (Canadian Lines) during the period 1890–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Canadian Pacific Railway (Canadian Lines), COST OF ENGINEERS }I—increase of 3.02 cents. COST OF FIREMEN }I —Increase of 2.58 cents. TOTAL COST OF ENGINEERS AND HIncrease of 5.60 cents. FIREMEN TOTAL operaTING l REVENUE Increase of 112.76 cents. #####;"evenue }=—increase of 27.98 cents. #" }-—increase of 84.78 cents. Upon referring to the foregoing chart it is seen that on the Canadian Pacific Railway (Canadian Lines), after all increases in operating expenses during the period 1890-1913 had been paid there was a net gain realized of 27.98 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, therefore, not only reimbursed the company for added costs, but also yielded a handsome profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that substantial wage increases to engineers and firemen would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1890 1913 1913 over 1890 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0 0519 $0.0821 $0.0302 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... .0267 .0525 .0258 Total cost of engineers and firemen. . . . . . . . . . . . . . .0786 .1346 .0560 Total Operating expenses. . . . . . . . . . . . . . . . . . . . . . ... .8422 W.6900 .8478 Total operating revenue.......................... 1.3918 2.5194 1.1276 Net gain in operating revenue. . . . . . “º w w we s e º ºs e º 'º e º 'º .5496 .8294 27gs 14: REVENUE GAINs. XIII. CHICAGO, ROCK ISLAND AND PACIFIC RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Chicago, Rock Tsland and Pacific Railway during the period 1890–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS. PER REVENUE TRAIN MILE, 1890-1913. Chicago, Rock Island and Pacific Railway. C0ST OF ENGINEERS }I Increase of 2.80 cents. COST OF FIREMEN }| —Increase of 2.31 cents. TOTAL COST OF n ENGINEERS AN –Increase of 5.11 cents. F1 REMEN * ºperating } m—increase of 65.75 cents. REVENUE Increase of 77.35 cents. ####"evenue }||—increase of 11.60 cents. Upon referring to the foregoing chart it is seen that on the Chicago, Rock Island and Pacific Railway, the increased productive efficiency of labor and capital engaged in con- ducting transportation not only reimbursed the company for added costs, but also yielded a handsome profit of 11.60 cents per reventte train mile during the period 1890–1913. From a comparison of this revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that reasonable wage advances to engine crews would absorb, only a very small portion of the net return realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table : COST OF ENGINEERS AND FIREMEN AND REVENUE CAINS PER REVENUE TRAIN MILE. Increase 1890 1913 1913 over 1890, Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0448 $0 0728 $0.0280 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0255 .0487 .0231 Total cost of engineers and firemen. . . . . . . . . . . . . . .0704 .1215 .0511 Total operating expenses. . . . . . . . . . . . . . . . . . . . . . ... .7856 1.4431 .6575. Total operating revenue. . . . . . . . . , º e º is º is g g g s tº e g g º e 1.1759 1.9494 .T.; Net gain in Operating revenue. . . . . . . . . . . . . . . . • * * * .3903. .5063 .116); REVENUE GAINs. 15 XIV. CHICAGO, ST. PAUL, MIN NEAPOLIS AND C M A H A RAILWAY. The chart below sets forth the revenue gains arising from the increased productive eſficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Chicago, St. Paul, Minneapolis and Omaha Railway during the period 1890-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Chicago, St. Paul, Minneapolis and Omaha Railway. COST OF ENGINEERS }I —Increase of 2.52 cents. Increase of 1.72 cents. Y COST OF FIREMEN }| TOTAL COST OF ENGINEERS AND }I-Increase of 4.24 cents. FIREMEN TOTAL OPERATING EXPENSES }-—increase of 46.57 cents. º'" H- REVENUE ſ —Increase of 64.03 cents. NET GA! N IN OPERATING REVENUE —Increase of 17.46 cents. Upon referring to the foregoing chart it is seen that on the Chicago, St. Paul, Minne- apolis and Omaha Railway, after all increases in operating expenses during the period 1890–1913 had been paid, there was a net gain realized of 17.46 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, therefore, not only reimbursed the company for added costs but also yielded a handsome profit. It is apparent that substantial wage increases to engine crews would absorb only a very small portion of the net return realized during the period under con- sideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1890 1913 1913 over 1890 Cost of engineers.......... . . . . . . . . . . . . . . . . . . . . . $0.0516 $0.0768 $0.0252 Cost of firemen.......... . . . . . . . . . . . . . . . . . . . . . . * * .0312 .0434 .0172 Total cost of engineers and firemen........ . . . . . . ,0828 .1252 .0424 Total operating expenses..... . . . . . . . . . . . . . . . . .... .9532 1.4.189 .4657 Total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 1.3881 20284 .6403 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .4349 .6095 .1746 16 REVENUE GAINS. XV. FORT WORTH AND DEN VER CiTY RAILW A Y. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Fort Worth and Denver City Railway during the period 1890-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Fort Worth and Denver City Railway. º C0ST OF ENGINEERS }| —Increase of 2.07 cents. Increase of 1.57 cents. COST OF FIREMEN }| TOTAL COST OF ENGINEERS AND \ —Increase of 3.64 cents. F||REMEN J #!" }-—increase of 99.22 cent. TOTAL OPERATING REVENUE Increase of T24.75 cents. Increase of 25.56 cents. NET GAIN IN ƺ Upon referring to the foregoing chart it is seen that on the Fort Worth and Denver City Railway, after all increases in operating expenses during the period 1890-1913 had been paid, there was a net gain realized of 25.56 cents per revenue train mile. Reasonable wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table : COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1890 1913 1913 over 1890 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0480 $0.0687 $0.0207 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0285 .0442 .0157 Total cost of engineers and firemen. . . . . . . . . . . . . . .0765 .1129 .0364 Total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . .7437 1.7359 .9922 Total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 1.2246 2.4724 1.2478 Net gain in operating revenue. . . . . . . . sº e º º ºs e º s s = * * .4809 .7365 .2556 REVENUE GAINS. 17 XVI. GULF, COLORADO AND SANTA FE RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Gulf, Colorado and Santa Fe Railway during the period 1890-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Gulf, Colorado and Santa Fe Railway. COST OF ENGINEERS }I —Increase of 2.08 cents. COST OF FIREMEN }| ——Increase of 1.64 cents. TOTAL COST OF ENGINEERS AND —Increase of 3.72 cents. FIREMEN ºperating } m—increase of 68.61 cents. ºperating }ºm—increase of 103.76 cents. o ###!'s 'evenue }-—increase of 35.15 cents. Upon referring to the foregoing chart it is seen that on the Gulf, Colorado and Santa Fe Railway, although total operating expenses increased 68.61 cents during the period 1890-1913, operating revenues also advanced $1.0376, leaving a clear gain in revenue during the period, of 35.15 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, therefore, not only reimbursed the company for added costs, but also yielded a handsome profit. From a com- parison of this net revenue gain with the cost of engineers and firemen per revenue train mile, it is evident that reasonable wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: C0ST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1890 1913 1913 over 1890 Cost of engineers............................... $0.0560 $0.0768 $0 0208 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... .0321 .0485 .0164 Total cost of engineers and firemen. . . . . . . . . . . . . . .0881 .1253 .0372 Total operating expenses. . . . . . . . . . . . . . . . . . . . . .... 1.1662 18523 .6861 Total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 1.4516 2,4892 1.0376 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .2854 ,6369 .3515 18 REVENUE GAINS. XVII. HOUSTON EAST AND WEST TEXAS RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Houston East and West Texas Railway during the period 1890–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Houston East and West Texas Railway. COST OF ENGINEERS }||—increase of 3.66 cents. COST OF FIREMEN }I —Increase of 2.46 cents. TOTAL COST OF ENGINEERS AND —Increase of 6.12 conts. FIREMEN ſºaring }=—increase of 78.54 cents. #" }-—inerease of 101.2 cents. §§§ "evenue }=—increase of 23.08 cents. Upon referring to the foregoing chart it is seen that on the Houston East and West Texas Railway, after all increases in operating expenses during the period 1890–1913 had been paid, there was a net gain realized of 23.08 cents per revenue train mile. From a com- parison of this net revenue gain with the cost of engineers and firemen per revenue train mile, it is seen that reasonable wage increases to engineers and firemen would absorb only a very Small portion of the profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. • Increase 1890 1913 1913 over 1890 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0 0448 $0 0814 $0.0366 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... .0243 .0489 .0246 Total cost of engineers and firemen. . . . . . . . . . . . . . ,0591 .1303 .0612 Total Operating expenses. . . . . . . . . . . . . . . . . . . . . . ... ,9807 1.7661 .7854 Total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 1 3231 2.3393 1.0162 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .3424 .5732 .2308 REVENUE GAINs. 19 XVIII. INTERNATIONAL AND GREAT NORTHERN RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the International and Great Northern Railway during the period 1890-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. International and Great Northern Railway. Increase of 1.75 cents. COST OF ENGINEERS }| Increase of 1.15 cents. COST OF FIREMEN }| TOTAL COST OF Y ENG|NEERS AND Increase of 2.90 cents. FIREMEN TOTAL OPERATING EXPENSES Increase of 64.82 cents. |##" I--—increase of 930s cents. ####|Nº'ºevenue }=—increase of 28.23 cents. Upon referring to the foregoing chart it is seen that on the International and Great Northern Railway, after all increases in operating expenses during the period 1890-1913 had been paid there was a net gain realized of 28.23 cents per revenue train mile. Reasonable wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, Increase 1890 1913 I913 over 1890 ‘Cost tof engineers • * * * * * * * * * * * * * * * * * * * * * * * * * * *s tº s ‘k $0.0590 $0.0765 $0.0175 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... .0354 .0469 .01.15 Total cost of engineers and firemen. . . . . . . . . . . . . . .0944 .1234 ,0290 Total Operating expenses. . . . . . . . . . . . . . . . . . . . . . ... 1.0341 1.7323 .6482 Total operating revenue.......................... 1.3570 2.2875 .9305 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .2729 .5552 -2823 20 REVENUE GAINS. XIX. MIN NEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Minneapolis, St. Paul and Sault Ste. Marie Railway during the period 1890-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMTN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Minneapolis, St. Paul and Saulte Ste. Marie Railway. Increase of 3.08 cents. COST OF ENGINEERS }| Increase of 2.03 cents. COST OF FIREMEN }I TOTAL COST OF ENGINEERS AND –Increase of 5.11 cents. FIREMEN ###" Jº--increase of 6604 cents. TOTAL OPERATING l REVENUE ſ Increase of 130.68 cents. ####|Nº'ºevenue }-—increase of 64.64 cents. Upon referring to the foregoing chart it is seen that on the Minneapoffs, St. Paul and Sault Ste. Marie Railway, after all increases in operating expenses during the period 1890- 1913 had been paid there was a net gain realized of 64.64 cents per revenue train mile. p s D The increased productive efficiency of labor and capital engaged in conducting transporta- tion on this railway, therefore, not only reimbursed the company for added costs but also yielded a handsome profit and a reasonable increase to engine crews would absorb only a very small portion of the net gain realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: C0ST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. - Increase 1890; 1913 1913 over 1890) Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0 0.432 $0.0740 $0 0308 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0272 .0475 ,0203 Total cost of engineers and firemen. . . . . . . . . . . . . . .0704 .1215 .0511. Total Operating expenses. . . . . . . . . . . . . . . . . . . . . . ... .7880 1.4484 .6604. Total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 1.1285 2.4353 1.3068, Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . . .3405 .9:869. .6464. REVENUE GAINS. 21 XX. MISSOURI, KANSAS AND TEXAS RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Missouri, Kansas and Texas Railway during the period 1890–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Missouri, Kansas and Texas Railway. COST OF ENGINEERS }| —Increase of 1.46 cents. COST OF FIREMEN }l —Increase of 1.18 cents. TOTAL COST OF ENGINEERS AND }I —Increase of 2.64 cents. FIREMEN ſºaring }-—increase of 35.59 cents. REVENUE ####venue }=—increase of 2832 cents. Increase of 64.41 cents. Upon referring to the foregoing chart it is seen that on the Missouri, Kansas and Texas Railway, after all increases in operating expenses during the period 1890-1913 had been paid there was a net gain realized of 28.82 cents per revenue train mile. The increased pro- ductive efficiency of labor and capital engaged in conducting transportation on this railway, therefore, not only reimbursed the company for added costs but also yielded a handsome profit and it is apparent that substantial wage increases to engine crews would absorb only. a very small portion of the net return realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, Increase 1890 1913 1913 over 1890 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0585 $0.0732 $0.0146 Cost of firemen. ................................. .0336 S .0454 .0118 Total cost of engineers and firemen. . . . . . . . . . . . . . .0922 .1186 ,0264 Total operating expenses....... . . . . . . . . . . . . . . . ... 1,1611 1.5170 ,3559 Total operating revenue.......................... 1.5072 2.1513 .6441 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .3461 .6343 .2882 22 REVENUE GAINs. XXI. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the St. Louis, Iron Mountain and Southern Railway during the period 1890-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. St. Louis, Iron Mountain and Southern Railway. COST OF ENGINEERS }I —Increase of 2.39 cents. COST OF FIREMEN }—increase of 1.78 cents. TOTAL COST OF ENGINEERS AND –Increase of 4.17 cents. FIREMEN Increase of 65.48 cents. TOTAL OPERATING d EXPENSES T ###" -m—increase of seas cent. NET GAIN IN - OPERATING REVENUE }-—increase of 17.77 cents. Upon referring to the foregoing chart it is seen that on the St. Louis, Iron Mountain and Southern Railway, after all increases in operating expenses during the period 1890-1913 had been paid, there was a net gain realized of 17.77 cents per revenue train mile. It is evident that reasonable wage increases to engine crews would absorb only a very small por- tion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE T^Aſ ºf MILE. Increase 1890 1913 1913 Over 1890' Cost Of engineers. s & 4 & & 0 & 6 6 & J & & 4 & e a s : * * * * * * * * * * * * * $0.054f $0.0180. $0.0239 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . .* * * * * - -- .0320 .0498 .0178 Total cost of engineers and firemen. . . . . . . . . . . . . . ,0861 .1278 .0411. Total operating expenses. . . . . . . . . . . . . . . . . . . . . . ... 1.0570 1.7118 .6548. Total operating revenue......... " * * * * * * * * * * * * * * * * " * * 1.7454 2.5779 .8325, Net gain in Operating revenue.......... . . . . * * * * * * * * * .6884 .8661. .1777, REVENUE GAINS. 23 XXII. WABASEI RAILROAD. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment on the Wabash Railroad during the period 1890-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1890-1913. Wabash Railroad. COST OF ENGINEERS }l —Increase of 2.89 cents. cost OF FIREMEN }|-increase of 1.93 cents. TOTAL COST OF ENGINEERS AND }||—increase of 4.82 cents. FIREMEN ###" m—increase of 614 cent. ###" I-I-Increase of 74.10 cents. ####"evenue }||—increase of 12.69 cents. Upon referring to the foregoing chart it is seen that on the Wabash Railroad there was a clear gain in revenue during the period 1890–1913 of 12.69 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting trans- portation on this railroad, therefore, not only reimbursed the company for added costs, but also yielded a handsome profit. It is evident that substantial wage increases to engine crews would absorb only a very small portion of the net return realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, Increase 1890 1913 1913 over 1890 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0509 $0.0798 $0 0289 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... .0300 .0493 .0193 Tota: cost of engineers and firemen. . . . . . . . . . . . . . .0809 .1291 .0482 Total Operating expenses. . . . . . . . . . . . . . . . . . . . . . ... .8565 1.4706 .6141 Total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . 1.1510 1.8920 .7410 Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . . .2945 .4214 .1269 PART II. Revenue Gains For Each Additional $1,000 Compensation to Locomotive Engineers and Firemen. 1890–1913 PART II REVENUE GAINS FOR EACH ADDITIONAL $1,000 COMPENSATION TO LOCOMOTIVE ENGINEERS AND FIREMEN. 1890-1913. xxIII. ATCHISON, TOPEKA AND SANTA FE RAILWAY. An indication of the increase in receipts to the Atchison, Topeka and Santa Fe Railway, arising from increased productive efficiency during the years 1890-1913, is set forth in the following table which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AM0UNT OF GAIN IN– - Freight Operating Net Corporate * - Accumulated For each additional $1,000 Outlay to— Revenue Revenue Income Dividends Surpius Locomotive engineers ....................... ... $ 71,309 $43,114 $12,346 $ 9,023 () Locomotive firemen .......................... 113,887 69,522 19,908 14,550 (D XXIV. CHICAGO, BURLINGTON AND QUINCY RAILROAD. An indication of the increase in receipts to the Chicago, Burlington and Quincy Rail- road, arising from increased productive efficiency during the years 1890–1913, is set forth in the following table which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN– Freight Operating Net Corporate Accumulated For each additional $1,000 outlay to— Revenue Revenue Income Dividends Surplus Locomotive engineers ................... ... . . . $ 64,655 $40,180 $ 9,621 $ 3,299 $19,320 Locomotive firemen .......................... 103,187 65,070 15,581 5,342 31,288 XXV. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. An indication of the increase in receipts to the Chicago, Milwaukee and St. Paul Railway, arising from increased productive efficiency during the years 1890-1913, is set forth in the following table which shows the gain in revenues and in benefits to stock- holders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN– Freight Operating Net Corporate Accumulated For each additional $1,000 outlay to— Revenue Revenue Income Dividends Surplus L0comotive engineers ............... tº 6 e s ∈ e º º & $31,609 $23,733 $ 6,521 $ 5,336 $17,340 Locomotive firemen . . . . . . . . . . . . . . . . . . . . . . . . . . 49,540 37,235 10,231 8,372 27,205 XXVI. CHICAGO AND NORTH WESTERN RAILWAY. An indication of the increase in receipts to the Chicago and North Western Railway, arising from increased productive efficiency during the years 1890–1913, is set forth in the Q) Information not available, 26 REVENUE GAINS. 27 following table which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN– & # 3 Freight Operating Net Corporate Accumulated For each additional $1,000 outlay to— Revenue Revenue Income Dividends Surplus Locomotive engineers ............. . . . . . . . . . . . . $45,762 $26,476 $5,166 $3,549 $14,822 Locomotive firemen ... . . . . . . . . . . . . . . . . . . . . . . . 72,735 1,544 8,106 5,569 23,257 XXVII. GREAT NORTHERN RAILwAY. An indication of the increase in receipts to the Great Northern Railway, arising from increased productive efficiency during the years@ 1891-1913, is set forth in the following table which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN– Freight Operating Net Corporate Accumulated For each additional $1,000 outlay to— Revenue Revenue Income Dividends Surplus Locomotive engineers ......................... $61,690 $39,357 $13,085 $ 8,092 $34,602 Locomotive firemen . . . . . . . . . . . . . . . . . . . . . . . . . . 93,888 60,098 19,980 12,357 52,837 XXVIII. ILLINOIS CENTRAL RAILROAD. An indication of the increase in receipts to the Illinois Central Railroad, arising from increased productive efficiency during the years 1890–1913, is set forth in the following table which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: - AMOUNT OF GAIN IN– Freight Operating Net Corporate Accumulated For each additional $1,000 outlay to— Revenue Revenue Income Dividends Surplus Locomotive engineers ................ . ....... $29,950 $24,827 $2,069 $1,471 —$1,347 Locomotive firemen . . . . . . . . . . . . . . . . . . . . . . . . © e 41,990 35,219 2,936 2,087 — 1,911 XXIX. NORTHERN PACIFIC RAILWAY. An indication of the increase in receipts to the Northern Pacific Railway, arising from increased productive efficiency during the years 1890-1913, is set forth in the following table which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN- * Freight Operating Net Corporate -: * Accumulated For each additional $1,000 outlay to- Revenue Revenue Income Dividends Surplus Locomotive engineers ... . . . . . . . . . . . . . . , , , , , , , , $65,505 $34,690 $13,721 $11,312 $ 1,448 Locomotive firemen . . . . . . . . . . . . . . . . ........... 89,299 49,584 19,613 16,169 2,070 Q) Information for 1890 not available in proper form, —- (Minus) Denotes decrease, 28 REVENUE GAINS. XXX. OREGON SHORT LINE RAILROAD. O An indication of the increase in receipts to the Oregon Short Line Railroad, arising from increased productive efficiency during the years @1892-1913, is set forth in the fol- lowing table which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: - AMOUNT OF GAIN IN– Freight Operating Net Corporate Accumulated Revenue Revenue Income Dividends Surplus For each additional $1,000 outlay to— - Locomotive engineers ...... * * * * * * * * > * > * > 0 tº tº gº º is $ 82,960 $46,932 $37,258 $31,444 $ 84,965 L000motive firemen .......................... 111,383 65,299 51,839 43,750 118,215 XXXI. SOUTHERN PACIFIC CoMPANY. An indication of the increase in receipts to the Southern Pacific Company, arising from increased productive efficiency during the years 1890–1913 is set forth in the following table which shows the gain in revenues and in benefits to stockholders for each $1,000 addi- tional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN– Freight Operating Net Corporate Accumulated Revenue Revenue Income Dividends Surplus For each additional $1,000 outlay to— Locomotive engineers ......................... $ 82,644 $33,142 $14,034 $ 8,804. $39,293 Locomotive firemen . . . . . . . . . . . . . . . . . . . . . . . . . . 163,219 62,030 26,266 16,477 73,542 (D Information for 1890 or 1891 not available. Revenue Gains Arising from Increased Productive Efficiency I90O-I913. Prepared Under Supervision of W. J. LAUCK “ºf Exhibit Number 29 Presented by Witness $ W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Composition and Makeup by Superior Typesetting Co., Chicago, Ill. <>7s Revenue Gains Arising from Increased Productive Efficiency I90O-I9I3. Exhibit Number Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Composition and Makeup by Superior Typesetting Co., Chicago, Ill. 17–1 REVENUE GAINS ARISING FROM INCREASED PRODUCTIVE EFFICIENCY PER REVENUE TRAIN MILE, 1900–1913. CONTENTS SECTION - PAGE 1. Totals for Forty-eight Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . 1 2. Totals for Forty Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3. Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 4. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 5. Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 6. Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . . . a s e º 'º e º 'º e º e º e º 4 s is e º 'º º 8 7. Great Northern Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 8. Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 9. Southern Pacific Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 10. Union Pacific Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 11. Arizona and New Mexico Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 12. Canadian Pacific Railway (Canadian Lines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 13. Chicago Great Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 14. Colorado and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 15. Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 16. Duluth, Missabe and Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 17. Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 18. Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 19. International and Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 20. Minneapolis, St. Paul and Sault Ste. Marie Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 21. Missouri, Kansas and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 22. Pecos and Northern Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 23. St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 24. St. Louis and San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 25. St. Louis Southwestern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 26. San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 27. Southern Kansas Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 28. Wabash Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 PART II. REVENUE GAINS FOR EACH ADDITIONAL $1,000 COMPENSATION TO LOCO- MOTIVE ENGINEERS AND FIREMEN, 1900-1913. SECTION CONTENTS - PAGE 29. Atchison, Topeka and Sante Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 30. Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 31. Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 32. Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 33. Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 34. Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 35. Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 36. Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 37. Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 38. Union Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 1 • * * * * * (ºr PART I Revenue Gains per Revenue Train Mile, 1900–1913 I. TOTALS FOR FORTY-EIGHT REPRESENTATIVE WESTERN RAILROADS. REVENUE GAINS ARISING FROM INCREASED PRODUCTIVE EFFICIENCY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in road- bed, structures and equipment, on forty-eight representative Western railroads during the period 1900–1913. The showing is made on a revenue train mile basis. The railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines). Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Fort Worth and Rio Grande Railway. Galveston, Harrisburg and San Antonio Railway. Great Northern Railway. - Gulf, Colorado and Santa Fe Railway. Gulf and Interstate Railway of Texas. Houston East and West Texas Railway. Houston and Texas Central Railroad. International and Great Northern Railway. Kansas City, Clinton and Springfield Railway. Mineral Range Railroad. Minneapolis and St. Louis Railroad. w Minneapolis, St. Paul and Sault Ste. Marie Railway. Missouri Pacific Railway. Northern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. St. Louis Southwestern Railway Company of Texas. 1 2 REVENUE GAINS. San Antonio and Aransas Pass Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and New Orleans Railroad. Texas and Pacific Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Weatherford, Mineral Wells and Northwestern Railway. Wichita Valley Railway. Wisconsin and Michigan Railway. Yazoo and Mississippi Valley Railway. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Totals for Forty-eight Representative Western Railroads. C0ST OF ENGINEERS }Hncrease of 2.43 cents. COST OF FIREMEN }|—increase of 1.65 cents. TOTAL COST OF ENGINEERS AND –Increase of 4.08 cents. FIREMEN {{*" }--increase of 5746 cents. #" }-—increase of 73.48 cents. ######"evenue }||—increase of 16.02 cents. Upon referring to the foregoing chart it is seen that on these forty-eight Western railroads, although total operating expenses increased 57.46 cents during the period 1900–1913, operating revenues advanced 73.48 cents, leaving a clear gain in revenue during the period of 16.02 cents per revenue train mile. In other words, after all increases in operating expenses had been paid, there was a net gain realized of 16.02 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transporta- tion on these railroads, therefore, not only reimbursed the company for added costs but also yielded a handsome profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that substantial advances in rates of pay to engine crews would absorb only a very small portion of the net gain real- ized during the period under consideration. REVENUE GAINS. 3 The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. €288 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0569 $0.0312 $0.0243 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0345 .0510 .0165 Total cost of engineers and firemen............... .0914 .1322 .0408 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.0833 1.6579 .5746 Total operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . • 1.7604 2.4952 .7348 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .6771 .8373 .1602 II. TOTALS FOR FORTY REPRESENTATIVE WESTERN RAILROADS. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the following forty representative western railroads during the period 1900-1913. The showing is made on a revenue train mile basis: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines). Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Denver and Rio Grande Railroad. • *— Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. Houston and Texas Central Railroad. International and Great Northern Railway. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Missouri Pacific Railway. Northern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. 4. REVENUE GAINS. San Antonio and Aransas Pass Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and Pacific Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Wichita Valley Railway. Wisconsin and Michigan Railway. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Totals for Forty Representative Western Railroads. C0ST OF ENGINEERS }|-increase of 2.42 cents. C0ST OF FIREMEN }l—increase of 1.65 cents. TOTAL COST OF \ ENGINEERS AND —Increase of 4.07 cents. FIREMEN ###" m—increase of sess cent. ###" m—increase of iss, cent. NET GAIN IN OPERATING REVENUE }=–increase of 16.36 cents. Upon referring to the chart above it is seen that on these forty railroads, although total operating expenses increased 56.96 cents during the period 1900–1913, operating revenues also advanced 73.32 cents, leaving a clear gain in revenue during the period of 16.36 cents per revenue train mile. In other words, after all increases in operating expenses had been paid there was a net gain realized of 16.36 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on these railroads, therefore, not only reimbursed the companies for added costs but also yielded a handsome profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that reasonable advances in rates of pay to engine crews would absorb only a very small portion of the net gain realized during the period under consideration, which principally arose from their increased labor and efficiency. REVENUE GAINS. 5 The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0570 $0.0812 $0.0242 Cost of firemen....... tº e e e s e s s a e s s a s a e º e s e s e º 'º e º e .0347 .0512 .0165 Total cost of engineers and firemen. . . . . . . . . . . . . . . .0917 . .1324 .0407 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.0819 1.6515 .5696 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7685 2.50.17 .7332 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .6866 .8502 .1636 III. TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the following ten representative western railroads during the period 1900–1913. The showing is made on a revenue train mile basis : Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Totals for Ten Representative Western Railroads. }* COST OF ENGINEERS }| —Increase of 2.34 cents. COST OF FIREMEN }l —Increase of 1.56 cents. TOTAL COST OF ENGINEERS AND }||—increase of 3.90 cents. FIREMEN EXPENSES } Increase of 60.17 cents. ºf" I--increase of 1918 cents. NET GAIN IN OPERATING REVENUE }ºm—increase of 19.01 cents. 6 REVENUE GAINS. Upon referring to the foregoing chart it is seen that, although total operating expenses on these ten representative western carriers increased 60.17 cents during the period 1900–1913, operating revenues also advanced 79.18 cents, leaving a clear gain in revenue during the period of 19.01 cents per revenue train mile. In other words, after all increases in operating expenses had been paid there was a net gain realized of 19.01 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on these lines, therefore, not only reimbursed the companies for added costs but also yielded a very large profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once clear that reasonable wage increases to engine crews would absorb only a very small portion of the net gain realized during the period under consideration. - The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers................................ $0.0587 $0.0821 $0.0234 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0360 .0516 .0156 Total cost of engineers and firemen. . . . . . . . . . . . . . . .0947 .1337 .0390 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1,0844 1,6861 .6017 Total operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8339 2.6257 .7918 Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . . .7495 .9396 .1901 IV. ATCHISON, TOPEKA AND SANTA FE RAILWAY. The chart below shows the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Atchison, Topeka and Santa Fe Railway, during the period 1900-1913. The comparison is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Atchison, Topeka and Santa Fe Railway. COST OF ENGINEERS }I —Increase of 2.37 cents. COST OF FIREMEN }| —Increase of 1.41 cents. TOTAL COST OF FNG INEERS AND }||—increase of 3.78 cents. FIREMEN EXPENSES - } Increase of 73.55 cents. Total operating w ſ' EVENUE }-1–Increase of 93.33 cents. NET GAIN IN OPERATING REVENUE }=—increase of 19.78 cents. REVENUE GAINS. 7 Upon referring to the foregoing chart it is seen that on the Atchison, Topeka and Santa Fe Railway total operating expenses increased 73.55 cents during the period 1900–1913 but operating revenues also advanced 93.33 cents, leaving a clear gain in revenue during the period of 1978 cents per revenue train mile. In other words, after all increases in operating expenses had been paid there was a net gain of 19.78 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting trans- portation on this railway, therefore, not only reimbursed the company for added costs but also yielded a handsome profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that substantial wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: C0ST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Tncrease 1900 1913 . 1913 over 1900 Cost of engineers................................ $0.0530 $0.0767 $0.0237 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . ......... .0328 .0469 .01 41 Total cost of engineers and firemen............... .0858 .1236 .0378 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.0285 1.7640 .7355 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7774 2.71.07 .9333 Net gain in Operating revenue.................... .7489 .9467 .1978 V. CHICAGO, BURLINGTON AND QUINCY RAILROAD. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Chicago, Burlington and Quincy Railroad during the period 1900–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Chicago, Burlington and Quincy Railroad. COST OF ENGINEERS }I —Increase of 2.22 cents. COST OF FIREMEN }I—increase of 1.42 cents. TOTAL COST OF ENGINEERS AND }I—increase of 3.64 cents. FIREMEN ###" I--increase of 81.2 cents. TOTAL OPERATING REVENUE Increase of 113.00 cents. NET GAIN ###|Nº 'evenue }=—increase of 31.79 cents. 8 REVENUE GAINS. Upon referring to the foregoing chart it is seen that after all increases in operating expenses on the Chicago, Burlington and Quincy Railroad during the period 1900–1913 had been paid there was a net gain realized of 31.79 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railroad, therefore, not only reimbursed the company for added costs but also yielded a handsome profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that reasonable wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. * The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers................................ $0.0510 $0.0732 $0.0222 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0298 .0440 .0142 Total cost of engineers and firemen............... .0808 .1172 .0364 Total Operating expenses ......................... .9508 1.7629 .8121 Total Operating revenue .......................... 1.5174 2.6474 1.1300 Net gain in Operating revenue.................... .5666 .8845 .3179 VI. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. The chart below shows the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Chicago, Milwaukee and St. Paul Railway during the period 1900–1913. The comparison is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Chicago, Milwaukee and St. Paul Railway. COST OF ENGINEERS }||—increase of 3.66 cents. w COST OF FIREMEN }i —Increase of 2.16 cents. TOTAL COST OF ENG|NEERS AND }II—increase of 5.82 cents. FIREMEN TOTAL OPERATING EXPENSES }ºm—increase of 44.95 cents. TOTAL OPERATING } REVENUE }-—increase of #45 cents. NET GAIN IN 0PERATING REVENUE }=–increase of 10.50 cents. REVENUE GAINS. 9 Upon referring to the foregoing chart it is seen that on the Chicago, Milwaukee and St. Paul Railway, after all increases in operating expenses had been paid during the period 1900–1913, there was a net gain realized of 10.50 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, therefore, not only reimbursed the company for added costs but also yielded a handsome profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that substantial wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 () 1913 Q) 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0522 $0.0888 $0.0366 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0346 .0562 .0216 Total cost of engineers and firemen. . . . . . . . . . . . . . . .0868 .1450 .0582 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.0729 1,5224 .4495 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6551 2.2096 .5545 Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . . .5822 .6872 .1050 VII. GREAT NORTHERN RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Great Northern Railway during the period 1900-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Great Northern Railway. COST OF ENGINEERS }| —Increase of 1.95 cents. COST OF FIREMEN }| —Increase of 1.65 cents. TOTAL COST OF ENGINEERS AND *Eºmº e de FIREMEN }| Increase of 3.60 cents Igºrating } —Increase of 53.29 cents. ºperating }=—increase of 67.66 cents. ####"evenue }II—increase of 14.37 cents. Q) Revenue train miles in 1913 include 87,353 gasoline passenger train miles. 10 REVENUE GAINS. Upon referring to the foregoing chart it is seen that on the Great Northern Railway, after all increases in operating expenses during the period 1900–1913 had been paid there Was a net gain realized of 14.37 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, there- fore, not only reimbursed the company for added costs but also yielded a handsome profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that fair and reasonable wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: C0ST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913. Over 1900 Cost of engineers................................ $0.0622 $0.0817 $0.0195 Cost of firemen.................................. .0364 .0529 .0165 Total cost of engineers and firemen. . . . . . . . . . . . . . . .0986 .1346 .0360 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.3662 1.8991 .5329 Total operating revenue .......................... 2.5827 3.2593 .6765 Net gain in operating revenue.................... 1.2165 1.3602 .1437 VIII. OREGON SHORT LINE RAILROAD. The chart below shows the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, Structures and equipment, on the Oregon Short Line Railroad during the period 1900- 1913. The comparison is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Oregon Short Line Railroad. cost OF ENGINEERs }I —Increase of 2.32 cents. C0ST OF FIREMEN }I —Increase of 1.90 cents. TOTAL COST OF ENGINEERS AND }º-increase of 4.22 cents. FIREMEN TOTAL OPERATING EXPENSES }-—increase of 6888 cents. TOTAL OPERATING REVENUE }-—increase of 1008 cents. #sº #venue }ºm—increase of 31.96 cents. REVENUE GAINS. 11 Upon referring to the foregoing chart it is seen that on the Oregon Short Line Railroad, after all increases in Operating expenses had been paid there was a net gain realized of 31.96 cents per revenue train mile during the period 1900–1913. The increased productive efficiency of labor and capital engaged in conducting transportation on this railroad, there- fore, not only reimbursed the company for added costs but also yielded a very large profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that fair advances in rates of pay to engine crews would absorb only a very small portion of the net gain realized during the period under consideration which was largely the results of the increased labor and efficiency of engine CreWS. - - The foregoing facts are set forth in greater detail in the following table: C0ST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers......................... to e º e º ºs tº $0.0618 $0.0850 $0.0232 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0372 .0562 .0190. Total cost of engineers and firemen............... .0990 .1412 .0422 Total operating expenses ......................... 1.0047 1.6935 .6888 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2541 3.2625 1.0084 Net gain in Operating revenue.................... 1.2494 1.5690 .3196 IX. SOUTHERN PACIFIC COMPANY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Southern Pacific Company during the period 1900–1913. The showing is made on a revenue train mile basis. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Southern Pacific Company. COST OF ENGINEERS }I —Increase of 1.84 cents. COST OF FIREMEN }| —Increase of .95 cents. TOTAL COST OF - ENGINEERS AND |—Increase of 2.79 cents, FIREMEN º gºating }||—increase of 23.91 cents. ##" ) -—increase of 56.42 cents. 3. . —Increase of 32.51 cents. NET GAIN IN OPERATING REVENUE - 12 - REVENUE GAINS. Upon referring to the foregoing chart it is seen that on the Southern Pacific Company, the increased productive efficiency of labor and capital engaged in conducting transportation not only reimbursed the company for added costs but also yielded a handsome profit of 32.51 cents per revenue train mile during the period 1900–1913. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration, from their increased efficiency and productivity. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers.................... e e º e º e º e º º 0 & $0.0672 $0.0856 $0.0184 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0381 .0476 .0095 Total cost of engineers and firemen. . . . . . . . . . . . . . . .1053 .1332 .0279 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.4368 1.6759 .2391 Total operating revenue . . . . . . . . . . . . . . . . . . . . . . . © tº Lº 2.3573 2.9215 .5642 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .9205 1.2456 .3251 X. UNION PACIFIC RAILROAD. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Union Pacific Railroad during the period 1900-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Union Pacific Railroad. C0ST OF ENGINEERS }l —Increase of 0.73 cents. COST OF FIREMEN }| —Increase of .72 cents. TOTAL COST OF ENGINEERS AND |—Increase of 1.45 cents. FIREMEN Igºrating }Im—increase of 47.38 cents. #" }-—increase of 83.5 cents. t §§§ #venue }=—increase of 36.17 cents. REVENUE GAINs. 13 Upon referring to the foregoing chart it is seen that the cost of engineers and firemen to the Union Pacific Railroad was only 1.45 cents more per revenue train mile in 1913 than in 1900. Although total operating expenses increased 47.38 cents during the same period, operating revenues also advanced 83.55 cents, leaving a clear gain in revenue during the period of 36.17 cents per revenue train mile. In other words, after all increases in operating expenses had been paid there was a net gain realized of 36.17 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railroad, therefore, not only reimbursed the company for added costs but also yielded a large profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that reasonable wage increases to engine crews would absorb only a very small portion of the net gain realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . e e is e $0.0632 $0.0705 $0.0073 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0382 .0454 .0072 Total cost of engineers and firemen............... .1014 .1159 .01 45 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.0957 1.5695 .4738 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . tº º º 2,0139 2.8494 .8355 Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . ſº .91.82 1.2799 .3617 XI. ARIZONA AND NEW MEXICO RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Arizona and New Mexico Railway during the period 1900–1913. The showing is made on a revenue train mile basis. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Arizona and New Mexico Railway. COST OF ENGINEERS }—Decrease of 0.0001 cents. COST OF FIREMEN }| —Increase of .62 cents. TOTAL COST OF ENGINEERS AND | —Increase of .61 cents. FIREMEN TOTAL OPERATING EXPENSES Increase of 159.96 cents. TOTAL OPERATING & REVENUE Increase of 290.09 cents. NET GAIN IN OPERATING REVENUE } Increase of 130.13 cents. 17–2 14 REVENUE GAINS, Upon referring to the foregoing chart it is seen that the cost of engineers and firemen to the Arizona and New Mexico Railway was only 61 hundredths cents more per revenue train mile in 1913 than in 1900. Although total operating expenses increased $1,5996 during the same period, operating revenues also advanced $2,9009, leaving a clear gain in revenue during the period of $1.3013 per revenue train mile. In other words, after all increases in operating expenses had been paid there was a net gain realized of $1.3013 per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, therefore, not only repaid the company for added costs but also yielded a handsome profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that reasonable advances in rates of pay to engine crews would absorb only a very small portion of the net gain realized from their increased labor and efficiency during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0826 $0.0825 –$0.0001 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0495 .0557 .0062 Total cost of engineers and firemen............... .1321 .1382 .0061 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.5878 3.1874 1.5996 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 4.0202 6.9211 2.9009 Net gain in Operating revenue.................... - 2.4324 3.7337 1.3013 xII. CANADIAN PACIFIC RAILwAY (CANADIAN LINES). The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Canadian Pacific Railway (Canadian Lines) during the period 1900–1913. The showing is made on a revenue train mile basis : INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Canadian Pacific Railway (Canadian Lines). COST OF ENGINEERS }l—increase of 3.36 cents. COST OF FIREMEN }l —Increase of 2.44 cents. TOTAL COST OF ENGINEERS AND }||—increase of 5.80 cents. FIREMEN TOTAL OPERATINU Y REVENUE j Increase of 92.06 cents NET GAIN IN OPERATING REVENUE }=—increase of 17.19 cents. — (Minus) Denotes decrease. REVENUE GAINs. 15 Upon referring to the foregoing chart it is seen that on the Canadian Pacific Railway (Canadian Lines), although total operating expenses increased 74.87 cents during the period 1900–1913, operating revenues also advanced 92.06 cents, leaving a clear gain in revenue during the period of 17.19 cents per revenue train mile. In other words, after all increases in operating expenses had been paid there was a net gain realized of 17.19 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, therefore, not only reimbursed the company for added costs, but also yielded a handsome profit. Substantial wage increases to engine crews would absorb only a very Small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. . Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0485 $0.0821 $0.0336 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0281 .0525 .0244 Total cost of engineers and firemen. . . . . . . . . . . . . . . .0766 . 1346. .0580 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . .94:13 1.6900 .7487 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5988 2.5194 .9206 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .6575 .8294 .1719 XIII, CHICAGO GREAT WESTERN RAILROAD. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Chicago Great Western Railroad during the period 1900–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Chicago Great Western Railroad. cost OF ENGINEERs }I–Increase of 1.82 cents. COST OF FIREMEN }I—increase of 1.52 cents. TOTAL COST OF ENGINEERS AND . }I-Increase of 3.34 cents. FIREMEN EXPENSES TOTAL OPERATING REVENUE Increase of 69.93 cents. Increase of 94.13 cents. ##".ºu. }||—increase of 2420 cents. 16 REVENUE GAINS. Upon referring to the foregoing chart it is seen that on the Chicago Great Western Railroad, although total operating expenses increased 69.93 cents during the period 1900–1913, operating revenues also advanced 94.13 cents, leaving a clear gain in revenue during the period of 24.20 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railroad, therefore, not only reimbursed the company for added costs, but also yielded a handsome profit. It is at once evident that substantial wage increases to engine crews would absorb only a very Small portion of the net gain realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: C0ST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers................................ $0.0585 $0.0767 $0.0182 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0352 .0504 .0152 Total cost of engineers and firemen. . . . . . . . . . . . . . . .0937 .1271 .0334 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.0186 1.7179 .6993 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4029 2.3442 .9413 Net gain in Operating revenue................... tº .3843 .6263 .2420 XIV. COLORADO AND SOUTHERN RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, Structures and equipment, on the Colorado and Southern Railway during the period 1900- 1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Colorado and Southern Railway. COST OF ENGINEERS }l—increase of 2.27 cents. COST OF FIREMEN }I—increase of 1.98 cents. TOTAL COST OF ENGINEERS AND }I-Increase of 4.25 cents. FIREMEN ſºaring } m—increase of 69.79 cents. TOTAL OPERATING ENUE REVENU Increase of 107.85 cents. NET GAIN IN OPERATING REVENUE }-—increase of 38.06 centS. REVENUE GAINS. 17 Upon referring to the foregoing chart it is seen that on the Colorado and Southern Railway, although total operating expenses increased 69.79 cents during the period 1900– 1913, operating revenues also advanced $1.0785, leaving a clear gain in revenue during the period of 38.06 cents per revenue train mile. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that reasonable advances in rates of pay to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913. Over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0837 $0.1064 $0.0227 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0488 .0686 .01.98 Total cost of engineers and firemen. . . . . . . . . . . . . . . .1325 .1750 .0425 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.2226 1.9205 .6979 Total operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6543 2.7328 1.0785 Net gain in operating revenue. . . . . . . . . . . . . . . . . . . . .4317 .8123 .3806 XV. DENVER AND RIO GRANDE RAILROAD. The chart below shows the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Denver and Rio Grande Railroad during the period 1900- 1913. The comparison is made on a revenue train mile basis : INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Denver and Rio Grande Railroad. COST OF ENGINEERS }1–increase of 4.24 cents. COST OF FIREMEN }I–Increase of 2.87 cents. TOTAL COST OF ENGINEERS AND }||—increase of 7.11 cents. FIREMEN ſ TOTAL OPERATING \ EXPENSES ſ Increase of 93.11 cents. TOTAL OPERATING REVENUE Increase of 118.69 cents. NET GAIN IN OPERATING REVENUE }=—increase of 25.58 cents. 18 REVENUE GAINS. Upon referring to the foregoing chart it is seen that on the Denver and Rio Grande Railroad, after all increases in operating expenses during the period 1900-1913 had been paid, there was a net gain realized of 25.58 cents per revenue train mile. It is at once apparent that substantial wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0823 $0.1247 $0.0424 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0543 .0830 ,0287 Total cost of engineers and firemen. . . . . . . . . . . . . . . .1366 .2077 .0711 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.0707 2.0.018 .9311 Total operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6846 2.8715 1.1869 Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . . .6139 .8697 .2558 XVI. DULUTH, MISSABE AND NORTHERN RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Duluth, Missabe and Northern Railway during the period 1900–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. * Duluth, Missabe and Northern Railway. COST OF ENGINEERS }. Increase of 3.79 cents. COST OF FIREMEN }I Increase of 2.49 cents. TOTAL COST OF ENGINEERS AND }||—increase of 6.28 cents. FIREMEN TOTAL OPERATING EXPENSES REVENUE Increase of 30.34 cents. Increase of 61.61 cents. NET GAIN IN OPERATING REVENUE }=—increase of 31.27 cents. REVENUE GAINS. 19 Upon referring to the foregoing chart it is seen that on the Duluth, Missabe and Northern Railway, although total operating expenses increased 30.34 cents during the period 1900-1913, operating revenues also advanced 61.61 cents, leaving a clear gain in revenue during the period of 31.27 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, there- fore, not only reimbursed the company for added costs but also yielded a handsome profit. Substantial wage increases to engine crews would absorb only a very small portion of the net gain realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: C0ST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers................................ $0.0762 $0.1141 $0.0379 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0474 .0723 .0249 Total cost of engineers and firemen............... .1236 .1864 .0628 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 2.4682 2.7716 .3034 Total operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5606 6.1767 .6161 Net gain in Operating revenue.................... 3.0524 3.4051 .3127 XVII. FORT WORTH AND DENVER CITY RAILWAY. The chart below shows the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Fort Worth and Denver City Railway during the period 1900–1913. The comparison is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Fort Worth and Denver City Railway. COST OF ENGINEERS }l —Increase of 1.27 cents. cost OF FIREMEN }I —Increase of 1.24 cents. TOTAL COST OF ENGINEERS AND }I–Increase of 2.51 cents. FIREMEN #;" |}|-—increase of 68.98 cents. TOTAL 0PERATING REVENUE Increase of 110.39 cents. ####". #venue }=—increase of 41.46 cents. 20 - REVENUE GAINS. Upon referring to the foregoing chart it is seen that on the Fort Worth and Denver City Railway, after all increases in operating expenses had been paid during the period 1900-1913, there was a net gain realized of 41.46 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, there- fore, not only repaid the company for added costs but also yielded a very large profit. From a comparison of the net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that reasonable wage increases to engine crews would absorb only a very small portion of the net gain realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0560 $0.0687 $0.0127 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0318 .0442 .01.24 Total cost of engineers and firemen. . . . . . . . . . . . . . . .0878 .1129 .0251 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.0466 1.7359 .6893 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . * 1.3685 2.4724 1.1039 Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . . .3219 .7365 .4146 XVIII. GULF, COLORADO AND SANTA FE RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Gulf, Colorado and Santa Fe Railway during the period 1900–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Gulf, Colorado and Santa Fe Railway. COST OF ENGINEERS }1–increase of 1.30 cents. COST OF FIREMEN }I–Increase of 1.09 cents. TOTAL COST OF ENG|NEERS AND }I Increase of 2.39 cents. FIREMEN - Increase of 63.25 cents. EXPENSES ſ Increase of 85.66 cents. REVENUE j ####". #venue }_-increase of 22.41 cents. REVENUE GAINS. - 21 Upon referring to the foregoing chart it is seen that on the Gulf, Colorado and Santa Fe Railway, although total operating expenses increased 63.25 cents during the period 1900- 1913, operating revenues also advanced 85.66 cents, leaving a clear gain in revenue during the period of 22.41 cents per revenue train mile. It is at once evident that substantial wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: C0ST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 - Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0638 $0.0768 $0.0130 * Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0376 .0485 .0109 Total cost of engineers and firemen............... .1014 .1253 .0239 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.2198 1 8523 .6325 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6326 2.4892 .8566 Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . . .4128 .6369 .2241 XIX. INTERNATIONAL AND GREAT NORTHERN RAILWAY. The following chart sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the International and Great Northern Railway during the period 1900-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. International and Great Northern Railway. COST OF ENGINEERS }I—increase of 2.82 cents. COST OF FIREMEN }I —Increase of 1.82 cents. TOTAL COST OF ENGINEERS AND }||—increase of 4.64 cents. FIREMEN {{#sºft" |}|-—increase of 61.73 cents. º' }=—increase of 1298 cent. NET GAIN IN OPERATING Increase of 11.25 cents. REVENUE }=– 22 REVENUE GAINS. Upon referring to the foregoing chart it is seen that on the International and Great Northern Railway, although total operating expenses increased 61.73 cents during the period 1900-1913, operating revenues also advanced 72.98 cents, leaving a clear gain in revenue during the period of 11.25 cents per revenue train mile. Substantial wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: C0ST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase - 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0483 $0.0765 $0.0282 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0287 .0469 .0182 º Total cost of engineers and firemen. . . . . . . . . . . . . . . .0770 .1234 .0464 sº Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.1150 1.7323 .6173 Total Operating revenue . . . . . . . .. . . . . . . . . . . . . . . . . . 1.5577 2.2875 .7298 Net gain in Operating revenue. . . . . . . . . . . ......... .4427 .5552 .1125 XX. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Minneapolis, St. Paul and Sault Ste. Marie Railway during the period 1900–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Minneapolis, St. Paul and Sault Ste. Marie Railway. \ cost OF ENGINEERs }l —Increase of 1.60 cents. COST OF FIREMEN }||—increase of 2.45 cents. TOTAL COST OF ENGINEERS AND —Increase of 4.05 • FIREMEN }. C O CentS º" }=—increase of 1928 cents. lºº" }m—increase of glºo cent. NET GAIN IN OPERATING REVENUE }||—increase of 12.12 cents. REVENUE GAINS. 23 Upon referring to the foregoing chart it is seen that on the Minneapolis, St. Paul and Sault Ste. Marie Railway, although total operating expenses increased 49.28 cents during the period 1900-1913, operating revenues also advanced 61.40 cents, leaving a clear gain in revenue during the period, of 12.12 cents per revenue train mile. It is at once evident that reasonable wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: C0ST 0F ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . .................... $0.0580 $0.0740 $0.0160 Cost of firemen. . . . . . . . . . . . . . . . . . ................ .0230 .0475 .0245 Total cost of engineers and firemen............... .0810 .1215 .0405 Total Operating expenses ......................... .9556 1.4484 .4928 Total Operating revenue . . . . . . . . . . ................ 1.8213 2.4353 .6140 Net gain in Operating revenue.................... .8657 .9859 .1212 XXI. MISSOURI, KANSAS AND TEXAS RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Missouri, Kansas and Texas Railway during the period 1900–1913. The showing is made on a revenue train mile basis: & INCREASE IN cost of ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Missouri, Kansas and Texas Railway. COST OF ENGINEERS }l—increase of 2.78 cents. C0ST OF FIREMEN }I-Increase of 1.79 cents. TOTAL COST OF ENGINEERS AND }||—increase of 4.57 cents. FIREMEN #;" |}|--Increase of $743 cents. ###" m—increase of 1970 cents. NET GAIN IN e OPERATING REVENUE }=—increase of 22.27 cents. 24 REVENUE GAINS. Upon referring to the foregoing chart it is seen that on the Missouri, Kansas and Texas Railway, although toºl operating expenses increased 57.43 cents during the period 1900- 1913, operating revenues also advanced 79.70 cents, leaving a clear gain in revenue during the period, of 22.27 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, therefore, not only repaid the company for added costs but also yielded a handsome profit. Substantial wage increases to engine crews would absorb only a very small portion of the net gain realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913. Over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0454 $0.0732 $0.0278 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0275 .0454 .0179 Total cost of engineers and firemen. . . . . . . . . . . . . . . .0729 .1186 .0457 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . .9427 1.5170 .5743 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3543 2. 1513 .7970 Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . . .41 16 .6343 .2227 XXII. PECOS AND NORTHERN TEXAS RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Pecos and Northern Texas Railway during the period 1900–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Pecos and Northern Texas Railway. COST OF ENGINEERS }I–Increase of 3.33 cents. COST OF FIREMEN }l-increase of 2.21 cents. TOTAL COST OF ENGINEERS AND }I-Increase of 5.54 cents. FIREMEN TOTAL OPERATING ‘EXPENSES Increase of 89.52 cents. TOTAL OPERATING REVENUE Increase of 112.64 cents. #####"evenue } | –Increase of 23.12 cents. REVENUE GAINS. Upon referring to the foregoing chart it is seen that on the Pecos and Northern Texas increases in operating expenses during the period 1900–1913 had been paid, there was a net gain realized of 23.12 cents per revenue train mile. productive efficiency of labor and capital engaged in conducting transportation on this railway, therefore, not only reimbursed the company for added costs but also yielded a handsome profit. It is at once evident that substantial wage increases to engine crews would absorb only a very small portion of the net gain realized during the period under con- Railway, after all sideration. The foregoing. facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º $0.0423 $0.0756 $0.0333 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0259 .0480 .0221 Total cost of engineers and firemen............... .0682 .1236 .0554 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . .6787 1.5739 .8952 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1311 2.2575 1.1264 Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . . .4524 .6836 .2312 XXIII. ST. LOUIs, IRON MOUNTAIN AND SOUTHERN RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the St. Louis, Iron Mountain and Southern Railway during the period 1900-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. St. Louis, Iron Mountain and Southern Railway. COST OF ENGINEERS C0ST OF FIREMEN TOTAL cost of ENGINEERS AND FIREMEN TOTAL OPERATING EXPENSES ToTAL operating REVENUE NET GAIN IN OPERATING REVENUE }I–Increase of 3.02 cents. }Hncrease of 2.12 cents. }II—increase of 5.14 cents. }--increase of 66.93 cents. }-—increase of 86.14 cents. }||—increase of 19.21 cents. The increased 26 REVENUE GAINS. Upon referring to the foregoing chart it is seen that on the St. Louis, Iron Mountain and Southern Railway, although total operating expenses increased 66.93 cents during the period 1900-1913, operating revenues also advanced 86.14 cents, leaving a clear gain in revenue during the period, of 19.21 cents per revenue train mile. From a comparison of this net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that substantial wage increases to engine crews would absorb only a very Small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . ........... tº º $0.0478 $0.0780 $0.0302 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . ........ .0286 .0498 .0212 Total cost of engineers and firemen............... .0764 .1278 .0514 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.0425 1.T118 .6693 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7165 2.5779 .8614 Net gain in operating revenue.................... .6740 .8661 .1921 XXIV. ST. LOUIS AND SAN FRANCISCO RAILROAD. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment on the St. Louis and San Francisco Railroad during the period 1900-1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. St. Louis and San Francisco Railroad. C0ST OF ENGINEERS }I-Increase of 2.90 cents. C0ST OF FIREMEN }l—increase of 1.88 cents. TOTAL COST OF - ENGINEERS AND }||—increase of 4.78 cents. FIREMEN TOTAL OPERATING EXPENSES }-—increase of 60.33 cents. TOTAL OpERATING REVENUE }-—increase of 77.04 cents. NET GAIN IN 0PERATING REVENUE }-—increase of 16.71 cents. REVENUE GAINS. 27 Upon referring to the foregoing chart it is seen that on the St. Louis and San Fran- cisco Railroad, although total operating expenses increased 60.33 cents during the period 1900–1913, operating revenues also advanced 77.04 cents, leaving a clear gain in revenue during the period, of 16.71 cents per revenue train mile. From a comparison of this net revenue gain with the cost of engineers and firemen per revenue train mile, it is at once evident that reasonable increases in rates of pay to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 G) 1913 G) 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . ........... tº gº $0.0493 $0.0783 $0.0290 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0293 .0481 .0188 Total cost of engineers and firemen............... .0786 .1264 .0478 Total operating expenses . . . . . . . . . . . . . ............ .8262 1.4295 .6033 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3989 2.1693 .7704 Net gain in operating revenue.................... .5727 .7398 .1671 XXV. ST. LOUIS SOUTHWESTERN RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment on the St. Louis Southwestern Railway during the period 1900- 1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. St. Louis Southwestern Railway. COST OF ENGINEERS }I —Increase of 1.76 cents. C0ST OF FIREMEN }I —Increase of 1.26 cents. TOTAL COST OF ENGINEERS AND }||—increase of 3.02 cents. FIREMEN Iºsºgenating }-—increase of 61.92 cents. TOTAL operating l' REVENUE Increase of 116.43 cents. ####"evenue }=—increase of 54.51 cents. GD Revenue train miles in 1913 include 251,747 passenger motor miles. 28 IREVENUE GAINS. Upon referring to the foregoing chart it is seen that on the St. Louis and Southwestern Railway, although total operating expenses increased 61.92 cents during the period 1900- 1913, Operating revenues also advanced $1.1643, leaving a clear gain in revenue during the period, of 54.51 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, therefore, not only reimbursed the company for added costs but also yielded a handsome profit. It is evident that substantial wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 ‘1913 over 1900 Cost of engineers................................ $0.0566 $0.0742 $0.0176 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0334 .0460 .01.26 Total cost of engineers and firemen............... .0900 .1202 .0302 Total Operating expenses ......................... 1.1417 1.7609 .6192 Total operating revenue .......................... 1.9365 3.1008 1.1643 Net gain in operating revenue.................... .7948 1.3399 .5451 XXVI. SAN ANTONIO AND ARANSAS PASS RAILWAY. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the San Antonio and Aransas Pass Railway during the period 1900–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. San Antonio and Aransas Pass Railway. COST OF ENGINEERS }I —Increase of 1.97 cents. COST OF FIREMEN }l —Increase of 1.29 cents. TOTAL COST OF ENGINEERS AND }I—increase of 3.26 cents. FIREMEN ſºaring }-—increase of 48.93 cents. #" }-—increase of 7418 cents. ####|Ne'evenue }-—increase of 25.25 cents. REVENUE GAINS. 29 Upon referring to the foregoing chart it is seen that on the San Antonio and Aransas Pass Railway, after all increases in operating expenses during the period 1900-1913 had been paid there was a net gain realized of 25.25 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway, therefore, not only reimbursed the company for added costs but also yielded a handsome profit. Substantial wage increases to engine crews would absorb only a very small portion of the net gain realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 s 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0549 $0.0746 $0.0197 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0317 .0446 .0129 Total cost of engineers and firemen. . . . . . . . . . . . . . . .0866 .1.192 .0326 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . 1.1862 1.6755 .4893 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5256 2.2674 .7418 Net gain in operating revenue...... . . . . . . . . . . . . . . .3394 .5919 .2525 XXVII. SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment, on the Southern Kansas Railway Company of Texas during the period 1900–1913. The showing is made on a revenue train mile basis: INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Southern Kansas Railway Company of Texas. C0ST OF ENGINEERS }I —Increase of 0.38 cents. C0ST OF FIREMEN }l —Increase of .63 cents. TOTAL COST OF ENGINEERS AND 1–Increase of 1.01 cents. F1 REMEN ##" }-—increase of seas cents. TOTAL OPERATING REVENUE m—Increase of 198.01 cents. NET GAIN IN OPERATING REVENUE Increase of 109.56 cents. 17–3 30 REVENUE GAINS. Upon referring to the foregoing chart it is seen that the cost of engineers and the fire- men to the Southern Kansas Railway Company of Texas was only 1.01 cents more per revenue train mile in 1913 than in 1900. Although total operating expenses increased 88.45 cents during the same period, operating revenues also advanced $1.9801, leaving a clear gain in revenue during the period of $1,0956 per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railway company, therefore not only repaid the company for added costs, but also yielded a handsome profit. It is at once evident that substantial wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: C0ST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. - Increase 1900 1913 1913 over 1900 Cost of engineers............................... $0.0598 $0.0636 $0.0038 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0347 0410 .0053 Total cost of engineers and firemen. . . . . . . . . . . . . . . .0945 .1046 .01.01 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . .9105 1.7950 .8845 Total operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . .9002 2.8803 1.9801 Net gain in Operating revenue. . . . . . . . . . . . . . . . . . . . — .0103 1.0853 1.0956 XXVIII. WABASEI RAILROAD. The chart below sets forth the revenue gains arising from the increased productive efficiency of engineers, firemen and other labor, as well as from the improvement in roadbed, structures and equipment on the Wabash Railroad during the period 1900–1913. The showing is made on a revenue train mile basis. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1900-1913. Wabash Railroad. COST OF ENGINEERS }I —Increase of 3.40 cents. cost of FIREMEN }||—increase of 2.30 cents. TOTAL COST OF FNG INEERS AND } -increase of 5.70 cents. FIREMEN . w TOTAL operaTING ! EXPENSES ſ —Increase of 54.16 cents. ###" ) -—increase of 6886 cents. NET GAIN IN OPERATING REVENUE }=—increase of 14.70 cents. — (Minus) Denotes decrease, REVENUE GAINS. 31 Upon referring to the feregoing chart, it is seen that on the Wabash Railroad, after all increases in operating expenses during the period 1900–1913 had been paid there was a net gain realized of 14.70 cents per revenue train mile. The increased productive efficiency of labor and capital engaged in conducting transportation on this railroad, therefore, not only repaid the company for added costs but also yielded a profit. It is evident that reasonable wage increases to engine crews would absorb only a very small portion of the net profit realized during the period under consideration. The foregoing facts are set forth in greater detail in the following table: COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0458 $0 0798 $0.0340 º Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0263 .0493 .0230 Total cost of engineers and firemen........... . . . . * .0721 .1291 .0570 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . .9290 1.4706 .5416 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2034 1.8920 .6886 Net gain in operating revenue................ * * * * .2744 .4214 .1470 PART II Revenue Gains for Each Additional $1,000 Compensation to Locomotive Engineers and Firemen, 1900–1913 PART II REVENUE GAINS FOR EACH ADDITIONAL $1,000 COMPENSATION TO LOCO- MOTIVE ENGINEERS AND FIREMEN. 1900–1913 xxIx. ATCHISON, TOPEKA AND SANTA FE RAILWAY. An indication of the increase in receipts to the Atchison, Topeka and Santa Fe Railway, arising from increased productive efficiency during the years 1900-1913, is set forth in the following table, which shows the gain in revenues and in benefits to stock- holders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN– Freight Operating Net Corporate Accumulated For each additional $1,000 outlay to- Revenue ReVenué Income Dividends Surplus Locomotive engineers . . . . . . . . . . . . . . . . . . . . . . . . $55,220 $36,251 $5,589 $ 7,003 $5,711 L000motive firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . 91,154 59,667 9,199 11,526 9,399 xxx. CHICAGO, BURLINGTON AND QUINCY RAILROAD. An indication of the increase in receipts to the Chicago, Burlington and Quincy Rail- road, arising from increased productive efficiency during the years 1900–1913, is set forth in the following table, which shows the gain in revenues and in benefits to stock- holders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN– Freight Operating Net Corporate Accumulated For each additional $1,000 Outlay to— Revenue Revenue Income Dividends Surplus Locomotive engineers ........................ $59,809 $42,285 $ 9,068 $2,280 (D Locomotive firemen ........................... 111,684 68,516 14,693 3,694 (D xxx I. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. An indication of the increase in receipts to the Chicago, Milwaukee and St. Paul Railway, arising from increased productive efficiency during the years 1900-1913, is set forth in the following table, which shows the gain in revenues and in benefits to stock- holders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN– § - * e Freight Operating Net Corporate Accumulated For each additional $1,000 outlay to— . Revenue Revenue Income Dividends Surplus L0comotive engineers ........................ $26,500 $20.345 $5,353 $4,538 $14.315 L000motive firemen .......................... 43,442 33,123 8,714 7,388 23,305 XXXII. CHICAGO AND NORTH WESTERN RAILWAY. An indication of the increase in receipts to the Chicago and North Western Railway, arising from increased productive efficiency during the years 1900-1913, is set forth in 34 (D Amount of surplus in 1900 not available. REVENUE GAINS. 35 the following table, which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN– * - - * Freight 0perating Net Corporate Accumulated For each additional $1,000 Outlay to— Revenue Revenue Income Dividends Surplus Locomotive engineers ....... dº e s tº e º ºs e º e º 'º a tº tº e . $42,775 $26,909 $ 6,392 $4,741 $70,039 Locomotive firemen .......................... 14,498 44,172 10,636 7,889 33,342 XXXIII. GREAT NORTHERN RAILWAY. An indication of the increase in receipts to the Great Northern Railway, arising from increased productive efficiency during the years- 1900–1913, is set forth in the following table, which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN- - Freight Operating Net Corporate Accumulated For each additional $1,000 outlay to— Revenue Revenue Income Dividends Surplus Locomotive engineers ........... ............. $64,773 $39,288 $10,911 $5,751 $40,782 L0comotive firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . 95,424 58,598 16,273 8,577 60,827 XXXIV. ILLINOIS CENTRAL RAILROAD. An indication of the increase in receipts to the Illinois Central Railroad, arising from increased productive efficiency during the years 1900–1913, is set forth in the following table, which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN– Freight Operating Net Corporate w Accumulated For each additional $1,000 Outlay to— Revenue Revenue Income Dividends Surplus Locomotive engineers ..... ................... $31,255 $25,378 $2,552 $2,611 –$1,571 L000motive firemen . . . . . . . . . . . . . . . . . . . . . . . . . . 40,171 33,317 3,350 3,427 – 2,063 XXXV, NORTHERN PACIFIC RAILWAY. An indication of the increase in receipts to the Northern Pacific Railway, arising from increased productive efficiency during the years 1900–1913, is set forth in the following table, which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN– Freight Operating Net Corporate Accumulated For each additional $1,000 outlay to— Revenue Revenue Income Dividends Surplus Locomotive engineers . . . . . . . . . . . . . . . . . . . . . . . . $53,118 $30,495 $10,773 $8,544 G) Locomotive firemen . . . . . . . . . . . . . . . . . . . . . . . . . . 72,904 43,434 15,344 12,169 Q) —(Minus) Denotes decrease. * () Amount of surplus in 1900 not available. 36 REVENUE GAINS. XXXVI. OREGON SHORT LINE RAILROAD, An indication of the increase in receipts to the Oregon Short Line Railroad, arising from increased productive efficiency during the years 1900-1913, is set forth in the following table, which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN– Freight Operating Net Corporate Accumulated For each additional $1,000 outlay to— Revenue Revenue Income Dividends Surplus Locomotive engineers . . . . . . . . . . . . . . . tº e º te tº $ tº a tº $67,594 $39,734 $26,954 $29,561 $64,840 Locomotive ; a s a e 'e a tº e s e s tº e º is e º & © º * * * * * * 93,582 56,542 38,356 42,065 92,269 XXXVII. SOUTHERN PACIFIC COMPANY. An indication of the increase in receipts to the Southern Pacific Company, arising from increased productive efficiency during the years 1900–1913, is set forth in the follow- ing table, which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN- Freight 0perating Net Corporate Accumulated For each additional $1,000 Outlay to— Revenue Revenue Income Dividends Surplus Locomotive engineers ............ . tº e º 'º º e º e º 'º $155,798 $34,291 $20,440 $12,410 $49,987 Locomotive firemen .......................... . 308,472 62,964 37,531 22,787 91,786 XXXVIII. UNION PACIFIC RAILROAD. An indication of the increase in receipts to the Union Pacific Railroad, arising from increased productive efficiency during the years 1900–1913, is set forth in the following table, which shows the gain in revenues and in benefits to stockholders for each $1,000 additional outlay to locomotive engineers and firemen during this period. The figures are as follows: AMOUNT OF GAIN IN- Freight Operating Net Corporate Accumulated For each additional $1,000 Outlay to— Revenue Revenue Income Dividends Surplus Locomotive engineers ........................ $103,757 $51,594 $48,940 $33,158 $213,477 Locomotive firemen .......................... 142,352 74,240 70,421 47,712 301,181 Revenue Gains Arising from Increased Productive Efficiency I909-1913 Prepared Under Supervision of W. J. LAUCK Exhibit Number Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Revenue Gains Arising from Increased Productive Efficiency I909-1913 Composition and Makeup by Superior Typesetting Co., Chicago, Ill. REVENUE GAINS ARISING FROM INCREASED PRODUCTIVE EFFICIENCY PER REVENUE TRAIN MILE, 1909-1913. CONTENTS SECTION PAGE 1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3. Canadian Pacific Railway (Canadian Lines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 4. Chicago and Alton Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 5. Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 6. Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 7. Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . 3 8. Chicago, Rock Island and Pacific Railway. . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * 4 9. Chicago Great Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 10. Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . * * * * * * * * * * * * * * * * * * * * * * * * 4 11. Duluth, South Shore and Atlantic Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 12. Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 13. Colorado and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 14. Fort Smith and Western Railroad. . . . . . . . . . . . . . . . . . … 6 15. Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 16. Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * - - - - , , 6 17. Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 18. Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 19. International and Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 20. Kansas City Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 21. Louisiana and Arkansas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 22. Minneapolis, St. Paul and Sault Ste. Marie Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 23. Mineral Range Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 24. Minnesota and International Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . '• * * * * * * 9 25. Missouri, Kansas and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 26. Missouri and North Arkansas Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 27. Missouri Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 28. Northwestern Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1() 29. St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 30. St. Louis and San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 31. St. Louis Southwestern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 32. San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 33. San Pedro, Los Angeles and Salt Lake Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 34. Spokane International Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 35. Spokane, Portland and Seattle Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 36. Southern Kansas Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 37. Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 38. Texas and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 39. Trinity and Brazos Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Wichita Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . ... • - - - - - - - - - - - - - - - - - - - - - - - - . . . . 14 REVENUE GAINS ARISING FROM INCREASED PRODUCTIVE EFFICIENCY. Revenue Gains Per Revenue Train Mile, 1909-1913 I. INTRODUCTION. The following series of tables set forth the revenue gains arising from the increased productive efficiency of engineers, firemen, and other labor, as well as from the improve- ment in roadbed, structures and equipment, on representative Western railroads during the period, 1909-1913. The comparison is made on a revenue train mile basis. The individual railroads are arranged in alphabetical order. Upon referring to these tables it will be seen that in the case of the greater number of companies the increased productive efficiency of labor and capital engaged in conducting transportation on these lines, not only reimbursed the railroads for added costs during the period under consideration, but also, after all addi- tional operating expenses had been paid, yielded large net gains per revenue train mile. On the other hand, the general tendency will be noticed, for total operating expenses to increase more rapidly during this period than during those previously considered. In the case of some railroads it will also be further noted that the increase in operating expenses has been greater than the increase in revenues and that there has been a loss instead of a gain in train mile earnings. This tendency has been due to a number of causes, the most important of which are as follows: (1) increased labor and other costs of main- tenance which tend to be unduly large because of an over-commitment of capital as com- pared with traffic development during recent years, and (2) the growth in depreciation charges to operating expenses since 1907 and especially since the year 1910. The constant advance in depreciation charges has had the effect of increasing the operating expenses and reducing the margin between operating expenses and operating revenues. The fact should also be constantly borne in mind that the increase in total operating expenses has not been primarily due to increased costs for locomotive engineers and firemen, but to other factors per revenue train mile : 2 REVENUE GAINS FROM INCREASED PRODUCTIVE EFFICIENCY. II. ATCH ISON, TOPEKA ANI) SANTA FE RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909-1913. Increase, 1909 1913 1913 over 1909 f Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0680 $0.0767 $0.0087 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0425 .0469 .0044 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1105 .1236 .01.31 Total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5084 1.7640 .2556 Total Operating revenue.................................... 2.5518 2.7107 .1589 Net gain in operating revenue (1913 over 1909)............. 1.0434 .9467 — .0967 — (Minus) denotes decrease. III. CANADIAN PACIFIC RAILWAY (CANADIAN LINEs). INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE * TRAIN MILE, 1909–1913. 1909 1913 #. 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0672 $0.0821 $0.0149 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0423 .0525 .0102 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1095 .1346 .0251 Total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,4413 1.6900 .2487 Total operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0482 2.5194 .4712 Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . .6069 .8294 .2225 IV. CHICAGO AND ALTON RAILROAD. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 1913 #. 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0641 $0.0788 $0.0147 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . ................ .0398 .0499 .0101 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1039 .1287 .0248 Total Operating expenses................................... 1.1005 1.8074 .7069 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8570 2.1473 .2903 Net gain in operating revenue (1913 over 1909)............. .7565 . .3399 — .4166 — (Minus) denotes decrease. REVENUE GAINS FROM INCREASED PRODUCTIVE EFFICIENCY. 3 V. CHICAGO, BURLINGTON AND QUINCY RAILROAD. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 1913 #. 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | $0.0662 $0.0732 $0.0070 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0395 .0440 .0045 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .105.7 - . .1172 .01.15 Total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6638 1.7629 .0991 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3972 2.6474 .2502 Net gain in Operating revenue (1913 over 1909). . . . . . . . . . . . . .7334 .8845 ..1511 VI. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. T 1909 . (D1913 oº:: 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . $0.0761 $0.0888 $0.0127 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0463 .0562 .0099 Total cost of engineers and firemen. . . . . . . . . . * * * * g e º e º s m s m e e .1224 .1450 .0226 * Total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2540 1.5224 .2684 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.9393 2.2096 .2703 Net gain in operating revenue (1913 over 1909). . . . . . . . . . . . . .6853 .6872 .0019 (O Revenue train miles in 1913 include 87,353 gasoline passenger train miles. VII. CHICAGO AND NORTH WESTERN RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. Increase, 1909 1913 1913. Over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . : $0.0724 $0.0848 $0.01.24 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0496 .0548 .0052 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1220 .1396 .0176 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2099 1.5453 .3354 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 1.8482 2.2027 .3545 Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . .6383 .657A, .0191 REVENUE GAINS FROM INCREASED PRODUCTIVE EFFICIENCY. VIII. CHICAGO, ROCK ISLAND AND PACIFIC RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909-1913. 1909 1913 }. 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0641 $0.0728 $0.0087 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0423 .0487 .0064 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . ..1064 .1215 .0151 Total Operating expenses................................... 1.3155 1.4431 .1276 Total Operating revenue........................... . . . . . . . . . 1.8886 1.9494 .0608 Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . .5131 .5063 — .0668 — (Minus) denotes decrease. IX. CHICAGO GREAT WESTERN RAILROAD. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE 1– TRAIN MILE, 1909–1913. 1909 1913 #. 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0633 $0.0767 $0.0134 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0409 .0504 .0095 Total cost of engineers and firemen......................... .1042 .1271 .0229 Total Operating expenses... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3250 1.7179 .3929 Total Operating revenue.......................... . . . . . . . . . . 1.4815 2.3442 .8563 Net gain in operating revenue (1913 over 1909)............. .1629 .6263 .4634 X. CHICAGO, ST. PAUL, MINNEAPOLIS AND OMAHA RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 1913 #: 1909 Cost of engineers.......................................... $0.0646 $0.0768 $0.0122 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . ..................... .0406 .0484 .0078 Total cost of engineers and firemen......................... .1052 .1252 .0200 Total operating expenses................................... 1.2242 1.4189 .1947 Total Operating revenue.................................... 1.8748 2.0284 .1536 Net gain in operating revenue (1913 over 1909)............. ,6506 .6095 — .0411 — (Minus) denotes decrease. REVENUE GAINS FROM INCREASED PRODUCTIVE EFFICIENCY. XI. DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 1913 #. Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............ $0.0625 $0.0803 $0.0178 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0382 .0487 .01.05 Total cost of engineers and firemen... . . . . . . . . . . . . . . . . . . . . . . ..1007 .1290 .0283 Total Operating expenses . . . . . . . . . . . . . . . .................... 1.1108 1.3724 .2616 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5259 1.7.191 .1932 Net gain in operating revenue (1913 over 1909)............. .4151 .3467 — .0684 — (Minus) denotes decrease. XII. DENVER AND RIO GRANDE RAILROAD. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 1913 #. 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1143 $0.1247 $0.0104 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0757 .0830 .0073 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1900 .2077 .0177 Total operating expenses . . . . . . . . . . … 1.1140 2.0018 .2878 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4758 2.8715 .3957 Net gain in operating revenue (1913 over 1909)... . . . . . . . . . . .7618 .8697 .1079 XIII. Color ADO AND SOUTHERN RAILwAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. | 1909 1913 #. l 1909 & Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1032 $0.1064 $0.0032 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0656 .0686 .0030 Total cost of engineers and firemen......................... .1688 .1750 .0062 Total Operating expenses................................... 1.7010 1.9205 .2135 Total operating revenue. . . . . . .............................. 2.4889 2.7328 .2439 Net gain in operating revenue (1913 over 1909)............. .7879 .8123 .0244 \ 6 REVENUE GAINS FROM INCREASED PRODUCTIVE EFFICIENCY. XIV. FORT SMITH AND WESTERN RAILROAD. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 1913 #. 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0582 $0.0587 $0.0005 Cost of firemen ..................... * - - - - - - - - - - - - - - - - - - - - - .0351 .0353 .0002 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .0933 .0940 .0007 Total Operating expenses................................... 1.3693 1.3042 — .0651 Total Operating revenue......................... ........... 1.4142 1.5633 .1491 Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . .0449 .2591 .2142 — (Minus) denotes decrease. XV. FORT WORTH AND DENVER CITY RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE CAINS PER REVENUE TRAIN MILE, 1909–1913. Increase, 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0724 $0.0687 —$0.0037 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0447 .0442 — .0005 Total cost of engineers and firemen......................... .1171 .1129 — .0042 Total Operating expenses.................................... 1.4874 1.7359 .2485 Total Operating revenue.................................... 2.2031 2.4724 .2693 Net gain in operating revenue (1913 over 1909)............. .7157 .7365 .0208 — (Minus) denotes decrease. Q XVI. GREAT NORTHERN RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. Increase, 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0677 $0.0817 $0.0140 Cost of firemen ........ … ... . . . . . .0444 .0529 .0085 Total cost of engineers and firemen......................... .1121 .1346 .0225 Total Operating expenses................................... 1.8163 1.8991 .0828 Total Operating revenue.................................... 3.00.58 3.2593. .2535 Net gain in operating revenue (1913 over 1909)............. 1.1895 1.3602 * .1707 REVENUE GAINS FROM INCREASED PRODUCTIVE EFFICIENCY. 7 XVII. GULF, COLORADO AND SANTA FE RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 1913 #. ę 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0666 $0.0768 $0.0102 Cost of firemen . . . . . . . . . . . . . . . ‘. . . . . . . . . . . . . . . . . . . . . . . . . . . .0418 .0485 .0067 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1084 .1253 .0169 Total Operating expenses ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * 1.6899 1.8523 .1624 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 2.3024 2.4892 .1868 .6125 .6369 .0244 Net gain in operating revenue (1913 over 1909). . . . . . . . . . . . . XVIII. ILLIN OIS CENTRAL RAILROAD. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE 4. TRAIN MILE, 1909–1913. Increase, 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0643 $0.0808 $0.0165 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0400 .0541 .0141 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1043 .1349 .0306 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3270 1.5738 .2468 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8540 2.0213 .1673 Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . .5270 .4475 — .0795 — (Minus) denotes decrease. XIX. INTERNATIONAL AND GREAT NORTHERN RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 1913 #: ; 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0684 $0.0765 $0 0081 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0418 .0469 .0051 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1102 .1234 .0132 Total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5807 1.7323 ..1516 Total operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.9399 2.2875 .3478 Net gain in operating revenue (1913 over 1909)............. .3592 .5552 .1960 8 REVENUE GAINS FROM INCREASED PRODUCTIVE EFFICIENCY. XX. KANSAS CITY SOUTHERN RAILWAY. :* INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. *. 1909 1913 #. 1909 Cost of engineers tº º ſº tº º is ſº tº e º ſº tº e º e e º s e g g g tº e a e g º e º g g g tº e º tº s º º ſº º $0.0702 $0.0896 $0.0194 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0429 * :0544 .01.15 Total cost of engineers and firemen......................... .1131 .1440 .0309 Total Operating expenses......................... . . . . . . . . . . 1.3297 1.9154 .5857 Total operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1801 3.0394 .8593 Net gain in operating revenue (1913 over 1909)............. .8504 1.1240 .2736 XXI. Louisian A AND ARKANSAS RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 1913 #. 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.061? $0.0685 $0.0074 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . 3. . . . . . . . . . . . . . . . . . . .0347 .0388 .0051 Total cost of engineers and firemen................ . . . . . . . . . .0958 .1083 .0125 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4620 1.5228 .0608 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1523 2.4048 .2525 Net gain in operating revenue (1913 over 1909) .6903 .8820 .1917 e & & © e º 'º e º 'º e º e XXII. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. - Increase, 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . ........................... $0.0599 $0.0740 $0.0141 Cost of firemen . . . . . . . . . . . . . . . ............................ .0377 .0475 .0098 Total cost of engineers and firemen......................... .0976 .1215 .0239 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . ............. 1.2719 1,4484 ..1765 Total operating revenue.................................... 2.2699 2.4353 .1654 * * * * * * * * * g g g tº .9980 .9869 — .01.11 Net gain in operating revenue (1913 over 1909) — (Minus) denotes decrease. REVENUE GAINS FROM INCREASED PRODUCTIVE EFFICIENCY. 9 - - ; - XXIII. MINERAL RANGE RAILRO.AD. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 4. Increase, º 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0987 $0.1390 $0.0403 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0612 .0861 .0249 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1599 .2251 .0652 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * 1.7840 2.1596 .4056 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1030 2.7191 .6161 Net gain in operating revenue (1913 over 1909) a w w tº a dº º ſº ºn s is tº s .3190 .5295 .2105 XXIV. MIN NESOTA AND INTERNATIONAL RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. * 1909 1913 #. * 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0666 $0.0876 $0.0210 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0390 .0549 .0159 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1056 .1425 .0369 Total Operating expenses . . . . . . . . . . . . . . . . … 1.4108 1.5522 .1414 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1455 2.3545 .2090 Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . .7347 .8023 .0676 - M xxv. MISSOURI, KANSAS AND TEXAS RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 , 1913 #. 1909 cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0653 $0.0732 $0.0079 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0396 .0454 .0058 Total cost of engineers and firemen. is s e s tº ‘.................. .1049 .1186 .0137 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , 1.4153 1.5170 .101.7 Total operating revenue .................................... 2.0267 2.1513 . .1246 Net gain in operating revenue (1913 over 1909)............. .6114 .6343 .0229 10 REVENUE GAINS FROM INCREASED PRODUCTIVE EFFICIENCY. XXVI. MISSOURI AND NORTH ARKANSAS RAILROAD. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 1913 #: 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0493 $0.0610 $0.0117 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0302 .0346 .0044 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . '.0795 \ .0956 .0161 Total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2964 1.5355 .2391 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3398 1.58:16 .2418 Net gain in operating revenue (1913 over 1909). . . . . . . . . . . . . .0434 .0461 .0027 XXVII. MISSOURI PACIFIC RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. Increase, t 1909 1913 1913 over 1909 e- Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0701 $0.0761 $0.0060 Cost of firemen . . . . . . . . . . . . . . . . . . . . . * * * g e s tº 8 tº t e º e º e º ſº e º º q + .0441 - .0484 .0043 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . , 1142 .1245 .01.03 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3225 1.5170 .1945 Total operating revenue............. * = s g º m s tº 8 e º e º e º 'º s º a ºn tº º & 1.6795 1.9293 .2498 Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . .3570 .4123 .0553 XXVIII. NORTH WESTERN PACIFIC RAILROAD. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. Increase, 1909 1913 1913 over tº 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0568 $0.0582 $0.0014 Cost of firemen . . . . . . . . . . . . . . º .0270 .0257 — .0013 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .0838 .0839 .0001 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8034 1.5936 — .2098 Total operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4215 2.2784 — .1431 Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . .6131 .6848 .0667 — (Minus) denotes decrease. REVENUE GAINS FROM INCREASED PRODUCTIVE EFFICIENCY. 11 XXIX. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. | - Increase, 1909 1913 lººr Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | $0.0661 $0.0780 - $0.01.19 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0418 .0498 .0080 Total COSt Of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1079 .1278 .0199 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4131 - 1.7.118 .2987 Total Operating reveilue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0763 2.5779 .5016 Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . .6632 .8661 .2029 XXX. ST. LOUIS AND SAN FRANCISCO RAILROAD. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. | 1909 (D1913 oº:: 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0666 $0.0783 $0.0117 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0419 .0481 .0062 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1085 .1264 .0179 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i 1.1917 1.4295 .2378 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8337 2.1693 .3356 Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . ,6420 .7398 ,0978 | `3) Revelºu train miles in 1913 includes 251,747 passenger motor miles. ºx ) | \ XXXI. ST. LOUIS SOUTHWESTERN RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN ANI) REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. Increase, 1909 1913 1913 over 1000 | Cost of engineers. . . . . . . . . . . . . . … S0.0672 $0.0742 $0.0070 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0405 .0460 .0055 Total COSt of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1077 .1202 .0125 Total operating expenses...... • * s s = e º s v c e s s s = • * * * * * * * * * * * * * | 1.5877 1.7609 .1732 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5788 3,1008 .5220 Net gain in Operating revenue (1913 over 1900). . . . . . . . . . . . . .99.11 1.3399 .3488 12 REVENUE GAINS FROM INCREASED l'RODUCTIVE EFFICIENCY. XXXII. SAN ANTONIO AND ARA N SAS PASS RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. | - Increase, 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0621 $0.0746 $0.0125 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0374 .0446 .0072 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .9995 .1.192 .019T Total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3329 1.6755 .3426 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8852 2.2674 .3822 Net gain in operating revenue (1913 over 1909)............. .5523 .5919 .0396 XXXIII. SAN PEDRO, LOS ANGELES AND SALT LAKE RAILROAD. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. Increase, 1909 1913 1913 over . 1909 . | | Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0 0680 | $0.0825 $0.0145 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0430 .0522 .0092 | Tötal cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . ..1110 . 1347 | .0237 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .º | 1,6549 1.9645 .3096 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 2.4815 2.9532 .4717 Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . | .8266 ,9887 . 1621 _> T / \ | XXXIV. SPOKA N E INTERNATION AL RAILWAY. t | INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENU F TRAIN MILE, 1909–1913 | Increase, 1909 1, 13 1913 over | & Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0650 S(1,0683 $9 0033 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ! ,0431 ,0473 .0042 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . : .1081 . 1156 .0075 Total Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i f.4396 1.7863 .3467 - | Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 2.0886 i 2.3869 .8983 i | Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . .6490 1.2006 .5516 REVENUE GAINS FROM INCREASED PRODUCTIV, EFFICIENCY. 13 XXXV. SPOK.A.N.D, PORTLAND AND SEATTLE RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. Increase, 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0 0552 $0 0773 $0 0221 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0381 .0501 .0120 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . | .0933 .1274 .0341 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4611 1.7971 .3360 Total Operating levenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1286 3.5598 1.4312 Net gain in operating revenue (1913 over 1909)............. .6675 1.7627 1.0952 XXXVI. SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. Increase, 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0743 $0.0636 —$0 01.07 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0461 .0410 — .0051 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1204 .1046 — .0158 Total Operating expenses ...... e s e s s a e s a s a s a e s a s = e s a s = e s = * * * 1.6497 1.7950 ... [453 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5402 2.8803 .3401 Net gain in operating revenue (1913 over 1909). . . . . . . . . . . . . .8905 1.0853 , 1948 — (Minus) denotes decrease. XXXVII. SOUTHERN PACIFIC COMPANY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 1913 #. 1909 } Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0 0844 $0.0856 $0 0012 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0511 .0476 — .0035 Total cost of engineers and firemen......................... .1355 .1332 — .0023 Total operating expenses................................... 1.8616 1.6759 — .1857 Total Operating revenue.................................... 3.2726 2.9215 — .3511 Net gain in operating revenue (1913 over 1909)............. 1.4110 1.2456 — .1654 — (Minus) denotes decrease. 14 REVENUE GAINS FROM INCREASED PRODUCTIVE EFFICIENCY. XXXVIII. TEXAS AND PACIFIC RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 1913 #. 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0682 $0.0749 $0.0067 Cost of firemen........................................... .0494 .0469 - .0025 Total cost of engineers and firemen. . . . . . . . . . . . . . . . . . . . . . . . . .1176 .1218 .0042 Total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3988 1.5784 .1796 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.9262 1.9318 .0056 Net gain in operating revenue (1913 over 1909)............. .5274 .3534 — .1740 — (Minus) denotes decrease. XXXIX. TRINITY AND BRAZOS VALLEY RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909–1913. 1909 || 1913 #. 1909 Cost of engineers. . . . . . . . . . . . . * = n e s m = e s e a e s w a s a s e e s a e s e e s e º s $0.0762 $0.0728 —$0.0034 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0479 .0460 — . .0019 Total cost of engineers and firemen......................... * .1241 .1.188 — .0053 Total operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0311 2.2812 .2501 Total Operating revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0824 2.4401 .3577 Net gain in operating revenue (1913 over 1909). . . . . . . . . . . . . .0513 .1589 .1076 — (Minus) denotes decrease. XL. WICHITA VALLEY RAILWAY. INCREASE IN COST OF ENGINEERS AND FIREMEN AND REVENUE GAINS PER REVENUE TRAIN MILE, 1909-1913. 1909 1913 #. 1909 cost ºf ºthers.…. $0.0468 $0.0568 $0 0100 Cost of firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0283 .0332 .0049 Total cost of engineers and firemen......................... .0751 ,0900 & .01.49 Total Operating expenses................................... 1.0529 1.4038 .3509 Total Operating revenue.................................... 1.7878 1.9639 ..1761 Net gain in operating revenue (1913 over 1909) . . . . . . . . . . . . . .7349 .5601 — .1748 — (Minus) denotes decrease. Increased Operating Costs of Western Rail- roads Not Due to Wage Payments to Locomotive Engineers and Firemen 1890-1913 Prepared Under Supervision of W. J. LAUCK Exhibit Number 31 } Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. <>ze Increased Operating Costs of Western Rail- roads Not Due to Wage Payments to Locomotive Engineers and Firemen Composition and Makeup by Superior Typesetting Co., Chicago, Ill. INCREASED OPERATING COSTS OF WESTERN RAILROADS NOT DUE TO WAGE PAYMENTS TO LOCOMOTIVE ENGINEERS AND FIREMEN. CONTENTS PART I. Ratio of Principal Items of Operating Cost to Total Operating Expenses, 1890-1913. SECTION PAGE. 1. Totals for Twenty-four Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . 1 2. Totals for Eight Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. 3. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6. 4. Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 5. Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 6. Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 7. Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 14 8. Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 9. Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 10. Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 11. Arizona and New Mexico Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 12. Canadian Pacific Railway (Canadian Lines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 13. Chicago, Rock Island and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 14. Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 15. Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . . . 24 16. Duluth, South Shore and Atlantic Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24. 17. Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 18. Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 19. International and Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 20. Minneapolis, St. Paul and Sault Ste. Marie Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 21. Missouri, Kansas and Texas Railway.............................................. 28 22. Missouri Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 23. St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 24. Wabash Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 25. Wabash, Chester and Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 - PART II. Ratio of Operating Costs to Operating Revenues, 1890-1913. 27. Totals for Twenty-four Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . 33 28. Totals for Eight Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 29. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 30. Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 31. Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 32. Chicago and North Western Railway.... ........................................ 44 SECTION PAGE 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 65. 66. 67. 68. 69. 70. 71. 72. Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........... 48 Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Arizona and New Mexico Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Canadian Pacific Railway (Canadian Lines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Chicago, Rock Island and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Duluth, South Shore and Atlantic Railway..................................... 59 Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Gulf, Colorado and Santa Fe Railway......................................... 60 Minneapolis, St. Paul and Sault Ste. Marie Railway.............................. 60 Missouri, Kansas and Texas Railway.......................................... 61 St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Wabash Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Wabash, Chester and Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 PART III. Cost of Freight Engineers and Firemen Per 1,000 Ton Miles, 1890-1913. Totals for Twenty-four Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . 66 Totals for Eight Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 Great Northern Railway. . . . . . . * - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 78 Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ., - - - - - - 84. Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Union Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Arizona and New Mexico Railway....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 Canadian Pacific Railway (Canadian Lines)... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 Duluth, South Shore and Atlantic Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 International and Great Northern Railway. . . . . . . . . ... • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 104 Minneapolis and St. Louis Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... 106 Minneapolis, St. Paul and Sault Ste. Marie Railway.............................. 108 73. Missouri, Kansas and Texas Railway.......................................... . 110 SECTION PAGE 74. Missouri Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 75.” St. Louis, Iron ...ountain and Southern Railway.................................. 114 76. Texas and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * 116 77. Wabash Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 78. Wabash, Chester and Western Railroad.......................................... 120 ii; PART I. Ratio of Principal Items of Operating Cost to Total Operating Expenses Increased Operating Costs Not Due to Wage Payments to Locomotive Engineers and Firemen PART I. RATIO OF PRINCIPAL ITEMS OF OPERATING COST TO TOTAL OPERATING EXPENSES, 1890–1913. I. TOTALS FOR TWENTY-FOUR REPRESENTATIVE WESTERN RAILROADS. The chart submitted below sets forth the relation of the principal items of operating cost to total operating expenses. The comparison is for the following twenty-four representative Western railroads for the period 1890-1913. Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines). Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Denver and Rio Grande Railroad. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. International and Great Northern Railway. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Missouri Pacific Railway. Northern Pacific Railway. St. Louis, Iron Mountain and Southern Railway. Southern Pacific Company. Texas and Pacific Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. The chart shows that the ratio of cost of engineers and firemen to total operat- ing expenses was reduced from 9.89 in 1890, to 8.06 in 1913; that the ratio of cost of engineers and firemen to total labor cost of operation declined from 13.87 in 1890, to 12.48 in 1913, while the ratio of total labor cost of transportation to labor cost of operation also declined during this period. The ratio of total maintenance expenses shows a considerable increase, while there was a decline in total transportation ex- 1 2 INCREASED OPERATING COSTS OF WESTERN RAILROADS. penses in 1913, as compared with 1890. The increase in cost of operation must, therefore, be attributed to factors other than wage-payments to engineers and firemen. The facts upon which the chart is based are set forth in the following table: Ratio of— tº 1890 1913 Total transportation expenses to total operating expenses.......................... tº e º te e º ºs e º e º ºr e º e < 51.54 51.47 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.20 4.95 Total cost of firemen to total Operating expenses.................................................. 3.69 3.11 Total cost of engineers and firemen to total operating expenses..................................... 9.89 8.06 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation............ 45.92 44.20 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . . . . . 8.69 7.66 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . . 5.18 4.82 Total cost of engineers and firemen to total labor cost of operation.......... 13.87 12.48 Total labor cost of transportation to total operating expenses................ © tº º ºs & © tº º ºx g º e º 'º º e e º ſº tº tº e 33.22 28.50 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71.31 64,53 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.82 41.87 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.91 27.91 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.85 1.01 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.21 4.30 Total labor cost of Outside operation to total Operating expenses. .................................. (D Q) (D Labor cost of outside operations not reported in 1890. INCREASED OPERATING Costs of WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1890-1913. (Totals for 24 Representative Western Railroads.) abor Cost of Operation Transportation Expenses Maintenance Expenses Labor, Cost of : ######, on Cost of : Engineers ánd Firemen Engineers Firemen 55 75 FT | ITTTTTTTTTTI Top-- P- T-- - - T- * 65H. T-- sº- 60H- *ºmsº 55 H. tºº 5OH- -T – 45 H. tº-ºº: * 4O _---T J. - 35– | —l FF---- **** |25H, *ºmºsº | 2OH- tºº lf H. •=== 19F- —— — tºm sº --4-- º me 5 m=== * *-me as * * * *m-. —----- m= me amº me ame * me sm ol. Ll-L-L-L-L-L-L-L-Lll lllll . . . . . 1890 -95 l900 -05 1910 -15 TO 65 60 50 45 4. INCREASED OPERATING COSTs of WESTERN RAILROADS. II. TOTALS FOR EIGHT REPRESENTATIVE WESTERN RAILROADS. The chart on the opposite page sets forth the relation of the principal items sentative Western railroads for the period 1890–1913. Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Illinois Central Railroad. Northern Pacific Railway. Southern Pacific Company. Union Pacific Railroad. of operating cost to total operating expenses. The comparison is made for the following eight repre- The chart shows that the ratio of cost of engineers and firemen to total operating expenses was reduced from 10.51 in 1890, to 8.01 in 1913; that the ratio of cost of engineers and firemen to total labor cost of operation declined from 14.01 in 1890, to 12.09 in 1913; and that the ratio of total labor cost of transportation to labor cost of operation also declined during this period. The ratio of total maintenance expenses to total operating expenses shows a considerable increase, while the ratio of total transportation expenses to total operating expenses declined 1.23 points during this period. Other items than wage- payments to engineers and firemen were responsible for increases in operating costs in 1913, as compared with 1890. . º The foregoing facts are set forth in the following table: Ratio of— 1890 Total transportation expenses to total operating expenses....................... ... . . . . . . . . . . . . . . . . 51.53 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.57 Totºl cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . ...................... § s tº * is s s is tº $ 3.94 Total cost of engineers and firemen to total Operating expenses..................................... 10.51 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation. . . . . . . . . . . . 45.72 42.57 Total cost of engineers to total labor cost of operation... . . . . . . . . . . . . . . . . . . . 8.75 T.44 Total cost of firemen to total labor cost of operation... . . . . . . . . . . . . . . . . . . . . 5.25 4.65 Total cost of engineers and firemen to total labor cost of operation.......... 14.01 12.09 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . tº gº º ſº tº ſº ºn g º º ... 34.27 Total labor cost of operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74.96 Total maintenance expenses to total operating expenses. . . . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 37.80 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.33 Total cost of general Officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . e e º gº is a tº e º e 5.36 Total labor cost of Outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . ... .......... O Q) Labor cost of outside operations not reported in 1890. INCREASED OPERATING COSTS OF WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1890-1913. (Totals for 8 Representative Western Railroads.) Labor Coat of Q- O •l! Operation #EEi T i IT i | | | | | |75 " *- 7OH- N- - - — TO ^- k T*- 65 * 65] 60H —60 55 — 55 Transportation Expenses - 5OH- -—150 45 45 - * * __-T Maintenance 40 !--- 40 º -" Labor Cost of : Tr M ::::::::: ask--- ** —|35 *** T-Essº-l 25H. —25 20H- ſ —|20 15 H. —ls Cogt. #. ineer I'Gºº &E. *-i- tº- * º 10 E- == * = *m, as 10 Cost of Engineers. H...--- * |-º- * - tº ºs -mºme * * me me ame cost of Firemen | * * º 5 - ol-L-L-L-L-L-L-L-L-L-L-L-L-L-Llo 1890 -95 1900 =O5 l910 •l5 6 e INCREASED OPERATING COSTS OF WESTERN RAILROADS. III. ATCHISON, TOPEKA AND SANTA FE RAILWAY. The chart on the opposite page sets forth the relation of principal items of operating cost to total operating expenses. The showing is for the Atchison, Topeka and Santa Fe Rail- way for the period 1890-1913. The ratio of total labor costs of operation to total operating expenses, during the period 1890–1913, as shown by the chart, declined 19.95 points. The ratio of the combined cost of engineers and firemen to total operating expenses was also only 7.01 in 1913, as compared with 12.12 in 1890, while the ratio of cost of these employes, as well as total labor cost of transportation to labor cost of operation, also showed a marked decrease during this period. The ratio of total transportation expenses to total operating expenses declined 4.82 points in 1913, as compared with 1890, while there was an increase of 13.51 points in the ratio of total maintenance expenses to total operating expenses during the years 1890– 1913. Throughout this period there was a steady increase in the proportion which mainte- nance expenses bore to total operating expenses. Ratio of— 1890 1913 Total transportation expenses to total operating expenses................. tº e º a tº a * * * * * * e º s e e e º e º e s - e. 48.99 44.17 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . .......................... 7.60 4.35 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.52 2.66 Total cost of engineers and firemen to total Operating expenses..................................... 12.12 7.01 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation............ 46.54 46.44 Total cost of engineers to total labor cost of Operation... . . . . . . . . . . . . . . . . . . . 9.56 730 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . . . . - Total cost 0. engineers and firemen to total labor cost of operation.......... 15.25 11.76 Total labor cost of transportation to total onerating expenses.................. . . . . . . . . . . . . . . . . . . . . 36.99 2765 Total labor cost of oneration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 48 59.53 Total mºintenance exnenses to total onerating exnenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * 35 93 49.44 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36.2T 28 4') Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.93 1.02 Total labor COst of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.22 3.49 Total labor cost of outside operation to total operating expenses................................... (D - (D Information not available. (2) No labor cost of outside operations. INCREASED OPERATING Costs of WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1890-1913. (Atchison, Topeka and Santa Fe Railway.) Labor Cost of Operation Transportation Expenses Labor Cost of: Transportation tenance intenance penses Cost of Engineers and Firemen Cost of Engineers Cost of Firemen 900 |5 1910 15 | | | TTTTTTTTTTTTTTTso 75 7O N 55 *~ N–lso 55 5O >< 45 *1 3 — -- || -110 "T"--s— 5 | | | | | | | | | |0 wO5 1910 •ls 8 INCREASED OPERATING COSTs of WESTERN RAILROADS. IV. CHICAGO, BURLINGTON AND QUINCY RAILROAD. The chart on the opposite page sets forth the relation of principal items of operating cost to total operating expenses. The comparison is for the Chicago, Burlington and Quincy Railroad for the period 1890–1913. A decrease in the ratio of total labor cost of operation to total operating expenses during the period 1890–1913, is shown by the chart. Moreover, the ratio of the combined cost of engineers and firemen to total operating expenses was only 6.65 in 1913, as compared with 8.77 in 1890. The ratio of cost of these employes, as well as the ratio of total labor cost of transportation to labor cost of operation, also show a marked decrease during the period 1890–1913. The foregoing facts upon which the chart is based are set forth in greater detail in the following table: Ratio of— 1890 1913 Total transportation expenses to total Operating expenses.......................................... 52.12 47.73 Total cost of engineers to total Operating expenses................................................ 5.57 4.15 Total cost of firemen to total operating expenses.................................................. 3.20 2.50 Total cost of engineers and firemen to total operating expenses..................................... 8.77 6.65 Ratio of— 1913 Total labor cost of transportation to total labor cost of operation............ 40.12 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . . . . . 7.07 Total cost of firemen to total labor cost of operation... . . . . . . . . . . . . . . . . . . . . 4.25 Total cost of engineers and firemen to total labor cost of operation.......... 11.32 Total labor cost of transportation to total operating expenses...................................... 2856 23 57 Total labor cost of operation to total operating expenses.......................................... 66.99 58.75 Total maintenance expenses to total operating expenses............................................ 37.87 45.62 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 90 29 94 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 45 1.32 Total labor cost of administration to total operating expenses...................................... 6.53 4.83 Total labor cost of Outside operation to total operating expenses................................... .41 GD Information not available, INCREASED OPERATING COSTS OF WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1890-1913. (Chicago, Burlington and Quincy Railroad.) Labor Cost of Operation Transportation Expenses Maintenance Expenses Labor Cost of : | Maintenance Transportation Cost of Engineers and Firemèn Cost of Engineers Cost of Firemen l # 65 60 55 50 45 35 30 25 2O 15 10 N- *- D- -- *-. hºmºsº { T-- Tºº-- *** --- T- T- * –95 * fº #. =l T--- &ºi=tºmº *- *- :- T _--- * e ººmsºmºmº *H.J. 6O TTTT-----|--___ 5P--- ** =mºss s D. L. º. *º-ºº: wºmºy ****------- OLLL LI LLL LI l l l l l l l l l l l l l l l390 -9. lº -O l.910) -- lº) 70 65 55 50 45 35 3O 25 10 21–2 10 INCREASED OPERATING COSTS OF WESTERN RAILROADS. W. CHICAGO AND NORTH WESTERN RAILWAY. The chart on the opposite page sets forth, for the Chicago and North Western Railway, the relation, during the period 1890-1913, of the principal items of operating cost to total operating expenses. The decrease in the ratio of total labor cost of operation to total operating expenses in 1913 over 1890, as shown by the chart, is due to decreased outlays for transportation labor, all other labor costs except that of general administration constituting a larger pro- portion of operating expenses in 1913 than in 1890. The ratio of the combined costs of engineers and firemen to total operating expenses was only 9.04 in 1913, as compared with 10.69 in 1890. In other words, the relative outlay for these two classes of employes was considerably less in 1913 than in 1890. Moreover, the ratio of the cost of engineers and firemen, as well as the ratio of total labor cost of transportation to total labor cost of operation was much less in 1913 than in 1890. The facts upon which the chart is based are set forth in more detail in the following table: Ratio of— 1890 1913 Total transportation expenses to total operating expenses.......................................... 54.61 55.35 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.42 5.49 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.27 3.55 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.69 9.04 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation. . . . . . . . . . . . 58.69 50.95 Total cost of engineers to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . 9.77 8.94 Total cost of firemen to total labor cost Of Operation......... . . . . . . . . . . . . . . 6.50 5.78 Total cost of engineers and firemen to total labor cost of operation. . . . . . . . . . 16.27 14.72 Total labor cost of transportation to total operating expenses.................. . . . . . . . . . . . . . . . . . . . . 38.58 31.25 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65.74 61.34 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36.99 39.60 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23:12 25.79 Total cost of general Officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.11 .78 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.04 3.93 Total labor cost of Outside Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 Q) Information not available. INCREASED OPERATING COSTs of WESTERN RAILROADs. 11 RATIO OF oPERATING COSTS TO OPERATING EXPENSES, 1890-1913. (Chicago and North Western Railway.) #TTHTTº-Hº HºHº'ſ 70 TO 18; £º of per 65R--- —65 +- *e as **- 6OH- —H6O Tººtiºn 55}= l __ == --!"º 55 50 — 50 45H. — 45 C *::::::::::A; OY! 4OH- +--- 40 Meintenance >===L-TT Expenses 3OH — 30 Labor Cost of 25H . __------TTT– 25 Maintenance - - - - ** 2OH- — 20 15H. — l'5 º: # Engineers &In iremen Cost of Engineers tº º *m-. |- Cost of Firemen TH 5 °ll-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-H-I-1° 1890 -9 -O lº -15 12 INCREASED OPERATING Costs OF WESTERN RAILROADS. VI. GREAT NORTHERN RAILWAY. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Great Northern Railway for the period 1891-1913. A decrease in the ratio of total labor cost of operation to total operating expenses, during the period 1891-1913, as shown by the chart, was principally due to decreased out- lays for transportation labor. The ratio of the combined costs of engineers and firemen to total operating expenses was only 7.09 in 1913, as compared with 7.28 in 1891; or, in other words, the relative outlay for these two classes of employes was less in 1913 than in 1891. The ratio of total labor cost of transportation to total labor cost of operation was also smaller in 1913 than in 1891. Thus, it was possible to show a decrease of labor cost as compared with total operating expenses notwithstanding the labor cost of maintenance increased during this period. The facts upon which the chart is based are set forth in greater detail in the following table: Ratio of— s (D1891 1913 Total transportation expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.87 46.86 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.57 4.30 Total cost of firemen to total Operating expenses. ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.71 2.79 Total cost of engineers and firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.28 7.09 Ratio of— (D1891 1913 Total labor cost of transportation to total labor cost of operation............ 41.87 36.19 Total cost of engineers to total labor cost of Operation......... . . . . . . . . . . . . . 6.8? T.08 Total cost of firemen to total labor cost of Operation... . . . . . . . . . . . . . . . . . . . . 4.03 4.58 Total cost of engineers and firemen to total labor cost of operation.......... 10.84 11.66 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28.12 22.01 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67.17 60.81 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40.45 47.31 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.16 35.28 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89 .70 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.88 2.91 Total labor cost of outside operation to total operating expenses. . . . . . . . . . . . . . . e tº e a s e e º 'º e º e º ſº e e º e º ºs (2) .62 (D Information not available in proper form for 1890. (2) Information not available. INCREASED OPERATING COSTS OF WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1891-1913. (Great Northern Railway.) | Labor Cost of Operation " Transportation Expenses | Maintenance Expenses Labor Cost of Maintenance Labor Cost of , Transportation cost of Engineers and Firemen Cost of . Engineers Cost of Firemen #TT-Fºr-Hº-Hº =15 7O - ITTTTTTI fºo *- 65!— T-- - —65 | T--~ s |60H —H6O 55H —55 |50H —#50 dº º mºme mºm º ºſmº tº me --- 45H. _--" — 45 i -> * --~T 35H = —-mºs *=–135 |30– — 30 *- T- 25H T-- — 25 2OH- — 20 15 —15 10H- — lo SFT=–---------------—=- 5 —H-———------- - Ol || | | | | | | | | | | | | | | | | | | | | | | | | 0 1890 -9 19 -O 1910 wººle). 14 INCREASED OPERATING COSTS OF WESTERN RAILROADS. VII. ILLINOIS CENTRAL RAILROAD, The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Illinois Central Railroad for the period 1890–1913. A decrease in the ratio of total labor cost of operation to total operating expenses dur- ing the period 1890–1913 is shown by the chart. The ratio of the combined costs of engineers and firemen to total operating expenses was only 8.57 in 1913, as compared with 9.82 in 1890; or, in other words, the relative outlay for these two classes of employes was considerably less in 1913 than in 1890. Moreover, total labor cost of transportation constituted a larger pro- portion of total labor cost of operation in 1913 than in 1890, while cost of engineers and firemen constituted a smaller proportion. The facts upon which the chart is based are set forth in more detail in the following table: Ratio of— 1890 1913 Total transportation expenses to total operating expenses............................... tº e º e º e º a tº º º 52.01 49.44 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.37 5.13 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.45 3.44 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . ....................... 9.82 8.57 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation............ 36.78 43.65 Total cost of engineers to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . 8.98 7.54 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . . 4.86 5.05 Total cost of engineers and firemen to total labor cost of Operation. . . . . . . . . . 13.84 12.59 Total labor cost of transportation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.08 29.70 Total labor cost of operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T0.90 68.05 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.81 44.90 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.76 34.43 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.32 .82 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.06 3.50 Total labor cost of outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . () .42 (1) Information not available. INCREASED OPERATING COSTs of WESTERN RAILROADS. 15 RATIO OF OPERATING COST TO OPERATING EXPENSES, 1890-1913. (Illinois Central Railroad.) Labor Coet of Operation Transportation Expenses Labor Cost of Maintenance Maintenance Expenses Labor Cost of Transportation | Cost of Engineers and Firemen Cost of Engineers Cost of Firemen 18 & Cº. =0 12. - -T 75 HTi | | T H-Hº-Triºs 70F---- --mºr -— —to les!— —65), ! ! - |60– —lso 55.H. —55|| 50 T- **--L- == - 50 le l º 45 . 45l _-HT1 . . { _-T |ops-E-G , -140|| |35 T--—as º lºok— - =—lso Q _---" " -- * , _ !---T - º • 25 #25 15 —15|| *Hºl-l—l.—l.--"| 5H **m-même memº ame sm 5 | ol—ll-ll-Lll-l lllllllllllllll-lo I l890 -95 1900 *O5 1910 -15 •,• - * 16 INCREASED OPERATING Costs of WESTERN RAILROADS. VIII. NORTHERN PACIFIC RAILWAY. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Northern Pacific Railway for the period 1890–1913. A decrease in the ratio of total labor cost of operation to total operating expenses during the period 1890-1913, is shown by the chart. The ratio of the combined cost of locomotive engineers and firemen to total operating expenses was only 8.06 in 1913, as compared with 8.78 in 1890. Moreover, the ratio of total cost of engineers and firemen to total labor cost of operation was also smaller in 1913 than in 1890. The facts upon which the chart is based are set forth in greater detail in the fol- lowing table: * . Ratio of— - 1890 1913 Total transportation expenses to total operating expenses.......................................... 46.34 52.76 Total cost of engineers to total operating expenses................................................ 5.60 4.87 Total cost of firemen to total operating expenses.................................................. 3.18 3.19 Total cost of engineers and firemen to total operating expenses..................................... 8.78 8,06 Ratio of— - - 1890 1913 Total labor cost of transportation to total labor cost of operation............ 42.43 45.36 Total cost of engineers to total labor cost of operation...................... 8.85 T.75 Total cost of firemen to total labor cost of operation....................... .03 5.08 Total cost of engineers and firemen to total labor cost of operation.......... 13.88 12.83 Total labor cost of transportation to total operating expenses...................................... 26.82 28.51 Total labor cost of operation to total operating expenses............... ... • * * * * * * * * * * * * * * * * * * * * * * * * * 63.22 62.86 Total maintenance expenses to total operating expenses............................................ 41.92 41.91 Total labor cost of maintenance to total operating expenses....................................... 29.69 28.90 Total cost of general officers to total operating expenses........................................... 2.92 1.19 Total labor cost of administration to total operating expenses...................................... 6.71 4.68 Total labor cost of Outside Operation to total operating expenses................................... .77 Q) Information not available. INCREASED OPERATING Costs of WESTERN RAILROADS. 17 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1890-1913. (Northern Pacific Railway.) 18 Q_ ed O &º #Triº TTTTTTTTTTTTI as | 70 — 70 Labor Cost of 65 ſ f — 65 * 6OH- –60 - } | \ 55 H. —55 _---T Transportation _---TT Expeñses 45 H. — 45 Maintenance m, al-me me mº ºm mºm- Expenses 40 40 35 H. —#35 Labor Cost of: - Maintenance 3OH- ====Ti” - Transportation H. gº º ºm 25 H. — 25 2OH- | 20 L5 H- i —15 Cost of En ineerill -ºsmº-gºº. A. * : Cost of Engineer! sH-— ** ** = = == = –5 ol-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-lo 1890 -95 1900 *O5 1910 =ls 18 INCREASED OPERATING Costs of WESTERN RAILROADS. IX. OREGON SHORT LINE RAILROAD. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Oregon Short Line Railroad for the period 1892-1913. Although the chart shows a large increase in the ratio of total labor cost of opera- tion to total operating expenses during the period 1892-1913, it is clear that the advance in labor costs was not due to additional outlays for engineers and firemen. The ratio of the combined costs of engineers and firemen to total operating expenses was only 8.34 in 1913, as compared with 9.54 in 1892; or in other words, the relative outlay for these two classes of employes was much less in 1892 than in 1913. Moreover, the ratio of cost of engineers and firemen to total labor cost of operation was also less in 1913 than in 1892. - The advance in labor cost as compared with total operating expenses was primarily due to the large increase of labor cost of maintenance. The facts upon which the chart is based are set forth in greater detail in the following table: Ratio of— (Đ1892 1913 Total transportation expenses to total operating expenses................ . . . . . . . . . . . . . . . . . . . . . . . . . . 45.50 48.TT Total cost of engineers to total operating expenses............ tº e º º e º e º 'º - e º 'º e º e º 'º º tº e tº e º 'º gº tº e º ºs e º e º e ºl 6.00 5.02 Total cost of firemen to total operating expenses.................................................. 3.54 3.32 Total cost of engineers and firemen to total operating expenses..................................... 9.54 0.34 Ratio of— (D1892 (2)1913 Total labor cost of transportation to total labor cost of operation........... • 46.38 38.76 Total cost of engineers to total labor cost of operation...................... 10.7% 6.93 Total cost of firemen to total labor cost of operation....................... 6.33 4.58 Total cost of engineers and firemen to total labor cost of operation.......... 17.07 11.51 Total labor cost of transportation to total operating expenses......................... . . . . . tº e º ſº tº º te tº 25.92 28.05 Total labor cost of operation to total operating expenses.......................................... 55.88. (2)72.37 Total maintenance expenses to total operating expenses................................... e s e o e s • * * 46.34 43.35 Total labor cost of maintenance to total operating expenses....................................... 26.10 37.16 Total cost of general officers to total operating expenses........................................... .69 1.04 Total labor cost of administration to total operating expenses..... e G e º e º e º e º 'o e º 'º e º e º ºs e g c e º e º e º e s tº e º 3.87 4.32 Total labor cost of Outside Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) 1.61 (D Information for 1890 or 1891 not available. (2) Labor cost of operation in 1913 includes $21,471 charged to Hospital Department and $119,260 charged to Store Department. Q) Information not available. INCREASED OPERATING COSTs of WESTERN RAILROADS. 19 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1892-1913. (Oregon Short Line Railroad.) ' #TH TTTTTTTTTTTTTF 75 7OH- ~lio _^ | - * 65H- 2^ — 65 d * 60k— 2^ — 60 Labor Cost of Operation 55 _2^ — 55 5OH — 50 ;:#;" ** --T § * Tran º ==E. T. ~" ####"1" |45—: T--— — — —45 w {40H —H4O 35H- -T 35 º _T s * º ºr — 3 Labor Cost of: 30 –T — —-- O ...Maintenance ex--- TT Transportation 25 - 25 | |20– —20 ! - ls ºsmººse *m-mºmeº. Cost of Engineers , and Fir; lC) T***--- - - --— • * —10 Cost of Engineers 5 *T** * * *-** = a- - - - - - --—15 Coat of Firemen : ol-l-H-I-I-I-I-I-I-Ill-ll lllll-lo 1890 -95 1900 •O5 1910 •l5 20 INCREASED OPERATING COSTS OF WESTERN RAILROADS. X. SOUTHERN PACIFIC COMPANY. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Southern Pacific Company for the period 1890–1913. Although the chart shows that total labor cost of operation constituted a much greater proportion of total operating expenses in 1913 than in 1890, it is clear that the advance in labor costs was not due to additional outlays for engineers and firemen. The ratio of the combined costs of engineers and firemen to total operating expenses was only 7.82 in 1913, as compared with 6.55 in 1890; in other words, this slight increase does not account for the large increase of total labor costs. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of transportation to labor cost of operation was very much less in 1913 than in 1890. It is apparent that the advance in labor cost as compared with total operating expenses was primarily due to the increase of labor cost of maintenance. The facts upon which the chart is based are set forth in greater detail in the following table: Ratio of— * 1890 1913 Total transportation expenses to total operating expenses.......................................... 52.70 48.83 Total cost of engineers to total operating expenses................................................ 4.09 5.03 . Total cost of firemen to total operating expenses.................................................. 2.46 2.79 Total cost of engineers and firemen to total operating expenses..................................... 6.55 7.82 Ratio of— t 1890 1913 Total labor cost of transportation to total labor cost of operation............ 42.94 36.56 Total cost of engineers to total. labor cost of operation...................... T.40 6.54 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . . . . 4.44 3.63 Total cost of engineers and firemen to total labor cost of cperation.......... 11.84 10.17 Total labor cost of transportation to total operating expenses...................................... 23.74 28.11 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55.29 76.90 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.15 42.65 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . ............................ 27.53 33.26 Total cost of general officers to total operating expenses........................................... 1.41 1.25 Total labor cost of administration to total operating expenses...................................... 4.02 7.81 Total labor cost of outside operation to total operating expenses................................... T.71 Q) Information not available. INCREASED OPERATING COSTs of WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1890-1913. (Southern Pacific Company.) 189 –95 I900 –05 1910 =l 5 80ſ TTTTTTTTTTTTTTTTTTTTTTTT180 75H. 22°–. TOH- 2. — 7O 65 J2 —#65 2' - - |60— P’ — 6O F8;,&# of - l peration 55F- —155 Transportation - - Expenses 4 T-- * == - * -* º Maintenane, lº- __-T — 40 &intenance * --" Expenses —TT - 35}- 35 - } †- gº - _ – T Labor Cost of : 3OH — — IT --- Maintenance | --~" ' _º - T' __- "T" >s-ºmº sº à-ºº-ºººº- Transportation 25- - - 20 - —20 l5H. — 15 - loH — 10! Cost of Engineers __L--|--"T" and Firemèn * = um- Cost of Firemen - o–ll-ll-ll lllllllllllllll-l9 1890 -95 i8OC •05 1910 =ls *. 22 INCREASED OPERATING COSTs of WESTERN RAILROADS. XI. ARIZONA AND NEW MEXICO RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Arizona and New Mexico Railway for the period 1890–1913: Ratio of— º 1890 1913 Total transportation expenses to total operating expenses...... * tº e º & 8 º' e º 'º - e º te e º ºs e º e ... . . . . . . . . . . . . . 44.81 39.51 Total cost of engineers to total operating expenses............................................... º 2.81 2.59 Total cost of firemen to total operating expenses.................................................. 2.00 1.75 Total cost of engineers and firemen to total operating expenses..................................... 4.81 4.34 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation............ 32.88 35.95 Total cost of engineers to total labor cost of operation...................... 5.11 5.24 Total cost of firemen to total labor cost of operation....................... 3.65 3.54 Total cost of engineers and firemen to total labor cost of operation........... 8.76 8.78 Total labor cost of transportation to total operating expenses............ * * * * * * is tº s tº © e º e º a 6 tº 0 - - e º ºs º º 18.04 17.74 Total labor cost of Operation to total Operating expenses.......................................... 54.88 49.34 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.11 50.35 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.60 26.32 Total cost of general Officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.23 Total labor cost of administration to total Operating expenses...................................... 4.23 5,29 Total labor cost of Outside Operation to total operating expenses........ tº e º e º e tº £ tº a 0 to e º e º g º e º 'º - e g tº a s () The decrease in the ratio of labor costs to total operating expenses, shown by the above table for the period 1890–1913, is reflected in the decreased outlays for engineers and fire- men. The ratio of the combined costs of engineers and firemen to total operating expenses was only 4.34 in 1913, as compared with 4.81 in 1890. In other words, the relative outlay for these two classes of employes was less in 1913 than in 1890, and this decrease is reflected in the decrease of total labor cost of transportation. Although the ratio of total labor cost of transportation to total labor cost of operation increased, the ratio of the cost of engineers and firemen remained about the same, indi- cating that the engineers and firemen did not share an increase enjoyed by other transpor- tation labor during the period under consideration. XII. CANADIAN PACIFIC RAILwAY (CANADIAN LINEs). The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Canadian Pacific Railway (Cana- dian Lines) for the period 1890–1913: Ratio of— 1890 1913 Total transportation expenses to total operating expenses...... e e s e e s e e s e º e º a 6 s is º is a • e º e º e s tº * * * * * * * * 55.17 52.52 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.16 4.86 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16 3.10 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.32 7.96 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation. . . . . . . . . . . . 31.08 45.19 Total cost of engineers to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . 6.81 T.05 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . . 3.50 4.51 Total cost of engineers and firemen to total labor cost of Operation. . . . . . . . . . 10.31 11.56 Total labor cost of transportation to total operating expenses...... . . . . . . . * e e s e e º s m e º e º e s a s e < * * * * * * 28.12 31.12 Total labor cost of Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90.47 68.87 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.04 40.69 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.68 27.56 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (D 1.02 Total labor cost of administration, to total operating.expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.67 2.78 Total labor cost of outside operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... (1) 7.41 (1) Information not available. (2) No labor cost of outside operations. * INCREASED OPERATING Costs of WESTERN RAILROADS. 23 The decrease in the ratio of total labor cost of operation to total operating expenses, shown by the preceding table for the period 1890–1913, is reflected in the decreased outlays for engineers and firemen. The ratio of the combined costs of engineers and firemen to total operating expenses was only 7.96 in 1913 as compared with 9.32 in 1890; or, in other words, the relative outlay for these two classes of employes was less in 1913 than in 1890. Although the ratio of total cost of engineers and firemen to total operating expenses decreased, as noted above, the ratio of total labor cost of transportation to total operating expenses shows an increase in 1913 over 1890, which indicates that the engineers and firemen did not share in the increased benefits enjoyed by other transportation labor. Qº XIII. CHICAGO, ROCK ISLAND AND PACIFIC RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Chicago, Rock Island and Pacific Railway for the period 1890-1913: Ratio of— 1890 1913 Total transportation expenses to total operating expenses......... e - - - - © tº e G & º ºs e º & © tº e • * ~ * * * e º e º e º ºs e e 52.89 54.73 Total cost of engineers to total Operating expenses................ * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 5.71 5.04 Total cost of firemen to total Operating expenses............ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.26 3.37 Total cost of engineers and firemen to total Operating expenses..................................... 8.97 8.41 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation. . . . . . . . . . . . |8.19 46.50 Total cost of engineers to total labor cost of operation........ . . . . . . . . . . . . . . 9.69 8.56 Total cost of firemen to total labor cost Of Operation......... . . . . . . . . . . . . . . 5.54 5.73 Total cost of engineers and firemen to total labor cost of operation.......... 15.23 14.29 Total labor cost of transportation to total Operating expenses................................... ... 28.39 27.37 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.90 58.87 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.78 38.21 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27.23 27.23 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63 .58 Total labor cost of administration to total Operating expenses...................................... 3.29 3.87 Total labor cost of Outside operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 From the foregoing table it is seen that the ratio of labor cost of operation to total operating expenses decreased 3 hundredths of one point during the period 1890 and 1913, and labor cost of maintenance remained stationary. Labor cost of transportation constituted 27.37 per cent of operating expenses in 1913 as compared with 28.39 per cent in 1890. This decrease is reflected in the combined costs of engineers and firemen, which was 8.97 per cent of total operating expenses in 1890 and 8.41 per cent in 1913. Cost of engineers and firemen, as well as total cost of transportation labor, also constituted a smaller proportion of labor cost of operation in 1913 than in 1890. * XIV. CHICAGO, S.T. PAUL, MINNEAPOLIS AND OMAHA RAILWAY. The following table sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear Q) Information not available. 24 INCREASED OPERATING COSTs of WESTERN RAILROADS.. to total labor cost of operation. The showing is for the Chicago, St. Paul, Minneapolis and Omaha Railway for the period 1890-1913: ". Ratio of— 1890 1913 Total transportation expenses to total Operating expenses.......................................... 47.06 56.76 Total cost of engineers to total operating expenses................................... . . . . . . . . . . . . . 5.4? 5.41 Total cost of firemen to total Operating expenses.................................................. 3.27 3.41 Total cost of engineers and firemen to total operating expenses.................................. . . . 8.68 8.82 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation............ 50.21 50.20 Total cost of engineers to total labor cost of operation...................... 9.14 8.66 Total cost of firemen to total labor cost of operation....................... 5.52 5.46 Total cost of engineers and firemen to total labor cost of operation.......... 14.66 14.12 Total labor cost of transportation to total operating expenses...................................... 29.74 31.34 Total labor cost of Operation to total operating expenses.......................................... 59.23 62.44 Total maintenance expenses to total operating expenses............................................ 42.46 36.99 Total labor cost of maintenance to total operating expenses....................................... 24.72 26.34 Total cost of general officers to total operating expenses........................................... 2.21 1.75 Total labor cost of administration to total operating expenses...................................... 4.77 4.21 Total labor cost of Outside operation to total operating expenses................................... Q) .55 Although the above table shows that total labor costs constituted a larger proportion of total operating expenses in 1913 than in 1890, it is clear that the advance was not due to added outlays for engineers and firemen. The ratio of the combined costs of engineers and firemen to total operating expenses was 8.82 in 1913 as compared with 8.68 in 1890. More- over, the ratio of the cost of engineers and firemen, as well as the ratio of total labor cost of transportation, to total labor cost of operation was also less in 1913 than in 1890. XV. DENVER AND RIO GRANDE RAILROAD. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Denver and Rio Grande Railroad for the period 1890-1913: Ratio of— - 1890 1913 Total transportation expenses to total operating expenses......................................... 47.12 45.39 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.91 6.23 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.86 4.15 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.77 10.38 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation......... ... 42.37 46.25 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . . . 8.83 9.54 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . . . 5.43 6.35 Total cost of engineers and firemen to total labor cost of operation.......... 14.26 15.89 Total labor cost of transportation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.92 30.21 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89.49 65.32 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39.46 47.42 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47.58 30.80 Total cost of general Officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.69 1.18 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.00 3.56 Total labor cost of outside operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . () .76 The above table shows that the ratio of labor cost of operation to total operating expenses was much less in 1913 than in 1890 and is reflected in the decreased outlays for transporta- tion labor. The ratio of the cost of engineers and firemen to total operating expenses was 12.77 in 1890 as compared with only 10.38 in 1913; in other words, the relative outlay for these two classes of employes was much less in 1913 than in 1890. xv.1, DULUTH, souTH SHORE AND ATLANTIC RAILWAY. The following table sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear (D Information not available. INCREASED OPERATING COSTs of WESTERN RAILROADS. 25 to total labor cost of operation. The showing is for the Duluth, South Shore and Atlantic Railway for the period 1890-1913: e Ratio of— 1890 1913 Total transportation expenses to total operating expenses............... • * g e º s tº ºr e º O & ſº tº ſº e tº e º gº º sº e .... 54.64 49.87 Total cost of engineers to total operating expenses.............................. * * * * * * * * * * * * * * * * * * 6.26 5.85 Total cost of firemen to total operating expenses............ * * * * * * * * * * * a e e e s e e º º tº e º 'º - e s tº e º 'º - - - - - - s 3.60 , 3.55 Total cost of engineers and firemen to total operating expenses................ * * * * * - - - - e º ºs e a c e - - - - 0 9.86 9.40 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of Operation............ 45.01 54.13 Total cost of engineers to total labor cost of operation...................... 8.84 3.96 Total cost of firemen to total labor cost of operation....................... 5.08 5.43 Total cost of engineers and firemen to total labor cost of operation......... . 13.92 14.39 Total labor cost of transportation to total operating expenses...................................... 31.88 35.37 Total labor cost of Operation to total operating expenses.......................................... 70.82 65.33 Total maintenance expenses to total operating expenses............................................ 31.23 41.42 Total labor COst of maintenance to total operating expenses....................................... 32.85 25.32 Total cost of general officers to total Operating expenses........................................... 2.96 1.18 Total labor cost of administration to total operating expenses...................................... 6.09 3.94 Total labor cost of outside operation to total operating expenses................................... (D t .70 The above table shows that total labor costs constituted a smaller proportion of total operating expenses in 1913 than in 1890. The ratio of the combined costs of engineers and firemen to total operating expenses was only 9.40 in 1913 as compared with 9.86 in 1890. In other words, the relative outlay for these two classes of employes was less in 1913 than in 1890. The table also shows that the ratio of total labor cost of transportation to total labor cost of operation was 9.12 points more in 1913 than in 1890, while the ratio of the cost of engineers and firemen to total labor cost of operation was only 47 hundredths of a point more in 1913 than in 1890, indicating that engineers and firemen did not enjoy the same increase of benefits obtained by other transportation labor. XVII. FORT WORTH AND DENVER CITY RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Fort Worth and Denver City Railway for the period 1890-1913: Ratio of— 1890 1913 Total transportation expenses to total Operating expenses.......................................... 45.96 50.90 Total cost of engineers to total Operating expenses................................................ 6.46 3.96 Total cost of firemen to total Operating expenses.................................................. 3.83 2.54 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.29 6.50 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of Operation............ 25.99 38.95 Total cost of engineers to total labor cost of Operation........... e e - e. e. e. e. tº e s ... 10.49 7.44 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . . 6.23 4.78 Total cost of engineers and firemen to total labor cost of Operation.......... 16.72 12.22 Total labor cost of transportation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.00 20.73 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.56 53.22 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39.71 42.18 Total labor cost of maintenance to total operating expenses... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.53 24.87 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.10 .84 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.04 7.63 Total labor cost of outside operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q) The above table shows a decrease in the ratio of total labor cost of operation to total operating expenses during the period 1890-1913. The ratio of the combined costs of engineers and firemen to total operating expenses was only 6.50 in 1913 as compared with 10.29 in 1890. (i) In"ormation not available. (3) No labor cost of outside operations. 21—3 26 INCREASED OPERATING COSTS OF WESTERN RAILROADS. In other words, the relative outlay for these two classes of employes was very much less in 1913 than in 1890. Moreover, the ratio of the cost of engineers and firemen to total labor cost of operation was much less in 1913 than in 1890, while the ratio of total labor cost of transportation to total labor cost of operation was 12.96 points more in 1913 than in 1890, indicating that the engineers and firemen did not share in the increased benefits enjoyed by other transportation labor. xvi.II. GULF, COLORADO AND SANTA FE RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Gulf, Colorado and Santa Fe Rail- way for the period 1890-1913: Ratio of— 1890 1913 Total transportation expenses to total operating expenses... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54.96 51.08 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.80 4.15 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.75 2.62 Total cost of engineers and firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.55 6.77 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation............ 46.28 50.11 Total cost of engineers to total labor cost of Operation........ . . . . . . . . . . . . . . 7.31 7.11 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . . 4.19 4.49 Total cost of engineers and firemen to total labor cost of Operation.......... 11.50 11.60 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.38 29.22 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65.65 58.31 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.30 41.95 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.44 25.00 Total cost of general Officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.37 1.05 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.83 4.09 Total labor cost of Outside Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GD The above table shows that total labor costs constituted a smaller proportion of total operating expenses in 1913 than in 1890. The ratio of the combined costs of engineers and firemen to total operating expenses was only 6.77 in 1913 as compared with 7.55 in 1890. In other words, the relative outlay for these two classes of employes was less in 1913 than in 1890, this decrease being reflected in the decreased ratio of labor cost of transportation. Although the ratio of labor cost of transportation to total labor cost of operation was 3.83 points more in 1913 than in 1890, the ratio of cost of engineers and firemen to labor cost of operation was only 10 hundredths of a point more during this period, indicating that the engineers and firemen did not share in the increased benefits enjoyed by other transportation labor. XIX. INTERNATIONAL AND GREAT NORTHERN RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear GO Information not available. (2) No labor cost of outside operations. INCREASED OPERATING Costs of WESTERN RAILROADS. 27 to total labor cost of operation. The showing is for the International and Great Northern Railway for the period 1890-1913: Ratio of— 1890 1913 Total transportation expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45.54 56.25 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.44 4.42 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .* * * * * * * * - - - - - - - - - - - 3.27 2.71 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . * * * * * * * * * * * e º a .... 8.71 7.13 Ratio of— - 1890 1913 Total labor cost of transportation to total labor cost of operation. . . . . . . . . . . . 45.80 50.64 Total cost of engineers to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . 8.37 8.TT Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . . . . 5.03 5.38 Total cost of engineers and firemen to total labor cost of Operation. . . . . . . . . . 13.40 14.15 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.74 25.50 Total labor cost of Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.94 50.35 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47.52 35.53 Total labor cost of maintenance to total operating expenses. . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 27.35 20.70 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.39 1.12 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * 7.85 4.04 Total labor cost of Outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (D .11 The decrease in the ratio of total labor cost of operation to total operating expenses, shown by the above table for the period 1890–1913, was largely due to the decreased outlays for transportation labor. The ratio of the combined costs of locomotive engineers and firemen to total operating expenses was only 7.13 in 1913 as compared with 8.71 in 1890, a decrease of 1.58 points. XX. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Minneapolis, St. Paul and Sault Ste. Marie Railway for the period 1890–1913: Ratio of— 1890 1913 Total transportation expenses to total Operating expenses. . . . . . . . . . . . . . . . . . ........................ 51.51 53.44 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.49 5.11 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.45 3.28 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.94 8.39 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation. . . . . . . . . . . . 56.46 43.95 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . . . . . 8.85 8.54 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . . . . & 5.48 Total cost of engineers and firemen to total labor C0St Of Operation.......... 14.42 14.02 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.01 26.29 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62.00 59.83 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.15 39.52 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.37 28.44 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.96 .94 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.63 4.59 Total labor cost of outside operation to total operating expenses................................... Q) .50 The above table shows a decrease in the ratio of total labor cost of operation to total operating expenses for the period 1890-1913, due to the decreased outlays for transportation labor. The ratio of the combined costs of engineers and firemen to total operating expenses was only 8.39 in 1913, as compared with 8.94 in 1890. In other words, the relative outlay for these two classes of employes was less in 1913 than in 1890, this decrease being reflected in the decreased ratio of labor cost of transportation to total operating expenses. More- Q) Information not available. 28 INCREASED OPERATING Costs of WESTERN RAILROADs. over, the ratio of total cost of engineers and firemen, as well as the total labor cost of . transportation, to total labor cost of operation was also less in 1913 than in 1890. XXI. MISSOURI, KANSAS AND TEXAS RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Missouri, Kansas and Texas Railway for the period 1890-1913: Ratio of— 1890 1913 Total transportation expenses to total operating expenses......... © º e º º e º s e º is a ..................... 54.06 53.73 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.05 4.83 Total cost of firemen to total Operating expenses.................................................. 2.90 2.99 Total cost of engineers and firemen to total Operating expenses..................................... T.95 7.82 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation............ 45.95 43.73 Total cost of engineers to total labor cost of Operation...................... 8.10 8.16 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . . 4.65 5.06 Total cost of engineers and firemen to total labor cost of operation. . . . . . . . . . 12.75 13.22 Total labor cost of transportation to total operating expenses...................................... 28.63 25.87 Total labor cost of Operation to total Operating expenses.......................................... 62.29 59.18 Total maintenance expenses to total operating expenses............................................ 40.66 38.31 "Total labor cost of maintenance to total Operating expenses... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.14 26.33 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ......... 1.83 1.05 Total labor cost of administration to total operating expenses...................................... T.52 6.41 Total labor cost of Outside operation to total operating expenses....... * * * * * * * * 0 & - - © tº e º te e s tº e º ºs º º ... GO .55 The table above shows a decrease in the ratio of total labor cost of operation to total operating expenses during the period 1890-1913, due to decreased outlays for transportation labor. The ratio of the combined costs of engineers and firemen to total operating expenses was only 7.82 in 1913 as compared wih 7.95 in 1890. In other words, the relative outlay for these two classes of employes was less in 1913 than in 1890. XXII. MISSOURI PACIFIC RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Missouri Pacific Railway for the period 1890-1913: Ratio of— 1890 1913 Total transportation expenses to total operating expenses........................... • * - e. e. e. e º is tº a º e º a 64.47 53.60 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.87 5.02 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.92 3.19 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.79 8.21 Ratio of— - 1890 1913 Total labor cost of transportation to total labor cost of operation. . . . . . . . . . . . 32.54 Total cost of engineers to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . 8.34 T.65 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . . 5.00 4.87 Total cost of engineers and firemen to total labor cost of operation. . . . . . . . . . 13.34 12.52 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.9 (D Total labor cost of operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.35 65.55 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40.70 39.34 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.59 G) Total cost of general Officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.74 1.51 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.77 (D Total labor cost of Outside Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GD Although the table above shows that total labor cost of operation constituted a larger proportion of total operating expenses in 1913 than in 1890, it is apparent that the advance was not due to added outlays for engineers and firemen. The ratio of the total costs of GD Information not available. INCREASED OPERATING COSTS OF WESTERN RAILROADS. * 29. engineers and firemen to total operating expenses was only 8.21 in 1913 as compared with 7.79 in 1890, or a slight advance of only 42 hundredths of a point. Moreover, the ratio of total cost of engineers and firemen to total labor cost of operation decreased during this same period. In other words, the ratio of the total cost of engineers and firemen to total labor cost of operation was only 12.52 in 1913, as compared with 13.34 in 1890, or 82 hun- dredths of a point less in the former year than in the latter. XXIII. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the St. Louis, Iron Mountain and Southern Railway for the period 1890-1913: Ratio of— 1890 1913 Total transportation expenses to total operating expenses......................................... 50.86 47.29 Total cost of engineers to total Operating expenses................................................ 5.12 4.56 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.03 2.91 Total cost of engineers and firemen to total operating expenses..................................... 8.15 7.47 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation. . . . . . . . . . . . 34 29 Total cost of engineers to total labor cost of Operation...... . . . . . . . . . . . . . . . 8.12 6.99 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . 4.80 4.47 Total cost of engineers and firemen to total labor cost of operation. . . . . . . . . . 12.92 11.46 Total labor cost of transportation to total operating expenses...................................... 21.65 (D Total labor cost of Operation to total operating expenses.......................................... 63.12 65.15 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . • * - - - - - - - - - - - - - - - - - - - - - - - - 41.34 46.13 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.80 (D Total cost of general Officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... 1.89 1.40 Total labor cost of administration to total operating expenses...................................... 5.67 (D Total labor cost of Outside operation to total operating expenses................................‘... Q) GD The table above shows an increase in the ratio of total labor cost of operation to total operating expenses during the period 1890-1913, although the outlays for engineers and firemen decreased during the same period. The ratio of the combined costs of engineers and firemen to total operating expenses was only 7.47 in 1913 as compared with 8.15 in 1890. In other words, the relative outlay for these two classes of employes was much less in 1913 than in 1890. Moreover, the ratio of the total cost of engineers and firemen to total labor cost of operation was considerably less in 1913 than in 1890. XXIV. WABASFH RAILROAD. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Wabash Railroad for the period 1890–1913: Ratio of— 1890 1913 Total transportation expenses to total operating expenses. . . . . . . . . . . . . . . . . . ........................ 51.46 53.51 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.94 5.42 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.51 3.35 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.45 8.77 Ratio of— 1890 1913 Total labor cost of transportation to total labor cost of operation... . . . . . . . . . 58.58 50.72 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . . . . . 10.44 9.38 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . . 6.16 5.80 Total cost of engineers and firemen to total labor cost of operation.......... 16.60 15.18 Total labor cost of transportation to total operating expenses.................................... 33.36 29.33 Total labor cost of operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.95 57.82 Total maintenance expenses to total Operating expenses..................................... • * * * * * * 37.93 39.12 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.91 24.22 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.46 1.00 Total labor cost of administration to total operating eXpenSes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.67 4.04 Total labor cost of outside operation to total Operating expenses................................... .24 Q) Information not available. 30 INCREASED OPERATING COSTS OF WESTERN RAILROADS. Although the preceding table shows an increase in the ratio of total labor cost of opera- tion to total operating expenses during the period 1890-1913, it is clear that the advance was not due to increased outlays for engineers and firemen. The ratio of the combined costs of engineers and firemen to total operating expenses was only 8.77 in 1913 as compared with 9.45 in 1890. In other words, the relative outlay for these two classes of employes was less in 1913 than in 1890. Moreover, the ratio of the cost of engineers and firemen, as well as the ratio of total labor cost of transportation, to total labor cost of operation was less in 1913 than in 1890. It is apparent that the advance in labor cost as compared with total operating expenses was primarily due to the increase in outlays for maintenance labor during this period. xxv. WABASH, CHESTER AND WESTERN RAILROAD. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Wabash, Chester and Western Railroad for the period 1890-1913: Ratio of— 1890 1913 Total transportation expenses to total operating expenses. . . . . . . . . . . . . . . . . . . .* * * * * * * * * * * * * * * * * s s • * * * 35.61 37.24 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.30 4.70 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . © tº º e º e º e º 'º º & © tº º e g tº e g º gº tº e º e º e & 2.89 2.71 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.19 7.41 Ratio of— 1890 1913' Total labor cost of transportation to total labor cost of operation. . . . . . . . . . . . 44.41 42.61 Total cost of engineers to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . . . 8.03 7.84 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . . . . 4.38 4.51 Total cost of engineers and firemen to total labor cost of Operation. . . . . . . . . . 12.41 12.35 Total labor cost of transportation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.32 25.56 Total labor cost of operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66.03 59.99 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53.90 56.38 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.25 29.23 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.78 4.21 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.46 5.20 Total labor cost of outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (D The table above shows a decrease in the ratio of total labor cost of operation to total operating expenses for the period of 1890-1913, due primarily to the decreased outlays for transportation labor, which in turn, reflects the ratio of the combined costs of engineers and firemen to total operating expenses, which was only 7.41 in 1913 as compared with 8.19 in 1890. Moreover, the ratio of the total cost of engineers and firemen, as well as the ratio of the total labor cost of transportation, to total labor cost of operation was less in 1913 than in 1890. GO Information not available. (2) No labor cost of outside operations. PART II. Ratio of Operating Costs to Operating Revenues, 1890–1913 PART II. RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1890-1913. XXVII. TOTALS FOR TWENTY-FOUR REPRESENTATIVE WESTERN RAILROADS. The following chart sets forth the ratio of the principal items of operating cost to oper- ating revenues during the period 1890–1913 of the following twenty-four representative Western railroads: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines). Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Denver and Rio Grande Railroad. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. International and Great Northern Railway. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Missouri Pacific Railway. Northern Pacific Railway. St. Louis, Iron Mountain and Southern Railway. Southern Pacific Company. e. Texas and Pacific Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. An examination of the chart which follows shows that the ratio of total expenses of operation to total operating revenues for the roads under consideration was greater in 1913 than in 1890. This increase, however, cannot be attributed to payment of wages to locomotive engineers and firemen as the combined costs of these employes required a smaller amount of revenue in 1913 than in 1890. The ratio of cost of these employes to operating revenues declined from 6.29 in 1890 to 5.38 in 1913. 83 34 INCREASED OPERATING COSTs OF WESTERN RAILROADS. The facts upon which the chart is based are set forth in greater detail in the table which follows: RATIO OF COSTS 0F OPERATION TO OPERATING REVENUES. Ratio of total expense of operation to total Operating revenues........................ Increase in ratio of operating expenses to total Operating revenues (1913 over 1890)..... 3.21 Ratio of cost of engineers to total Operating revenues................................ Increase in ratio of cost of engineers to total operating revenues (1913 over 1890)...... — .64 Ratio of cost of firemen to total Operating revenues................................ . . Increase in ratio of cost of firemen to total operating revenues (1913 over 1890)....... — .27 Ratio of total cost of engineers and firemen to total operating revenues................ Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1890) Ratio of total labor cost of transportation to total operating revenues............ • * * * * * Ratio of total cost of transportation to total operating revenues............. s s 2 s s e º e º a Ratio of total labor cost of operation to total operating revenues.............. & e o e º e s e Ratio of total maintenance expenses to total operating revenues........................ Ratio of total labor cost of maintenance to total operating revenues.................... Ratio of total labor cost of general administration to total operating revenues.......... Ratio of total labor cost of Outside operation to total operating revenues....... sº e º e º e º 'º — (Minus) Denotes decrease. Q) Labor cost of outside operations not reported in 1890. 1890 63.60 3.94 2.35 6.29 1913 66.81 3.30 2.08 INCREASED OPERATING COSTS OF WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1890-1913. (Totals for 24 Representative Western Railroads.) Total Operating Expenses Labor Cost of Operation Transportation Expenses Maintenance Ex £ng?? Labor Cost of : ntenance Transportation Cost of : Engineers and Eiremen Engineers Firemen 1890 l& –95 1900 & # ITTTTTTTTTTTTTH Hºrtº. =|* * * - -T -*º-sº 65 +— 65 60H —H6O 55 H. —H55 5OH. — 50 45|T- - - ––. —45 " * - - - - 40H – 40 35 — 35 |-m / -- * == = --" 3OH —lso 25E--------TTT — 25 20Fºº-H---__ +---T 20 15H. — lº 10H — lo |-mº sº, * *-mº m me |- ſº tºº ſº tº º ºſ º- tº-º-º- § - - - - - - - l 9Lll-L-L-L-L-L-L-L-L-L-L-L-L-L-L-L-I-19 | -9 19 –05 O •l 36 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XXVIII. TOTALS FOR EIGHT REPRESENTATIVE WESTERN RAILROADS. The chart on the opposite page sets forth the ratio of the principal items of operating cost to operating revenues during the period 1890-1913 of eight representative Western railroads. The roads are as follows: Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Illinois Central Railroad. Northern Pacific Railway. Southern Pacific Company. Union Pacific Railroad. An examination of the chart following shows that the ratio of total expenses of oper- ation to total operating revenues for eight representative Western railroads was greater in 1913 than in 1890. This increase, however, cannot be attributed to outlay in wages, as labor required a smaller amount of revenue in 1913 than in 1890, and the ratio of cost of engineers and firemen to operating revenues declined from 643 in 1890 to 5.23 in 1913. The facts upon which the chart is based are set forth in greater detail in the following table: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1890 1913 Ratio of total expense of operation to total operating revenues........................ 61.18 65.37 Increase in ratio of operating expenses to total operating revenues (1913 over 1890)..... 4.19 Ratio of cost of engineers to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.02 3.22 Increase in ratio of cost of engineers to total operating revenues (1913 over 1890)...... — .08 Ratio of cost of firemen to total operating revenues................................. º 2.41 2.01 Increase in ratio of cost of firemen to total operating revenues (1913 over 1890) ....... — .40 Ratio of total cost of engineers and firemen to total operating revenues......... • * * * * * * 6.43 5.23 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1890).................................................. tº e º e g º ſº e º e s e º — 1.20 Ratio of total labor cost of transportation to total operating revenues.................. 20.96 18.43 Ratio of total cost of transportation to total operating revenues....................... 31.52 32.88 Ratio of total labor cost of operation to total operating revenues...................... 45.86 43.30 Ratio of total maintenance expenses to total operating revenues........................ 23.12 28.36 Ratio of total labor cost of maintenance to total operating revenues.................... 21.61 19.29 Ratio of total labor cost of general administration to total operating revenues......... º 3.28 3.02 Ratio of total labor cost of outside operation to total operating revenues....... tº º ºs e º 'º e º (D (D — (Minus) Denotes decrease. Q) Labor cost of outside operations not reported in 1890. INCREASED OPERATING Costs of WESTERN RAILROADS. 37 RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1890-1913. (Totals for 8 Representative Western Railroads.) # -9 - d5 - =15 70 TTT H FTTH TTTTTTo - º *=> al, amº– 65 - - - sº 65 Expenses 60 { —60 55 H . —55 5OH- — 50 Labor Cost of Operation |45F —#45 40H — 40 35H. — 35 Transportation - - - -- **** Expenses mm, sº mº 3OH ſe — 30 º ** Maint 25 _- + T Fº 25 al-Ilt, 6 (Mark C6 *== —- * sºmeºmº Lab c: egºs --T ab OI* U OST, O Í 3 Maintenance F--- - - - - Transportation|20H-TT -- FF-E--—20 **me 15H- — lº 1OH- — lo Cost of Engineeri - and Firemen * == -- ºmº - - Cost Of Engineer *F- * * * * * == - T- 5 Cost of Firemen gº º Cº. ºº e Ol | | | | | | | | | | | | | | | | | | | | | O 1890 « . » 19 1910 •ls 38 INCREASED OPERATING COSTS OF WESTERN RAILROADS. xxix. ATCHISON, TOPEKA AND SANTA Fe RAILWAY. The chart on the opposite page makes a comparison of the principal items of operating cost to operating revenues during the period 1890-1913 on the Atchison, Topeka and Santa Fe Railway. The operating ratio or the proportion of total operating expenses to total operating revenues of the Atchison, Topeka and Santa Fe Railway, as shown by the chart, advanced 3.39 points during the period 1890-1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen, for these two classes of employes absorbed 2.92 points less revenue in 1913 than in 1890. The increase in oper- ating expenses in 1913 was primarily due to comparatively greater outlays for maintenance. In 1890 only 22.16 per cent of operating revenue was absorbed by maintenance expense as compared with 32.17 per cent in 1913. - The facts upon which the chart is based are set forth in greater detail in the table which follows: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1890 1913 Ratio of total expense of operation to total operating revenues........................ 61.68 65.07 Increase in ratio of operating expenses to total operating revenues (1913 over 1890)..... 3.39 Ratio of cost of engineers to total operating revenues.............................. tº º 4.69 2.83 Increase in ratio of cost of engineers to total operating revenues (1913 over 1890) ...... — 1.86 Ratio of cost of firemen to total operating revenues.......... tº gº tº e º ſº tº E tº Q & © tº e º º ſº tº e º º e º e 2.79 1.73 Increase in ratio of cost of firemen to total operating revenues (1913 over 1890) ....... — 1.06 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . . . . . . . 7.43 4.56 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1890). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — 2.92 Ratio of total labor cost of transportation to total operating revenues.................. 22.81 17.99 Ratio of total cost of transportation to total operating revenues................ tº e º e º gº º 30.22 28.74 Ratio of total labor cost of operation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . 49.02 38.74 Ratio of total maintenance expenses to total operating revenues. . . . . . . . . . . . . º gº gº tº $ ſº tº & # * * 22.16 32.17 Ratio of total labor cost of maintenance to total operating revenues. . . . . . . . . . . . . . . . . . . . 22.37 18.48 Ratio of total labor cost of general administration to total operating revenues....... • * * 3.84 - 2.27 Ratio of total labor cost of Outside Operation to total Operating revenues. . . . . . . . . . . . tº gº tº Q) (2) — (Minus) Denotes decrease. GD Information not available. (2) No labor cost of Outside operations. INCREASED OPERATING Costs OF WESTERN RAILROADS. 39 RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1890-1913. (Atchison, Topeka and Santa Fe Railway.) Total Operating Expenses Labor Cost of Operation |Transportation Expenses Labor Cost of : Transportation Maintenance Total Maintenance Expenses and Firemen Cost of Engineers Cost of Firemen |Cost of Engineers | # -ºš isoo -o - 70 TTTTTTTTTTTTTTTTT TTT|70 L-IT sº 60H —H6O. 55 H. 55 *F —50| 45– `s — 45 4OH- --~-40 35H. . — 35 L’ 3OF-- + T*-ī- = -s. rº- - 10H - —#16 5 H- —#5 0| | | | | | | | | | | | | | | | | | | Lll-l lo l690 –95 19CO –05 1910 -15 7 8 INCREASED OPERATING COSTs OF WESTERN RAILROADS. LVII. GREAT NORTHERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1891-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 10.8 cents less in 1913 than it was in 1891. During the same period the cost of firemen per one thousand ton miles declined 5.7 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 16.5 cents during the twenty-three years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase (D1891 1913 1913 over (D1891 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.235 $0.127 —$0.108 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139 ,082 — .057 Total cost of engineers and firemen...... $0.374 $0.209 —$0.165 — (Minus) Denotes decrease. GO Information for 1890 not available in proper form. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 79 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1891-1913. (Cents.) (Great Northern Railway.) l8 º º I Q iſ) sº #TTTºr TTTTTTTTTT I I IT 60 55 H. — 55 50 H. —lso 45 H. — 45 4OH — 40 Total Cost of Engineers and N 35. wº 35 N — 35 Firemen NS 3OH- Y — 30 Q 25 N. Cost of º ºf N 25 Engineers S-. N 20– N., — 20. Nes se *\, l5 H- © -— l'5 Cost of Firemen * = . N. 1"--. ^ 10 T“t--| —lo ** 5!— ~~- 5 0L | | | | | | | | | | | | | | | | | | | | | | | O 1890 -95 1900 -05 1910 -15 –4– 80 INCREASED OPERATING Costs OF WESTERN RAILROADS. LVIII, ILLINOIS CENTRAL RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 15.3 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 5.8 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 21.1 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 over 1890 Cost of engineers............................ $0.351 $0.198 —$0.153 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .190 .132 — .058 Total cost of engineers and firemen...... $0.541 $0.330 —$0.211 — (Minus) Denotes decrease. INCREASED OPERATING COSTs OF WESTERN RAILROADS. 81 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Illinois Central Railroad.) # +2 I Q lº) -i. # TTTTTTTTT 60 Tot al. Cost of 55E — 55 Engineers and N Firemen N 45 H. N — 45 4OH- N — 40 Cost of 35 - N 35 Engineers S. - N k 3OH- ^ — 30 25!— & — 25 N., Cost of Firemen $20H- ^s— 2O *---, T--— - 15| "I"---, l5 ! * - 101– — lo 5|— — 5 ol. 1 | | | | | | | | | | | | | | | | | | | | | | | | 0 1890 -95 1900 -Q5. 1910 -15 82 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LIX. NORTHERN PACIFIC RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 29.3 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 15.1 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 44.4 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 over 1890 Cost of engineers............................ $0.465 $0.172 –$0.293 Cost of firemen.................. * . . . . . . . . . . . .264 .113 — .151 Total cost of engineers and firemen...... $0.729 $0.285 —$0.444 — (Minus) Denotes decréase. INCREASED OPERATING COSTs of WESTERN RAILROADs. S3" COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Northern Pacific Railway.) Cº-e 1910 -1s Total cost of 17° | | | | | | ITTTTTTT|75 Engineers and Firemen 70 — TO 65H — 65 60}- N —#60 55H . \ —#55 5OH- N – 50 Cost of Engineers Ashºk —45 © - e 40 N. N —|40 35H \ N. —H35 3OH - Q N–lso - N. ^ Cost of Firemen - 25R-. 'N —125 & 2 S., N 20 OH- ) S. - "O l5H S-. —lls © ^ - lC)H —HIO 5 H- - 5 ollllllll-IIIllilillo 1890 •95 1900 *05 1910 -lj 8+ INCREASED OPERATING COSTS OF WESTERN RAILROADS. LX. OREGON SHORT LINE RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890–1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 21.1 cents less in 1913 than it was in 1892. During the same period the cost of firemen per one thousand ton miles declined 11.2 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 32.3 cents during the twenty-two years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase (D1892 1913 1913 over (D1892 Cost of engineers............................ - $0.379 $0.168 –$0.211 Cost of firemen.............................. .223 ..111 — .142 Total cost of engineers and firemen...... $6,602 $0.279 —$0.323 — (Minus) Denotes decrease. (1) Information for 1890 and 1891 not available. gº' INCREASED OPERATING COSTS OF WESTERN RAILROADS. COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1892-1913. (Cents.) (Oregon Short Line Railroad.) Total Cost of Engineers and Firemen Cost of Engineers Cost of Firemen &#TTſºrTHº-HºH*H-fies 6O TN —H6O 55 H. \ —55 5O H. \ —H5O 45 H. N —45 40 H. N —lo 35 º ºsmºs . Q. —#35 N 3O H. N NH, S. © 20H- ("s- N., —H2O * = - N 15 H- S.J. —#15 S.-l 10 H — 10 5 H- —5. ol-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l 1890 –95 19CO –05 1910 •ºlf, 86 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXI. SOUTHERN PACIFIC COMPANY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 22.4 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 14.4 cents. For both engineers and firemen the reduction for each one thousand, ton miles handled was 36.8 cents during the twenty-four years. - The facts upon which the chart is based are set forth in greater detail in the table which follows: - COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase * 1890 1913 1913 over 1890 Cost of engineers......... . . . . . . . . . . . . . . . . . . . $0.419 $0.195 —$0.224 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252 .108 — .144 Total cost of engineers and firemen..... º $0.671 $0.303 —$0.368 — (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 87 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890–1913. (Cents.) (Southern Pacific Company.) Total Cost of Engineers and 65 —65 Firemen 4 N 6OH- —H6O 55 H. N —#55 5OH- N — 50 45 H. N — 45 Cost of N _ N Engineers |40 © N —|40 N 3OH N { Cogt of Firemen ash- N — 25 s - N 2O — S. © 20 30 "N- : 10H — lo 5}–- — 5 | | | | | | | | | | | | | | | | | | | | | | 0 # H; -O 1910 -15 Ü INCREASED OPERATING COSTs OF WESTERN RAILROADS. LXII. UNION PACIFIC RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 64.4 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 37.5 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was $1,019 during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST CF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913. Over 1890 Cost of engineers........................... $0.799 $0.155 —$0.644 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .475 ..100 — .375 Total cost of engineers and firemen..... $1.274 $0.255 –$1,019 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 89 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Union Pacific Railroad.) Total Cost of Engineers and Eirēmētt ll.5 115|| 110 —110| 105 —hoºl 100 —llool. 95. —ls; l. 901– — 90 85 —| 85 Cost of 80 º 80 Engineers - 75 — 75 nal— " — —º 70 — 70 65 — 65 60 e — 60. 55 N — 55 Cost of * 50H- — 50 45 • \ — 45. 40 ^ N — 40 35 N N \ — 35 3OH. ^s Q VH. 2O *s. 20 15 15 19—11—Lll lllllllllllll-l 10 | 1890 -95 1900 –05 1910 90 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXIII. ARIZONA AND NEW MEXICO RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. - Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 80.9 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 58.4 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was $1.393 during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: º - COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 over 1890 Cost of engineers............................ $0.975 $0.166 —$0.809 Cost of firemen.............................. .696 .112 — .584 Total cost of engineers and firemen...... $1.671 $0.278 —$1.393 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 91 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Arizona and New Mexico Railway.) Total Cost of Engineers and Firemen | Cost of Engineers Cost of Firemen ll.5H —l ll:5 ll.0 llol 105– —lios loo — 100 95 —l 95 90 — 90 85H- Tº - —| 85 75– —l 75 7 © —l 70 6 — 65 6 ^ - - — 60 55– Q. º — 55 50— • — 50 *H N — 45 *=mºsºmsº ^ I 40 ^ 40 35H Q. — 35 3OH. 30 25H. - We — 25 © 2OH. R-20 15H — 15 10| | | 1 H-I-I-I-I-I-I-I-I-I-I-I-I-IN 1-10 1890 - 1900 -05 1910 -15 O2 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXIV. CANADIAN PACIFIC RAILWAY (CANADIAN LINES). The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 10.3 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 2.6 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 12.9 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: - COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 Over 1890 Cost of engineers............................ $0.315 $0.212 —$0.103 Cost of firemen.............................. .162 .136 — .026 Total cost of engineers and firemen...... $0.477 $0.348 —$0.129 — (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 93 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Canadian Pacific Railway—Canadian Lines.) Total Cost of Engineers and Firemen Cost of Engineers Cost of Firemen §HTT. I Q -is lº 60 | TTTTTTTTT60| 55 H. —ssl 50 H. — 50 45H. Ys — 45 Y- |40H YS — 40 ^, 35 H. Neº- 35 *.. 30 ^. - —30| Y- 25 H- Rºse, — 25 N--> h *s - 2OH- —lzo ſºme mes *m, a . . . 15 º º-º-e |D * = sºmº- - !----Ti"| | 10k— — 10|. 5!— — 5 OL | | | | | | | | | | | | | | | | | | | | | | | | | 0 l390 -95 900 -05 1910 w15 94 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXV. CHICAGO, ST. PAUL, MINNEAPOLIS AND OMAHA RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 6 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 2.9 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 8.9 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: - COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase i890 1913 1913 oyer 1890 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.328 $0.258 —$0.060 Cost of firemen... . . . . . . . . . . . . . . . . . . . . . . . . . . . .198 .169 — .029 Total cost of engineers and firemen...... $0.526 $0.437 —$0.089 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 95 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Chicago, St. Paul, Minneapolis and Omaha Railway.) #5 =9 1910 - 60 TTTTTTTTTTTT I IT 60 55 H. — 55 Total Cost of S. Engineers and Tºs, Firemen 50H TN-- — 50 s K- 1 'S. 45 H- ^ --- 45 40 40 35 H. — 35 Cost of | H. Engineers *** -- 30 *T*s-, — 30 * T----- s 25 H. -— 25 cost of Firemen *F----- —la "-------. Dº l5 H- — l8 10 i |lo 5k— — 5 9–Lll-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-l-9 1890 -95 1900 * * « . | -oš 1910 -15 .96 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXVI. DENVER AND RIO GRANDE RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 37.5 cents less in 1913 than it was in 1890. During the same, period the cost of firemen per one thousand ton miles declined 21 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 58.5 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. 1890 Cost of engineers............................ $0.773 Cost of firemen....................... * * * * * * * .475 Total cost of engineers and firemen...... $1.248 — (Minus) Denotes decrease. 1913 $0.398 .265 tºmsºmº, $0.663 Increase 1913 over 1890 —$0.375 — .210 —$0.585 INCREASED OPERATING COSTs of WESTERN RAILROADS. COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Denver and Rio Grande Railroad.) Total Cost of Engineers and Firemeri Cost of Engineers Cost of Firemen 35 | | 1890– a—-º-º-º: 125 THITTFTTH | | | ||25 120 - - —120 |*|-N —ll 5 il'OH- N —#110 | 1OOH− N —100 90}- N —l 90 | 85H N — 85 80H- N — 80 *N l ". p=mºsºm-º. 75 TOH- `N . N- 70 6OH- N — 60 55Hº- N — 55 & 4:RS- N. -— 45 | * ^ 4OH- S-l *— 40 * 35– N. * *s l 3OH ^ 30 all LLL | | | | | | | | | | | | | | | || Till as 1890 -95 1900 -O5 l910 -15 98 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LxVII. DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 10.8 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 5.2 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 16 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 over 1890 Cost of engineers............................ $0.435 $0.327 –$0.108 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250 .198 — .052 Total cost of engineers and firemen...... $0.685 $0.525 –$0.160 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 99 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890–1913. (Cents.) (Duluth, South Shore and Atlantic Railway.) spºrt timirº #TTTHºHTº Total cost of " TTTTO Engineers and Firemon 65H >\ —H65 ^l 60 ^ —H6O ^ 55H. S-> —H55 | ^ 5O ſ —50 45 45 Cost of Tºs Engineers **k- 40 **s –40 * * ^. 35H ^. 35 ^, 3OH- — 30 Cost of rirºn 25F--- tº sº . — 25 ***- * > 2O *** == 20 15 — l; |10|- — lo 5H. — 5 Ol | | | | | | | | | | | | | | | | | | | | | | | | | 0 1890 -9 I9 -O 1910 • 13 100 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXVIII. FORT WORTH AND DENVER CITY RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 41.5 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 23.5 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 65.0 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 over 1890 Cost of engineers............................ $0.655 $0.240 –$0.415 Cost of firemen.............................. .389 .154 — .235 Total cost of engineers and firemen...... $1.044 $0.394 –$0.650 * — (Minus) Denotes decrease. 101 INCREASED OPERATING COSTs of WESTERN RAILROADs. COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Fort Worth and Denver City Railway.) Total Cost of 105E- 105 #4 FN —H100 95. —#95 al- \ —190 85H —H85 80}– —180 75 —175 f 70 —170 Cost of 65 —55 Engineers - 6OH- * N —H60 55H. N 55 5OH- Q N– 50 45H N —45 ºs \ Cost of Firemen "S. N 40 INCREASED OPERATING COSTS OF WESTERN RAILROADS. 102 LXIX. GULF, COLORADO AND SANTA FE RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 33.9 cents less in ,1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 18.1 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 52 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILEs. Increase 1890 1913 1913 over 1890 Cost of engineers............................ $0.567 $0.228 —$0.339 Cost of firemen.............................. .325 .144 — .181 Total cost of engineers and firemen...... $0.892 $0.372 —$0.520 — (Minus) Denotes decrease, INCREASED OPERATING COSTS OF WESTERN RAILROADS. 103 cost OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, - 1890-1913. (Cents.) (Gulf, Colorado and Santa Fe Railway.) 95 H. Total cost of 190 R- Engineers and Firemen 85 N | | *HN 80 75 N 75 lſo H 70 65 H. - —65 Cost of so º-> N —60 Engineers 55 ^ N —55 sol— "N | —50 ... N. N –. | | \,\ | Nº. 35 H. N. —|35 cost of Firemen so >.] 'N 3O 25 N- * * ^ "N- 25 2O H. - **. —#20 l5 H. Y-.. is loH | —lo 5 H- —H5 # | H; H H4 H.H L # | Hi!? - 04 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXX. INTERNATIONAL AND GREAT NORTHERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 22.5 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 13.1 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 35.6 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: - COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 over 1890 Cost of engineers............................ $0.562 $0.337 —$0.225 Cost of firemen.............................. .338 .20T — .131 Total cost of engineers and firemen...... $0.900 $0.544 —$0.356 — (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 105 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (International and Great Northern Railway.) Ǻ O =O 1910 -1. #TT [TH TTTTTTTTTT| | | | |00 95 H. x- —#95 Total Cost of 90 —90 Engineers and N : 3 Firemen |B5 H - NS —35 80 N g —80 { —75 N —70 70 N 65 N —65 |60 N —6O || Cost of - N Engineers |55 s—55 s & ^ 45 N. —45 ^ 40 N. —40 ^ - Cost of Firemen 35 tº N. :- 35 * 3 N--| - O H. *s * e —30 25 H. Aº —25 **s **s 2O H. -—20 l5 H. —lā Itſ) H. —#10 5 {º ol-l-l-ll llllllllllllllllllll 1890 -95 1900 -05 1910 -1. 106 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXI. MINNEAPOLIS AND ST. LOUIS RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 15.8 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 10.8 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 26.6 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 over 1890 Cost of engineers...... . . . . . . . . . . . . . . . . . . . . . . $0.399 $0.241 —$0.158 Cost of firemen.... . . . . . . . . . . . . . . . . . . . . . . . . . . .260 .152 — .108 Total cost of engineers and firemen...... $0.659 $0.393 —$0.266 — (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 107. COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Minneapolis and St. Louis Railroad.) I- | Total Cost of Engineers and Firemen Cost of Engineers Cost of Firemen 3O 25 2OH- 15 *s. | | | 1890 | | | | | I9 Ll—ll | | | | -O 19. 35 3O 25 * 108 INCREASED OPERATING COSTs of WESTERN RAILROADS. LXXII. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890–1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 5.2 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 3.1 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 8.3 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 over 1890 Cost of engineers. . . . . . . . . . . . . ............... $0.218 $0.166 —$0.052 Cost of firemen.............................. .137 ..106 — .031 Total cost of engineers and firemen...... $0.355 $0.272 —$0.083 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 109 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, (Minneapolis, St. Paul and Sault Ste. Marie Railway.) 1890-1913. (Cents.) Total Cost of Engineers and Firemen Cost of Engineers’ Cost of Firemen I | 1890 - I Q sº. #TTTº TI IT IT I ITT 60| 55H — 55 ſ ! 50H- — 50 45H. — 45 4OH- — 40 35R-J — 35 * ST's *k- 3OH- T-P- — 30 - St- 25 —125 †-es 20– Tº--~1. — 20 ** = * - 15E- — l8 * * ***--|- s * * * = *-- e. 4 º : *} •= 10H- 1 — 10 5|— .— 5 9|-|--|--|--|--|--|-Lllllllllllll-lo 1890 -35 1900 weO5 1910 •15 110 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXIII MISSOURI, KANSAS AND TEXAS RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. w Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 17 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 8.4 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 25.4 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 over 1890 Cost of engineers............................ $0.469 $0.299 —$0.170 Cost of firemen.............................. .269 .185 — .084 Total cost of engineers and firemen...... $0.738 $0.484 —$0.254 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 111 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Missouri, Kansas and Texas Railway.) Total Cost of # HTi - TTTTTTTTTTTTTT|75 Engineers and N Firemen 70 →N sº —70 65 H- N ..— 65 6OH- N |60 55H N —55 5OH- N- 50 Cost of 45 N- —|45 Engineers 4O º N —H4O 35 H. © }* —|35 3OH- N-30 Cogt of Firemen T-s 25 H "" •= Pºs) . 5 ^--. 25 |^- J. - 2OH- T^---, -20 * * 15 H. —#15 lſo He —HIO 5 H- - º —#5 ol-l-l-ll-llllllllllllllllllll-lo l890 -95 1900 -O5 1910 -15 112 INCREASED OPERATING COSTs of WESTERN RAILROADS. LXXIV. MISSOURI PACIFIC RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890–1913. - Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 7.5 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 3.6 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 11.1 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913. Over 1890 Cost of engineers............................ $0.313 $0.238 –$0.075 Cost of firemen.............................. .187 .151 — .035 Total cost of engineers and firemen...... $0.500 $0.389 —$0.111 — (Minus) Denotes decrease. INCREASED OPERATING COSTs OF WESTERN RAILROADS. 113 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Missouri Pacific Railway.) l8 -9 l 1 g l O -] 60|TTTTTTTTTTTTTTTTTTE IT | | |T| 60 55 H. — 55 Total cost of 50Rs. — 50 Engineera and ^ Firemen N- 45 H. ^ — 45 ^ SJ 4OH− 's-H40 |35H • — 35 Cost of * Engineers |30H**-. — 30 * - | *ss * - s 25 H- *|- — 25 *s 1 2O s 20 Cost of Firemen ſºme s = * = e - T-se l5 H- **- 15 lo!— —|10| 5!— — 5 OL | | | | | | | | | | | | | | | | | | | | | | | | || 0 1890 95 1900 -05 1910 -15 114 INCREASED OPERATING COSTS OF WESTERN RAILROADS. Lxxv. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. t Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 12.6 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 6.6 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 19.2 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: C0ST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 over 1890 Cost of engineers.......... '• * * * * * * * * * * * * * * * * * $0.302 $0.176 —$0.126 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .179 .113 — .066 Total cost of engineers and firemen...... $0.481 $0.289 —$0.192 — (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 115 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (St. Louis, Iron Mountain and Southern Railway.) Total Cost of Engineers and Firemen Cost of Engineers Cost of Firemen l8 l ITTI | Q [T] 6O | | | TI TTT|T| 60 55 H. — 55 50 H. — 50 ^ 4OH- NS — 40 35H N 35 S.S 30Ps: NH30 ^. tº ^. 25 H. ^ 25 \ ^. 20 S. 20 ^. | *... as T--. l5 * ^-- *~.. * 10k— 10 5!— — 5 Of 1 | | | | | | | | | | | | | | | | | | | | | | O 1890 –95 1900 -O5( 1910 -15 116 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXVI. TEXAS AND PACIFIC RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890-1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 8.7 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 3.5 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 12.2 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 over 1890 Cost of engineers............................ - $0.412 $0.325 –$0.087 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239 .204 — .035 Total cost of engineers and firemen..... & $0.651 $0.529 —$0.122 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 117 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, - 1890–1913. (Cents.) (Texas and Pacific Railway.) lº –95 - O &º Lº . #TTH HTºTT-fºr-TH TTTTTTO Total Cost of Ps —65 Engineers and 65 * Firemen *~ 551– Al – 55 - - *s t 50H- — 50 45H — 45 Cost of - Engineers 40R--- t— 40 *ss P - *Res - *-i- - - - Hºl & * 30 - 30 t of Fir *F- — 25 Cost o €meh | sº m TT"-...— ** am 2OH- - 20 15H. — l; 10H — lo 5H — 5 Ol | | | | | | | | | | | | | | | | | | | | | | | | 0 1890 -9 19 •O 1910 wº, lº) 118 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXVII. WABASH RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890–1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 5.8 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 29 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 8.7 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: - COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1890 1913 1913 over 1890 Cost of engineers............................ $0.259 $0.20ſ –$0.058 Cost of firemen.............................. .153 .124 — .029 Total cost of engineers and firemen..... * $0.412 $0.325 —$0.08% — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 119 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Wabash Railroad.) Total cost of Engineers and Firemen Cost of Engineers Cost of Firemen 1890 -9 l 1910 - 60 || TTTTTTT | | | TTT | | |T| 60 55 H. — 55 50 H. — 50 45 H. — 45 40 >|- — 40 - * * * * º 30 * — 30 25 ="--~ — 25 *** = T -- **** - 2OH- *—|20 l5 ***-----_ L — 15 |D *= & Tº *se 10k— — 10 5k— =– 5 Ol | | | | | | | | | | | | | | | | | | | | | | | | | 0 l390 –95 1900 -05 1910 -15 120 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXVIII, WABASH, CHESTER AND WESTERN RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1890–1913. Upon referring to the chart, it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 25 cents less in 1913 than it was in 1890. During the same period the cost of firemen per one thousand ton miles declined 12.5 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 37.5 cents during the twenty-four years. The facts upon which the chart is based are set forth in greater detail in the table which follows: * COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. * Increase 1890 1913 1913 over 1890 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.626 $0.376 —$0.250 Cost of firemen.,e e g g tº e g tº gº º ºs s ſº & 6 s & e º ºs e º e º 'º g tº g .341 .216 — .125 Total cost of engineers and firemen...... $0.967 $0.592 —$0.375 — (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 121 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1890-1913. (Cents.) (Wabash, Chester and Western Railroad.) #TTTFTTHº-Hº-Hº Total Cost of Engineers and 5 Firemen º 90 N 85 80 N 75 —75 70 N —70 |65 f N —65 Cost of | Engineers 60 60 ^ ss N w 55 50 H. © ^ 145 H. N. —45 40 H. Y--—lo N 35 E- —|35 Cost of Firemen F- * * 30 H. ^-.. —30 }* *se 25 H. **-1 – 25 f*s. 20 H. —H2O 15 H. —ll; lſ). He lſ) 5 H- —5 oLll l l l l l l l l l l l l l l l l l l l l l l lo 1890 weg 5 1900 wº)5 1910 -15 Increased Operating Costs of Western Railroads Not Due to Wage Payments to Loco- motive Engineers and Firemen. igoo-1913 Prepared Under Supervision of . W. J. LAUCK Exhibit Number ) Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Increased Operating Costs of Western Railroads Not Due to Wage Payments to Loco- motive Engineers and Firemen. I90O-I913 Composition and Makeup by Superior Typesetting Co., Chicago, Ill. INCREASED OPERATING COSTS OF WESTERN RAILROADS NOT DUE TO PART I. Ratio of Principal Items of Operating Cost to Total Operating Expenses, 1900-1913. SECTION - PAGE 1. Totals for Forty-eight Representative Western Railroads................. . . . . . . . 1. 2. Totals for Forty Representative Western Railroads ............................ 4 3. Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . ..... 8 4. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... 10 5. Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . ............... 12 6. Chicago, Milwaukee and St. Paul Railway. . . . . . . . • • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 14 7. Chicago and North Western Railway............................................ 16 8. Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 18 9. Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 10. Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 11. Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 12. Union Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 13. Arizona and New Mexico Railway...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 14. Canadian Pacific Railway (Canadian Lines)..................................... 28 15. Chicago Great Western Railroad...................... . . . . . . . . . . . . . . . . . . . . . . . . . . 29 16. Chicago, Rock Island and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 17. Colorado Midland Railway..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 18. Colorado and Southern Railway....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 19. Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 20. Duluth, Missabe and Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 21. Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 22. Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 23. Houston, East and West Texas Railway.......................... . . . . . . . . . . . . . . . 34 24. Minneapolis, St. Paul and Sault Ste. Marie Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 25. Missouri, Kansas and Texas Railway.................. . . . . . . . . . . . . . . . . . . . . . . . . . . 35 26. Pecos and Northern Texas Railway.............................................. 35 27. St. Joseph and Grand Island Railway....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 28. St. Louis, Iron Mountain and Southern Railway..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 29. St. Louis and San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 30. St. Louis Southwestern Railway................................................. 38 31. Southern Kansas Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 32. Texas and Pacific Railway...................................................... 39 33. Wabash Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... 40 34. Wabash, Chester and Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 35. Wichita Valley Railway......................................................... 41 WAGE PAYMENTS TO LOCOMOTIVE ENGINEERS AND FIREMEN. CONTENTS PART II. SECTION Ratio of Operating Costs to Operating Revenues, 1900–1913. PAGE 36. Totals for Forty-eight Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . 45 37. Totals for Forty Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 38. Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 39. Atchison, Topeka and Santa Fe Railway................ . . . . . . . . . . . . . . . . . . . . . . . . 54 40. Chicago, Burlington and Quincy Railroad............... . . . . . . . . . . . . . . . . . . . . . . . . 56 41. Chicago and North Western Railway............................ . . . . . . . . . . . . . . 58 42. Great Northern Railway............................. . . . . . . . . . . . . . . . . . . . . . . . . . . 60 43 Illinois Central Railroad................................................... .... 62 44. Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 45. Southern Pacific Company.................................. . . . . . . . . . . . . . . . . . . . . 66 46. Union Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 47. Arizona and New Mexico Railway......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 48. Canadian Pacific Railway (Canadian Lines). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 49. Chicago Great Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 50. Colorado and Southern Railway...................... . . . . . . . . . . . . . . . . . . . . . . . . . . 71 51. Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . ... • * * * * * * * * * * * * * * * * * s • e s s a s e e o a 72 52. Fort Worth and Denver City Railway........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 53. Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 54. Houston, East and West Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 55. Missouri, Kansas and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 56. Pecos and Northern Texas Railway............................................ 74 57. St. Louis and San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 58. St. Louis Southwestern Railway....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 59. San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 60. Southern Kansas Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 61. Wabash, Chester and Western Railroad. . . . . . . . ‘e e s e e º º a s s e e s a e s e s ∈ s a e < * * * * * * * * * * 77 62. Wichita Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 PART III. Cost of Freight Engineers and Firemen Per 1,000 Ton Miles, 1900–1913. 63. Totals for Forty-six Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . 81 64. Totals for Thirty-eight Representative Western Railroads..................... 84 65. Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 66. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 67. Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 68. Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 69. Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 70. Great Northern Railway............. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 71. Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 72. Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 73. Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 PART I. Ratio of Principal Items of Operating Costs to Total Operating Expenses, 1900–1913. Increased Operating Costs Not Due to Wage Payments to Loco- motive Engineers and Firemen. PART I. RATIO OF PRINCIPAL ITEMS OF OPERATING COSTS TO TOTAL OPERATING EXPENSES, 1900-1913. I. TOTALS FOR FORTY-EIGHT REPRESENTATIVE WESTERN RAILROADS. The chart following sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for forty-eight representative Western railroads for the period 1900–1913. The railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines). Chicago, Burlington and Quincy Railroad. A- Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. * Fort Worth and Rio Grande Railway. Galveston, Harrisburg and San Antonio Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Gulf and Interstate Railway of Texas. Houston East and West Texas Railway. Houston and Texas Central Railroad. International and Great Northern Railway. Kansas City, Clinton and Springfield Railway. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Missouri Pacific Railway. Northern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. 2 INCREASED OPERATING Costs of WESTERN RAILROADS. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. St. Louis Southwestern Railway Company of Texas. San Antonio and Aransas Pass Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and New Orleans Railroad. Texas and Pacific Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. * Weatherford, Mineral Wells and Northwestern Railway. Wichita Valley Railway. Wisconsin and Michigan Railway. Yazoo and Mississippi Valley Railroad. Although the chart shows that labor cost of operation constituted a greater propor- tion of total operating expenses of these forty-eight Western railroads in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 798 in 1913 as compared with 8.43 in 1900, or, in other words, the relative outlay for these two classes of employes was less in 1913 than in 1900. Also, cost of engineers and firemen, as well as total labor cost of transportation, formed a smaller proportion of the total labor cost of operation in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under consideration. These facts are set forth in greater detail in the table which follows: Ratio of— 1900 1913 Total transportation expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.35 51.07 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.25 4.90 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 18 3.08 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.43 T.98 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation............ 47.83 43.99 Total cost of engineers to total labor cost of operation...................... 8.59 7.66 Total cost of firemen to total labor cost of Operation........................ 5.2.1 4.81 Total cost of engineers and firemen to total labor cost of operation. . . . . . . . . . . 13.80 12.47 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.38 28.08 Total labor cost of operation to total operating expenses.......................................... 61.12 63.92 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.48 42.16 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27.54 28.46 Total cost of general officers to total operating expenses............. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.54 1.01 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.50 4.23 Total labor cost of Outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G) () (1) Labor cost of outside operations not reported in 1900. INCREASED OPERATING COSTs of WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1900-1913. (Totals for 48 Representative Western Railroads.) 1900 -0 Cº. as TTTTTTTTI- 5 Labor Cost of — — — -T §:a:: mammº 6OH- O Transportation Expenses *F- 5 f** = T-H - 5OH- —50 4— —45 Maintenance Expenses mm, me me mºme = m, mºm” mºm" 4OH- —#40 s— —as Labor Cost of : Transportation *F— ºme —º Maintenance = 5- ºmmºn 25— —25 2OH- —2O 14— —15 Cost of Engineers || 10– =-10 and Firemen mº m me sºme me -º- Cost of Firemen d | | | | | | | | | | |0 l900 •O5 L910 -15 4. INCREASED OPERATING COSTS OF WESTERN RAILROADS. II. TOTALS FOR FORTY REPRESENTATIVE WESTERN RAILROADS. The chart following sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for forty representative Western railroads for the period 1900-1913, as follows: f Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines). Chicago, Burlington and Quincy Railroad. Chicago, Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Tuluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. Houston and Texas Central Railroad. International and Great Northern Railway. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Missouri Pacific Railway. Northern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. San Antonio and Aransas Pass Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and Pacific Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Wichita Valley Railway. Wisconsin and Michigan Railway. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 5 Although the chart shows that labor cost of operation constituted a greater proportion of total operating expenses of these forty railroads in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 8.02 in 1913 as compared with 8.47 in 1900, or, in other words, the relative outlay for these two classes of employes was less in 1913 than in 1900. Also, cost of engineers and firemen, as well as total labor cost of transportation, formed a smaller proportion of the total labor cost of operation of these railroads in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under consideration. These facts are set forth in greater detail in the table which follows: Ratio of— 1900 1913 Total transportation expenses to total operating expenses......................................... 54.23 51.09 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.27 4.92 Total cost of firemen to total Operating expenses.................................................. 3.20 3.10 Total cost of engineers and firemen to total Operating expenses........... ‘. . . . . . . . . . . . . . . . . . . . . . . . . . 8.47 8.02 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 45.20 $1.46 Total cost of engineers to total labor cost of operation.................. 8.60 T.66 Total cost of firemen to total labor cost of Operation.................... 4.83 Total cost of engineers and firemen to total labor cost of operation....... 13.83 12.49 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.62 28.17 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.23 64.16 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.60 42.16 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27.40 28.51 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.56 1.01 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.54 4.23 Total labor cost of Outside Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q) (D (3) Labor cost of outside operations not reported in 1900. INCREASED OPERATING COSTS OF WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1900-1913. (Totals for 40 Representative Western Railroads.) Labor Cost of Operation Transportation Expenses Maintenance Expenses Lab or Cost of : Transportation Maintenance Cost of Engineer and #jãº. Cost of Engineers Cost of Firemen lº | l9 tºº 65 | | | | '- | - I --Ti is |- as amº" 6OH- —60 55– —55 50– —50 45— —#5 4G- —#o 35- —ps *=---. —30 25– —25 20– —2O l£– —15 lº– —hol 5=- Gº tº ºn sºme sº º' tº cº- sº & | | | | | | | - •35 l910 -l5 8 INCREASED OPERATING COSTS OF WESTERN RAILROADS. III. TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses for ten representative Western railroads. The showing is for the period 1900–1913, as follows: Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. e Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. Although the chart shows that labor cost of operation constituted a greater portion of total operating expenses of these ten railroads in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 7.93 in 1913 as compared with 8.73 in 1900, or, in other words, the relative outlay for these two classes of employes was less in 1913 than in 1900. Also, cost of engineers and firemen, as well as the total labor cost of transportation, formed a smaller proportion of the total labor cost of operation of these ten railroads in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under consideration. These facts are set forth in greater detail in the table which follows: Ratio of— 1900 1913 Total transportation expenses to total operating expenses. . . . . . . . . . . . . ............................ 52.89 49.93 Total cost of engineers to total operating expenSeS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.41 4.8 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.32 3.06 Total cost of engineers and firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.73 7.93 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 48.40 41 91 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . 8 36 7 39 Teſtal cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . 5.12 4.64 Total cost of engineers and firemen to total labor cost of operation....... 13.48 12.03 Total labor cost of transportation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.35 27.60 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.78 65.86 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43.39 43.76 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.24 30.25 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.43 .94 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.19 4.45 Total labor cost of outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . () G) (D Labor cost of outside operations not reported in 1900. INCREASED OPERATING COSTS OF WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1900-1913. (Totals for 10 Representative Western Railroads.) lºGO =Q 1910 *35 70 ITT TTT| |TTTT ho Labor Cost of } ºl 60- —60 transportation lº 55 | Expenses 5 - —50 s Expenses = • * * * * * * * * * * * * * * 40- sº —#40 Lebor Cost of: Transportation H.- Maintenance == F------ ---—º 25– —25 2C- —ao 15- —ºlº cost :*::::::::" 14– ºmme mºnº – l——T" Cost of Engineers 5Er- - - - - - - - Gost Qf Firemen * º º -— J 22–2 10 INCREASED OPERATING COSTS OF WESTERN RAILROADS. IV. ATCHISON, TOPEKA AND SANTA FE RAILWAY. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Atchison, Topeka and Santa Fe . Railway for the period 1900–1913. Although the chart shows that labor cost of operation constituted a greater propor- tion of total operating expenses of the Atchison, Topeka and Santa Fe Railway in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 7.01 in 1913 as compared with 8.35 in 1900, or, in other words, the relative outlay for these two classes of employes was less in 1913 than in 1900. Also, cost of engineers and firemen formed a smaller proportion of the total labor cost of operation of the Atchison, Topeka and Santa Fe Railway in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under consideration. These facts are set forth in greater detail in the table which follows: Ratio of— 1900 1913 Total transportation expenses to total Operating expenses......................................... 53.70 44.17 Total cost of engineers to total Operating expenses................................................ 5.16 4.35 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.19 2.66 Total cost of engineers and firemen to total Operating expenses..................................... 8.35 7.01 Ratio of— - - 1900 1913 Total labor cost of transportation to total labor cost of operation........ 45.77 46.44 Total cost of engineers to total labor cost of operation.................. 8.84 T.30 Total cost of firemen to total labor cost of operation.................... 5.47 4.46 Total cost of engineers and firemen to total labor cost of operation....... 14.31 11.76 Total labor cost of transportation to total operating expenses...................................... 26.69 27.65 Total labor cost of Operation to total operating expenses.......................................... 58.30 59.53 Total maintenance expenses to total Operating expenses............................................ 42.50 49.44 Total labor cost of maintenance to total Operating expenses........................................ 24.93 28.40 Total cost of general Officers to total Operating expenses.......................................... 2.16 1.02 Total labor cost of administration to total Operating expenses...................................... 6.69 3.49 Total labor cost of Outside Operation to total Operating expenses........................ © tº e º 'º e º e º 'º e e (D (i) Information not available. (2) No labor cost of outside operations. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 11 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1900-1913. (Atchison, Topeka and Santa Fe Railway.) Labor Cost of Operation Transportation Expenses Maintenance Expenses Labor cost of: Transportation Maintenance cost of Engineers and Firemen Cost of Engineers Cost of Firemen 19 o -O5 1910 Gº 60 L.L.--L----H+ T 50 55- —55 5OH- Y- =–50 Yºs---f. e ‘P s 45— _-HT Yºs —#5 L-T' 4CH- —w 35— —as 3OH- —bo * -l-- ----- 25-T’’ —25 2OH- —20 ls— 15 10H —ho TT------——— 5'-----------...--——5 3–1 || | | | | | | | | | | | | l900 “O5 1910 *S 12 INCREASED OPERATING COSTS OF WESTERN RAILROADS. V. CHICAGO, BURLINGTON AND QUINCY RAILROAD. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Chicago, Burlington and Quincy Railroad for the period 1900-1913. - The chart shows that labor cost of operation constituted a smaller proportion of total operating expenses of the Chicago, Burlington and Quincy Railroad in 1913 as com- pared with 1900. The decrease in labor costs during this period was largely due to de- creased outlays for transportation labor. The combined cost of . engineers and firemen constituted only 6.65 per cent of total operating expenses in 1913 as compared with 8.50 per cent in 1900, while total labor cost of transportation constituted only 23.57 per cent of operating expenses in 1913 as against 28.82 per cent in 1900. Cost of engineers and firemen, as well as total labor cost of transportation, also formed a smaller proportion of labor cost of operation in 1913 than in 1900. These facts are set forth in greater detail in the table which follows: Ratio of— 1900 1913 Total transportation expenses to total Operating expenses......................................... 50.15 47.73 . Total cost of engineers to total Operating expenses................................................ 5.36 4.15 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14 2.50 Total cost of engineers and firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.50 6.65 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 43.87 40.42 Total cost of engineers to total labor cost of operation.... . . . . . . . . . . . . . . 8.16 7.07 Total cost of firemen to total labor cost of operation.................... 4.78 4.25 Total cost of engineers and firemen to total labor cost of operation....... 12.94 11.32 Total labor cost of transportation to total operating expenses...................................... 28.82 23.57 Total labor cost of Operation to total Operating expenses.......................................... 65.71 58.75 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45.91 45.62 Total labor cost of maintenance to total operating expenses... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.14 29.94 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.60 1.32 Total labor cost of administration to total operating expenses....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.74 4,83 Total labor cost of outside operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q) .41 Q) Information not available. INCREASED OPERATING COSTs OF WESTERN RAILROADS. 13 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1900-1913. (Chicago, Burlington and Quincy Railroad.) abor Cost of Operation Transportation Expenses Maintenance Expenses Labor Cost of : Maintenance Transportation Cost of Engineers and Firemèn Cost of Engineers Cost of Firemen 70 | | | O 6 —65 * = T--> 55– —r T --— 4. sº- tº - C D 45 4CH- —40 35– —bs 2OH- —20 15— —15| lCH- —10 5 * - G -º º ”-------...--5 O| | | | | | | | | | |0 l900 -O5 l910 •l 5 14 INCREASED OPERATING COSTS OF WESTERN RAILROADS. VI. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Chicago, Milwaukee and St. Paul Railway for the period 1900-1913. - - Although the chart shows that labor cost of operation constituted a greater propor- tion of total operating expenses of the Chicago, Milwaukee and St. Paul Railway in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was due only in a slight measure to additional outlays for engineers and firemen, as the ratio of the combined cost of engineers and firemen to total operating expenses was 9.52 in 1913 as compared with 8.09 in 1900, while labor cost of maintenance absorbed 23:08 per cent of total operating expenses in 1900 and 26.20 per cent in 1913. Cost of engi- neers and firemen, as well as total labor cost of transportation, formed a smaller proportion of the total labor cost of operation of the Chicago, Milwaukee and St. Paul Railway in 1913 than in 1900. - w The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under consideration. These facts are set forth in greater detail in the table which follows: Ratio of— 1900 1913 Total transportation expenses to total Operating expenses......................................... 47.39 55.67 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.87 5.83 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.22 3.69 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.09 9.52 Ratio of— 1900 (D1913 Total labor cost of transportation to total labor cost of operation........ 55.04 38.73 Total cost of engineers to total labor cost of Operation. . . . . . . . . . . . . . . . . . 8.55 7.34 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . 5.66 4.65 Total cost of engineers and firemen to total labor cost of operation....... 14.21 11.99 Total labor cost of transportation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.31 30.77 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.89 (D79.46 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49.82 39.28 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.08 26.20 Total cost of general officers to total operating expenses..................................... . . . . . .88 .53 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.49 3.44 Total labor cost of Outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) .62 GD See note against this road for 1913 on the “Labor Cost of Operation” table. (2) Information not available. INCREASED OPERATING COSTs of WESTERN RAILROADS. 15 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1900-1913. (Chicago, Milwaukee and St. Paul Railway.) Labor Cost of Operation Maintenancé Expenses Transportation Expenses Labor Cost of Transportation Labor Cost of Maintenance °3; §: Engineers an Qi El Y’0mön Cost of Engineers Cost of Firemen 1900 | 80| | | T. | | | 75H. : 70H- —70 | 65H. • —;5| 60 —60 _--T I 5 O 45H T- –45 - **s- 4OH- Y-Ho 35H —35 --------— —- 3OH. 30 e G * * * 25–...——“T —25 | 2OH- —20 15– 15 lOH O ------ lſ) H” mº- tº º P L_º ---T---— d I | | | | | | | | | | | | b lºCO •O5 l910 -15 16 INCREASED OPERATING COSTS OF WESTERN RAILROADS. VII, CHICAGO AND NORTH WESTERN RAILWAY. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Chicago and North Western Rail- way for the period 1900–1913. The chart shows that labor cost of operation constituted a smaller proportion of total operating expenses of the Chicago and North Western Railway in 1913 as com- pared with 1900. The decrease in labor costs during this period was largely due to decreased outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 9.04 in 1913, as compared with 11.01 in 1900. Cost of engineers and firemen, as well as total labor cost of transportation also formed a smaller proportion of the total labor cost of operation of the Chicago and North Western Railway in 1913 than in 1900. These facts are set forth in greater detail in the table which follows: Ratio of— 1900 1918 Total transportation expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59.14 55.35 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.53 5.49 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * 4.48 3.55 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.01 9.04 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 58.51 50.95 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . 10.15 8.94 Total cost of firemen to total labor cost of Operation.................... 6.96 .78 Total cost of engineers and firemen to total labor cost of operation....... 17.11 14.72 Total labor cost of transportation to total operating expenses......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.63 31.25 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.32 61.34 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.86 39.60 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.22 25.79 Total cost of general Officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66 .78 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.47 3.93 Total labor cost of Outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q) .36 Q) Information not available. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 17 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1900-1913. (Chicago and North Western Railway.) Labor Cost of Operation Transportation penses intenance Expenses abor Cost of Transportation abor Cost of Maintenance ost of Engineers and Firemèn ost of Engineers ost of Firemen 15– ICH- 1900 *** = = - Fºmºsº see arms mm sum oºm” * * * > m, e = s. I9 •0 s 65FELILTTTTTTTT is 60H. T—º T--— 55– Te—55 45— —45 –4– = me == *----—---— - 5 d | | | | | | | | | | | O =O5 l910 -l9 18 INCREASED OPERATING COSTS OF WESTERN RAILROADS. VIII. GREAT NORTHERN RAILWAY. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Great Northern Railway for the period 1900–1913. The chart shows that labor cost of operation constituted a smaller proportion of total operating expenses of the Great Northern Railway in 1913 as compared with 1900. The decrease in labor costs during this period was largely due to reduced outlays for transporta- tion labor. The ratio of the combined cost of engineers and firemen to total operating expenses was only 7.09 in 1913 as compared with 7.22 in 1900. It is to be noted that there was an increase in outlays for maintenance labor during the period under consideration. These facts are set forth in greater detail in the table which follows: Ratio of— 1900 1913 Total transportation expenses to total operating expenses.................................... tº º e º tº 51.32 46.86 Total cost of engineers to total Operating expenses................................................ 4.56 4.30 Total cost of firemen to total Operating expenses.................................................. 2.66 2.79 Total cost of engineers and firemen to total operating expenses.................................... e 7.22 7.09 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 46.47 36.19 Total cost of engineers to total labor cost of operation.................. 6.60 7.08 Total cost of firemen to total labor cost of Operation.................... 3.86 4.58 Total cost of engineers and firemen to total labor cost of operation....... 10.46 11,66 Total labor cost of transportation to total Operating expenses... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.06 22.01 Total labor cost of Operation to total operating expenses....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68.99 60.81 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44.69 47.31 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.69 35.28 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84 .70 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.24 2.91 Total labor cost of outside Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (D .62 Q) Information not available. INCREASED OPERATING COSTs of WESTERN RAILROADS. 19 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1900-1913. (Great Northern Railway.) Labor Cost of Operation Transportation Expenses Maintenance Expenses Labor Cost of : Maintenance ... Transportation Cost of Engineers and Firemen Cost of Fngineer Cost of Firemen l910 ſ 19 (~ \ - 7 TTI |--|-- H-H ho * = * 60– T-_l, 55— —55 50-~~~ —50 * { 45=-----|T ——#45 , 40– —#O 35— - —35 3C T-- O *= 25— `--~ 25 20– —20. 15– —ls 10H- —10 * = - - - - - - - -t = = • *Frº----------------> 5 *—l–1–1–1 | | | | | | | | |0 900 -O5 •l5 -º- 20 INCREASED OPERATING COSTS OF WESTERN RAILROADS. IX. ILLINOIS CENTRAL RAILROAD. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Illinois Central Railroad for the period 1900–1913. The chart shows that labor cost of operation constituted a smaller proportion of total operating expenses of the Illinois Central Railroad in 1913 as compared with 1900. The decrease in labor costs during this period was largely due to decreased outlays for transporta- tion labor. The ratio of the combined cost of engineers and firemen to total operating expenses was only 8.57 in 1913 as compared with 9.78 in 1900. Cost of engineers and firemen, as well as the total labor cost of transportation also formed a smaller proportion of the total labor cost of operation of the Illinois Central Railroad in 1913 than in 1900. It is to be noted that there was a marked increase in outlays for maintenance labor during this period. These facts are set forth in greater detail in the table which follows: Ratio of— 1900 1913 Total transportation expenses to total operating expenses...................................... tº º ſº 53.39 49.44 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.18 5.13 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . .................... tº º 3.60 3.44 Total cost of engineers and firemen to total operating expenses................................. tº e º e 9.78 8.57 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 53.84 43.65 Total cost of engineers to total labor cost of operation.................. 8.66 7.54 Total cost of firemen to total labor cost of operation.................... 5.04 5.05 Total cost of engineers and firemen to total labor cost of operation....... 13.70 12.59 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.43 29.70 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T1.38 gº Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43.24 44.90 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.97 34.43 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.25 .82 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.98 3.50 Total labor cost of Outside Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 Q) Information not available. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 21 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1900-1913. (Illinois Central Railroad.) Labor Cost of Operation Transportation Expenses Maintenance Expenses Labor Cost of Transportation Labor Cost of Maintenance Cost of Engineers and Firemen Cost of Engineers| Cost of Firemen -O - 75|| | TT FTTTI | TTI TS d— —65 6 —60 55– —55 - *-i- - tº 2 —25 —20 l5– —15 10–. —lC) ** mºme mºme me s = * mm me as me | | | | | | | H–1–1– 1900 *O5 1910 •15 22 INCREASED OPERATING COSTS OF WESTERN RAILROADS. X. OREGON SHORT LINE RAILROAD. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Oregon Short Line Railroad for the period 1900–1913. Although the chart shows that labor cost of operation constituted a greater propor- tion of total operating expenses of the Oregon Short Line Railroad in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 8.34 in 1913 as compared with 9.85 in 1900. Outlays for engineers and firemen, as well as the total labor cost of trans- portation, formed a smaller proportion of the total labor cost of operation of the Oregon Short Line Railroad in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under consideration. These facts are set forth in greater detail in the table which follows: Ratio of— 1900 1913 Total transportation expenses to total Operating expenses......................................... 49.24 48.77 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.15 5.02 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.70 3.32 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.85 8.34 Ratio of— - 1900 (D1913 Total labor cost of transportation to total labor cost of operation........ 41.65 38.76 Total cost of engineers to total labor cost of operation.................. 9.00 6.93 Total cost of firemen to total labor cost of operation... . . . . . . . . . . . . . . . . . 5.41 4.58 Total cost of engineers and firemen to total labor cost of operation. . . . . . . 14.41 11.51 Total labor cost of transportation to total Operating expenses.......................... . . . . . . . . . . . . 28.47 28.05 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68.37 G)72 31 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.04 43.35 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.59 37.18 Total cost of general Officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.67 1.04 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.31 4.32 Total labor cost of outside operation to total operating expenses.................................... (2) 1.61 (O Labor cost of operation for 1918 includes $21,471 charged to Hospital Dept., and $119,260 charged to Store Dept. (2) Information not available. - . - INCREASED OPERATING Costs of WESTERN RAILROADS. 23 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1900-1913. (Oregon Short Line Railroad.) Labor Cost of Operation Transportation Expenses intenance Expenses abor Cost of Maintenance abor Cost of Transportation ost of Engineers and Firemen Cost of Engineers Cost of Firemen #"HºHº"H*, 7 |--|T ho 5 60– —60 5 —ks _—50 =-——L * * = —45 —#40 al-...--~~"T-hs mº e Umm e mºme 2 me —30 25– —25 2 —20 15— —15 *=-––––––––. Tº #ET-T-I---------—s *—l l l l l l l l l | | | | | b 1900 1910 •15 24 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XI. SOUTHERN PACIFIC COMPANY. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Southern Pacific Company for the period 1900–1913. The ratio of the combined cost of engineers and firemen to total operating expenses on the Southern Pacific, as can be seen from the chart, was only 7.82 in 1913 as compared with 7.33 in 1900, or, in other words, the outlay for these two classes of employes was but a relatively small amount more in 1913 than in 1900. It should be noted that the cost of engineers and firemen, as well as the total labor cost of transportation, formed a smaller proportion of the total labor cost of operation of the Southern Pacific Company in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under consider- ation. These facts are set forth in greater detail in the table which follows: Ratio of— 1900 1913. Total transportation expenses to total operating expenses......................................... 57.51 48.83 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.68 5.03 Total cost of firemen to total operating expenses. . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.65 2.79 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.33 7.82 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 45.11 36.56 Total cost of engineers to total labor cost of operation.................. 7.41 6.54 Total cost of firemen to total labor COst of operation......... . . . . . . . . . . . 4.19 3.63 Total cost of engineers and firemen to total labor cost of operation....... 11.60 10.17 Total labor cost of transportation to total operating expenses........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28.49 28.11 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63. 16 76.90 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.63 42.65 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.62 33.26 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.47 1.25 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 7.81 Total labor cost of Outside Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q) 7.71 Q) Information not available. - INCREASED OPERATING COSTs of WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1900-1913. (Southern Pacific Company.) Labor Cost of Operation Transportation Expenses Maintenance Expenses Labër Cost of: *śaintenance Transportation Cost of Enginee and Firemän Cost- of Enginee Cost of Firemen 22—4 26 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XII. UNION PACIFIC RAILROAD. The chart on the opposite page sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Union Pacific Railroad for the period 1900–1913. The chart shows that labor cost of operation constituted a smaller proportion of total operating expenses of the Union Pacific Railroad in 1913 as compared with 1900. The decrease in labor costs during this period was largely due to the decreased outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 7,38 in 1913, as compared with 9.26 in 1900. Cost of engineers and firemen, as well as the total labor cost of transportation also, formed a smaller propor- tion of the total labor cost of operation of the Union Pacific Railroad in 1913 than in 1900. These facts are set forth in greater detail in the table which follows: Ratio of— - 1900 1913 Total transportation expenses to total operating expenses......................................... 55.04 49.10 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.77 4.49 Total cost of firemen to total Operating expenses.................................................. 3.49 2.89 Total cost of engineers and firemen to total operating expenses..................................... 9.26 7.38 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 47.40 40.13 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . 8.55 7.12 Total cost of firemen to total labor cost of operation.................... 5.18 4.59 Total cost of engineers and firemen to total labor cost of operation....... 13.73 11.71 Total labor cost of transportation to total operating expenses...................... . . . . . . . . . . . . . . . . 31.97 25.31 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67.43 63.06 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40.44 41.83 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.44 30.43 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.06 .68 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.03 6.24 Total labor cost of Outside Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q) 1.08 Q) Information not available. INCREASED OPERATING Costs of WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1900-1913. (Union Pacific Railroad.) Labor Cost of Operation Transportation Expenses Maintenance Expenses Labor Cost of : §;iºn - tênance cost of Engineer and . Firemen Cost of Engineer Cost of Firemen - 19 * *05 , Cº 70 | | | | TTF ria H-T- ho T--. - T- - - 30 60— 55 Tºs- * —20 15– =—15. 10- —lo 5---—. l900 O | | | | | | | | | | | | |0 *O5 1910 -15 3. 28 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XIII, ARIZONA AND NEW MEXICO RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Arizona and New Mexico Railway for the period 1900-1913: Ratio of— 1900 1918 Total transportation expenses to total operating expenses...... * * - e º ſº * * * * * * * * * * * * * * * * * * * * * * * • * * * * * 47.36 39.51 Total cost of engineers to total Operating expenses................................................ 5.20 2.59 Total cost of firemen to total Operating expenses.................................................. 3.12 1.75 Total cost of engineers and firemen to total Operating expenses..................................... 8.32 4.34 Ratio of— 1900 . 1913 Total labor cost of transportation to total labor cost of operation......... 36.91 35.95 Total cost of engineers to total labor cost of operation.................. 7.78 5.24 Total cost of firemen to total labor cost of operation.................... 4.67 3.54 Total cost of engineers and firemen to total labor cost of operation....... 12.45 8.78 Total labor cost of transportation to total operating expenses.............. * * * * * * * * * * * * * * * * * * * * * * * * 24.66 17.74 Total labor cost of operation to total operating expenses.......................................... 66.80 49.34 Total maintenance expenses to total operating expenses............................................ 47.51 50.35 Total labor cost of maintenance to total operating expenses........................................ 38.99 26.32 Total cost of general Officers to total operating expenses.......................................... 2.25 1.41 Total labor cost of administration to total operating expenses.............. tº e º e º ºs tº e º 'º e º 'º - 0 & ſº te e s - - - - 3.15 5.29 Total labor cost of Outside Operation to total operating expenses.................................... The above table shows that labor cost of operation constituted a much smaller pro- portion of total operating expenses of the Arizona and New Mexico Railway in 1913 as compared with 1900. The decrease in labor costs during this period was largely due to decreased outlays for transportation labor. The ratio of the combined cost of engineers and firemen to total operating expenses was only 4.34 in 1913, as compared with 8.32 in 1900. Outlays for engineers and firemen, as well as the total labor cost of transportation also formed a smaller proportion of the total labor cost of operation of the Arizona and New Mexico Railway in 1913 than in 1900. XIV. CANADIAN PACIFIC RAILWAY (CANADIAN LINES). The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Canadian Pacific Rail- way (Canadian Lines), for the period 1900–1913: Ratio of— 1900 1913 Total transportation expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.90 52.52 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . tº a • * * * * * * * * * * * * * * * * * e º e º a s is 5.16 4.86 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.99. 3.10 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15. 7.96 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of Operation........ 48.08 45.19 Total cost of engineers to total labor cost of Operation. . . . . . . . . . . . . . . . . e 8.28 7.05 Total cost of firemen to total labor cost of operation; ...: ......: ......... 4.80 4.51 Total cost of engineers and firemen to total labor cost of Operation....... 13.08 11.56 Total labor cost of transportation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.95 31.12 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62.30 68.87 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.44 40.69 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.40 27.56 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13 1.02 Total labor cost of administration to total Operating expenses..................................... . 5.95 2.78 Total labor cost of outside operation to total Operating expenses............. • * * * * * * c e º e - e. e. e. e. tº e s tº e ... (1) 7.41 (D Information not available. (2) No labor cost of outside operations. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 29 Although the preceding table shows that labor cost of operation constituted a greater proportion of total operating expenses of the Canadian Pacific Railway (Canadian Lines) in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 7.96 in 1913 as compared with 8.15 in 1900. Also, cost of engineers and firemen, as well as the total labor cost of transportation, formed a smaller proportion of the total labor cost of operation of the Canadian Pacific Railway (Canadian Lines) in 1913 than in 1900. XV. CHICAGO GREAT WESTERN RAILROAD. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Chicago Great Western Railroad for the period 1900–1913: Ratio of— 1900 1913 Total transportation expenses to total operating expenses......................................... 63.34 53.84 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.74 4.46 Total cost of firemen to total Operating expenses........................ . . . . . . . . . . . . . . . . . . . . . . . . . . 3.46 2.93 Total cost of engineers and firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.20 7.39 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation. . . . . . . . 47.09 43.85 Total cost of engineers to total labor cost of Operation. . . . . . . . . . . . . . . . . . 10.27 7.32 Total cost of firemen to total labor cost of operation.................... g gº Total cost of engineers and firemen to total labor cost of operation....... 16.46 12.13 Total labor cost of transportation to total operating expenses..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.31 26.74 Total labor cost of Operation to total operating expenses.................. . . . . . . . . . . . . . . . . . . . . . . . . 55.88 60.98 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.89 36.61 Total labor cost of maintenance to total operating expenses...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.06 28.0T Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.36 1.20 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.50 5.85 Total labor cost of Outside Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q) .32 Although the above table shows that labor cost of operation constituted a greater proportion of total operating expenses of the Chicago Great Western Railroad in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 7.39 in 1913 as compared with 9.20 in 1900. The aggregate compensation of engineers and firemen, as well as the total labor cost of transportation, formed a smaller proportion of the total labor cost of operation of the Chicago Great Western Railroad in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was’ primarily due to an increase in outlays for maintenance labor during the period under con- sideration. XVI. CHICAGO, ROCK ISLAND AND PACIFIC RAILWAY. The table following sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor GD Information not available. 30 INCREASED OPERATING COSTs of WESTERN RAILROADS. cost bear to total labor cost of operation. The showing is for the Chicago, Rock Island and Pacific Railway for the period 1900-1913: Ratio of— 1900 1913 Total transportation expenses to total operating expenses.................................... tº º º tº e 52.15 54.73 Total cost of engineers to total Operating expenses................... * * * * * * * * * * * * * * * * * * * e s = e s s e a e e 4.80 5.04 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . ........................ 3.02 3.37 Total cost of engineers and firemen to total Operating expenses..................................... 7.82 8.41 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 50.35 46.50 Total cost of engineers to total labor cost of operation.................. 9.16 8.56 Total cost of firemen to total labor cost of operation.................... 5.76 5.73 Total cost of engineers and firemen to total labor cost of operation....... 14.92 14.29 Total labor cost of transportation to total operating expenses...................................... 26.41 27.37 Total labor cost of operation to total operating expenses.......................................... 52.46 58.87 Total maintenance expenses to total operating expenses............................................ 43.93 38.21 Total labor cost of maintenance to total operating expenses........................................ 22.53 27.23 Total cost of general officers to total operating expenses.......................................... .96 .58 Total labor cost of administration to total operating expenses...................................... 3.52 3.87 Total labor cost of outside operation to total operating expenses.................................... (D .39 Although the above table shows that labor cost of operation constituted a greater proportion of total operating expenses of the Chicago, Rock Island and Pacific Rail- way in 1913 as compared with 1900, the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only slightly more in 1913 than in 1900. Cost of engineers and firemen, as well as the total labor cost of trans- portation, formed a smaller proportion of the total labor cost of operation of the Chicago, Rock Island and Pacific Railway in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under con- sideration. XVII. COLORADO MIDLAND RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Colorado Mid- land Railway for the period 1900–1913: Ratio of— . 1900 1913 Total transportation expenses to total Operating expenses......................................... 55.83 49.28 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.54 T.14 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.05 4.76 Total cost of engineers and firemen to total operating expenses. . . . . . . . ............................. 12.59 11.90 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 43.88 42.36 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . 11.70 11.90 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . 7.85 . s Total cost of engineers and firemen to total labor cost of operation....... 19,55 19.84 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28.25 25.41 Total labor cost of Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.39 60.00 Total maintenance expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.89 41.04 Total labor cost of maintenance to total operating expenses........................................ 29.33 27.71 Total cost of general officers to total operating expenses.......................................... 3.27 2.48 Total labor cost of administration to total operating expenses...................................... 6.80 6.45 Total labor cost of outside operation to total operating expenses.................................... .44 The above table shows that labor cost of operation constituted a smaller propor- tion of total operating expenses of the Colorado Midland Railway in 1913 as com- pared with 1900. The decrease in labor costs during this period was largely due to (D Information not available. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 31 decreased outlays for transportation labor. The ratio of the combined cost of engineers and firemen to total operating expenses was only 11.90 in 1913, as compared with 12.59 in 1900. XVIII. COLORADO AND SOUTHERN RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Colorado and Southern Railway for the period 1900–1913: Ratio of— 1900 1913 Total transportation expenses to total 9perating expenses......................................... 58.63 42.31 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.84 s Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.99 3.57 Total cost of engineers and firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . ................ 10,83 9.11 Ratio of— 1900 1913 () Total labor cost of transportation to total labor cost of operation........ 53.35 44.57 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . 10.45 8.43 Total cqst of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . 6.10 5.43 Total cost of engineers and firemen to total labor cost of operation....... 16.55 13.86 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.94 29.29 Total labor cost of Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65.50 65.72 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36.37 51.21 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.68 31.47 Total cost of general Officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.05 .96 Total labor cost of administration to total operating expenses...................................... 3.87 4.49 Total labor cost of Outside Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (D .47 Although the above table shows that labor cost of operation constituted a greater proportion of total operating expenses of the Colorado and Southern Railway in 1913, as compared with 1900, the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 9.11 in 1913 as compared with 10.83 in 1900. Payments to engineers and firemen, as well as the total labor cost of transportation, formed a smaller proportion of the total labor cost of operation of the Colorado and Southern Railway in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under consideration. XIX. DENVER AND RIO GRANDE RAILROAD. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Denver and Rio Grande Railroad for the period 1900–1913: Ratio of— 1900 1913 Total transportation expenses to total operating expenses........................................ & 59.22 45.39 Total cost of engineers to total operating expenses. . . . . . . . . . . . . ................................... 7.69 6.23 Total cost of firemen to total operating expenses.................................. a • * * * * * * * * * * e s e e 5.07 4.15 Total cost of engineers and firemen to total operating expenses..................................... 12.76 10.38 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 48.84 46.25 Total cost of engineers to total labor cost of operation.................. 11.24 9.54 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . T.41 6.35 Total cost of engineers and firemen to total labor cost of operation....... 18.65 15.89 Total labor cost of transportation to total operating expenses....................... • * * * * * * * * * * * * * * 33.40 30.21 Total labor cost of operation to total operating expenses.......................................... 68 40 65.32 Total maintenance expenses to total operating expenses............................................ 35.62 47.42 Total labor cost of maintenance to total operating expenses....................................... º 30.16 30.80 Total cost of general officers to total operating expenses........................................ tº º 2.50 1.18 Total labor cost of administration to total operating expenses........ • * * * * * * e e s e e º s to e º tº e º 'º º • * * * * * * * 4.83 3.56 Total labor cost of outside operation to total operating expenses......... . . . . . . . . . . . . . . . . . . . . . . . . . . . G) 75 Q) Information not available. 32 INCREASED OPERATING COSTS OF WESTERN RAILROADS. The preceding table shows that labor cost of operation constituted a smaller propor- tion of total operating expenses of the Denver and Rio Grande Railroad in 1913 as compared with 1900. The decrease in labor costs during this period was largely due to decreased outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 10,38 in 1913 as compared with 12.76 in 1900. Payments to engineers and firemen, as well as the total labor cost of transportation also formed a smaller proportion of the total labor cost of operation of the Denver and Rio Grande Railroad in 1913 than in 1900. Whereas the decrease in the ratio of the cost of engineers and firemen to total operating expenses has been very marked, there has been an increase in the ratio of outlays for maintenance labor during the period under cºnsideration. XX. DULUTH, MISSABE AND NORTHERN RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Duluth, Missabe and Northern Railway for the period 1900-1913: Ratio of— 1900 1913 Total transportation expenses to total Operating expenses......................................... 34.38 44.09 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * * * * 3.09 4.12 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .". 1.92 2.61 Total cost of engineers and firemen to total operating expenses..................................... 5.01 6.73 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of Operation........ 46.99 46.90 Total cost of engineers to total labor cost of operation.................. 7.62 T.15 Total cost of firemen to total labor cost of Operation.................... 4.75 4.53 Total cost of engineers and firemen to total labor cost of operation....... 12.37 11.68 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.03 27.01 Total labor cost of Operation to total Operating expenses............... . . . . . . . . . . . . . . . . . . . . . . . . . . . 40.50 57.60 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.38 51.18 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.46 27.35 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.92 .69 Total labor cost of administration to total Operating expenses...................................... 2.01 2.09 Total labor cost of Outside Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q) 1.14 Although the above table shows that labor cost of operation constituted a greater proportion of total operating expenses of the Duluth, Missabe and Northern Railway in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen, but rather to the increased ratio of other labor cost of transportation and to labor cost of maintenance. It is to be noted that payments to engineers and firemen, as well as the total labor cost of trans- portation, formed a smaller proportion of the total labor cost of operation of the Duluth, Missabe and Northern Railway in 1913 than in 1900. XXI. FORT WORTH AND DENVER CITY RAILWAY. The table following sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost GD Information not available. INCREASED OPERATING COSTs of WESTERN RAILROADS. 33 bear to total labor cost of operation. The showing is for the Fort Worth and Denver City Railway for the period 1900–1913: Ratio of— - 1900 1913 Total transportation expenses to total operating expenses...... tº gº tº e º 'º e s tº ſº e º 'º tº º is g g is g g g g g g gº tº e º e º is © tº ſº 48.14 50,90 Total cost of engineers to total Operating expenses................................................ 5.35 3.96 Total cost of firemen to total Operating expenses.................................................. 3.04 2.54 Total cost of engineers and firemen to total operating expenses..................................... 8.39 6.50 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 42.29 38.95 Total cost of engineers to total labor cost of operation.................. 9.67 7.44 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . 5.49 4.78 Total cost of engineers and firemen to total labor cost of operation....... 15.16 12.22 Total labor cost of transportation to total operating expenses...................................... 23.42 20.73 Total labor cost of Operation to total operating expenses.......................................... 55.38 53.22 Total maintenance expenses to total operating expenses............................................ 45.47 42.18 Total labor cost of maintenance to total Operating expenses........................................ 25.76 24.87 Total cost of general Officers to total Operating expenses.......................................... 1.49 .84 Total labor cost of administration to total operating expenses...................................... 6.20 7.63 Total labor cost of Outside Operation to total operating expenses.................................... The ratio of the combined cost of engineers and firemen to total operating expenses on the Fort Worth and Denver City Railway, as can be seen from the table above, was only 6.50 in 1913 as compared with 8.39 in 1900, or, in other words, the relative outlay for these two classes of employes was less in 1913 than in 1900. Cost of engineers and firemen, as well as the total labor cost of transportation, also formed a smaller proportion of the total labor cost of operation of the Fort Worth and Denver City Railway in 1913 than in 1900. XXII. GULF, COLORADO AND SANTA FE RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Gulf, Colorado and Santa Fe Railway for the period 1900–1913: Ratio of— 1900 1913 Total transportation expenses to total operating expenses...... * @ & © tº ſº tº º ſº tº * * * s tº it tº e º e g g tº e g º e º e g º ºs e ſº & 55.62 51.08 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................. 5.23 4.15 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.08 2.62 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . ....................... 8.31 6.77 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 42.57 50.11 Total cost of engineers to total labor cost of Operation.................. 8.78 7.11 Total cost of firemen to total labor cost of Operation.................... 5.18 4.49 Total cost of engineers and firemen to total labor cost of operation....... 13.96 11.60 Total labor cost of transportation to total Operating expenses...................................... 25.34 29.22 Total labor cost of Operation to total Operating expenses.......................................... 59.54 58.31 Total maintenance expenses to total Operating expenses............................................ 39.08 41.95 Total labor cost of maintenance to total operating expenses...... * * * * * * * * * * * * * * * * * g e º e º is sº e º e º 'º e s a gº a 30.20 25.00 Total cost of general officers to total operating expenses.......................................... 1.32 1.05 Total labor cost of administration to total operating expenses...................................... 4.00 4.09 Total labor cost of Outside operation to total Operating expenses.................................... Q) The ratio of the combined cost of engineers and firemen to total operating expenses on the Gulf, Colorado and Santa Fe Railway, as can be seen from the table above was only 6.77 in 1913 as compared with 8.31 in 1900, or, in other words, the relative outlay for these two classes of employes was less in 1913 than in 1900. Payments to engineers and Q) Information not available. Q) No labor cost of outside operations. 34 INCREASED OPERATING COSTS OF WESTERN RAILROADS. firemen also formed a smaller proportion of the total labor cost of operation of the Gulf, Colorado and Santa Fe Railway in 1913 than in 1900. XXIII. HOUSTON EAST AND WEST TEXAS RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Houston East and West Texas Railway for the period 1900-1913: Ratio of— 1900 1913 Total transportation expenses to total operating expenses........................... e = e º ſº tº e º 0 tº º e tº e 52.99 45.16 Total cost of engineers to total Operating expenses................................................ 5.48 4.61 Total cost of firemen to total operating expenses. . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 3.08 2.77 Total cost of engineers and firemen to total operating expenses..... * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 8.56 7.38 Total labor cost of transportation to total operating expenses.............................. # E e tº g º 'º º 27.59 24.27 Total labor cost of Operation to total operating expenses.......................................... 64.28 49.30 Total maintenance expenses to total Operating expenses............................................ 39.25 48.03 Total labor cost of maintenance to total operating expenses........................................ 30.43 21.37 Total cost of general officers to total operating expenses.......................................... .91 .97 Total labor cost of administration to total operating expenses...................................... 6.27 3.66 Total labor cost of Outside operation to total operating expenses.................................... The ratio of the combined cost of engineers and firemen to total operating expenses on the Houston East and West Texas Railway, as shown by the above table was only 7.38 in 1913 as compared with 8.56 in 1900, or, in other words, the relative outlay for these two classes of employes was less in 1913 than in 1900. XXIV. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Minneapolis, St. Paul and Sault Ste. Marie Railway for the period 1900-1913: Ratio of— 1900 1913 Total transportation expenses to total operating expenses. ...................... ë º º ºs e º te e º º te tº $ tº g º º is 59.79 53.44 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . 6.07 5.11 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.40 3.28 Total cost of engineers and firemen to total Operating expenses..................................... 8.47 8.39 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation. . . . . . . . 45 95 43.95 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . 10.41 8.54 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . 4.13 5.48 Total cost of engineers and firemen to total labor cost of operation. . . . . . . 14.54 14.02 Total labor cost of transportation to total operating expenses................................ . . . . . . 27.36 26.29 Total labor cost of Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.29 59.83 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36.11 39.52 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * 24.88 28.44 Total cost of general Officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92 .94 Total labor cost of administration to total operating expenses...................................... 6.05 4.59 Total labor cost of Outside Operation to total operating expenses....................... tº e º e º e º º e º 'º ... GO .50 Although the above table shows that labor cost of operation constituted a greater proportion of total operating expenses of the Minneapolis, St. Paul and Sault Ste. Marie Railway in 1913 as compared with 1900, the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 8.39 in 1913 as com- pared with 8.47 in 1900, or, in other words, the relative outlay for these two classes of employes was less in 1913 than in 1900. Cost of engineers and firemen, as well as (D Information not available. (2) No labor cost of outside operations. INCREASED OPERATING COSTs of WESTERN RAILROADS. 35 the total labor cost of transportation also formed a smaller proportion of the total labor cost of operation of the Minneapolis, St. Paul and Sault Ste. Marie Railway in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to the increase in outlays for maintenance labor during the period under consideration. XXV. MISSOURI, KANSAS AND TEXAS RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Missouri, Kansas and Texas Railway for the period 1900-1913: Ratio of— - 1900 1913 Total transportation expenses to total Operating expenses......................................... 63.44 53.73. Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . ..................... 4.82 4.83 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 2.92 2.99 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . ............. 7.74 7.82 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation. . . . . . . . 47.16 43.73 Total cost of engineers to total labor cost of Operation.................. 8.77 8.16 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . . . . . 5.31 5.06 Total cost of engineers and firemen to total labor cost of operation....... 14.08 13.22 Total labor cost of transportation to total Operating expenses............................. . . . . . . . . . 25.88 25.87 Total labor cost of operation to total Operating expenses.......................................... 54.88 59.16 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............... 28.99 38.31 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.86 26.33 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.07 1.05 Total labor cost of administration to total Operating expenses...................................... 6.14 6.41 Total labor cost of Outside Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Although the above table shows that labor cost of operation constituted a greater proportion of total operating expenses of the Missouri, Kansas and Texas Railway in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 7.82 in 1913 as com- pared with 7.74 in 1900, or, in other words, the relative outlay for these two classes of employes was about the same in 1913 as in 1900. Cost of engineers and firemen, as well as total labor cost of transportation, formed a smaller proportion of the total labor cost of operation of the Missouri, Kansas and Texas Railway in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under consideration. XXVI. PECOS AND NORTHERN TEXAS RAILWAY. The table following sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost GD Information not available. 36 INCREASED OPERATING COSTS OF WESTERN RAILROADS. bear to total labor cost of operation. The showing is for the Pecos and Northern Texas Railway for the period 1900–1913: Ratio of— 1900 1913 Total transportation expenses to total Operating expenses......................................... 64.24 47.01 Total cost of engineers to total Operating expenses................................................ 6.23 4.80 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................... 3.82 3.05 Total cost of engineers and firemen to total Operating expenses..................................... 10.05 T.85 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 56.41 47.74 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . 9.69 6.88 Total cost of firemen to total labor cost of operation.................... 5.93 4.37 Total cost of engineers and firemen to total labor cost of operation....... 15.62 11.25 Total labor cost of transportation to total Operating expenses...................................... 36.28 33.33 Total labor cost of operation to total operating expenses.......................................... 64.32 69.82 Total maintenance expenses to total Operating expenses............................................ 27.01 45.94 Total labor cost of maintenance to total operating expenses........................................ 21.20 31.84 Total cost of general officers to total operating expenses.......................................... 3.89 .78 Total labor cost of administration to total operating expenses...................................... 6.84 4.66 Total labor cost of outside operation to total operating expenses.................................... (2) Although the above table shows that labor cost of operation constituted a greater proportion of total operating expenses of the Pecos and Northern Texas Railway in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 7.85 in 1913 as compared with 10.05 in 1900. Payments to engineers and firemen, as well as the total labor cost of transportation, also formed a smaller proportion of the total labor cost of operation of the Pecos and Northern Texas Railway in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to a large increase in outlays for maintenance labor during the period under con- sideration. XXVII. ST. JOSEPH AND GRAND ISLAND RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the St. Joseph and Grand Island Railway for the period 1900-1913: Ratio of— 1900 1913 Total transportation expenses to total Operating expenses......................................... 60.89 49.50 Total cost of engineers to total Operating expenses........................................... * † tº a º 4.11 4.16 Total cost of firemen to total operating expenses.................................................. 2.55 2.00 Total cost of engineers and firemen to total Operating expenses..................................... 6.66 16 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 52.81 48.09 Total cost of engineers to total labor cost of operation....... . . . . . . . . . . . 10.06 7.64 Total cost of firemen to total labor cost of operation.................... 6.24 3.67 Total cost of engineers and firemen to total labor cost of operation....... 16.30 11.31 Total labor cost of transportation to total operating expenses...................................... 21.58 26.19 Total labor cost of operation to total operating expenses.......................................... 40.87 54.45 Total maintenance expenses to total operating expenses....... tº e º 'º º is e is tº & © tº e g º e º e s tº de e s a g º sº e s e º ºs e º ſº tº gº 33.72 41.50 Total labor cost of maintenance to total operating expenses........................................ 12.04 22.90 Total cost of general officers to total operating expenses.......................................... 2.08 .90 Total labor cost of administration to total operating expenses................. * * * * * * * * * g e º e º e º e º a tº & 7.25 5.26 Total labor cost of Outside operation to total operating expenses.................................... Q) .10 Although the above table shows that labor cost of operation constituted a greater proportion of total operating expenses of the St. Joseph and Grand Island Railway in 1913 as compared with 1900, it is clear that the advance in labor costs during this Q) Information not available. (2) No labor cost of outside operations. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 37 period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 6.16 in 1913 as compared with 6.66 in 1900. Payments to engineers and firemen, as well as the total labor cost of transportation also formed a smaller proportion of the total labor cost of operation of the St. Joseph and Grand Island Railway in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to a large increase in outlays for maintenance labor during the period under consideration. - XXVIII. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the St. Louis, Iron Mountain and Southern Railway for the period 1900–1913: Ratio of— 1900 1913 Total transportation expenses to total Operating expenses......................................... 60.58 47.29 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.58 4.56 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.74 g Total cost of engineers and firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.32 7.47 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 52.99 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . 8.55 6.99 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . 5.12 4.47 Total cost of engineers and firemen to total labor cost of operation....... 13.67 11.46 Total labor cost of transportation to total operating expenses...................................... 28.40 (!) Total labor cost of Operation to total operating expenses.......................................... 53.60 65.18 Total maintenance expenses to total Operating expenses............................................ 35.87 46.13 Total labor €08t of maintenance to total Operating expenses........................................ 19.43 (D Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.70 1.40 Total labor cost of administration to total Operating expenses...................................... 5.77 Total labor cost of Outside operation to total operating expenses.................................... Although the above table shows that labor cost of operation constituted a greater proportion of total operating expenses of the St. Louis, Iron Mountain and Southern Railway in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was 747 in 1913 as compared with 7.32 in 1900. Cost of engineers and firemen formed a smaller proportion of the total labor cost of operation of the St. Louis, Iron Mountain and Southern Railway in 1913 than in 1900. xxix. ST. LOUIS AND SAN FRANCISCO RAILROAD. The table following sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor Q) Information not available. 38 INCREASED OPERATING COSTs of WesTERN RAILROADS. cost bear to total labor cost of operation. The showing is for the St. Louis and San Francisco Railroad for the period 1900-1913: Ratio of— 1900 1913 Total transportation expenses to total operating eXpenS6S. . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * s • 59.42 53.58 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . ................................... 5.97 5.48 Total cost of firemen to toval operating expenses.................................................. 3.55 3.37 Total cost of engineers and firemen to total Operating expenses..................................... 9.52 8.85 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 55.02 49.77 Total cost of engineers to total labor cost of operation.................. 9.98 8.83 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . . . . 5.94 5.42 Total cost of engineers and firemen to total labor cost of operation....... 15.92 14.25 Total labor cost of transportation to total operating expenses............... * * * * g e º ºs º dº s * @ 8 & 9 tº º is © tº dº tº 32.92 30.89 Total labor cost of operation to total operating expenses...................... § º 'º e º gº tº $ tº e º ſº e is tº e º e g e 59.83 62.01 Total maintenance expenses to total operating expenses...................................... tº e º ºs e e 35.37 38.79 Total labor cost of maintenance to total operating expenses................ • - - - - - - - - - - - - - - - - - - - - - - © 23.06 27.70 Total cost of general officers to total operating expenses....................................... tº e º 1.80 1.21 Total labor cost of administration to total operating expenses....... © e º $ tº gº tº * * * * * * * * * * * is º e º gº tº º is g º e º º 3.85 3.48 Total labor cost of Outside operation to total operating expenses.................................... Q) (2) Although the above table shows that labor cost of operation constituted a greater proportion of total operating expenses of the St. Louis and San Francisco Railroad in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 8.85 in 1913 as com- pared with 9.52 in 1900. Payments to engineers and firemen, as well as total labor cost of transportation, also formed a smaller proportion of the total labor cost of operation of the St. Louis and San Francisco Railroad in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under consideration. XXX. ST. LOUIS SOUTHWESTERN RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the St. Louis Southwestern Railway for the period 1900-1913: Ratio of— 1900 1913 Total transportation expenses to total operating expenses..... tº ſº e º is ſº e º e * * * * * * * * * * * tº e º e º 'º º ſº e º e º 'º e º e 56.87 42.03 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . & sº it a tº e º e º 'º e º e s m e º e º s e is a º 4.96 4.21 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . * e º s º ºs e e s is e s s s a e e s tº e º s e º e s s e s a s e e s 2.92 2.61 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.88 6.82 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation......... 47.96 44.55 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . T.74 6.85 Total cost of firemen to total labor cost of operation.................... 4.55 4.24 Total cost of engineers and firemen to total labor cost of operation....... 12.30 11.09 Total labor cost of transportation to total operating expenses...... e e g º ºs e º is e º s is tº e s e º e º s e º 'º e e º 'º e º a tº º 30.72 27.43 Total labor cost of Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.06 61.57 Total maintenance expenses to total operating expenses........... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.89 44.42 Total labor cost of maintenance to total operating expenses............ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.20 25.68 Total cost of general Officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.16 2.38 Total labor cost of administration to total operating expenses. .............. e tº e g º e g = e e º ſº tº a ſe tº e º & ſº º & © 10.14 8.31 Total labor cost of Outside operation to total operating expenses............................ tº e º ſº tº tº tº . GO .15 The above table shows that labor cost of operation constituted a smaller proportion of total operating expenses of the St. Louis Southwestern Railway in 1913 as compared with 1900. The decrease in labor costs during this period was largely due to decreased outlays for engineers and firemen and other transportation labor. The ratio of the combined cost of engineers and firemen, as well as the total labor cost of transportation, to total operating expenses and to total labor cost of operation, was less in 1913 than (D Information not available. (2) No labor cost of outside operations. INCREASED OPERATING COSTs of WESTERN RAILROADS. 39 in 1900. On the other hand labor cost of maintenance constituted 23.20 per cent of operating expenses in 1900 as against 25.68 per cent in 1913. XXXI. SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Southern Kansas Railway Company of Texas for the period 1900–1913: Ratio of— 1900 1913 Total transportation expenses to total operating expenses...................... to e º 'º e º e º g is tº a tº • * > v e e 62.49 48.47 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5T 3.54 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.81 2.29 Total cost of engineers and firemen to total operating expenses..................................... 10.38 5.83 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 63.70 50.18 Total cost of engineers to total labor cost of operation.................. 15.90 7.72 Total cost of firemen to total labor cost of operation... . . . . . . . . . . . . . . . . . - º Total cost of engineers and firemen to total labor cost of operation. . . . . . . 25.13 12.70 Total labor cost of transportation to total operating expenses...................... . . . . . . . . . . . . . . . . 26,31 23.02 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.31 45.88 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.27 43.97 Total labor cost of maintenance to total operating expenses...................... . . . . . . . . . . . . . . . . . . 12.70 17.41 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.23 .90 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.29 5.44 Total labor cost of Outside Operation to total operating expenses...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . () (2) Although the above table shows that labor cost of operation constituted a greater proportion of total operating expenses of the Southern Kansas Railway Company of Texas in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 5.83 in 1913 as compared with 10.38 in 1900. Furthermore, outlays for engineers and firemen, as well as the total labor cost of transportation, formed a much smaller proportion of the total labor cost of operation of the Southern Kansas Railway Company of Texas in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under consideration. XXXII. TEXAS AND PACIFIC RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Texas and Pacific Railway for the period 1900–1913: Ratio of— 1900 1913 Total transportation expenses to total operating expenses........ º tº * * * * * * * * * * * * * * * * * * * * e s tº e º e º e º a º 55.08 57.09 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.85 4.75 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.97 2.97 Total cost of engineers and firemen to total Operating expenses..................................... 7.82 7.72 Total labor cost of transportation to total Operating expenses...................................... 27.82 29.99 Total labor cost of operation to total Operating expenses.......................................... 58.44 57.15 Total maintenance expenses to total operating expenses............ • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 40.25 36.25 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.67 23.49 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.38 .63 Total labor cost of administration to total operating expenses...................................... 4.95 3.44 Total labor cost of outside operation to total operating expenses.................................... (D .23 (D Information not available. (2) No labor cost of outside operations. 40 INCREASED OPERATING COSTs OF WESTERN RAILROADS. The preceding table shows that labor cost of operation constituted a smaller proportion of total operating expenses of the Texas and Pacific Railway in 1913 as compared with 1900. The decrease in labor costs during this period was partly due to the reduced outlays for engineers and firemen as the ratio of the combined cost of these two classes of employes to total operating expenses was only 7.72 in 1913 as compared with 7.82 in 1900. XXXIII. WABASE RAILROAD. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Wabash Railroad for the period 1900–1913: Ratio of— 1900 1913 Total transportation expenses to total operating expenses.............. tº º v is tº & e g tº tº tº ſº tº tº º is º º e º e º 'º º ſº tº e. 59.65 53.51 Total cost of engineers to total operating expenses................................................ 4.93 5.42 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.83 3.35 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.76 8.77 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 55.83 50.72 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . . . . 10.44 9.38 Total cost of firemen to total labor cost of operation.................... & e Total cost of engineers and firemen to total labor cost of operation....... 16.43 15.18 Total labor cost of transportation to total operating expenses....................... . . . . . . . . . . . . . . º 26.36 29.33 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47.21 57.82 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.41 39.12 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.63 24.22 Total cost of general Officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.34 1.00 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº s tº ſº 3.22 4.04 Total labor cost of Outside Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (D .24 Although the above table shows that labor cost of operation constituted a greater proportion of total operating expenses of the Wabash Railroad in 1913 as compared with 1900, it is clear that the advance in labor costs during this period was not due to additional outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 8.77 in 1913 as compared with 7.76 in 1900, or, in other words, the increase in the outlay for these two classes of employes was comparatively small. Cost of engineers and firemen, as well as the total labor cost of transportation, formed a smaller proportion of the total labor cost of operation of the Wabash Railroad in 1913 than in 1900. The advance in labor cost as compared with total operating expenses was primarily due to an increase in outlays for maintenance labor during the period under consideration, xxxiv. waRASH, CHESTER AND WESTERN RAILROAD. The table below sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the Wabash, Chester and Western Railroad for the period 1900–1913: - Ratio of— 1900 1913 Total transportation expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . ................. 41.87 37.24 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.78 4.70 Total cost of firemen to total operating expenses. ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11 2.71 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...... 8.89 7.41 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.28 25.56 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69.85 59.99 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48.77 56.38 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.05 29.23 Total cost of general officers to total operating expenses.......................................... 4.01 4.21 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . ................... 5.52 5.20 Total labor cost of Outside operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . ............. G.) (2) (D Information not available. (2) No labor cost of outside operations. INCREASED OPERATING COSTs OF WESTERN RAILROADS. 41 The preceding table shows that labor cost of operation constituted a smaller proportion of total operating expenses of the Wabash, Chester and Western Railroad in 1913 as compared with 1900. The decrease in labor costs during this period was primarily due to the decreased outlays for engineers and firemen and other transportation labor. The ratio of the combined cost of engineers and firemen to total operating expenses was only 7.41 in 1913 as compared with 8.89 in 1900. XXXV. WICHITA VALLEY RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Wichita Valley Rail- way for the period 1900-1913: Ratio of— 1900 1913 Total transportation expenses to total Operating expenses......................................... 53.05 48.17 Total cost of engineers to total operating expenses................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.29 4.05 Total cost of firemen to total Operating expenses.................................................. 3.02 2.37 Total cost of engineers and firemen to total Operating expenses..................................... 9.31 6.42 Ratio of— 1900 1913 Total labor cost of transportation to total labor cost of operation........ 49.58 50.20 Total cost of engineers to total labor cost of operation.................. 11.85 9.36 Total cost of firemen to total labor cost of operation.................... 5.69 5.47 Total cost of engineers and firemen to total labor cost of operation....... 17.54 14.83 Total labor cost of transportation to total Operating expenses...................................... 26.32 21.72 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . ....................... 53.08 43.27 Total maintenance expenses to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............ 40.56 43.87 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.45 17.25 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . ......................... 2.84 2.61 Total labor cost of administration to total Operating expenses..................................... 4.30 4.30 Total labor cost of outside operation to total operating expenses.................................... (D (2) The above table shows that labor cost of operation constituted a smaller proportion of total operating expenses of the Wichita Valley Railway in 1913 as compared with 1900. It is also evident that the decrease in labor costs during this period was in part due to the proportionately large decrease in outlays for engineers and firemen. The ratio of the combined cost of engineers and firemen to total operating expenses was only 6.42 in 1913, as compared with 9.31 in 1900. Payments to engineers and firemen also formed a much smaller proportion of the total labor cost of operation of the Wichita Valley Railway in 1913 than in 1900. GD Information not available. (2) No labor cost of outside operations. 22—4 PART II. Ratio of Operating Costs to Operating Revenues, 1900-1913. 43 PART II. RATIO OF OPERATING COSTS TO TOTAL OPERATING REVENUES, 1900-1913. XXXVI. TOTALS FOR FORTY-EIGHT REPRESENTATIVE WESTERN RAILROADS. The following chart sets forth the relation of the principal items of operating cost to total operating revenues, during the period 1900-1913, for the following forty-eight representative Western railroads: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway. (Canadian Lines.) Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Fort Worth aand Rio Grande Railway. Galveston, Harrisburg and San Antonio Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Gulf and Interstate Railway of Texas. Houston East and West Texas Railway. Houston and Texas Central Railroad. International and Great Northern Railway. Kansas City, Clinton and Springfield Railway. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Missouri Pacific Railway. Northern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. St. Louis Southwestern Railway Company of Texas. San Antonio and Aransas Pass Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. 45 46 INCREASED OPERATING COSTS OF WESTERN RAILROADS. Texas and New Orleans Railroad. Texas and Pacific Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Weatherford, Mineral Wells and Northwestern Railway. Wichita Valley Railway. Wisconsin and Michigan Railway. Yazoo and Mississippi Valley Railroad. The chart shows that the operating ratio, or the proportion of operating expenses to operating revenues, advanced 4.91 points during the period 1900–1913. In 1913, as compared with 1900, the wages paid engineers absorbed only 2 hundredths of one per cent more operating revenues and wages paid firemen absorbed only 8 hundredths of one per cent more operating revenues. The ratio of total labor outlay, or total labor cost of operation, however, advanced from 37.61 of operating revenues in 1900 to 42.47 in 1913. Labor cost of conducting transportation absorbed only practically one-half of one per cent more of operating revenues in 1913 than in 1900, while labor cost of maintenance absorbed 1.97 per cent more. It is evident, therefore, that the increase in cost of operation was principally due to added outlays for maintenance labor. These facts are set forth in greater detail in the table which follows: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues......................... 61.54 66.45 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... 4.91 Ratio of cost of engineers to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.23 3.25 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... .02 Ratio of cost of firemen to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.96 2.04 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)......... .08 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . * * * * * g is 5.19 5.29 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Ratio of labor cost of transportation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 17.99 18.58 Ratio of total cost of transportation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 33.45 33.93 Ratio of total labor cost of operation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . 37.61 42.47 Ratio of total maintenance expenses to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 25.53 28.01 Ratio of labor cost of maintenance to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 16.86 18.83 Ratio of labor cost of general administration to total operating revenues. . . . . . . . . . . . . . . . 2.76 2.80 Ratio of labor cost of outside operations to total Operating revenues. . . . . . . . . . . . . . . . . . . . (D (D (D Labor cost of outside operations not reported in 1900. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 47 RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1900-1913. (Totals for 48 Representative Western Railroads.) 19 19 & D 70 TTTI H-Hº, Total Operating _-T Expensé8 5OH- —50 44– –45 - * _*" Labor Cost of _* 40 Operation -* Transportation 35— –35 Expenses ºn º ſº º cº- ſº 3OH. —30 Maintenance - ... -- - -T"T Expenses ag- —25 Labor Cost of : 2OH- —ºo Transportation | . mº Maintenance 15— —15 1OH- —lo Cost of Engineer; and Firemèn mm am me mºmum me mº mº mº mº mº 5 Cost of Engineer: º Lº º D C ID D D-Nº-ºº-ºº D > - a º - º C D º O pº Cost of Firemen mº m m msl mº m sº mº Ol | | | | | | | | | | | l900 *O5 1910 -15 48 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XXXVII. TOTALS FOR FORTY REPRESENTATIVE WESTERN RAILROADS. The following chart sets forth the ratio of the principal items of operating cost to operating revenues for forty representative Western railroads during the period 1900–1913, as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway. (Canadian Lines.) Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Great Northern Railway. s Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. Houston and Texas Central Railroad. International and Great Northern Railway. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway, Missouri Pacific Railway. Northern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. San Antonio and Aransas Pass Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and Pacific Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Wichita Valley Railway. Wisconsin and Michigan Railway. Upon referring to the chart it is seen that the operating ratio, or, the proportion of operating expenses to operating revenues, advanced 4.84 points during the period 1900–1913. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 49 In 1913 as compared with 1900, wages paid engineers absorbed only 3 hundredths of a point more operating revenues, and wages paid firemen 9 hundredths of a point more operating revenues. The ratio of total labor cost of operation, however, advanced from 37.45 of operating revenues in 1900 to 42.36 in 1913, while the ratio of total labor cost of conducting transportation was practically the same in 1913 as in 1900. The increase in labor and other costs of operation was, therefore, primarily due to an advance in labor and other costs of maintenance during the period under consideration. Labor cost of maintenance absorbed only 16.66 per cent of operating revenue in 1900 as compared with 18.73 per cent in 1913. These facts are set forth in more detail in the table which follows: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of Operation to total operating revenues........................ tº 61.17 66.01 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... 4.84 Ratio of cost of engineers to total operating revenues................................. 3.22 3.25 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... .03 Ratio of cost of firemen to total operating revenues................................... 1.96 2.05 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)......... .09 Ratio of total cost of engineers and firemen to total operating revenues.................. 5.18 5.30 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900)................................................................ .12 Ratio of labor cost of transportation to total operating revenues........................ 18.01 18.51 Ratio of total cost of transportation to total operating revenues........................ 33.17 33.73 Ratio of total labor cost of operation to total operating revenues...................... 37.45 42.36 Ratio of total maintenance expenses to total operating revenues........................ 25.45 27.83 Ratio of labor cost of maintenance to total operating revenues......................... 16.66 18.73 Ratio of labor cost of general administration to total operating revenues.............. tº tº 2.76 2.78 Ratio of labor cost of Outside Operations to total operating revenues.............. tº gº tº e º ſº Q) () Q) Labor cost of Outside Operations not reported in 1900, 50 INCREASED OPERATING COSTs of WESTERN RAILROADS. RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1900-1913. (Totals for 40 Representative Western Railroads.) Total Operating Expenses Labor Cost of Operation Transportation Expenses Maintenance Expenses Labor Cost of : Transportation Maintenance Cost of : Engineers and Firemen Engineers Firemen 60 50 —45 —15 10H —IO 5- - - - - - - - - - - - - - - - - - - - - 5 FFT-- O | | | | | | | | | | |0 1900 •-05 l910 -15 52 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XXXVIII. TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS. The chart on the opposite page sets forth the ratio of the principal items of operating cost to operating revenues for ten representative Western railroads during the period 1900- 1913, as follows: Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. Upon referring to the chart it is seen that the operating ratio, or, the proportion of operating expenses to operating revenues, advanced 5.09 points during the period 1900–1913. In 1913 as compared with 1900, wages paid engineers absorbed 7 hundredths of one point less revenue, and wages paid firemen remained stationary. The ratio of total labor outlay or cost of operation, however, advanced from 38.30 of operating revenues in 1900 to 42.30 in 1913, while the ratio of total labor cost of conducting transportation was lower in 1913 than in 1900. The increase in labor and other costs of operation was, therefore, primarily due to an advance in labor and other costs of maintenance during the period under consideration. Labor cost of maintenance absorbed only 17.29 per cent of operating revenue in 1900 as compared with 1943 per cent in 1913. These facts are set forth in greater detail in the table which follows: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues........ . . . . . . . . * * * * * * * * * 59.13 64.22 Increase in ratio of operating expenses to total operating revenues (1913 over 1900). . . . . 5.09 Ratio of cost of engineers to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.20 3.13 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... — .0T Ratio of cost of firemen to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.96 1.96 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)......... º e º e Ratio of total cost of engineers and firemen to total Operating revenues. . . . . . . . . . . . . . . . 5.16 5.09 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — ,07 Ratio of labor cost of transportation to total operating revenues........................ 18.54 17.72 Ratio of total cost of transportation to total operating revenues........................ 31.28 32.06 Ratio of total labor cost of operation to total operating revenues...................... 38.30 42.30 Ratio of total maintenance expenses to total operating revenues........................ 25.66 28.10 Ratio of labor cost of maintenance to total operating revenues......................... 17.29 19.43 Ratio of labor cost of general administration to total operating revenues................ 2.48 2.86 Ratio of labor cost of outside operations to total operating revenues............ e tº e º e º e º G) () — (Minus) Denotes decrease. Q) Labor cost of outside operations not reported in 1900. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 53 RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1900-1913. (Totals for 10 Representative Western Railroads.) 65 Total Operating 60 penses 55 5O 45H —45 i • * e = ** • * Labor Cost of 40 I_---f"T #O Operation - s:- —ps Transportation O º + sº tº ammº e em " Expenses * 3. * = * Maintenance __|----T" " " Expenses 25-7 T 25 Labor Cost of: –20 Transportation T-- , - - - - - - " - Maintenance mm tº 9° * -ms —ils —10 Cost of: . Engineers and w - Firemen tº Gº Gº tº ſº º º tº a p & ſº º ºs º º h Firemen º ºſº º º ſº º smºº º sº º sm v- sº ºs | | | | | | | | | | | | 1900 =O5 1910 -15 54 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XXXIX. ATCHISON, TOPEKA AND SANTA FE RAILWAY. The chart on the opposite page sets forth the ratio of the principal items of operating cost to operating revenues for the Atchison, Topeka and Santa Fe Railway during the period 1900–1913. The operating ratio or the proportion of total operating expénses to operating revenues of the Atchison, Topeka and Santa Fe Railway, as shown by the chart advanced 7.21 points during the period 1900-1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen for these two classes of em- ployes absorbed 26 hundredths of a point less revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenue advanced from 33.74 in 1900 to 38.74 in 1913, but the higher ratio in 1913 was primarily due to comparatively greater outlays for labor engaged in maintenance work, as 14.42 per cent of operating revenues was absorbed by maintenance labor in 1900 as compared with 18.48 per cent in 1913. These facts are set forth in greater detail in the table which follows: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues......................... 57.86 65.07 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... 7.21 Ratio of cost of engineers to total operating revenues........ . . . . . . . . . . . . . . . . . . . . . . . . . 2.98 2.83 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... — .15 Ratio of cost of firemen to total operating revenues................... . . . . . . . . . . . . . . . . 1.84 1.73 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)......... — .11 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . . . . . . . . 4.82 4.56 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — .26 Ratio of labor cost of transportation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 15.44 17.99 Ratio of total cost of transportation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 31.08 28.74 Ratio of total labor cost of operation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . 33.74 38.74 Ratio of total maintenance expenses to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 24.59 32.17 Ratio of labor cost of maintenance to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 14.42 18.48 Ratio of labor cost of general administration to total operating revenues. . . . . . . . . . . . . . . . 3.87 2.27 Ratio of labor cost of outside operations to total operating revenues. . . . . . . . . . . . . . . . . . . . Q) (2) — (Minus) Denotes decrease. (1) Information not available. (3) No labor cost of outside operations. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 55 RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1900-1913. (Atchison, Topeka and Santa Fe Railway.) l900 •=0 .19 - #Hi-Hº-Hº. 65– _--—#5 Total Operati §n; ating L-T - * _-TT | Labor Cost of 3 _--T - | Operation It- 5 | Transportation Expenses ſ"- - - L-T Thº-, . erº" *memd - _>---- 30 _* Maintenance * Expenses 25-a-T 25 20– —20 Labor Cost of : —EP –!--- Tran sportation L–====T Maintenance l —ls 10 —IO Cost of Engineer - and Firemèn - *H - -5 ost 3% #:" --------- -4--- Ost Gºd ºn mº tº- (- - - - Ol | | | | | | | IT o - 1900 -O5 1910 -15 56 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XL. CHICAGO, BURLINGTON AND QUINCY RAILROAD. The chart on the opposite page sets forth the ratio of the principal items of operating cost to operating revenues for the Chicago, Burlington and Quincy Railroad during the period 1900-1913. The operating ratio or the proportion of total operating expenses to operating revenues of the Chicago, Burlington and Quincy Railroad, as shown by the chart advanced 3.93 points during the period 1900-1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen for these two classes of em- ployes absorbed 90 hundredths of a point less revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues declined from 41.17 in 1900 to 39.12 in 1913. The ratio of labor cost of transportation to total operating revenues declined from 18.06 in 1900 to 15.69 in 1913, while ratio of total maintenance expenses to total operating revenues advanced from 28.76 in 1900 to 30.38 in 1913 and labor cost of maintenance to total operating revenues advanced from 1951 to 19.94 during the same period. These facts are set forth in greater detail in the table which follows: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of Operation to total operating revenues......................... 62.66 66.59 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... 3.93 Ratio of cost of engineers to total Operating revenues............................. * - © e. 3.36 2.77 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900).... — .59 Ratio of cost of firemen to total Operating revenues............. . . . . . . . . . . . . . . . . . tº e º 'º e 1.97 1.66 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)......... — .3? Ratio of total cost of engineers and firemen to total Operating revenues................. 5.33 4.43 Increase in ratio of total cost of engineers and firemen to total Operating revenues (1913 over 1900)............... • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..— .90 Ratio of labor cost of transportation to total operating revenues. . . . . . . . . . . . . . . . . . . . & © tº º 18.05 15.69 Ratio of total cost of transportation to total Operating revenues......... . . . . . . . . . . . . . . . 31.42 31.79 Ratio of total labor cost of operation to total operating revenues....... e e º 'º tº e º ºs ºn a t t e º & 41.17 39.12 Ratio of total maintenance expenses to total Operating revenues........................ 28.76 30.38 Ratio of labor cost of maintenance to total Operating revenues... . . . . . . . . . . . . . . . . . . . . . . 19.51 19.94 Ratio of labor cost of general administration to total operating revenues. . . . . . . . . . . . . . . ſº 3.60 3.22 Ratio of labor cost of Outside operations to total operating revenues. . . . . . . e e g tº e º e º a tº e º e () .27 — (Minus) Denotes decrease. Q) Information not available. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 57 RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1900-1913. (Chicago, Burlington and Quincy Railroad.) Total Operating Expenses Labor Cost of Operation Transportation Expenses Maintenance Expenses Lab or Cost of : . Maintenance Transportation Cos ºn crºſſ 3; gºneers Qost of Engineers Cost of Firemen 1900 1900 *O - l910 •l5 T TTTTTTTTT ho 6 __--TT 65 —T 60— —60 5 - —#. 50 —50 *— 45 | 4dF------- :-Ho 35— —35 3d——--—-—30 2 —25 20+=—---—— ammºm º º e º mº T--—--—- *** - - ºpe me as 15 10 —10 5H------...— ...— ..]— —=–5 | | | | | | | | | | | | | | |0 wºC5 1910 •l5 22–5 58 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XLI. CHICAGO AND NORTH WESTERN RAILWAY. The chart on the opposite page sets forth the ratio of the principal items of operating cost to operating revenues for the Chicago and North Western Railway during the period 1900–1913. - The operating ratio or the proportion of total operating expenses to operating revenues of the Chicago and North Western Railway, as shown by the chart, advanced 9.34 points during the period 1900–1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen for these two classes of employes absorbed 35 hundredths of a point less revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues advanced from 39.12 in 1900 to 43.03 in 1913, but the higher ratio in 1913 was primarily due to comparatively greater outlays for labor engaged in maintenance work, as 14.73 per cent of operating revenues was absorbed by maintenance labor in 1900 as compared with 18.10 per cent in 1913. These facts are set forth in greater detail in the table which follows: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues................. ::::..... 60.81 70.15 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... 9.34 * Ratio of cost of engineers to total operating revenues...................... ::::: . . . . . . 3.97 3.85 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... — . 12 Ratio of cost of firemen to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.72 2.49 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900).... — .23 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . . . . . . . . 6.69 6.34 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — .35 Ratio of labor cost of transportation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 22.88 21.92 Ratio of total cost of transportation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 35.97 38.83 Ratio of total labor cost of operation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . 39.12 43.03 Ratio of total maintenance expenses to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 23.02 27.78 Ratio of labor cost of maintenance to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 14.73 18.10 Ratio of labor cost of general administration to total operating revenues................ 1.50 2.76 Ratio of labor cost of outside Operations to total Operating revenues. . . . . . . . . . . . . . . . . . . . (D .26 — (Minus) Denotes decrease. GD Information not available. INCREASED OPERATING COSTs of WESTERN RAILROADS. 59 RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1900-1913. (Chicago and North Western Railway.) — Total Cperating Expenses Labor Cost of Operation Transportation Expenses Maintenance Expenses Labor Cost of Transportation Läbgr. Cost of Maintenance Cost of Engineers and Firemän Cost of Engineers Cost of Firemen 75|| | | | | | | | #5 7OH- —ho __T J-T —50 55— —k 5OH. —50 45– —#45 _-T __-T 40–~ __–40 35E —ps 3OH- —k. ..!--" " 25— ... --~T —25 * 2OH. —po _ ]--" __-TT 15—-T —15 l 10 - —5 f- - - - - - - - - - - - - - d | | | | | | | | 0 1900 *O5 1910 •15 60 INCREASED OPERATING COSTs of WESTERN RAILROADS. XLII. GREAT NORTHERN RAILWAY. The chart on the opposite page sets forth the ratio of the principal items of operating cost to operating revenues for the Great Northern Railway during the period 1900–1913. The operating ratio or the proportion of total operating expenses to operating revenues of the Great Northern Railway, as shown by the chart, advanced 5.37 points during the period 1900-1913. This increase in cost of operation, however, cannot be attributed to added outlays for engineers and firemen for these two classes of employes absorbed only 31 hundredths of a point more revenue in 1913 than in 1900. In sharp contrast, the ratio of total maintenance expenses to total operating revenues increased from 23.64 in 1900 to 27.57 in 1913, and the ratio of labor cost of maintenance to total operating revenues advanced from 17.30 to 20.56 during the same period. These facts are set forth in greater detail in the table which follows: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 - 1913 Ratio of total expense of operation to total operating revenues......................... 52.90 58.27 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... 5.37 Ratio of cost of engineers to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.41 2.51 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)..... .10. Ratio of cost of firemen to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.41 1.62 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)......... .21 Ratio of total cost of engineers and firemen to total operating revenues. . . . . .... • - - - - - - - - - 3.82 4.13 Increase in ratio of total cost of engineers and firemen to total Operating revenues (1913 over 1900) . . . . . . . . . . . . . . e - e º 'º e º e º e º e º e s : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Ratio of labor cost of transportation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 16.96 12.82 Ratio of total cost of transportation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 27.15 27.30 Ratio of total labor cost of operation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . 36.50 35.43 Ratio of total maintenance expenses to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 23.64 27.57 Ratio of labor cost of maintenance to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 17.30 20.56 Ratio of labor cost of general administration to total operating revenues. . . . . . . . . . . . . . . . 2.24 1.69 Ratio of labor cost of outside operations to total operating revenues. . . . . . . . . . . . . . . . . . . . () .36 (1) Information not available. INCREASED OPERATING COSTs OF WESTERN RAILROADS. 61 RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1900-1913. (Great Northern Railway.) Total Operatin #nºś g Labor Cost of Operation Transportation Expenses Maintenance Expenses Labor Cost of : Maintenance, Transportation Cost of ineers and #: Cost of ineers Cost of Fifemen 19 •0 –l - 65 ITTTTTTTT *H*, 60H —50 _--T +_-HT —55 _f = 5C 45– —45 4OH- –40 T** --> ...— . - - 35– * > —35 3OH —º mº ºme mºme mºm º == 2 - - * —25 5---- 2OH- ––––. -**T 1--- 5– * = * * = —ns IOH —lo 5– me me me eme sº 1900 •O5 62 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XLIII. ILLINOIS CENTRAL RAILROAD. The chart on the opposite page sets forth the ratio of the principal items of operating cost to operating revenues for the Illinois Central Railroad during the period 1900-1913. The operating ratio or the proportion of total operating expenses to operating revenues of the Illinois Central Railroad, as shown by the chart, advanced 12.31 points during the period 1900-1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen for these two classes of employes absorbed only 27 hundredths of a point more revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues advanced from 46.79 in 1900 to 52.99 in 1913. The higher ratio in 1913 was primarily due to comparatively greater outlays for labor engaged in maintenance work, as 20.30 per cent of operating revenues was absorbed by maintenance labor in 1900 as compared with 26.81 per cent in 1913. These facts are set forth in greater detail in the table which follows: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues............... :::::..... 65.55 TT.86 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... 12.31 Ratio of cost of engineers to total operating revenues.......................: * * * * * * * * * 4.05 4.00 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900) ...... — .05 Ratio of cost of firemen to total operating revenues................................... 2.36 2.68 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)......... .32 Ratio of total cost of engineers and firemen to total operating revenues................. 6.4% 6.68 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) ......................................... . . . . . . . . . . . . . . . . . . . . . . . .27 Ratio of labor cost of transportation to total operating revenues........................ 25.19 23.13 Ratio of total cost of transportation to total operating revenues................. . . . . . . . 35.00 38.49 Ratio of total labor cost of operation to total onerating revenues. . . . . . . . . . . . . . . . . . . . . . 46.79 52.99 Ratio of total maintenance expenses to total operating revenues........ . . . . . . . . . . . . . . . . 28.35 34.96 Ratio of labor cost of maintenance to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 20.30 26.81 Ratio of labor cost of general administration to total Operating revenues. . . . . . . . . . . . . . . o 1.30 2.73 Ratio of labor cost of outside operations to total operating revenues. . . . . . . . . . . . . . . . . e - - () .33 — (Minus) Denotes decrease. Q) Information not available. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 63 RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1900-1913. (Illinois Central Railroad.) Total Operating Expensés Labor Cost of Operation Transportation Expenses Maintenance Expenses Labor Cost of : Transportation Maintenance Cost of Engineers and Firemen Cost of Engineers Cost of Firemen 1900 80 75H. §5 —65 6OH- —ho 55- —55 * - * 5OH- L-T —50 -* 45— –45 4OH ! _–40 _--T —55 *** * | | I31.5 64 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XLIV. OREGON SHORT LINE RAILROAD. The chart on the opposite page sets forth the ratio of the principal items of operating cost to operating revenues for the Oregon Short Line Railroad during the period 1900–1913. The operating ratio or the proportion of total operating expenses to operating revenues of the Oregon Short Line Railroad, as shown by the chart, advanced 7.34 points during the period 1900-1913. This increase in costs of operation, however, cannot be attrib- uted to added outlays for engineers and firemen for these two classes of employes absorbed 7 hundredths of a point less revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues advanced from 30.48 in 1900 to 37.57 in 1913, but the higher ratio in 1913 was primarily due to comparatively greater outlays for labor en- gaged in maintenance work, as 14.97 per cent of operating revenues was absorbed by main- tenance labor in 1900 as compared with 19.29 per cent in 1913. These facts are set forth in greater detail in the table which follows: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. & - 1900 1913 Ratio of total expense of operation to total operating revenues......................... 44.57 51.91 Increase in ratio of operating expenses to total operating revenues (1913 over 1900).... 7.34 Ratio of cost of engineers to total operating revenues................................. 2.74 2.60 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... — .14 Ratio of cost of firemen to total operating revenues.................................... 1.65 1.72 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)........ .07 Ratio of total cost of engineers and firemen to total operating revenues................. 4.39 4.32 Increase in ratio of total cost of engineers and firemen to total operating revenues §: (1918 over 1900)................................................................ — .07 Ratio of labor cost of transportation to total operating revenues.......... tº e º e º 'º gº e º ºs e º e > 12,69 14.56 Ratio of total cost of transportation to total operating revenues........................ 21.95 25.32 Ratio of total labor cost of operation to total operating revenues...................... 30.48 (i)37.57 ‘Ratio of total maintenance expenses to total operating revenues........................ 20.52 22.50 Ratio of labor cost of maintenance to total operating revenues......................... 14.97 19.29 Ratio of labor cost of general administration to total operating revenues............... º 2.81. 2.24 'Ratio of labor cost of outside operations to total operating revenues................... ſº (2) .84 — (Minus) Denotes decrease. G) Labor cost of operation in 1913 includes $21,471 charged to Hospital Dept., and $119,260 charged to Store Dept. . (2) Information not available. - INCREASED OPERATING Costs of WESTERN RAILROADS. 65 RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1900-1913. (Oregon Short Line Railroad.) as TTTTTTTT T & J-T #.ºrating 4. 4OH- bor Cost of __." | Ol' COST O *::::::: L_* - 4– Transportation = ** - ==" © 1836 sº Māśce — `. Expenses Labor Cost of : * __.--T Maintenance il— D | us me sº mº . Transportation —------- - 10 10 # #r;” *I 5– - §: # # ineers ===#EEEE cost of Firemen d-I-T-Y-T-I-T-I-T-Y-L-T-T— 1900 –05 1910 -15 66 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XLV. SOUTHERN PACIFIC COMPANY. The chart on the opposite page sets forth the ratio of the principal items of operating cost to operating revenues for the Southern Pacific Company during the period 1900–1913. The operating ratio or the proportion of total operating expenses to operating revenues of the Southern Pacific Company, as shown by the chart, declined 3.60 points during the period 1900–1913. This decrease in costs of operation was due to a reduction in the ratios of total labor cost of transportation and total cost of transportation to oper- ating revenues. The outlays for engineers and firemen absorbed only 2 hundredths of a point more revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues advanced from 38.50 in 1900 to 44.10 in 1913. The higher ratio in 1913 was primarily dile to comparatively greater outlays for labor engaged in maintenance work, as 18.67 per cent of operating revenues was absorbed by maintenance labor in 1900 as compared with 19.07 per cent in 1913, while total maintenance expense absorbed 23.55 per cent in 1900 and 24.46 per cent in 1913. These facts are set forth in more detail in the table which follows: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total opérating revenues......................... 60.95 , 57.35 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... — 3.60 Ratio of cost of engineers to total operating revenues................................. 2.85 2.88 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... .03 Ratio of cost of firemen to total operating revenues................................... 1.61 1.60 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)...... — .01 Ratio of total cost of engineers and firemen to total operating revenues................ 4.48 4.48 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900)....................................... . . . . . . . . . . . . . . . . . . . . . . . . . .02 Ratio of labor cost of transportation to total operating revenues........................ 17.36 16.12 Ratio of total cost of transportation to total operating revenues........................ 35.05 28.00 Ratio of total labor cost of operation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . 38.50 44.10 Ratio of total maintenance expenses to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 23.55 24.46 Ratio of labor cost of maintenance to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 18.67 19.01 Ratio of labor cost of general administration to total operating revenues. . . . . . . . . . . . . . . . 2.47 4.48 Ratio of labor cost of outside operations to total operating revenues. . . . . . . . . . . . . . . . . . . tº Q) 4.42 — (Minus) Denotes decrease. GD Information not available. INCREASED OPERATING COSTs of WESTERN RAILROADS. 67 RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1900-1913. (Southern Pacific Company.) F#, ºrating abor Cost of Operation Transportation Expenses ntenance Expenses abor Cost of : Maintenance Transportation Cost of Engineers Jost of Firemen 68 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XLVI. UNION PACIFIC RAILROAD. The chart on the opposite page sets forth the ratio of the principal items of operating cost to operating revenues for the Union Pacific Railroad during the period 1900–1913. The operating ratio or the proportion of total operating expenses to operating revenues of the Union Pacific Railroad, as shown by the chart, advanced 67 hundredths of a point during the period 1900-1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen for these two classes of employes absorbed 98 hundredths of a point less revenue in 1913 than in 1900. These facts are set forth in greater detail in the table which follows: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues............... ::::...... 54.41 55.08 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... .67 Ratio of cost of engineers to total operating revenues........ * @ 4 tº $ tº $ tº e º tº º ſº e º tº $ tº º ſº * * * is 8 & 3.14 2.47 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... — .67 Ratio of cost of firemen to total operating revenues........ tº $ tº dº e º 'º $ tº º dº º is º gº tº it tº º tº e º ſº tº e º e - 1.90 1.59 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)......... — .31 - Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . . . . . . . . . 5.04 4.06 Increase in ratio of total cost of engineers and firemen to total operating revenues - . (1918 over 1900):................ tº e º is s a g º º ſº tº e º 'º º e º ſº e º is tº tº e º 'º º ſº tº º tº tº º ſº tº G & º ºs e º 'º dº is ſº ºn tº º — .98 Ratio of labor cost of transportation to total operating revenues........................ 17.39 13.94 Ratio of total cost of transportation to total operating revenues........................ - 29.95 27.04 Ratio of total labor cost of operation to total operating revenues...................... 36.69 34.74 Ratio of total maintenance expenses to total Operating revenues........................ 22.00 23.04 Ratio of labor cost of maintenance to total operating revenues......................... 17.11 16.76 Ratio of labor cost of general administration to total operating revénues. . . . . . . . . . . . . . . . 2.19 3.44 Ratio of labor cost of Outside Operations to total Operating revenues................ tº tº a º Q) .60 — (Minus) Denotes decrease. Q) Information not available. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 69 RATIO OF OPERATING COSTS TO OPERATING REVENUES, 1900-1913. (Union Pacific Railroad.) 19 =05 - 19 =l 5 60 TTTI TTF TTTT60 T t l O ting º - ſº º e = } ; :: * 103 || 55 lº 55 5OH- —50 40 º $40 Lebor Cost of - Operation T- = 33— T - +--—35 f Transportation 3C Expenses *=..—l. T- - - --.. - *me 25– —25 Maintenance º Expenses Lab or Cost of : 2OH- —20 Transportation Maintenance -E 0 & 0 ºCQ a ** see, 15– T--...-..—hs 10– - —10 *::: ; Engineers 8-Yl il’GITC I) 5'-- *m-º- me me = —5 Cost of fºr: |T""" " " ? • * = • , s ==es, = Cost of Firemen tº e O | | | | | | | | | | | | l900 –05 1910 -15 70 INCREASED OPERATING COSTs of WESTERN RAILROADS. XLVII. ARIZONA AND NEW MEXICO RAILwAY. The table below sets forth the ratio of the principal items of operating cost to operating revenues for the Arizona and New Mexico Railway during the period 1900–1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues....................... tº º 39.50 46.02 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... 6.55 Ratio of cost of engineers to total operating revenues................................. 2.05 1.19 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... — .86 Ratio of cost of firemen to total operating revenues................................... 1.23 .80 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)....... - .43 Ratio of total cost of engineers and firemen to total operating revenues................. 3.28 1.99 Increase in ratio of total cost of engineers and firemen to total operating revenues . (1913. Over 1900):. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — 1.29 - Ratio of labor cost of transportation to total operating revenues........................ 9.74. 8.17 Ratio of total cost of transportation to total operating revenues.......... tº e º 'º e º 'º we e º te e º 'º 18.70 18.19 Ratio of total labor cost of operation to total operating revenues...................... 26,38 22.72 Ratio of total maintenance expenses to total operating revenues. . . . . . . . . . . . . . .......... 18.77 23.19 Ratio of labor cost of maintenance to total operating revenues......................... 15.40 12.12 Ratio of labor cost of general administration to total operating revenues. . . . . . . . . . . . . . . . 1.24 2.44 Ratio of labor cost of outside operations to total operating revenues................ tº g g tº (D (2) The operating ratio or the proportion of total operating expenses to operating revenues of the Arizona and New Mexico Railway, as shown by the above table, advanced 6.55 points during the period 1900–1913. Outlays for engineers and firemen, however, absorbed 1.29 points less revenue in 1913 than in 1900. xLVIII. CANADIAN PACIFIC RAILWAY (CANADIAN LINEs.) The table below sets forth the ratio of the principal items of operating cost to operating revenues for the Canadian Pacific Railway (Canadian Lines), during the period 1900-1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 4 1900 1913 Ratio of total expense of Operation to total operating revenues......................... 58.88 67.08 Increase in ratio of operating expenses to total operating revenues (1913 over 1900) .... 8.20 Ratio of cost of engineers to total Operating revenues................................. 3.04 3.26 Increase in ratio of cost of engineers to total Operating revenues (1913 over 1900)...... .22 Ratio of cost of firemen to total Operating revenues..................... * * * * * * * * e º e º 'º g 1.76 2.08 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)....... .32 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . . . . . . . 4.80 5.34 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & º 'º - e º ſº tº º º tº ºi º º .54 Ratio of labor cost of transportation to total Operating revenues.......... tº º e o a tº e º te ſº e º º e 17.63 20.88 Ratio of total cost of transportation to total operating revenues........................ 33.50 35.23 Ratio of total labor cost of Operation to total operating revenues...................... 36.68 46.20 Ratio of total maintenance expenses to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 20.87 27.30 Ratio of labor cost of maintenance to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 15.54 18.49 Ratio of labor cost of general administration to total operating revenues............... tº 3.50 1.87 Ratio of labor cost of outside operations to total operating revenues..... • e º 'º s a e º 'º e º ºs e () 4.97 The operating ratio or the proportion of total operating expenses to operating revenues of the Canadian Pacific Railway (Canadian Lines), as shown by the above table, advanced 8.20 points during the period 1900–1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen for these two classes of employes absorbed only 54 hundredths of a point more revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues advanced from 36.68 in 1900 to 46.20 in 1913, the higher ratio in 1913 being primarily due to comparatively greater — (Minus) Denotes decrease. (1) Information not available. (2) No labor cost of outside operations. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 71 outlays for labor engaged in maintenance work and to labor, other than engineers and firemen, engaged in conducting transportation. XLIX. CHICAGO GREAT WESTERN RAILROAD. The table below sets forth the ratio of the principal items of operating cost to operating revenues for the Chicago Great Western Railroad during the period 1900- 1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of Operation to total operating revenues......................... 72.61 73.28 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... .67 Ratio of cost of engineers to total Operating revenues............... . . . . . . . . . . . . . . . . . . 4.17 3.27 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900). . . . . . — .90 Ratio of cost of firemen to total operating revenues........ tº e e º ºs e e s tº s = e tº e º e º sº e º ſº tº e º 'º a s 2.51 2.15 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)......... — .36 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . . . . . . . . 6.68 5.42 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900)....................... • * * * * * * * * * * tº e º ºs e º 'º e º 'º º 'º gº e º is tº ſº & tº * * * * * * * * * * — 1.26 Ratio of labor cost of transportation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . 19.10 19.60 Ratio of total cost of transportation to total operating revenues................ . . . . . . . . 45.99 39.46 Ratio of total labor cost of Operation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . 40.57 44.69 Ratio of total maintenance expenses to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 21.70 26.83 Ratio of labor cost of maintenance to total Operating revenues......................... 18.20 20.57 Ratio of labor cost of general administration to total Operating revenues................ 3.27 4.28 Ratio of labor cost of outside operations to total operating revenues.................... (D .24 The operating ratio or the proportion of total operating expenses to operating revenues of the Chicago Great Western Railroad, as shown by the above table, advanced 67 hundredths of a point during the period 1900–1913. Outlays for engineers and firemen, however, absorbed 1.26 points less revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues advanced from 40.57 in 1900 to 44.69 in 1913. The higher ratio in 1913 was primarily due to comparatively greater outlays for labor engaged in maintenance work, as 18.20 per cent of operating revenues was absorbed by maintenance labor in 1900 as compared with 20.57 per cent in 1913. L. COLORADO AND SOUTHERN RAILWAY. The table below sets forth the ratio of the principal items of operating cost to operat- ing revenues for the Colorado and Southern Railway during the period 1900-1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues......................... 73.90 70.28 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... — 3.62 Ratio of cost of engineers to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.06 3.89 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... — 1.17 Ratio of cost of firemen to total operating revenues........... e e e º e º e s is e º ºs tº a ſº tº gº e º e s ∈ a e 2.95 2.51 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)........ — .44 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . . . . . . & 3.01 6.40 Increase in ratio of total cost of engineers and firemen to total Operating revenues (1918 over 1900)..................................... . . . . . . . . . . . . . . . . . . . . . . . . . . . — 1.61 Ratio of labor cost of transportation to total operating revenues........................ 25.82 20.50 Ratio of total cost of transportation to total operating revenues........................ 43.33 29.73 Ratio of total labor cost of operation to total operating revenues...................... 48.41 46.18 Ratio of total maintenance expenses to total operating revenues........................ 26.88 35.99 Ratio of labor cost of maintenance to total operating revenues......................... 19.72 22.12 Ratio of labor cost of general administration to total operating revenues................ 2.86 3.15 Ratio of labor cost of Outside operations to total operating revenues................... tº () .33 — (Minus) Denotes decrease. Q) Information not available. 72 INCREASED OPERATING COSTS OF WESTERN RAILROADS. The operating ratio or the proportion of total operating expenses to operating revenues of the Colorado and Southern Railway, as shown by the preceding table, declined 3.62 points during the period 1900–1913. This decrease in costs of operation is reflected in the outlays for engineers and firemen, these two classes of employes absorbing 1.61 points less revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenue de- clined from 48.41 in 1900 to 46.18 in 1913, but the lower ratio in 1913 was primarily due to comparatively less outlays for labor engaged in transportation work, as 25.82 per cent of operating revenues was absorbed by transportation labor in 1900 as compared with 20.58 per cent in 1913. In sharp contrast the labor cost of maintenance advanced from 19.72 per cent to 22.12 per cent, during the same period. LI. DENVER AND RIO GRANDE RAILROAD. The table below sets forth the ratio of the principal items of operating cost to operat- ing revenues for the Denver and Rio Grande Railroad during the period 1900-1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues......................... 63.56 69.71 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... 6.15 Ratio of cost of engineers to total operating revenues................... . . . . . . . . . . . . . . 4.89 4.34 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... — .55 Ratio of cost of firemen to total Operating revenues........................ .......... 3.22 2.89 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)........ — .33 Ratio of total cost of engineers and firemen to total operating revenues....... . . . . . . . . . 8.11 7.23 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 OWer 1900) tº e º º is e e * * * * * e º tº e º 'º e º sº e º e º & © tº a º e º ſº e º e º e º sº e s & tº a e º e e º e s e e º e º 'º e e s is a s tºº .88 Ratio of labor cost of transportation to total Operating revenues........................ 21.23 21.06 Ratio of total cost of transportation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 37.64 31.65 Ratio of total labor cost of Operation to total Operating revenues...... * * * * * * * * * * * * * * * * 43.47 45.53 Ratio of total maintenance expenses to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 22.64 33.06 Ratio of labor cost of maintenance to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 19.17 21.47 Ratio of labor cost of general administration to total Operating revenues................ 3.07 2.48 Ratio of labor cost ºf Outside operations to total operating revenues........... tº º g º O & Cº a º () .53 The operating ratio or the proportion of total operating expenses to operating revenues of the Denver and Rio Grande Railroad, as shown by the above table, advanced 6.15 points during the period 1900–1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen, for these two classes of employes absorbed 88 hundredths of a point less revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues advanced from 43.47 in 1900 to 45.53 in 1913. The higher ratio in 1913 was primarily due to comparatively greater outlays for labor engaged in maintenance work, as 19.17 per cent of operating revenues was absorbed by maintenance labor in 1900 as compared with 21.47 per cent in 1913. LII. FORT WORTH AND DENVER CITY RAILWAY. The table below sets forth the ratio of the principal items of operating cost to operating revenues for the Fort Worth and Denver City Railway during the period 1900–1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues.................. ...... 76.48 70.21 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... – 6.27 Ratio of cost of engineers to total operating revenues.......... tº e º e º e ºs * @ º e º is $ tº e º 'º & º is a 4.09 2.78 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... — 1.31 Ratio of cost of firemen to total operating revenues........ . . . . . . . . . . . . . . . . . * * > *g g g g tº t e 2.33 1.79 Increase in ratio of cost of firemen to total operating revemes (1913 over 1900)....... — .54 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . . . . . . . 6.42 4.57 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) ........................................ e e º e s e º e º e º e e s a e s s e s º e s º — 1.85 Ratio of labor cost of transportation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 17.91 14.56 Ratio of total cost of transportation to total operating revenues.............. . . . . . . . . . . 36.82 35.73 Ratio of total labor cost of Operation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . 42.35 37.37 Ratio of total maintenance expenses to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 34.78 29.61 Ratio of labor cost of maintenance to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 19.70 17.46 Ratio of labor cost of general administration to total operating revenues. . . . . . . . . . . . . . . . 4.74 5.35 Ratio of labor cost of outside operations to total Operating revenues. . . . . . . . . . . . . . . . . . . tº G) (2) — (Minus) Denotes decrease. (D Information not available. (2) No labor cost of outside operations. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 73 The operating ratio or the proportion of total operating expenses to operating revenues of the Fort Worth and Denver City Railway, as shown by the preceding table, declined 6.27 points during the period 1900–1913. This decrease in costs of operation is reflected in the outlays for engineers and firemen, for these two classes of employes absorbed 1.85 points less revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues declined from 42.35 in 1900 to 37.37 in 1913, but the lower ratio in 1913 was primarily due to comparatively less outlays for labor engaged in transportation work, as 17.91 per cent of operating revenue was absorbed by transportation labor in 1900, as compared with 14.56 per cent in 1913. LIII. GULF, COLORADO AND SANTA FE RAILWAY. The table below sets forth the ratio of the principal items of operating cost to oper- ating revenues for the Gulf, Colorado and Santa Fe Railway, during the period 1900-1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. - 1000 1913 Ratio of total expense of operation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 74.71 74.41 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... — .30 Ratio of cost of engineers to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391 3.03 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900). . . . . . — .83 Ratio of cost of firemen to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . • * * * * g e g º º e s gº 2.30 1.95 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900). . . . . . . . — .33 - . Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . . . . . . . 6.21 5.03 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — 1.18 Ratio of labor cost of transportation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . $8.93 21.74 Ratio of total cost of transportation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 41.55 38.01 Ratio of total labor cost of Operation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . 44 48 43.39 Ratio of total maintenance expenses to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 29 20 31 22 Ratio of labor cost of maintenance to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 22.56 1860 Ratio of labor cost of general administration to total Operating revenues. . . . . . . . . . . . . . . . 2.99 3.04 Ratio of labor cost of outside operations to total operating revenues. . . . . . . . . . . . . . . . . . . . () (2) The operating ratio or the proportion of total operating expenses to operating revenues of the Gulf, Colorado and Santa Fe Railway, as shown by the above table, declined 30 hundredths of a point during the period 1900–1913. This decrease in costs of operation can be attributed partly to decreased outlays for engineers and firemen, for these two classes of employes absorbed 1.18 points less revenue in 1913 than in 1900. Notwithstanding the fact that the ratio of cost of engineers and firemen was less in 1913 than in 1900, the ratio of total labor cost of transportation advanced from 1893 per cent in 1900 to 21.74 per cent in 1913, which would indicate that the engineers and firemen are not sharing proportionately with other transportation labor. LIV. Houston EAST AND west TexAs RAILwAY. The table below sets forth the ratio of the principal items of operating cost to operating revenues for the Houston East and West Texas Railway, during the period 1900–1913: RATIO OF COSTs OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues.............. * * * * * * * * * * * 61.90 75 50 Increase in ratio of operating expenses to total operating revenues (1913 over 1900) . . . . . 13 60 .. Ratio of cost of engineers to total operating revenues.................. . . . . . . . . . . . . . . . 3.39 3.48 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900) . . . . . . .C9 Ratio of cost of firemen to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.90 2.09 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900) ........ .19 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . . . . . . 5 29 5.57 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 Ratio of labor cost of transportation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 17.08 18.32 Ratio of total cost of transportation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 32 80 34 10 Ratio of total labor cost of operation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . 39.79 37.22 Ratio of total maintenance expenses to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 24.30 36.26 Ratio of labor cost of maintenance to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 1884 16.13 Ratio of labor cost of general administration to total operating revenues. . . . . . . . . . . . . . . . 3.88 2.76 Ratio of labor cost of outside operations to total operating revenues................. ſº tº GD (2) — (Minus) Denotes decrease. Q) Information not available. (2) No labor cost of outside operations. 74 INCREASED OPERATING COSTS OF WESTERN RAILROADS. The operating ratio or the proportion of total operating expenses to operating revenues of the Houston East and West Texas Railway, as shown by the preceding table, advanced 13.60 points during the period 1900-1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen, for these two classes of em- ployes absorbed only 28 hundredths of a point more revenue in 1913 than in 1900. The ratio of total maintenance expenses to total operating revenues advanced from 24.30 per cent to 36.26 for the same period. . t LV. MISSOURI, KANSAS AND TEXAS RAILWAY. The table below sets forth the ratio of the principal items of operating cost to operating revenues for the Missouri, Kansas and Texas Railway during the period 1900–1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues......................... 69.61 70.51 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... .90 Ratio of cost of engineers to total operating revenues............ e e º ºs e º sº tº e s m e º e º e º e º e e 3.35 3.40. Increase in ratio of cost of engineers to total operating revenues (1913 over 1900).... .05 Ratio of cost of firemen to total operating revenues...... tº tº tº tº e º 'º' tº g º is tº e is tº ºn tº e º e º e s ſº º tº º 'º e 2.03 2.11 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)... ...... .08 Ratio of total cost of engineers and firemen to total operating revenues................. 5.38 5.51 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) ............................................ tº tº gº º ºs e º p * * * * * * * * * * * * .13 Ratio of labor cost of transportation to total operating revenues........................ 18.02 *8.24 Ratio of total cost of transportation to total operating revenues....... tº e s p ∈ tº e º ſº e º e º is tº tº tº gº 44.16 37.89 Ratio of total labor cost of operation to total operating revenues...................... 38.20 41.71 Ratio of total maintenance expenses to total operating revenues........................ 20.18 27.02 Ratio of labor cost of maintenance to total operating revenues......................... 15.91 18.57. Ratio of labor cost of general administration to total operating revenues........ © º e º e s e is 4.28 4.52 Ratio of labor cost of Outside Operations to total operating revenues.................... (D .39 The operating ratio or the proportion of total operating expenses to operating revenues of the Missouri, Kansas and Texas Railway, as shown by the above table, advanced 90 hundredths of a point during the period 1900–1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen for these two classes of employes absorbed only 13 hundredths of a point more revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues advanced from 38.20 in 1900 to 41.77 in 1913. The higher ratio in 1913 was primarily due to comparatively greater outlays for labor engaged in maintenance work, as 15.91 per cent of operating revenues was absorbed by maintenance labor in 1900, as compared with 18.57 per cent in 1913. LVI. PECOS AND NORTHERN TEXAS RAILWAY. The table below sets forth the ratio of the principal items of operating cost to operating revenues for the Pecos and Northern Texas Railway, during the period 1900–1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 60.00 69.72 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... 9.72 Ratio of cost of engineers to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.74 3.35 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... — .39 Ratio of cost of firemen to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.29 2.13 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900) . . . . . . . - .16 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . . . . . . . . 5.03 5.48 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — .55 Ratio of labor cost of transportation to total operating revenues........................ 21.77 23.24 Rátio of total cost of transportation to total operating revenues........................ 38 55 32 78 Ratio of total labor cost of operation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . 38.59 48.68 Ratio of total maintenance expenses to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 16.20 32.03 Ratio of labor cost of maintenance to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 1272 22.20 Ratio of labor cost of general administration to total operating revenues. . . . . . . . . . . . . . . . 4.10 3 25 Ratio of labor cost of outside operations to total operating revenues............. tº e º 'º º is jºr 6) (2) — (Minus) Denotes decrease. (D Information not available. (2) No labor cost of outside operations. INCREASED OPERATING COSTs of WESTERN RAILROADS. 75 The operating ratio or the proportion of total operating expenses to operating revenues of the Pecos and Northern Texas Railway, as shown by the preceding table, advanced 9.72 points during the period 1900–1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen for these two classes of employes absorbed 55 hundredths of a point less revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues advanced from 38.59 in 1900 to 48.68 in 1913. The higher ratio in 1913 was primarily due to comparatively greater outlays for labor engaged in maintenance work, as 12.72 per cent of operating revenues was absorbed by maintenance labor in 1900, as compared with 22.20 per cent in 1913. LVII. ST. LOUIS AND SAN FRANCISCO RAILROAD. The table below sets forth the ratio of the principal items of operating cost to operating revenues for the St. Louis and San Francisco Railroad during the period 1900–1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. - & 1900 1913 Ratio of total expense of operation to total operating revenues......................... 59.06 65.90 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... 6.84 Ratio of cost of engineers to total operating revenues.......................... * * * * * * * 3.53 3.6% Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... .08 Ratio of cost of firemen to total operating revenues................................... - 2.10 2.22 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)....... .12 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . - * * * * * * 5.63 5.83 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 Ratio of labor cost of transportation to total operating revenues........................ 1944 20.36 Ratio of total cost of transportation to total operating revenues........................ 35 10 35.31 Ratio of total labor cost of operation to total operating revenues...................... 3's 34 40.90 Ratio of total maintenance expenses to total operating revenues........................ 20 89 25.56 Ratio of labor cost of maintenance to total Operating revenues......................... 1* 52 18.25 Ratio of labor cost of general administration to total operating revenues................ - 227 2.29 Ratio of labor cost of outside operations to total operating revenues................... * (D (2) The operating ratio or the proportion of total operating expenses to operating revenues of the St. Louis and San Francisco Railroad, as shown by the above table, advanced 6.84 points during the period 1900–1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen for these two classes of em- ployes absorbed only 20 hundredths of a point more revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues advanced from 35.34 in 1900 to 40.90 in 1913. The higher ratio in 1913 was primarily due to comparatively greater outlays for labor engaged in maintenance work, as 13.62 per cent of Operating revenues was absorbed by maintenance labor in 1900, as compared with 18.25 per cent in 1913. LVIII. St. Louis souTH westERN RAILwAY. The table below sets forth the ratio of the principal items of operating cost to operating revenues for the St. Louis Southwestern Railway during the period 1900-1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 58.96 56.79 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... — 2.17 Ratio of cost of engineers to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.92 2.39 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... — .53 Ratio of cost of firemen to total operating revenues. . . . . . t . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.72 1.48 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)....... — .24 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . • * * * g g g g is gº 4 64 3.87 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — .77 Ratio of labor cost of transportation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 18.11 1558 Ratio of total cost of transportation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 33 49 23 87 Ratio of total labor cost of operation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . 37.77 34.96 Ratio of total maintenance expenses to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 1998 25 22 Ratio of labor cost of maintenance to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 13 68 14.58 Ratio of labor cost of general administration to total operating revenues. . . . . . . . . . . . . . . . 5.93 4.72 Ratio of labor cost of outside operations to total Operating revenues. . . . . . . . . . . . . . . . . . . * G) .08 — (Minus) Denotes decrease. (D Information not available. (2) No labor cost of outside operations. 76 INCREASED OPERATING COSTS OF WESTERN RAILROADS. The operating ratio or the proportion of total operating expenses to operating revenues of the St. Louis Southwestern Railway, as shown by the preceding table, declined 2.17 points during the period 1900–1913. This decrease in costs of operation is reflected in the outlays for engineers and firemen, these two classes of employes absorbing 77 hundredths of a point less revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues declined from 37.77 in 1900 to 34.96 in 1913. The total labor cost of conducting transportation also declined from 18.11 per cent in 1900 to 15.58 per cent in 1913. In sharp contrast, the ratios of maintenance expenses and maintenance labor to total operating revenues advanced during this period. LIX. SAN ANTONIO AND ARANSAS PASS RAILWAY. The table below sets forth the ratio of the principal items of operating cost to operating revenues for the San Antonio and Aransas Pass Railway during the period 1900–1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900: 1913 Ratio of total expense of operation to total operating revenues......................... 77.75 73.90 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... — 3.85 Ratio of cost of engineers to total operating revenues.................. . . . . . . . . . . . . . . . . 3.60 3.29 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900)...... — .31 Ratio of cost of firemen to total operating revenues................................... 2.08 1.97 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)...... — .11 Ratio of total cost of engineers and firemen to total operating revenues... . . . . . . . . . . . . . . 5.68 5.26 Increase in ratio of total cost of engineers and firemen to total operating revenues . (1913 ºver 1900) : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * . . . . . . . . . . . — .42 Ratio of labor cost of transportation to total operating revenues........................ 13.72 20.45 Ratio of total cost of transportation to total operating revenues........................ 39.60 39 20 Ratio of total labor cost of operation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . 48.30 41.54 Ratio of total maintenance expenses to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 33.94 30.62 Ratio of labor cost of maintenance to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 28 20 18.25 Ratio of labor cost of general administration to total operating revenues. . . . . . . . . . . . . . . . 6.38 2.84 Ratio of labor cost of outside operations to total operating revenues. . . . . . . . . . . . . . . . . . . . (D (2) The operating ratio or the proportion of total operating expenses to operating revenues of the San Antonio and Aransas Pass Railway, as shown by the above table, declined 3.85 points during the period 1900–1913. This increase in costs of operation is reflected in the outlays for engineers and firemen, for these two classes of employes absorbed 42 hundredths of a point less revenue in 1913 than in 1900. The ratio of total labor cost of transportation to total operating revenues advanced from 13.72 in 1900 to 20.45 in 1913, which would indicate that the engineers and firemen have not shared in the advances re- ceived by other employes in transportation Service. LX. SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS. The following table makes a comparison of the principal items of operating cost to operating revenues during the period 1900–1913 on the Southern Kansas Railway Com- pany of Texas: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. * - 1900 1913 Ratio of total expense of operation to total operating revenues......................... 101.15 62.32 Increase in ratio of operating expenses to total operating revenues (1913 over 1900)..... —38.83 Ratio of cost of engineers to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.64 2.21 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900). . . . . . — 4.43 Ratio of cost of firemen to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.86 1.42 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900)......... — 2.44 Ratio of total cost of engineers and firemen to total operating revenues . . . . . . . . . . . . . . . • . 10.50 3.63 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . – 6.87 - Ratio of labor cost of transportation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 26.61 14 35 Ratio of total cost of transportation to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 63.21 30.21 Ratio of total labor cost of operation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . 41.78 28.59 Ratio of total maintenance expenses to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 34 66 2140 Ratio of labor cost of maintenance to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 12.85 10.85 . Ratio of labor cost of general administration to total Operating revenues. . . . . . . . . . . . . . . & 2.32 3.39. Ratio of labor cost of outside operations to total operating revenues. . . . . . . . . . . . . . . . . . . & () (2) — (Minus) Denotes decrease. GO Information not available. & (3) No labor cost of outside operations. INCREASED OPERATING COSTs OF WESTERN RAILROADS. 77 The operating ratio, or the proportion of operating expenses to operating revenues of the Southern Kansas Railway Company of Texas, as shown in the preceding table, declined 38.83 points during the period 1900–1913. This decrease in cost of operation was primarily due to the decrease in labor costs of transportation and other transportation expenses. The total cost of engineers and firemen absorbed only 3.63 per cent of operating revenue in 1913, as compared with 10.50 per cent in 1900, or a decline of 6.87 points during this period, while there was a decline of only 2 points in total labor cost of maintenance during the same period. - LXI. WABASH, CHESTER AND WESTERN RAILROAD. The table below sets forth the ratio of the principal items of operating cost to operating revenues for the Wabash, Chester and Western Railroad during the period 1900–1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues......................... 86.94 103.34 Increase in ratio of operating expenses to total operating revenues (1913 over 1900) ..... 16.40 Ratio of cost of engineers to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.02 4.86 Increase in ratio of cost of engineers to total Operating revenues (1913 over 1900). . . . . . — .16 Ratio of cost of firemen to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.70 2.80 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900) ........ 10 Ratio of total cost of engineers and firemen to total Operating revenues. . . . . . . . . . . . . . . . 7.72 T.66 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — .06 Ratio of labor cost of transportation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 28.93 26.41 Ratio of total cost of transportation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 36.41 38.48 Ratio of total labor cost of operation to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . 60.73 61.99 Ratio of total maintenance expenses to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . 42.40 58.26 Ratio of labor cost of maintenance to total Operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 26.99 30.20 Ratio of labor cost of general administration to total operating revenues. . . . . . . . . . . . . . . . - 4.80 5.37 Ratio of labor cost of outside operations to total operating TeVenues. . . . . . . . . . . . . . . . . . . . (D (2) The operating ratio or the proportion of total operating expenses to operating revenues of the Wabash, Chester and Western Railroad, as shown by the above table, advanced 16.40 points during the period 1900-1913. This increase in costs of operation, however, cannot be attributed to added outlays for engineers and firemen, for these two classes of employes absorbed 6 hundredths of a point less revenue in 1913 than in 1900. The ratio of labor cost of operation to total operating revenues advanced from 60.73 in 1900 to 61.99 in 1913, but the higher ratio in 1913 was primarily due to comparatively greater out- lays for labor engaged in maintenance work, as 26.99 per cent of operating revenues was absorbed by maintenance labor in 1900, as compared with 30.20 per cent in 1913. LXII. WICHITA VALLEY RAILWAY. The table below sets forth the ratio of the principal items of operating cost to operating revenues for the Wichita Valley Railway during the period 1900-1913: RATIO OF COSTS OF OPERATION TO OPERATING REVENUES. 1900 1913 Ratio of total expense of operation to total operating revenues......................... 43.44 71.48 Increase in ratio of operating expenses to total operating revenues (1913 over 1900). . . . . 28.04 Ratio of cost of engineers to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.73 2.89 Increase in ratio of cost of engineers to total operating revenues (1913 over 1900). . . . . .16 Ratio of cost of firemen to total operating revenues........ . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.31 1.69 Increase in ratio of cost of firemen to total operating revenues (1913 over 1900). . . . . . . . .38 Ratio of total cost of engineers and firemen to total operating revenues. . . . . . . . . . . . . . . . 4.04 4.58 Increase in ratio of total cost of engineers and firemen to total operating revenues (1913 over 1900) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54 Ratio of labor cost of transportation to total operating revenues........................ 11.43 15.53 Ratio of total cost of transportation to total operating revenues....................... 23.04 34.43 Ratio of total labor cost of operation to total operating revenues...................... 23.06 30.93 Ratio of total maintenance expenses to total operating revenues........................ 17.62 31.36 Ratio of labor cost of maintenance to total operating revenues. . . . . . . . . . . . . . . . . . . . . . . . . 9.75 12.33 Ratio of labor cost of general administration to total operating revenues................ - 1.87 3.07 Ratio of labor cost of Outside operations to total operating revenues................... e (D (2) — (Minus) Denotes decrease. (1) Information not available. (3) No labor cost of outside operations. 78 INCREASED OPERATING COSTS OF WESTERN RAILROADS. The operating ratio or the proportion of total operating expenses to operating revenues of the Wichita Valley Railway, as shown by the preceding table, advanced 28.04 points during the period 1900–1913. This increase, however, cannot be attributed to added outlays for engineers and firemen, for these two classes of employes absorbed only 54 hundredths of a point more revenue in 1913 than in 1900. PART III. Cost of Freight Engineers and Firemen Per 1000 Ton Miles, 1900–1913. 79 PART III. Cost of Freight Engineers and Firemen Per 1000 Ton Miles, 1900–1913. LXIII. TOTALS FOR FORTY-SIX REPRESENTATIVE WESTERN RAILROADS. The chart following sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900-1913. The showing is for forty-six representative Western railroads. These railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines.) Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Fort Worth and Rio Grande Railway. Galveston, Harrisburg and San Antonio Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Gulf and Interstate Railway of Texas. Houston East and West, Texas Railway. Houston and Texas Central Railroad. International and Great Northern Railway. Kansas City, Clinton and Springfield Railway. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Missouri Pacific Railway. Northern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. 81 82 INCREASED OPERATING COSTS OF WESTERN RAILROADS. St. Louis Southwestern Railway Company of Texas. San Antonio and Aransas Pass Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and New Orleans Railroad. Texas and Pacific Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Weatherford, Mineral Wells and Northwestern Railway. Yazoo and Mississippi Valley Railroad. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 3.7 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 1.7 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 5.4 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers....................... . . . . . . . . . . $0.244 $0.207 –$0.037 Cost of firemen...................... . . . . . . . tº gº tº e º & .448 .131 — .017 Total cost of engineers and firemen............. $0.392 $0.338 —$0.054 — [Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN, RAILROADS. .83 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Totals for 46 Representative western Railroads) :*Hº-H f H-H- * -j 5OH- —50 + | | – Total Cost of 140— —40 Engineers and *- Firemen - *s * d | T- –#s 30– - - —30 Cost of S 2 Engineers |*F--- . - lº &º &º - * -- - Cost of Firemen *—-- —15 T-e ºne me = 84. INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXIV. TOTALS FOR THIRTY-EIGHT REPRESENTATIVE WESTERN RAILROADS. The chart following sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913 of thirty-eight representative Western railroads. These railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines.) Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. {º} Colorado and Southern Railway. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. Fort Worth and Denver City Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. Houston and Texas Central Railroad. International and Great Northern Railway. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Missouri Pacific Railway. Northern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. San Antonio and Aransas Pass Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and Pacific Railway. \ INCREASED OPERATING COSTs of WESTERN RAILROADS. 85 Union Pacific Railway. Wabash Railroad. Wabash, Chester and Western Railroad. * Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 3.9 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 1.9 cents. For both engineers and firemen the reduction for each. one thousand ton miles handled was 5.8 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers................................. $0.245 $0.206 –$0.039 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ſº .149 .130 — .019 Total cost of engineers and firemen............. $0.394 $0.336 –$0.058 – (Minus) Denotes decrease. 86 INCREASED OPERATING COSTS OF WESTERN RAILROADS. COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. > (Cents.) (Totals for 38 Representative Western Railroads.) #FFFF. 50H. 45— Total cost of 14d— —#40 Engineers and *= ; Firemen TH- | 35– ~~-35 3OH- —r Cost of *F- tº * 2 Engineers T *--_ Tº--- 2OH- —20 Cost of Fi - Cºmºm. , Cost of Firemen *------- sº º º 15. l *—IO 3– —5 O | | | | ſ | | | | | | | 1900 -05 1910 =15 SS INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXV. TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913 for ten representative Western railroads. These railroads are as follows: Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by ten Western railroads was 5.0 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 2.8 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 7.8 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . ................... $0.238 $0.188 —$0.050 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146 .118 — .028 Total cost of engineers and firemen. . . . . . . . . . . . . $0.384 $0.306 —$0.078 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 89 COST OF FREIGHT ENGINEERs AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Totals for 10 Representative Western Railroads.) :*H*H*H*. * Total Cost of —#40 Engineers and *s Firemen - s - T-- b. : ^-- 3OH- =–30| Cost of 25 —25|| Engineers- T--~ **- ** 2OH- *~-flo cost of Firemen | *F--- - 15 *** = - Tºmº- 2– 10 5— —5 O | | | | | | | | I-I-I-I-9 | © l900 •05 1910 =15 90 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LxVI. ATCHISON, TOPEKA AND, SANTA FE RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900-1913. - Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 2.5 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 1.7 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 4.2 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers........... . . . . . . . . . . . . . . . . . . . . tº e $0.238 $0.213 —$0.025 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .147 .130 — .017 Total cost of engineers and firemen............. $0.385 $0.343 —$0.042 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 91 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Atchison, Topeka and Santa Fe Railway.) 55– | —55 | 50 F-me ſ —50 F 45— Total Cost of 4CH- Engineers and T- Firemen 3OH- —30 Cost of 25– —25 Engineers *me ng T-H = lº 20H- —20 Cost of - 15.-- —15 Firemen *** = - - tº º 10H- —10 5— —! O| | | | | | | | | | | | | | b 92 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXVII. CHICAGO, BURLINGTON AND QUINCY RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 10.8 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 6.1 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 16.9 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT. ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers................................. $0.258 $0.150 —$0.108 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..151 .090 — .061 Total cost of engineers and firemen..... sys e e s e s s $0.409 $0.240 –$0.169 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 93 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Chicago, Burlington and Quincy Railroad.) #1-H+ H+-Hº-H+. Total Cost of Engineers and 4ds Firemen Cost of N * Engineers 25- ~-25 ^ Cost of Firemen e *s 15 *T--- *as 5– —5 O | | | | | | | | | | | | 1900 , -05 l910 -15 94 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXVIII. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was two-tenths of one cent more in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined six-tenths of one cent. For both engineers and firemen the reduction for each one thousand ton miles handled was four-tenths of one cent during the fourteen years. These facts upon which the chart is based are set forth in greater detail in the table which follows: & COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers.............................. tº º ºs $0.250 $0.252 $0.002 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165 .159 – .006 Total cost of engineers and firemen............. $0.415 $0.411 —$0.004 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900–1913. (Cents.) (Chicago, Milwaukee and St. Paul Railway.) Total Cost of Engineers and Firemen Cost of Fºr Engineers Cost of Firemen 7 -15 • *H-Hº H-His | TTT'so 55— —55 5OH- —50 48– —#45 J-—H T—ho 35— 5 3OH- 25–--------—25|| 20H- —k. J--- -- --- is 10– —10 5H. —5 O | | | | | | | | | | | | | | | b 1900 -05 1910 el5 96 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXIX, CHICAGO AND NORTH WESTERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 1.4 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 1.9 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 3.3 cents during the fourteen years. These facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . .................... cº e g $0.252 $0.238 –$0.014 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173 .154 — .019 Total cost of engineers and firemen........... tº e $0.425 $0.392 –$0.033 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 97 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Chicago and North Western Railway.) lº =05 19 •l 5 60 | TT IT TI | | | | 60 55— 55 5OH− —50 ; - 45— —45 Total Cost of 5. Engineers and * #. * * 40– T-4––40 35— —35 3OH- —r Cost of 25--—--. —25 Engineers dº ** 20H- —ko Cost of Firemen T------- Lºs 15– T--- his lCH- 3- IO 5– —5 | | | | | | | | |-l—l-l 1900 -05 l910 •l5 98 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXX. GREAT NORTHERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 6.1 cents less in 1913 than it was in 1900. During the same period the cost. of firemen per one thousand ton miles declined 2.8 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 8.9 cents during the fourteen years. These facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.188 $0.127 —$0.061 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 .082 — .028 Total cost of engineers and firemen............. $0.298 $0.209 —$0.089 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 99 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Great Northern Railway.) : ria *H*. O 55H —55 45– 40— Total Cost of i Engineers and Firemen ! | `-- *s ^. *s Cost of 20 O 31, O tº Engineers T--~ 15– & T- —is Cost of Firemen 5H. —5 § | | | | | | | | | | | | | * *05 * 19 10 >is 100 INCREASED OPERATING COSTs of WESTERN RAILROADS. LXXI. ILLINOIS CENTRAL RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 3.9 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined six-tenths of one cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 4.5 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers................................. $0.237 $0.198 —$0.039 Cost of firemen................................... .138 .132 — .006 Total cost of engineers and firemen............. $0.375 $0.330 —$0.045 — (Minus) Denotes decrease. INCREASED OPERATING Costs of WESTERN RAILROADs. 101 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Illinois Central Railroad.) #For-Hº *H*; 60 | | | | si- –55 50– —so 45— —#5 4CH- -—30 Total Cost of Engineers and *= *= Firemen 3 * d 35 * ~ 3OH- —£o Cùst of 25— § Engineers *--- * = T 15— —hs Cost of Firemen m" - - - - - - - - He-as lo— —lſo 5– —5 O | | | || | | | | | | | | 102 INCREASED OPERATING COSTs OF WESTERN RAILROADS. LXXII. NORTHERN PACIFIC RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900-1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 5.4 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 1.6 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 7 cents during the fourteen years. These facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.226 $0.172 —$0.054 Cost of firemen. . . . . . . . . . . . ...................... e .129 .113 — .016 Total cost of engineers and firemen........... tº e $0.355 $0.285 —$0.010 — (Minus) Denotes decrease. INCREASED OPERATING COSTs OF WESTERN RAILROADS. 103 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Northern Pacific Railway.) Totai Cost of Engineers and Firemen Cost of Engineers Cogt of Firemen Mº º *s 30 T-I 25– —25 *-- *= 20 --~~ 20 *~~ 15– —15 ------- *-* = = 1OH- —10 5– —5. 4 0 f : H E i ! | | | | b 1900 -05 1910 •15 104 INCREASED OPERATING COSTs of WESTERN RAILROADS. LXXIII. OREGON SHORT LINE RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. sºr Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 2.3 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined four-tenths of one cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 2.7 cents during the fourteen years. These facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers............................ . . . . . $0.191 $0.168 –$0.023 Cost of firemen... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115 ..111 — .004 Total cost of engineers and firemen. . . . . . . . . . . . . $0.306 $0.279 —$0.027 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 105 . COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Oregon Short Line Railroad.) Total Cost of Engineers and |30}=--- * Firemen T- eme Engineers TTT--—. Cost of Firemen km me me ------ | | | | | | | | | | | | | | l900 -O5 i910 -15 O 106 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXIV. SOUTHERN PACIFIC COMPANY. - - - The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900-1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 2.8 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 1.8 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 4.6 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.223 $2.195 —$0.028 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126 .108 — .018 Total cost of engineers and firemen............. $0.349 $0.303 —$0.046 — (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 107 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900–1913. (Cents.) (Southern Pacific Company.) Total Cost of Engineers and Firemen Cost of Engineers Cost of Firemen 19 60 *Hº-His ** == TTT * —55 —k * me me 10H T-ho | | | || | | | | || | | | *O5 1910 el3 108 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXV. UNION PACIFIC RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 10.8 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 5.9 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 16.7 cents during the fourteen years. These facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers................................. $0.263 $0.155 –$0.108 Cost of firemen................................... .159 ..100 — .059 Total cost of engineers and firemen........... tº tº $0.422 $0.255 —$0.167 — (Minus) Denotes decrease. INCREASED OPERATING COSTs OF WESTERN RAILROADS. 109' COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900–1913. (Cents.) (Union Pacific Railroad.) Total Cost of Engineers and Firemen J> -—#40 -S Cost of º \ Engineers ass N 25 ^ { *~ Cost of Firemen “ººm 13--~~ 15 * == H ^--- 10- *—10' 5– se-5 O 1 | | | | | | | | | | | | | 1900 •O5 1910 •15 110 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXVI. ARIZONA AND NEW MEXICO RAILWAY. The table below sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers................................. $1.269 $0.166 —$1.103 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .761 .112 — .649 Total cost of engineers and firemen............. © $2.030 $0.278 —$1.752 Upon referring to the foregoing table it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was $1.103 less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 64.9 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was $1.752 during the fourteen years. LXXVII. CHICAGO GREAT WESTERN RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. & Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 5.5 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 2.4 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 7.9 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913. Over 1900 Cost of engineers.......................... © e - e º 'º - $0.224 $0.169 —$0.055 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135 ..111 — .024 Total cost of engineers and firemen............. $0.359 $0.280 —$0.079 — (Minus) Denotes decrease. INCREASED OPERATING COSTs OF WESTERN RAILROADS. 111. COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Chicago Great Western Railroad.) l9 ſº l & D #H+++++++*H*. 55– —55 | 45– —45 —40 Total Cost of Engineers and 35- —35 Firemen *- *- Q 3 ~. -—to N-J. 25H —25 Cost of Engineers F-- - f 2OH- T-- —£o T-— 15– - —15 Cost of Firemen NT----_ T*-H--- 10– —10 º 5H. —5 0| | | | | | | | | | | | | | 112 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXVIII. CHICAGO, ROCK ISLAND AND PACIFIC RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was nine-tenths of one cent less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles increased five-tenths of one cent. For both engineers and firemen the reduction for each one thousand ton miles handled was four-tenths of one cent during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - $0.253 $0.244 —$0.009 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159 .164 .005 Total cost of engineers and firemen............. $0.412 $0.408 —$0.004 — (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 113 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Chicago, Rock Island and Pacific Railway.) - *H+++++++++++. 55- —55 I 5OH- —50 . 45— —45 . Cost : ng neerS an |- sºme mºnºme tº |-º º º Firemen 4CH- sm =–40 Coat, of Engineers 25–- *mmelmº - - - - –––85 mºmmas sºme me mºm-' mºm" Cost of Firemen is—--- —15 10H- | —lſ) 5– —% | | | | | | | | | | | | 114 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXIX, COLORADO AND SOUTHERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900-1913. "Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 25.2 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 12.9 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 38.1 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ſº $0.540 $0.288 —$0.252 Cost of firemen.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ge tº .315 .185 — .129 Total cost of engineers and firemen......... e º O & $0.855 $0.474 —$0.381 – (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 115 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900–1913. (Cents.) (Colorado and Southern Railway.) l900 • *O 1910 =l º: TTT | ITTT) | | TThod 9 - —35 90– —#90 Total Cost of Engineers and || 8 —35 Firemen * 70 65 6O Cost of Engineers 555 N —55 35H. N. : Cost of Firemen 30's *~~ ^ 25H. N-- 5 *~ 2OH− Y--> lsh— —hs lo– 4, —HIO s— —k | | | | | | | | | | | | | | |0 116 INCREASED OPERATING COSTs of WESTERN RAILROADS. LXXX. COLORADO MIDLAND RAILWAY. Cost of Freight Engineers and Firemen per 1,000 Ton Miles, 1900-1913. The table below sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913: C0ST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers................................. $0.667 $0.664 —$0.003 Cost of firemen. . . . . . . . . . . . . . . .................... .447 .443 — .004 Total cost of engineers and firemen............. $1.114 $1.107 —$0.007 Upon referring to the foregoing table it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was three-tenths of one cent less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined four-tenths of one cent. For both engineers and firemen the reduction for each one thousand ton miles handled was seven-tenths of one cent during the fourteen years. \ LXXXI., DENVER AND RIO GRANDE RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. - Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 15.5 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 9.9 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 25.4 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase - 1900 1913 1913 over 1900 Cost of engineers................................. $0.553 $0.398 —$0.155 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .364 .265 — .099 Total cost of engineers and firemen............. $0.917 $0.663 —$0.254 — (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 117 cost OF FREIGHT ENGINEERS AND FIREMEN PER 1000 Ton MILES, 1900-1913. (Cents.) (Denver and Rio Grande Railroad.) lºſ - § An º #1---> 10C 93. 35 Total C ost of º Engineers and Firemen H90 hs to ks 6OH- so Cost of - - Engineers 55Ns 55 ^e i 45H `-s 40– * O Cost of Firemen s:- *s ss. * - . 3OH T--- - tº C - - TH--- 2OH- 2n lsH —hs lo– —10 5H —5 Ol l l l | | | | | | | | | | |0 118 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXXII. DULUTH, MISSABE AND NORTHERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900-1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 1.4 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined seven-tenths of one cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 2.1 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers............................ tº e º 'º - $0.121 $0.107 —$0.014 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º .075 .068 — .007 Total cost of engineers and firemen..... tº tº e º 'º e º e $0.196 $0.175 —$0.021 — (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 119 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-19 13. (Cents.) (Duluth, Missabe and Northern Railway.) Total Cost of lº 60 F-H *H*H*. :* and 20– - º –20 Arbmen * == & ºne - 15– —15|| Cost *: in 2 º ºld ; : * = m, tº e amº - IOH- - —ho Cost_of_Firemen . . . . I--------. lºº 5– —5 ; *—l—l-l—l–1–1–1–1–1–1–1–1–1–1–8.; | 1900. -05 1910 -15. A . —- * - * : -º-º-º-º-º-º-º-º-º-; & - t -• * 6. 2i. |º- . 120 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXXIII. DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900-1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 3.6 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 2 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 5.6 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES, Increase 1900 1913 1913 over 1900 Cost of engineers......................... tº e g º ºs e º 'º $0.363 $0.327 —$0.036 Cost of firemen. . . . . . . . . . . . . . . . . . .............. © º º .218 .198 — .020 Total cost of engineers and firemen..... tº t e º O & C. e. $0.581 $0.525 —$0.056 – (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 121 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Duluth, South Shore and Atlantic Railway.) 19 ſº 19 =15 Total Cost of 6 TTT | TTT'so Engineers and Firemen T-R – 5 **- —55 d T- 50– —50 45– —ks 40H. —#40 Cogº of { - Engineers 3 --- º 35 *-i-- 3OH —30 25H —25 Cost of Firemen * = - 15H. —15 l 10 5H. —5 0|| | | | | | | | i | | | 122 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXXIV. FORT WORTH AND DENVER CITY RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900-1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 16.3 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 7.5 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 23.8 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: .* COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. $ Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.403 . $0.240 —$0.163 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .229 .154 — .075 Total cost of engineers and firemen............. $0.632 $0.394 —$0.238 - (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 123 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Fort Worth and Denver City Railway.) & l & H-Hºº-Hºi, # Total Cost of Engineers and Firemen 6 —#0 N. —55 | J– N | – *H - \ —45 Cost “ºwers S—º T s N I Cost of Firemem *- 20 lGH- —lo 124 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXXV. GULF; COLORADO AND SANTA FE RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900-1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 8.6 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 4.1 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 12.7 cents during the fourteen years. • These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES, Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º º º $0.314 $0.228 —$0.086 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .185 .144 — .041 Total cost of engineers and firemen............. $0.499 $0.372 —$0.127 — (Minus) Denotes decrease. * . INCREASED OPERATING COSTs of WESTERN RAILROADS. 125 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (Gulf, Colorado and Santa Fe Railway.) |#H+++++++*H*. Total Cost of | Engineers and —50 Firemem - ^ 35— —35 cost of Engineers adºs * : N- 25H, - T- —25 Tº sº. ſ 20H- º —20 Cost of Firemen T---- 15– *----15 126 INCREASED OPERATING Costs of WESTERN RAILROADS. LXXXVI. MISSOURI PACIFIC RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900-1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 2 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined three-tenths of one cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 2.3 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: - COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase - 1900 1913 1913 over 1900 Cost of engineers................................. $0.258 $0.238 —$0.020 Cost of firemen. . . . . . . . . . . . . ...................... .154 .151 — .003 Total cost of engineers and firemen............. $0.412 $0.389 —$0.023 — (Minus) Denotes decrease. INCREASED OPERATING COSTS OF WESTERN RAILROADS. 127, COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) . (Missouri Pacific Railway.) lº ſº iQ & Cº. 60 - H-T-T-T-I-H *i. Total Cost of Engineers and ad--- - ko Firemen T--H- ad— —hs 30 • : Cost of º | Engineers || 25 *** = * * —25 Cost of Firemen lis–-------|--——hs 128 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXXVII. PECOS AND NORTHERN TEXAS RAILWAY. The table below sets forth a comparison of the cost of freight engineers and fire- men per 1,000 ton miles during the period 1900–1913: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers.............................. & º º $0.799 $0.228 —$0.571 Cost of firemen... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .489 .145 — .344 Total cost of engineers and firemen............. $1.288 $0.373 —$0.915 Upon referring to the foregoing table it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 57.1 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 34.4 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 91.5 cents during the fourteen years. LXXXVIII. ST. JOSEPH AND GRAND ISLAND RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 1.4 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 3 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 1.6 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers................................. - $0.262 $0.276 $0.014 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163 .133 — .030 Total cost of engineers and firemen. ............ $0.425 $0.409 —$0.016 - (Minus) . Denotes decrease. INCREASED OPERATING COSTs OF WESTERN RAILROADS. 129 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (St. Joseph and Grand Island Railway.) Kºssºm lº ſº 19 =15 60 TTTTTTTTTEo 5OH- –50 Total Cost of Engineers and F- = - Firemen - = 4CH- —#40 35— ...Cost of > - 2 =zzº-i-º-º: e==="** Engineers 20H- —k. Cost of Firemen sº se is- ** = dºm T---- 15 10H —IO 5H —5 0 1 | | | | | | | | | | | | | b 130 INCREASED OPERATING COSTS OF WESTERN RAILROADS. LXXXIX. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 1.3 cents less in 1913 than it was in 1900. In 1913 the cost of firemen per one thousand ton miles was the same as in 1900. For both engineers and firemen the reduction for each one thousand ton miles handled was 1.3 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILEs. Increase - 1900 1913 1913 over 1900 Cost of engineers......... º, e e s e e e s e e e e s e s e o e s e sº e º 'o $0.189 $0.176 –$0.013 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 .113 ..... Total cost of engineers and firemen............. $0.302 $0.289 —$0.013 – (Minus) Denotes decrease. ! INCREASED OPERATING Costs OF WESTERN RAILROADS. 131 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (St. Louis, Iron Mountain and Southern Railway.) *H-----Hº-Hº- 55H. —55 5OH- —50 45– —º 40– —hol i 35– -35 Total Cost of Engineers and 30"-- Firemen { *- == - 25– —25 Cost of 20- —k. Engineers *m- m am T**-* === ls- —iº Cost of Firemen Cº [ O Lº Úº * 10H- —10 | 0 | | | | | | | | | | | | | | 132 INCREASED OPERATING COSTs of WESTERN RAILROADS. XC. ST. LOUIS AND SAN FRANCISCO RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 4.8 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 2.3 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 7.1 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. 1900 Cost of engineers................ tº º tº gº tº º ſº tº º ſº tº e º ge º 'º º $0.318 Cost of firemen................................... .189 Total cost of engineers and firemen........... .. $0.507 — (Minus) Denotes decrease. 1913 $0.270 .166 $0.436 Increase 1913 over 1900 —$0.048 — .023 —$0.011 INCREASED OPERATING COSTs of WESTERN RAILROADS. 133 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (St. Louis and San Francisco Railroad.) 19 = Slº *15 60 • | | | | T-I-T-T ko 5 —55 Total Cost of | - Engineers and s —50| Firemen 50 *- T- 45— T--- —º *s 4OH- 35– —35 Cost of Engineers *-- - 30–TT"-- —po T---- *-- 20H- ,” —20 Cost of Fire | * m = hºm O it "918)] - = "T"------ ls— 15 10– 10 | | | | l l | | | | 134 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XCI. ST. LOUIS SOUTHWESTERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 2.9 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 1.2 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 4.1 cents during the fourteen years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILEs. Increase * 1900 1913 1913 over 1900 Cost of engineers........... s e. is e º e s e e s a e º e s is a e e e e $0.210 $0.181 —$0.029 Cost of firemen................................... .124 .112 — .012 Total cost of engineers and firemen............. . $0.334 $0.293 —$0.041. — (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 135 COST OF FREIGHT ENGINEERs AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (St. Louis Southwestern Railway.) #1-H+ Hºr-H+. s:– º | . —55 45— —45 4CH- —40|| Total Cost of 35— —35 Engineers and * Firemen. * = 25— Cost of Engineers | 20----- —20 ls— —15 Cost of Firemen º ºn º, L - * * -10 ~5– —5 d I | | | | | | | | | | | | | 136 INCREASED OPERATING COSTS OF WESTERN RAILROADS. XCII, SAN ANTONIO AND ARANSAs Pass RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900–1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 10.2 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 5.1 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 15.3 cents during the fourteen years. f These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers. . . . . . . . . . . . . . . . ................. $0.501 $0.399 —$0.102 Cost of firemen. . . . . . . . . . . ........................ .289 .238 — .051 Total cost of engineers and firemen......... tº e º e $0.790 $0.637 –$0.153 — (Minus) Denotes decrease. INCREASED OPERATING COSTs of WESTERN RAILROADS. 137 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1900-1913. (Cents.) (San Antonio and Aransas Pass Railway.) Total Cost of Engineers and - Firemem Cost of Engineers Cost of Firemem ;I-I-Hº-T—H *H*.Hºlº NJ | 7OH- - `s —70 65H. is—ſ. 6OH- —50. | } 55– - —55 | - –50. 4. `-- 45 4CH- T--—k. s:- —hs 3OH —30 T---. | 20H- —20 15H —hs lOH- * ſ O | | | | | | | | | | . ... b 1900 -oš A- 1910 -15 138 - INCREASED OPERATING COSTS OF WESTERN RAILROADS. XCIII. SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS. The table below sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900-1913: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost Of engineers & e º s e º e e º e º e a tº e e º e • * * * * * * * * * * * * * * $0.848 $0.117 —$0.731 Cost of firemen tº gº tº e º 'º • a s e º e º e º 'º e º e º e º e º e tº e - e. e. e. e. e. e. e. e. .493 .076 *- .417 Total cost of engineers and firemen.... • * * * * * * * * $1.341 $0.193 —$1.148 Upon referring to the foregoing table it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 73.1 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 41.7 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 1.148 cents during the fourteen years. XCIV. WABASH, CHESTER AND WESTERN RAILROAD. The table below sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1900-1913: COST OF FIREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1900 1913 1913 over 1900 Cost of engineers................................. $0.701 $0 376 —$0.325 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .378 ,216 — .162 Total cost of engineers and firemen............. $1.079 $0.592 —$0.487 * Upon referring to the foregoing table it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 32.5 cents less in 1913 than it was in 1900. During the same period the cost of firemen per one thousand ton miles declined 16.2 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 48.7 cents during the fourteen years. – (Minus) Denotes decrease. Increased Operating Costs of Western Railroads Not Due to Wage Payments to Loco- motive Engineers and Firemen. I909-1913 Prepared Under Supervision of W. J. LAUCK *~~ Exhibit Number Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. *S Increased Operating Costs of Western Railroads Not Due to Wage Payments to Loco- motive Engineers and Firemen. Composition and Makeup by Superior Typesetting Co., Chicago, Ill. INCREASED OPERATING COSTS OF WESTERN RAILROADS NOT DUE TO WAGE PAYMENTS TO LOCOMOTIVE ENGINEERS AND FIREMEN. CONTENTS PART I. Ratio of Principal Items of Operating Costs to Total Operating Expenses, 1909-1913. SECTION PAGE 1. Totals for Seventy-eight Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . 1 2. Totals for Fifty-six Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . 5 3. Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 4. Atchison, Topeka and Santa Fe Railway.......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 5. Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 6. Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 7. Illinois Central Railroad. ............ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 8. Northern Pacific Railway.................. • . . . . . . . . . . . . . . . . . . . . . - e º 'º g º ſº tº & © tº g tº gº tº e 18 9. Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 10. Arizona and New Mexico Railway......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 11. Chicago and Alton Railroad......... … 22 12. Chicago Great Western Railroad....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 13. Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 14. Colorado Midland Railway. . . . . . . . . . . . . . 3. * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 24 15. Colorado and Southern Railway. . . . . . . . . . . . . . … 24 16. Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 17. Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 18. Gulf, Colorado and Santa Fe Railway........................................... 23 19. Kansas City Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 20. St. Joseph and Grand Island Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 21. St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 22. St. Louis and San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 23. St. Louis Southwestern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 24. San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . ... • - - - - - - - - - - - - - - - - - . . . . . . . . 29 25. Southern Kansas Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 26. Spokane International Railway ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 27. Texas and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 28. Wichita Valley Railway.......................... ".............................. 32 29. Wisconsin and Michigan Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 PART II. 30. 31. 32. * * * * *—e ºf a Ratio of Operating Costs to Operating Revenues, 1909-1913. Totals for Seventy-eight Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . 36 Totals for Fifty-six Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . 41 Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Atchison, Topeka and Santa Fe Railway........................................ 46 i SECTION PAGE 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62 63. 64. 65 67. 69. 70. 71. 72. 73. 74. Chicago, Milwaukee and St. Paul Railway...................................... © tº Chicago and North Western Railway........................................ © tº ſº Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........... .* Union Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .......... Arizona and New Mexico Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Canadian Pacific Railway (Canadian Lines)... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chicago and Alton Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... Chicago Great Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Colorado Midland Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..................... Colorado and Southern Railway............................................... Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Duluth, Missabe and Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fort Smith and Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . * a s • * * * * * * * * * * * * * * * * * e s a e International and Great Northern Railway...................................... Kansas City Southern Railway. . . . . . . . . . . . . . . . . . . . . ............................ Midland Valley Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............ Missouri and North Arkansas Railway...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Missouri Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. Pecos and Northern Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Joseph and Grand Island Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis and San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . St. Louis Southwestern Railway. . . . . . . . . . . . . . . . . . . . * . . . . . . . . . . . . . . . . . . . . . . . … San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e o e San Pedro, Los Angeles and Salt Lake Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Southern Kansas Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Spokane International Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Spokane, Portland and Seattle Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wichita Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wisconsin and Michigan Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PART III. Cost of Freight Engineers and Firemen Per 1,000 Ton Miles, 1909-1913. Totals for Seventy-seven Representative Western Railroads. . . . . . . . . . . . . . . . . . . . Totals for Fifty-five Representative Western Railroads.......................... Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Great Northern Railway...................................... . . . . . . . . . . . . . . . . . . Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * ii 48 75. Canadian Pacific Railway (Canadian Lines)..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION PAGE 76. 77. 78. 79. 80. 81. 82 83. 84. 85 86. 87. 88. 89. 90. 91. 92. 93. 94. 95. 96. ' 97. Q8. Chicago Great Western Railroad............................................... 96 Colorado and Southern Railway............................................. ... 98 Denver and Rio Grande Railroad.......................... .e. e. a s s s a m e º s = e º e s e e s e ... 100 Duluth, South Shore and Atlantic Railway....?.............................. ... 102 Fort Worth and Denver City Railway......................................... 104 Fort Smith and Western Railroad.............................................. 106 Kansas City Southern Railway......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Minneapolis and St. Louis Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 Minnesota and International Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 Missouri and North Arkansas Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 Missouri Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Northwestern Pacific Railroad................................................. 118 Pecos and Northern Texas Railway............................................ 120 St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 122 St. Louis and San Francisco Railroad.......................................... 124 St. Louis Southwestern Railway............................................... 126 San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 San Pedro, Los Angeles and Salt Lake Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 Southern Kansas Railway Company of Texas . . . . . . . . . . . . . . . . . . . . . . . . * * * * * e o e 132 Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . < * * * * * * * * * * * * * * * * * * e º º 134 Spokane International Railway.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 Trinity and Brazos Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 Wabash, Chester and Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 111 PART I. Ratio of Principal Items of Operating Costs to Total Operating Expenses, 1909-1913 Increased Operating Costs Not Due to Increased Wage Payments to Engineers and Firemen. PART I. RATIO OF PRINCIPAL ITEMS OF OPERATING COST TO TOTAL OPERATING EXPENSES, 1909-1913. 1. TOTALS FOR SEVENTY-EIGHT REPRESENTATIVE westERN RAILROADS. The following chart sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for seventy-eight representative Western rail- roads for the period 1909-1913. The railroads are as follows: Arizona and New Mexico Railway. - - Atchison, Topeka and Santa Fe Railway. Beaumont and Great Northern Railroad. Beaumont, Sour Lake and Western Railway. Canadian Pacific Railway (Canadian Lines). Chicago and Alton Railroad. Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Gulf Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. 3. Colorado and Southern Railway. # Columbia and Puget Sound Railroad. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. . El Paso and Southwestern Company. Fort Smith and Western Railroad. Fort Worth and Denver City Railway. Fort Worth and Rio Grande Railway. Galveston, Harrisburg and San Antonio Railway. - Grand Canyon Railway. ** Great Northern Railway. * - he Gulf, Colorado and Santa Fe Railway. - - Gulf and Interstate Railway of Texas. Houston East and West Texas Railway. Houston and Shreveport Railroad. Houston and Texas Central Railroad. Illinois Central Railroad. 2. INCREASED OPERATING COSTS. Indianapolis Southern Railway. International and Great Northern Railway. Kansas City, Clinton and Springfield Railway. Kansas City Southern Railway. Louisiana and Arkansas Railway. Louisiana Western Railroad. Midland Valley Railroad. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Minnesota and International Railway. Missouri and North Arkansas Railroad. Missouri, Oklahoma and Gulf Railway. Missouri Pacific Railway. Morgan's Louisiana and Texas Railroad and Steamship Company. Northern Pacific Railway. Northwestern Pacific Railroad. Orange and Northwestern Railroad. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Brownsville and Mexico Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis, San Francisco and Texas Railway. St. Louis Southwestern Railway. St. Louis Southwestern Railway Company of Texas. San Antonio and Aransas Pass Railway.,, San Pedro, Los Angeles and Salt Lake šilroad. Spokane International Railway. Spokane, Portland and Seattle Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Tacoma Eastern Railroad. Texas and Gulf Railway. Texas and New Orleans Railroad. Texas and Pacific Railway. Trinity and Brazos Valley Railway. . Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Weatherford, Mineral Wells and Northwestern Railway. Wichita Valley Railway. -- Wisconsin and Michigan Railway. 3. - Wyoming and North Western Railway. - Yazoo and Mississippi Valley Railroad. . . . . INCREASED OPERATING COSTS. 3 Although the chart shows that total labor costs constituted a larger proportion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of the cost of engineers and firemen to total operating expenses was 7.85 in 1909 and 7.94 in 1913, or only nine-hundredths of a point more in the latter year than the former. Moreover, the ratio of the cost of engineers and firemen, as well as the ratio of the total labor cost of trans- portation, to total labor cost of operation, was less in 1913 than in 1909. The advance in labor costs has been primarily due to additional payments to labor engaged in maintenance work. These facts are shown in greater detail in the table which follows: Ratio 0– 1909 1913 Total transportation expenses to total operating expenses................ • * * * * * * * * * * * * * tº tº e º e º e º ºs e e 50.37 50.88 Total cost of engineers to total Operating expenses............................................ 4.82 4:37 Total cost of firemen to total Operating expenses............................................ \s 3.03 3.07 Total cost of engineers and firemen to total Operating expenses................................ 7.85 7.94 Ratio of— — — — T – 1909 1913 Total labor cost of transportation to total labor cost of operation..... 44.94 43.80 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . . 7.7 7.63 Total cost of firemen to total labor cost of operation................. 4.90 4.81 Total cost of engineers and firemen to total labor cost of Operation. ... 12.67 12.44 Total labor cost of transportation to total operating expenses.............. e is e º 'º e s e º 'º º * > * * e º ºs e & 27.69 27.91 Total labor cost of Operation to total operating expenses...................................... 61.94 53.81 Total maintenance expense to total operating expenses................ * * * * * s e º 'º e e s s e e e s a e s e e s a 42.41 42.29 Total labor cost of maintenance to total operating expenses.................................... 27.65 23.81 Total cost of general officers to total operating expenses......... * * * * * * * * * * * is e º 'º e º e s is e e s e º e s is a e 1.07 1.02 Totai labor cost of general administration to total operating expenses...................... º, º ſº º 3.76 4.27 Total labor cost of outside operations to total operating expenses............... © tº º sº e º 'º e º e º 'º e º º .56 .91 INCREASED OPERATING COSTS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1909-1913. (Totals for 78 Representative Western Railroads.) Labor Cost of Operation Transportation Expense Maintenance Expense Labor Cost of : Transportation Maintenance Cost of : Engineers and Firemen Engineers Firemen 19 Qill 1912 6 *—º: 6 —60 55— —55 s——————––––=#. 45— —#45 4OH- —ho 35– —35 3OH- —Fo —-- º j- —25 2OH- —º 15— —15 lCH- IO * - º º cº- º - *-5 T. — — — — O D 1505 1910 1911 IGIZTI513 INCREASED OPERATING COSTs. 5 II. TOTALS FOR FIFTY-SIX REPRESENTATIVE WESTERN RAILROADS. The following chart sets forth the relation of the principal items of operating cost to total operating expenses. The showing is for the following fifty-six representative Western railroads for the period 1909-1913: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines). Chicago and Alton Railroad. Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Columbia and Puget Sound Railroad. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. El Paso and Southwestern Company. Fort Smith and Western Railroad. Fort Worth and Denver City Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. º Houston and Texas Central Railroad. Illinois Central Railroad. Indianapolis Southern Railway. International and Great Northern Railway. Kansas City Southern Railway. Louisiana and Arkansas Railway. Midland Valley Railroad. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Minnesota and International Railway. Missouri and North Arkansas Railroad. Missouri Pacific Railway. Northern Pacific Railway. Northwestern Pacific Railroad. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. 6 INCREASED OPERATING Costs. St. Louis Southwestern Railway. San Antonio and Aransas Pass Railway. San Pedro, Los Angeles and Salt Lake Railroad. Spokane International Railway. Spokane, Portland and Seattle Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and Pacific Railway. Trinity and Brazos Valley Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Wichita Valley Railway. Wisconsin and Michigan Railway. Although the chart shows that total labor costs constituted a larger proportion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 7.93 in 1909, and 8.00 in 1913, or only 7 hundredths of a point more in the latter year than in the former. The advance in labor costs has been obviously due to additional payments to labor engaged in maintenance work. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of transportation to total labor cost of operation was less in 1913 than in 1909. The facts upon which the chart is based are set forth in greater detail in the fol- lowing table: Ratio of— 1909 1913 Total transportation expenses to total operating expenses............... e e is e e º e * * - e º e º 'º e º e º 'º - tº e 50 36 50 87 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.86 4.90 Total cost of firemen to total Operating expenses.............. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 07 3 10 Total cost of engineers and firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.93 800 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 42.43 11 51 Total cost of engineers to total labor cost of operation.............. T.80 7.63 Total cost of firemen to total labor cost of operation.... . . . . . . . . . . . . ă 93 4 83 Total cost of engineers and firemen to total labor cost of operation. . 12.73 12 46 Total labor cost of transportation to total operating expenses.......... . . . . . . . . . . . © tº º e º 'º e º º e º e & 27.82 28 06 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62,32 64 22 Total maintenance expense to total operating expenses..................... . . . . . . . . . . . . . . . . . . . 42.45 4235 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27.84 28 98 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.08 _1.02 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . *:: 4 # Total labor cost of outside operation to total Operating expenses. . . . . . . . . . . . . . • * * * * * * e º e º 'º e s tº a .5 INCREASED OPERATING Costs. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1909-1913. (Totals for 56 Representative Western Railroads.) #3 s 19 1912 Labor Cost of 6 = m, amº- * #: Operetion 60– —60 Transportation Expenses 50= Ö 45— –45 Maintenance Expenses - - - - me me me me m me me eme me me me mas –40 35– —35 Labor Cost of: 3OH º —so ***** ! --~~m------H Transportation 25— —25 15— —15 Cost of Engineers 10 10 and F *6116 y) mº mºmº ºmºmº ºmºmºse tº º Cost of Engineers H-F---—---- Cost of Firemen [ _ º 1555–ISTU-I5 13 || 8 INCREASED OPERATING COSTS. III. TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS. The following chart sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the following ten representative Western railroads for the period 1909-1913: Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. TJnion Pacific Railroad. Although the chart shows that total labor costs constituted a larger proportion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 7.79 in 1909, and 7.93 in 1913, or fourteen hundredths of a point more in the latter year than in the former. The advance in labor costs has been obviously due to additional payments to labor en- gaged in maintenance work. Moreover, the ratio of the cost of engineers and fire- men, as well as the ratio of total labor cost of transportation to total labor cost of operation, was less in 1913 than in 1909. These facts are set forth in greater detail in the following table: Ratio of— 1909 1913 Total transportation expenses to total operating expenses...... & e º 'º a x, y & 6 s is e s e s e e s e e s tº e s s e e s e º e e 49.47 49.93 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.78 4.87 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.01 3 06 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.79 7.93 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 45 33 41.91 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . T.55 T.39 Total cost of firemen to total labor cost of operation.... . . . . . . . . . . . . 4.75 4.64 Total cost of engineers and firemen to total labor cost of operation... 12.30 12.03 Total labor cost of transportation to total operating expenses.................................. 28.74 27.60 Total labor cost of operation to total Operating expenses...................................... 63.41 65.86 Total maintenance expense to total Operating expenses........................................ 43.96 43.76 Total labor cost of maintenance to total operating expenses.................................... 2896 30.25 Total cost of general officers to total operating expenses...................................... 1,00 .94 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.99 4.45 Total labor cost of outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º .73 1.3/ INCREASED OPERATING COSTS. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1909-1913. (Totals for 10 Representative Western Railroads.) l9. 1912 3 7O -- 70 Labor Cost of 65— _l- amº- * 5 Operation Lºmam- "f T 6OH- 60 *— 55 Transportation p Expenses |50– 50 Maintenance 1– ºsmºsºsº. -4OH —#40 35– —35 Labor Cost of: Maintenance 30-- - - - - - - - - - - - - O Transportation ** - sºme m = * mme me = |25— 5 20— —20 Cost of Engineers 10 lo and Firemen ºmme mºme mammº m 'm Cost of Firemen C p […) O ^{ 1909 1910 l91l l912 1913 10 INCREASED OPERATING COSTS. IV. ATCHISON, toPEKA AND SANTA FE RAILWAY. The chart on the opposite page sets forth the relation of the principal items of operat- ing cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Atchison, Topeka and Santa Fe Railway, for the period 1909-1913. Although the chart shows that total labor costs constituted a larger proportion of oper- ating expenses in 1913 than in 1909, it is clear that the advance was not due to added out- lays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 7.32 in 1909 and 7.01 in 1913, or thirty-one hun- dredths of a point less in the latter year than in the former. The advance in labor costs has been obviously due to additional payments to labor engaged in maintenance work. Moreover, the ratio of the cost of engineers and firemen, as well as the ratio of total labor cost of transportation to total labor cost of operation, was less in 1913 than in 1909. These facts are set forth in greater detail in the following table: Ratio of— 1909 1913 Total transportation expenses to total operating expenses...................................... 45.61 44.17 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.50 4.35 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.82 2.66 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.32 7.01 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 48.26 46.44 Total cost of engineers to total labor cost of operation.............. 7.78 7.30 Total cost of firemen to total labor cost of operation................ 4.86 4.46 Total cost of engineers and firemen to total labor cost of operation... 12.64 11.76 Total labor cost of transportation to total operating expenses.................................. 27.96 27.65 Total labor cost of operation to total operating expenses...................................... 57.93 59.53 Total maintenance expense to total operating expenses........................................ 41.37 49.44 Total labor cost of maintenance to total operating expenses................................... 26.06 28.40 Total cost of general officers to total operating expenses................ . . . . . . . . . . . . . . . . . . . . . . 1.27 1.02 Total labor cost of administration to total operating expenses.................................. 3.92 3.49 Total labor cost of Outside operation to total operating expenses.............................. G) (i) No labor cost of outside operations. INCREASED OPERATING Costs. 11 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1909-1913. (Atchison, Topeka and Santa Fe Railway.) 1909 lglC) 1911 1912 1913 Labor Cost of 60 = mp smº —so 8. Operation =mº - + i 55- —55 50H- =50 Maintenance Trans 3::: *::" tax).3 O M) * Expenses = -- – - - *º-ºº-ººººººººººº 4CH- —#40 35– —35 Labor Cost, of: 3O 30 **P***** | H – — — — — — — — — — ------E: Maintenance L- - " " 2 —25 2OH- —20 l5H- —15 t 1OH− e —HIO Cost of Engineers lcost of Engineers | SF ( → —5 O l909 l910 1911 l912 1913 12 INCREASED OPERATING COSTs. v. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. The chart on the opposite page sets forth the relation of the principal items of oper- ing cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Chicago, Milwaukee and St. Paul Railway for the period 1909-1913. Although the chart shows that total labor costs constituted a larger proportion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 9.76 in 1909, and 9.52 in 1913, or twenty-four hundredths of a point less in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen, as well as the ratio of total labor cost of transportation to total labor cost of operation, was less in 1913 than in 1909. These facts are set forth in greater detail in the following table: Ratio of— 1909 1913 Total transportation expenses to total operating expenses............................ © e º º G & º e º 'o 56.19 55.57 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.07 5.83 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.69 3.69 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.76 9.52 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 46.07 38.73 Total cost of engineers to total labor cost of operation.............. 7.65 7.34 Total cost of firemen to total labor cost of operation................ 4.65 4.65 Total cost of engineers and firemen to total labor cost of operation... 12.30 11.99 Total labor cost of transportation to total operating expenses........................ tº º tº e º e º tº a º 35.57 30.77 Total labor cost of operation to total operating expenses...................................... 79.37 Q) 19.46 Total maintenance expense to total operating expenses........................................ 37.59 39.28 Total labor cost of maintenance to total operating expenses...... • * * e º e s = n e º e e s e a c e s e e s e º e º ºs e e 34.86 25.20 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 .53 Total labor cost of administration to total operating expenses................................. 5.45 3.44 Total labor cost of outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.50 .62 Q) See note against this road in 1913 on “Labor Cost of Operation” table. INCREASED OPERATING COSTs. 13 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1909-1913. (Chicago, Milwaukee and St. Paul Railway.) Labor Cost of 19 O 19 1912. 1913 7 5 7OH- —WO 65– —55 6CH--- —60 Transportation Expenses 55 5 5OH- —50 45— —#45 Maintenance 4CH- ame a - - * €11386 - - - - - " " Tº Labor cº #: Transportation | 8 T-- - - —35 Maintënance 5- T- - - 8 ſlº *- * * *= * * * as ^-- 2 —25 —2O l 15 Cost of Engineers l —IO and iremen *m-º ºmºmº ºme me mº Cost of Engineers -> S > tº ==5 C O 1909 1910 1911 l 19 14 INCREASED OPERATING COSTs. VI. CHICAGO AND NORTH WESTERN RAILWAY. The chart on the opposite page sets forth the relation of the principal items of oper- ing cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Chicago and North Western Railway for the period 1909-1913. The chart shows that total labor costs constituted a smaller proportion of operating expenses in 1913 than in 1909. It is clear that the decrease was largely due to the decreased outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 10.08 in 1909 and 9.04 in 1913, or 1.04 points less in the latter year than in the former. Thus, the substantial decrease in labor costs was made nothwithstanding the additional payments to labor engaged in maintenance work. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of transportation to total labor cost of operation was less in 1913 than in 1909. These facts are set forth in greater detail in the following table: Ratio of— 1909 1913 Total transportation expenses to total operating expenses...................................... 57.11 55 35 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 598 5.49 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10 3.55 Total cost of engineers and firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.08 9.04 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 58 09 50 95 Total cost of engineers to total labor cost of operation.............. 9 38 894 Total cost of firemen to total labor cost of operation.... . . . . . . . . . . . . 6.4 5 T8 Total cost of engineers and firemen to total labor cost of operation... 15.81 14.72 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 06 31.25 Total labor cost of operation to total operating expenses....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53.78 61 34 Total maintenance expense to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.67 39 60 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.99 25.79 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82 .78 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.40 3.93 Total labor cost of outside operation to total Operating expenses.............. . . . . . . . . . . . . . . . . .34 .36 INCREASED OPERATING COSTs. RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1909-1913. (Chicago and North Western Railway.) Labor °3; Of peration Transportation Expenses 45— —#45 4OH- -:40 Maintenance — — — — — "T #ºes immº " " º Labor Cost o *- - - Transportation 35— T - - - - * * —35 | º tº * º º * * = *e a 3OH. —30 º_- =2 Maintenance - 20– —20 15– —ls Cost of *#;" Cost of Engineers tº [… 5— 5 O D 1505 1910 1911 ISIZTI513 16 INCREASED OPERATING COSTS. VII. ILLINOIS CENTRAL RAILROAD. The chart on the opposite page sets forth the relation of the principal items of oper- ating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Illinois Central Railroad for the period 1909–1913. Although the chart shows that total labor costs constituted a larger proportion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 7.85 in 1909 and 8.57 in 1913, or only 72 hundredths of a point more in the latter year than in the former. The advance in labor costs has been obviously due to additional payments to labor engaged in maintenance work. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of transportation to total labor cost of operation was less in 1913 than in 1909. These facts are set forth in greater detail in the following table: Ratio of— 1909 1913 Total transportation expenses to total operating expenses....... * = tº gº ºn tº º ſº º tº tº tº dº º & & ſº e º 'º is tº a tº º is e º a tº e 48.45 49.44 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.84 5.13 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.01 3.44 Total cost of engineers and firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.85 8.57 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 57.50 43.65 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . T.86 7.54 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . 4.89 5.05 Total cost of engineers and firemen to total labor cost of operation... 12.75 12.59 Total labor cost of transportation to total operating expenses.................................. 35.44 29.70 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.63 68 05 Total maintenance expense to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45.46 4490 Total labor cost of maintenance to total operating expenses................................... 22.63 3, 43 Total cost of general Officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81 .82 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.27 3.50 Total labor cost of Outside Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 .42 INCREASED OPERATING Costs. 17 RATIO OF OPERATING COSTs TO OPERATING ExPENSEs, 1909-1913. (Illinois Central Railroad.) — Labor Cost of Operation 6 Transportation 50– =50 Expenses - Maintenance 4OH- —#40 Labor Cost of Transportation | 35-- - - —35 T - - - * .” ~~<- • * 2-’ Labor Cost of 25 _* 25 Maintenance ~ 20– –20 lCH- —lſ) Cost of Engineers and Firemen Cºst of Engineera 5 G 2 * > O º O 1909 1910 1911 l'912 1913 18 INCREASED OPERATING COSTS. VIII. NORTHERN PACIFIC RAILWAY. The chart on the opposite page sets forth the relation of the principal items of oper- ating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Northern Pacific Railway for the period 1909-1913. Although the chart shows that total labor costs constituted a larger proportion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen, as the ratio of cost of engi- neers and firemen to total operating expenses was 8.25 in 1909 and 8.06 in 1913, or nineteen hundredths of a point less in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen to total labor cost of operation was less in 1913 than in 1909. º These facts are set forth in greater detail in the following table: Ratio of— 1909 1913 Total transportation expenses to total operating expenses..................................... 53.41 52.76 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 04 4.87 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.21 3.19 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.25 8.06 Ratio of— * 1909 1913 Total labor cost of transportation to total labor cost of operation.... 42.51 45.36 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . 8.43 7.75 Total cost of firemen to total labor cost of operation.... . . . . . . . . . . . . 5.36 5.08 Total cost of engineers and firemen to total labor cost of operation... 13.79 12.83 Total labor cost of transportation to total operating expenses................................ 25.44 28.51 Total labor cost of operation to total operating expenses.................................... 59.83 62.86 Total maintenance expense to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.27 41.91 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . _s e s e e s ∈ e º is tº 28.81 28.90 Total cost of general officers to total Operating expenses. . . . . . . . . . . . ......................... 1.05 1.19 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.98 4.68 Total labor cost of Outside Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . e .61 .TT INCREASED OPERATING COSTS. 19 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1909-1913. (Northern Pacific Railway.) Labor Cost of Operation Transportation Expensea Maintenance Expenses Labor Cost of: Maintenance Transportation Cost of *#: and Firemon Cost of Engineers Cost of Firemen l909 1910 lº 19 3 6 - 5 6 º “T wº- O 55— —55 45– —#45 4OH- —#40 *— —35 3OH- - - ſº sº wº me sº * 25- 5 20– —ko 15– ——15 IO- —IO 5 ſº 5 O - 1905-ISIO- iº9 19 13 20 INCREASED OPERATING Costs. IX. OREGON SHORT LINE RAILROAD., The chart on the opposite page sets forth the relation of the principal items of oper- ating cost to total operating expenses, as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Oregon Short Line Railroad for the period 1909-1913. * Although the chart shows that total labor costs constituted a larger proportion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engi- neers and firemen to total operating expenses was 7.82 in 1909 and 8.34 in 1913, or fifty- two hundredths of a point more in the latter year than in the former. The advance in labor costs has been obviously due to additional payments to labor engaged in maintenance work. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of transportation to total labor cost of operation, was less in 1913 than in 1909. º These facts are set forth in greater detail in the following table: Ratio of— 1909 1913 Total transportation expenses to total operating expenses..................................... 46.30 48.TT Total cost of engineers to total Operating expenses........................................... 4.82 5.02 Total cost of firemen to total Operating expenses............................................. 3.00 3.32 Total cost of engineers and firemen to total operating expenses............................... 7.82 8.34 Ratio of— 1909 Q) 1913 Total labor cost of transportation to total labor cost of operation.... 44.24 38.76 Total cost of engineers to total labor cost of operation............... T.78 6.93 Total cost of firemen to total labor cost of Operation................ 4.83 4.58 Total cost of engineers and firemen to total labor cost of Operation... 12.61 11.51 Total labor c08t of transportation to total operating expenses.............. e e e s e s e e º e º e e º 'º e º a 27.43 28.05 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62.00 (D72.37 Total maintenance expense to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45.57 43.35 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.14 31.16 Total Gost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.78 1.04 Total labor cost of administration to total Operating expenses.......... . . . . . . . . . . . . . . . . . . . . . . 8.64 - 4.32 Total labor cost of Outside operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79 1.61 D GD Labor cost of operation for 1913 includes $21,471 charged to Hospital Department and $119,260 charged to Store epartment. - INCREASED OPERATING COSTS. 21 RATIO OF OPERATING COSTS TO OPERATING EXPENSES, 1909-1913. (Oregon Short Line Railroad.) – —6 Labor Cost of Operation __T 6C —60 55— —55 5d— Transportation Mainte §enses * = *śenses 45 * *- = - *-m, e. __* 4OH- —#40 * Labor Cost of: 3d • * __" —30 Transportation -->< – - - - - - - C E V º Maintenance 2 25 2 —20 id— —15 Cost of *#;" 10 - —lo and Firemen me mime mºme eme mº "m" Cost of Engineers +- º tº 2 5 O O l909 1911 lºlº 19. 22 INCREASED OPERATING Costs. X. ARIZONA AND NEW MEXICO RAILWAY. The table below sets forth the relation of the principal items of operating cost to total Operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Arizona and New Mexico Railway for the period 1909-1913: Ratio of— * 1909 1913 Total transportation expenses to total operating expenses..................................... 47.65 39.51 Total cost of engineers to total operating expenses........................................... 3.27 2.59 Total cost of firemen to total operating expenses............................................. 2.17 1.75 Total cost of engineers and firemen to total operating expenses............................... 5.44 4.34 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 35.03 35.95 Total cost of engineers to total labor cost of operation.............. 6.01 . 5.24 Total cost of firemen to total labor cost of operation............... 3.99 3.54 Total cost of engineers and firemen to total labor cost of operation... 10.00 8.78 Total labor cost of transportation to total operating expenses.............. ge & tº e º ºs e º ºs e º e º ſº e g g g g 19.06 17.74 Total labor cost of Operation to total operating expenses .................................... 54.40 49.34 Total maintenance expense to total operating expenses........................................ 46.13 50.35 Total labor cost of maintenance to total operating expenses.................................. 29.42 26.32 Total cost of general officers to total operating expenses...................................... 2.46 1.41 Total labor cost of administration to total operating expenses................................ 5.93 5.29 Total labor cost of outside operation to total operating expenses.............................. The foregoing table shows that total labor costs constituted a smaller proportion of operating expenses in 1913 than in 1909, and this decrease is due largely to decreased out- lays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 544 in 1909 and 4.34 in 1913, or 1.10 points less in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen, as well as the ratio of total labor cost of transportation to total labor cost o operation, was less in 1913 than in 1909. & XI. CHICAGO AND ALTON RAILROAD. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Chicago and Alton Railroad for the period 1909-1913: Ratio of— - 1909 1913 Total transportation expenses to total operating expenses..................................... 55.03 48.49 Total cost of engineers to total Operating expenses........................................... 5.82 4.36 Total cost of firemen to total operating expenses............................................. 3.62 2.76 Total cost of engineers and firemen to total Operating expenses............................... 9.44 7.12 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation. . 49.78 38.92 Total cost of engineers to total labor cost of operation............. 8,84 7.19 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . 5.49 g Total cost of engineers and firemen to total labor cost of operation... 14.33 11.74 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.78 23.61 Total labor cost of operation to total Cperating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 86 60.66 Total maintenance expense to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.33 46.18 Total labor cost of maintenance to total operating expenses............ . . . . . . . . . . . . . . . . . . . . . . . . 26.41 32.51 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76 .92 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º tº º tº 6.14 4.20 Total labor cost of outside operation to total operating expenses. . . . . . . e is is e e s e s e g º ºs e º is e º a tº sº e & s º .53 - .35 GO No labor cost of outside operations. INCREASED OPERATING COSTs. 23 The foregoing table shows that total labor costs constituted a smaller proportion of operating expenses in 1913 than in 1909. The ratio of cost of engineers and firemen to total operating expenses was 9.44 in 1909, and 7.12 in 1913, or 2.32 points less in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen, as well as the ratio of total labor cost of transportation, to total labor cost of operation was less in 1913 than in 1909. The decrease in labor costs has been obtained notwithstanding the addi- tional payments to labor engaged in maintenance work. XII. CHICAGO GREAT WESTERN RAILROAD. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Chicago Great Western Rail- road for the period 1909-1913: Ratio of— 1909 1913 Total transportation expenses to total operating expenses..................................... 50.35 53.84 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.78 . 4.46 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.09 2.93 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.87 7.39 Ratio of— 1909 1913 - Total labor cost of transportation to total labor cost of operation.... 47.18 43.85 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . 8.36 7.32 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . 5.40 4.81 Total cost of engineers and firemen to total labor cost of operation... 13.76 12.13 Total labor cost of transportation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.97 26.74 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.16 60.98 Total maintenance expense to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & e s e e s • * * 37.94 36.61 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.24 28.07 Total cost of general officers to total operating expenses...................................... .70 1.20 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.24 5.85 Total labor cost of Outside operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71 .32 Although the foregoing table shows that total labor costs constituted a larger propor- tion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen, as the ratio of cost of engineers and firemen to total operating expenses was 7.87 in 1909 and 7.39 in 1913, or 48 hundredths of a point less in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of transportation to total labor cost of operation was less in 1913 than in 1909. The advance in labor costs has been obviously due to additional payments to labor engaged in maintenance work. xIII. CHICAGO, St. PAUL, MINNEAPOLIS AND OMAHA RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Chicago, St. Paul, Minneapolis and Omaha Railway for the period 1909-1913: Ratio of— . 1909 1913 Total transportation expenses to total Operating expenses........... e s a s is a s e s e e s tº & e s a te e e º e º 'º tº e 56.63 56.76 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.28 5.41 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . 3.32 3 41 Total cost of engineers and firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.60 8.82 Ratio of— . 1909 1913 Total labor cost of transportation to total labor cost of operation.... 53.49 50.20 Total cost of engineers to total labor cost of Operation. . . . . . . . . . . . . . 8 99 8.66 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . . 5.65 5.46 Total cost of engineers and firemen to total labor cost of operation... 14.64 14.12 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.39 31.34 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.69 62.44 Total maintenance expense to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36.48 36 99 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.35 26 34 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.90 1.75 Total labor cost of administration to total operating expenses...... .................. • - - - - - - - 4.54 4.21 Total labor cost of outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 .55 24 º INCREASED OPERATING Costs. Although the foregoing table shows that total labor costs constituted a larger propor- tion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen, as the ratio of cost of engineers and firemen to total operating expenses was 8.60 in 1909 and 8.82 in 1913, or only 22 hundredths of a point more in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of transportation to total labor cost of operation was less in 1913 than in 1909. The advance in labor costs has been obviously due to additional payments to labor engaged in maintenance work. XIV. COLORADO MIDLAND RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Colorado Midland Railway for the period 1909-1913: Ratio of— 1909 1913 Total transportation expenses to total Operating expenses..................................... 53.44 49.28 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.97 7.14 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.29 4.76 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.26 11.90 Ratio of— - 1909 1913 Total labor cost of transportation to total labor cost of operation.... 45.61 42.36 Total cost of engineers to total labor cost of Operation. . . . . . . . . . . . . . . 13.52 11.90 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . 8.98 T.94 Total cost of engineers and firemen to total labor cost of Operation... 22.50 19.84 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.88 25.41 Total labor cost of operation to total operating expenses........... & e º e is a e s e e s is a s s e s is a tº e º 'º g tº 58.93 60.00 Total maintenance expense to total operating expenses......... ge e º sº tº e º e º e s a tº e o ºs e e s is a s is a s e e s º º 36.29 41,04 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.23 27.71 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.36 2.48 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.19 6.45 Total labor cost of outside operation to total operating expenses............. '• - - - - - - - - - - - - - - - .64 .44 Although the foregoing table shows that total labor costs constituted a larger propor- tion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 13.26 in 1909 and 11.90 in 1913, or 1.36 points less in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of transportation to total labor cost of operation was less in 1913 than in 1909. The advance in labor costs has been obviously due to additional payments to labor engaged in maintenance work. XV. COLORADO AND SOUTHERN RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Colorado and Southern Railway for the period 1909-1913: Ratio of— 1909 1913 Total transportation expenses to total operating expenses..... * * * * * * * * * * g g g º ſº g º e tº it e º 'º e © e º º ºs e º e 45.50 42.31 Total cost of engineers to total operating expenses........................................... 6.07 5.54 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.86 3.57 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . & e a tº gº tº e º 'º 9.93 9.11 Ratio of— e 1909 1913 Total labor cost of transportation to total labor cost of operation.... 4447 44.57 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . 899 3.43 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . 5.71 5.43 Total cost of engineers and firemen to total labor cost of operation... 14.70 13.86 Total labor cost of transportation to total operating expenses................ . . . . . . . . . . . . . . . . 30.02 29.29 Total labor cost of Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67.49 65.72 Total maintenance expense to total operating expenses........... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 45 51 21 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.17 31.47 Total cost of general officers to total operating expenses............ . . . . . . . . . . . . . . . . . . . . . . . . . . 1.47 .96 Total labor cost of administration to total operating expenses....... . . . . . . . . . . . . . . . . . . . . . . . . . . 5.85 4.49 Total labor cost of outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 .47 INCREASED OPERATING COSTs. 25 The foregoing table shows that total labor costs constituted a smaller proportion of operating expenses in 1913 than in 1909. The ratio of cost of engineers and firemen to total operating expenses was 9.93 in 1909 and 9.11 in 1913, or 82 hundredths of a point less in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen to total labor cost of operation was less in 1913 than in 1909. Labor cost of transportation constituted a smaller proportion, while labor cost of maintenance constituted a larger proportion of operating expenses in 1913 than in 1909. XVI. DENVER AND RIO GRANDE RAILROAD. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Denver and Rio Grande Railroad for the period 1909-1913: Ratio of— º 1909 1913 Total transportation expenses to total Operating expenses........... • * * * * * * * * * * * * * * * * * * * * * * * * * 50,47 45.39 Total cost of engineers to total Operating expenses........................................... 6.67 6.23 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.42 4.15 Total cost of engineers and firemen to total operating expenses...... 's sº e s sº º e º e º ºs e e º º e s is e s e º e º e 11.09 10,38 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 48.24 46.25 Total cost of engineers to total labor cost of operation.............. 10.07 9.54 Total cost of firemen to total labor cost of operation....... . . . . . . . . 6.67 6.35 Total cost of engineers and firemen to total labor cost of operation... 16.74 15.89 Total labor cost of transportation to total operating expenses................. e º e s a e s a st........ . 31.93 30.21 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66.23 65.32 Total maintenance expense to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42.22 47.42 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.48 30.80 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.31 1.18 Total labor cost of administration to total Operating expenses................................ 4.03 3.50 Total labor cost of Outside Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78 .76 The foregoing table shows that total labor costs constituted a smaller proportion of operating expenses in 1913 than in 1909. This favorable showing is largely due to the decrease of outlays for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 11.09 in 1909 and 10.38 in 1913, or 71 hundredths of a point less in the latter year than in the former. The ratio of total labor cost of transpor- tation also decreased while labor cost of maintenance increased during this period. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of transportation to total labor cost of operation was less in 1913 than in 1909. XVII. FORT worth AND DENVER CITY RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Fort Worth and Denver City Railway for the period 1909-1913: Ratio of— - 1909 1913 Total transportation expenses to total operating expenses................. * * * * * * * * * * * * * * * * * * * * 47.50 50.90 Total cost of engineers to total Operating expenses........................................... 4.87 3.96 Total cost of firemen to total Operating expenses............................................. 3.01. 2.50 Total cost of engineers and firemen to total Operating expenses............................... 7.80 (3,50 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation..... 36.92 $8.95 Total cost of engineers to total labor cost of operation............... 7.67 T.44 Total cost of firemen to total labor cost of operation........... . . . . . .473 ''.78 Total cost of engineers and firemen to total labor cost of operation... 12.40 12.22 ſ Total labor cost of transportation to total operating expenses........... * * * * * * * * * * * * * * * * * * * * * 23.5 20.13 Total labor cost of . Operation to total operating expenses..................................... 63.52 53.22 Total maintenance expense to total Operating expenses........................................ 44.71 42.10 Total labor cost of maintenance to total operating expenses................................... 32.53 24.87 Total cost of general officers to total operating expenses...... tº e º e º e s s tº e º e s e e º 'º e e s sº e s e e s e e s e ... 1.01 .84 Total labor cost of administration to total operating expenses................................ 7.53 T.63 Total labor cost of Outside operation to total Operating expenses.............................. (D G) (i) No labor cost of outside operations. 26 INCREASED OPERATING COSTS. The foregoing table shows that total labor costs constituted a smaller proportion of operating expenses in 1913 than in 1909, partly due to the decrease of outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 7.88 in 1909 and 6.50 in 1913, or 1.38 points less in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen to total labor cost of operation was less in 1913 than in 1909. XVIII. GULF, COLORADO AND SANTA FE RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Gulf, Colorado and Santa Fe Railway for the period 1909-1913: Ratio of— - 1909 1913 Total transportation expenses to total operating expenses..................................... 49.43 - 51.08 Total cost of engineers to total operating ...es. ... g. & © tº & ſº tº ſº ſº tº ſº e º e s ſº e º s º e s & 4 g º e s e s tº t e º e º e 3.94 4.15 * Total cost of firemen to total operating expenses....... *** * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 2.47 2.62 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.41 6.77 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 49.20 50.11 Total cost of engineers to total labor cost of Operation. . . . . . . . . . . . . . 7.66 7.11 Total cost of firemen to total labor cost of operation............... 4.80 4.49 Total cost of engineers and firemen to total labor cost of operation... 12.46 11.60 Total labor cost of transportation to total operating expenses.................................. 25.32 29.22 Total labor cost of operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . • a s tº 8 tº e º e º g g g º s e is 51.47 58.31 Total maintenance expense to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43.86 41.95 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.48 25.00 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . # * * * * * * 1.12 1.05 Total labor cost of administration to total operating expenses................................ 3.66 4.09 Total labor cost of Outside Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q) Q) Although the foregoing table shows that total labor costs constituted a larger propor- tion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses, was 6.41 in 1909 and 6.77 in 1913, or 36 hundredths of a point more in the latter year than in the former. The advance in labor costs has been obviously due to additional payments to labor engaged in maintenance work and to labor, other than engineers and firemen, engaged in transportation. Moreover, the ratio of the cost of engineers and firemen to total labor cost of operation was less in 1913 than in 1909. XIX. KANSAS CITY SOUTHERN RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Kansas City Southern Railway for the period 1909-1913: Ratio of— 1909 1913 Total transportation expenses to total operating expenses....................... . . . . . . . . . . . . . 51.95 54.26 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.28 4.68 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.23 2.84 Total cost of engineers and firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.51 7.52 Ratio Oſ– 1909 1913 Total labor cost of transportation to total labor cost of operation.... 43.09 40.11 Total cost of engineers to total labor cost of operation.............. 8.19 7.28 Total cost of firemen to total labor cost of operation................ 5.01 4.42 Total cost of engineers and firemen to total labor cost of operation... 13.20 11.70 Total labor cost of transportation to total operating expenses................................ 27.75 25.75 Total labor cost of Operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.41 64 23 Total maintenance expense to total Operating expenses...................... . . . . . . . . . . . . . . . . . . 36.77 35 12 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.55 31.91 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a e e s s tº 3.03 2.22 Total labor cost of administration to total operating expenses.............. e e e s e º a e s is tº e s e º ºs e e 7.11 6.56 Total labor cost of outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (D G) (i) No labor cost of outside operations. INCREASED OPERATING COSTs. 27 The foregoing table shows that total labor costs constituted a smaller proportion of operating expenses in 1913 than in 1909, notwithstanding the increased labor cost of main- tenance; which condition indicates that this showing, so favorable to the railway, was made possible largely by the decrease in outlay for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 8.51 in 1909 and 7.52 in 1913, or 99 hundredths of a point less in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of transpor- tation to total labor cost of operation was less in 1913 than in 1909. XX. ST. JOSEPH AND GRAND ISLAND RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the St. Joseph and Grand Island Railway for the period 1909-1913: Ratio of— 1909 1913 Total transportation expenses to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47.98 49.50 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.79 4.16 Total cost of firemen to total operating expenses............................................. 2.38 2.00 Total cost of engineers and firemen to total Operating expenses............................... 6.17 6.16 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 33.36 48.09 Total cost of engineers to total labor cost of operation.............. 7.27 T.64 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . 4.58 3.67 Total cost of engineers and firemen to total labor cost of operation... 11.85 11.31 Total labor cost of transportation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.36 26.19 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .** 52.04 54.45 Total maintenance expense to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42.15 41.50 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.77 22.90 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96 .90 Total labor cost of administration to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.75 5.25 Total labor cost of outside Operation to total Operating expenses............................. .17 .10 Although the foregoing table shows that total labor costs constituted a larger propor- tion of operating expenses in 1913 than in 1909, it is clear than the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 6.17 in 1909 and 6.16 in 1913, or one-hundredth of a point less in the latter year than in the former. The advance in labor costs has been obviously due to additional payments to labor other than engineers and firemen, engaged in transportation work; inasmuch as, the ratio of labor cost of transpor- tation to labor cost of operation increased 14.73 points, while the ratio of the cost of engineers and firemen to total labor cost of operation was less in 1913 than in 1909. J xxI. ST. LOUIs, IRON MoUNTAIN AND SOUTHERN RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost 28 INCREASED OPERATING Costs. bear to total labor cost of operation. The showing is for the St. Louis, Iron Mountain and Southern Railway for the period 1909-1913: Ratio of— 1909 1913 Total transportation expenses to total operating expenses..................................... 48.55 47.29 Total cost of engineers to total operating expenses........................................... 4.68 4.56 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . ............................. 2.96 2.91 Total cost of engineers and firemen to total operating expenses............................... T.64 T.47 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 47.29 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . T.36 6.99 Total cost of firemen to total labor cost of operation................ 4.65 4.47 Total cost of engineers and firemen to total labor cost of operation... 12.01 11.46 Total labor cost of transportation to total operating expenses.................................. 30.06 () Total labor cost of Operation to total operating expenses..................................... 63.56 65.18 Total maintenance expense to total Operating expenses....................................... 43.36 46.13 Total labor cost of maintenance to total Operating expenses.................................. 26.04 Q) Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.40 1.40 Total labor cost of administration to total operating expenses................................ . T.29 3 Total labor cost of outside operation to total operating expenses.............................. .18 Although the foregoing table shows that total labor costs constituted a larger propor- tion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 7.64 in 1909 and 7.47 in 1913, or 17 hun- dredths of a point less in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen to total labor cost of operation was less in 1913 than in 1909. Other comparisons not being made because information as to total labor cost of transportation and labor cost of maintenance were not available. Attention is called to the showing of an increase of maintenance expense and a decrease of outlay for engineers and firemen and in total transportation expenses. XXII. ST. LOUIS AND SAN FRANCISCO RAILROAD. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the St. Louis and San Francisco Railroad for the period 1909-1913: Ratio of— 1909 1913 Total transportation expenses to total operating expenses..................................... 52.80 53.58 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.59 5.48 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.51 3.37 Total cost of engineers and firemen to total Operating expenses........... . . . . . . . . . . . . . . . . . . . . 9.10 M 8.85 Ratio of— d 1909 1913 Total labor cost of transportation to total labor cost of operation.... 51.91 49.77 Total cost of engineers to total labor cost of operation.............. 9.26 8.83 Total cost of firemen to total labor cost of operation.............. 5.82 5.42 Total cost of engineers and firemen to total labor cost of Operation... 15.08 14.25 Total labor cost of transportation to total operating expenses................................. 31.34 30.89 Total labor cost of Operation to total operating expenses................. . . . . . . . . . . . . . . . . . . . . 60 39 62.0T Total maintenance expense to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 95 38.79 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.71 27.70 Total cost of general Officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.03 1.21 Total labor cost of administration to total operating expenses................................ 4.34 3.48 Total labor cost of outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - Although the foregoing table shows that total labor costs constituted a larger pro- portion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engineers Information not available. No labor cost of outside operations. INCREASED OPERATING Costs. - 29 and firemen to total operating expenses was 9.10 in 1909 and 8.85 in 1913, or 25 hun- dredths of a point less in the latter year than in the former. The advance in labor costs has been obviously due to additional payments to labor engaged in maintenance work. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of transportation to total labor cost of operation was less in 1913 than in 1909. XXIII. ST. LOUIS SOUTHWESTERN RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the St. Louis Southwestern Railway for the period 1909-1913: Ratio of— 1909 1913 Total transportation expenses to total Operating expenses..................................... 39.93 42.03 Total cost of engineers to total operating expenses........................ . . . . . . . . . . . . . . . . . . . 4.23 4.21 Total cost of firemen to total Operating expenses....................... . . . . . . . . . . . . . . . . . . . . . . 2.55 2.61 Total cost of engineers and firemen to total Operating expenses.............................. º 6.78 6.82 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation... 44.81 44.55 Total cost of engineers to total labor cost of Operation............... 7.27 6.85 Total cost of firemen to total labor cost of Operation. . . . . . . . . . . . . . . . 4.38 4.24 Total cost of engineers and firemen to total labor cost of operation... 11.65 11.09 Total labor cost of transportation to total operating expenses................................ 26.07 27.43 Total labor cost of Operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.18 61.57 Total maintenance expense to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47.78 44.42 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.10 25.68 Total cost of general Officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.84 2.38 Total labor cost of administration to total Operating expenses................................ 6.87 8.31 Total labor cost of outside operation to total operating expenses............................... .14 .15 Although the foregoing table shows that total labor costs constituted a larger propor- tion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 6.78 in 1909 and 6.82 in 1913, or only 4 hundredths of a point more in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of trans- portation to total labor cost of operation was less in 1913 than in 1909. XXIV. SAN ANTONIO AND ARANSAS PASS RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the San Antonio and Aransas Pass Railway for the period 1909-1913: - Ratio of— 1909 1913 Total transportation expenses to total Operating expenses...................................... 55.97 53.03 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . .......................... 4.66 4.45 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . .......................... 2.81. 2.66 Total cost of engineers and firemen to total Operating expenses............................... T.47 7.11 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 48.18 49.23 Total cost of engineers to total labor cost of operation.............. 8.93 7.92 Total cost of firemen to total labor cost of operation............... 5.39 4.74 Total cost of engineers and firemen to total labor cost of operation... 14.32 12.66 Total labor cost of transportation to total operating expenses............................ . . . . . . 25.13 27.67 Total labor cost of operation to total operating expenses...................................... 52.15 56.21 Total maintenance expense to total Operating expenses........................................ 38.09 41.43 Total labor cost of maintenance to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.68 24.70 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . g is tº s e g º e o e s a s is e 1.16 1.26 Total labor cost of administration to total operating expenses............. tº e º is tº º ºs e s ſº s º ºs º ºs e e º e º ºs 6.35 3.84 Total labor cost of outside operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (D G) Q) No labor cost of outside operations. 30 INCREASED OPERATING COSTS. Although the foregoing table shows that total labor costs constituted a larger pro- portion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 7.47 in 1909 and 7.11 in 1913, or 36 hundredths of a point less in the latter year than in the former. The advance in labor costs has been primarily due to additional payments to labor engaged in maintenance work. Moreover, the ratio of the cost of engineers and firemen to total labor cost of operation was less in 1913 than in 1909. XXV. SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Southern Kansas Railway Com- pany of Texas for the period 1909-1913: Ratio of— 1909 1913 Total transportation expenses to total operating expenses..................................... 51.52 48.47 Total cost of engineers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.51 3.54 Total cost of firemen to total Operating expenses............................................. 280 2.29 Total cost of engineers and firemen to total Operating expenses............................... 7.31 5.83 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 39.05 50.18 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . 7.86 7.72 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . 4.88 4.98 Total cost of engineers and firemen to total labor cost of operation... 12.74 12.70 Total labor cost of transportation to total operating expenses.................................. 22.37 23.02 Total labor cost of operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.29 45.88 Total maintenance expense to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42.78 43.97 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.21 17.41 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61 .90 Total labor cost of administration to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.71 5.44 Total labor cost of outside Operation to total operating. eXpenSeS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . G) Q) The foregoing table shows that total labor costs constituted a smaller proportion of Operating expenses in 1913 than in 1909, partly due to the decrease in outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 7.31 in 1909 and 5.83 in 1913, or 1.48 points less in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen to totol labor cost of operation was less in 1913 than 1909. Attention is called to the fact, that although the ratio of labor cost of transportation to labor cost of operation was 11.13 points more in 1913 than in 1909, the ratio of cost of engineers and firemen to total labor cost was less in 1913 than in 1909. XXVI. SPOKANE INTERNATIONAL RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the printipal items of labor cost (D No labor cost of outside operations. INCREASED OPERATING Costs. 31 bear to total labor cost of operation. The showing is for the Spokane International Rail- way for the period 1909-1913: - Ratio of— 1909 1913 Total transportation expenses to total operating expenses...................................... 48 97 49.99 Total cost of engineers to total Operating expenses................... . . . . . . . . . . . . . . . . . . . . . . . . 4 52 3.82 Total cost of firemen to total operating, expenses............................................. 3.00 2.65 Total cost of engineers and firemen to total operating expenses............................... 7.52 6.47 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 44.79 45.75 Total cost of engineers to total labor cost of operation.............. 7.42 6.69 Total cost of firemen to total labor cost of operation................ 4.93 4.64 Total cost of engineers and firemen to total labor cost of operation... 1235 11.33 Total labor cost of transportation to total operating expenses.................................. 27.25 26.13 Total labor cost of Operation to total operating expenses...................................... 60.84 57.11 Total maintenance expense to total operating expenses........................................ 39.94 40.13 Total labor cost of maintenance to total operating expenses................................... 26.70 24.10 Total cost of general officers to total operating expenses...................................... .81 3.07 Total labor cost of administration to total operating expenses................................. 6.89 6.88 Total labor cost of Outside operation to total operating expenses................ . . . . . . . . . . . . . Q) Q) The foregoing table shows that total labor costs constituted a smaller proportion of operating expenses in 1913 than in 1909; it is clear that the decrease was largely due to the decreased outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 7.52 in 1909 and 6.47 in 1913, or 1.05 points less in the latter year than in the former. Although the ratio of labor cost of transportation to labor cost of operation increased, the ratio of the cost of engi- neers and firemen to total labor cost of operation was less in 1913 than in 1909. XXVII. TEXAS AND PACIFIC RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Texas and Pacific Railway for the period 1909-1913: - Ratio of— 1909 1913 Total transportation expenses to total Operating expenses..................................... 54.87 57.09 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 88 4.75 Total cost of firemen to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 .* 2.97 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.41 7.72 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation. . . . 4851 52 48 Total cost of engineers to total labor cost of operation. . . . . . . . . . . . . . T 73 8 31 Total cost of firemen to total labor cost of operation. . . . . . . . . . . . . . . . 559 5 20 Total cost of engineers and firemen to total labor cost of operation... 13.32 13.51 Total labor cost of transportation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.61 29.99 Total labor cost of operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.10 57.15 Total maintenance expense to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 61 36.25 Total labor cost of maintenance to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 55 23.49 Total cost of general officers to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.01 .63 Total labor cost of administration to total Operating expenses........................ . . . . . . . . . 3 64 3.44 Total labor cost of outside operation to total Operating expenses.............................. .30 .23 Although the foregoing table shows that total labor costs constituted a smaller pro- portion of operating expenses in 1913 than in 1909, it is clear that the decrease was due in part to the decrease of outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 8.41 in 1909 and 7.72 in 1913, or 69 hundredths of a point less in the latter year than in the former. * G} No labor cost of outside Operations. 32 INCREASED OPERATING COSTs. XXVIII. WICHITA VALLEY RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Wichita Valley Railway for the period 1909-1913: Ratio of— 1909 1913 Total transportation expenses to total Operating expenses............ © e s tº a tº e º 'º tº e º a tº ſº e º e . . . . . . . . 54.89 48.17 Total cost of engineers to total Operating expenses........................................... 4.44 4.05 Total cost of firemen to total Operating expenses. . . . . . . . . . .................................. e 2.69 2.37 Total cost of engineers and firemen to total Operating expenses............................... T.13 6.42 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 51 64 50.20 Total cost of engineers to total labor cost of Operation.............. 9.83 9.36 Total cost of firemen to total labor cost of Operation................ 5.96 5.47 Total cost of engineers and firemen to total labor cost of operation... 15.79 14.83 Total labor cost of transportation to total operating expenses.......................... * @ tº tº 9 tº e e 23.33 21.72 Total labor cost of operation to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45.17, 43.27 Total maintenance expense to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.06 43.87 Total labor cost of maintenance to total operating expenses................................... 18.30 17.25 Total cost of general officers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.66 2.61 Total labor cost of administration to total operating expenses............... . . . . . . . . . . . . . . . . . . . 3.55 4.30 Total labor cost of Outside operation to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . GO Although the foregoing table shows that total labor costs constituted a smaller pro- portion of operating expenses in 1913 than in 1909, it is clear that the decrease was largely due to the decrease of outlays during this period for engineers and firemen. The ratio of cost of engineers and firemen to total operating expenses was 7.13 in 1909 and 6.42 in 1913, or 71 hundredths of a point less in the latter year than in the former. Moreover, the ratio of the cost of engineers and firemen as well as the ratio of total labor cost of transportation to total labor cost of operation was less in 1913 than in 1909. XXIX. WISCONSIN AND MICHIGAN RAILWAY. The table below sets forth the relation of the principal items of operating cost to total operating expenses as well as the proportion which the principal items of labor cost bear to total labor cost of operation. The showing is for the Wisconsin and Michigan Railway for the period 1909-1913: Ratio of— 1909 1913 Total transportation expenses to total operating expenses..................................... º 50.69 41.47 Total cost of engineers to total operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.10 4.64 Total cost of firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.01 2.60 Total cost of engineers and firemen to total Operating expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.11 7.24 Ratio of— 1909 1913 Total labor cost of transportation to total labor cost of operation.... 44.41 35.82 Total cost of engineers to total labor cost of operation.............. 8.37 6.95 Total cost of firemen to total labor cost of operation..... . . . . . . . . . . . 4.94 3.90 Total cost of firemen and engineers to total labor cost of operation... 13.31 10.85 Total labor cost of transportation to total operating expenses................... tº e e º 'º e & e e º e º ſº tº © 27.07 23.88 Total labor cost of Operation to total operating expenses...................................... 60.97 66.68 Total maintenance expense to total operating expenses.......... * - e º 'º e º s e º ºs e º 'º e s s e º 'º e º 'º e º sº e a tº & 38.45 47.77 Total labor cost of maintenance to total operating expenses.................................... 23.94 34.25 Total cost of general officers to total operating expenses....... * - e. e. g. e s tº s e a s e º 'º e º ºs e º e < * * * * * * * * * 2.33 6.05 Total labor cost of administration to total operating expenses............... * * * * * * * * * * * * * * * * * * 6.93 8.07 Total labor cost of outside operation to total operating expenses............................. 3.02 .48 (1) No labor cost of outside operations. INCREASED OPERATING Costs. 33 Although the foregoing table shows that total labor costs constituted a larger propor- tion of operating expenses in 1913 than in 1909, it is clear that the advance was not due to added outlays during this period for engineers and firemen. The ratio of cost of engi- neers and firemen to total operating expenses was 8.11 in 1909 and 7.24 in 1913, or 87 hundredths of a point less in the latter year than in the former. The advance in labor costs has been obviously due to additional payments to labor engaged in maintenance work. Moreover, the ratio of the cost of engineers and firemen, as well as the ratio of total labor cost of transportation to total labor cost of operation was less in 1913 than in 1909. PART II. Ratio of Operating Costs to Operating Revenues, 1909-1913 - PART II Ratio of Operating Costs to Operating Revenues, 1909-1913 XXX. TOTALS FOR SEVENTY-EIGHT REPRESENTATIVE WESTERN RAILROADS. The following chart sets forth the relation of the principal items of operating cost to total operating revenue during the period 1909-1913 for the following seventy-eight repre- sentative Western railroads: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Beaumont and Great Northern Railroad. Beaumont, Sour Lake and Western Railway. Canadian Pacific Railway (Canadian Lines). Chicago and Alton Railroad. Chicago, Burlington and Quincy Railroad. Chicago, Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Gulf Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Columbia and Puget Sound Railroad. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. El Paso and Southwestern Company. Fort Smith and Western Railroad. Fort Worth and Denver City Railway. Fort Worth and Rio Grande Railway. Galveston, Harrisburg and San Antonio Railway. Grand Canyon Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Gulf and Interstate Railway of Texas. Houston East and West Texas Railway. Houston and Shreveport Railroad. Houston and Texas Central Railroad. Illinois Central Railroad. Indianapolis Southern Railway. International and Great Northern Railway. Kansas City, Clinton and Springfield Railway. Kansas City Southern Railway. $6 INCREASED OPERATING COSTS. 37 Louisiana and Arkansas Railway. Louisiana Western Railroad. Midland Valley Railroad. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Minnesota and International Railway. Missouri and North Arkansas Railroad. Missouri, Oklahoma and Gulf Railway. Missouri Pacific Railway. Morgan's Louisiana and Texas Railroad and Steamship Company. Northern Pacific Railway. Northwestern Pacific Railroad. Orange and Northwestern Railroad. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Brownsville and Mexico Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis, San Francisco and Texas Railway. St. Louis Southwestern Railway. St. Louis Southwestern Railway Company of Texas. San Antonio and Aransas Pass Railway. San Pedro, Los Angeles and Salt Lake Railroad. Spokane International Railway. Spokane, Portland and Seattle Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Tacoma Eastern Railroad. Texas and Gulf Railway. Texas and New Orleans Railroad. Texas and Pacific Railway. Trinity and Brazos Valley Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Weatherford, Mineral Wells and Northwestern Railway. Wichita Valley Railway. Wisconsin and Michigan Railway. Yazoo and Mississippi Valley Railroad. Upon referring to the chart, it is seen that the operating ratio, or the proportion of operating expenses to operating revenue, advanced 2.70 points during the period 1909–1913. In 1913 as compared with 1909 wages paid engineers absorbed only 17 hundredths of one per cent more operating revenue, and wages paid firemen 11 hundredths of one per cent more operating revenue. Total labor outlay, or cost of operation, however, advanced from 40 per cent of operating revenue in 1909 to 42.93 per cent in 1913. Labor 38 INCREASED OPERATING Costs. cost of conducting transportation absorbed less than 1 per cent more of operating revenue in 1913 than in 1909. The increase in labor and other costs of operation was, therefore, primarily due to an advance in labor and other costs of maintenance during the period under consideration. Labor cost of maintenance absorbed only 17.75 per cent of operating reve- nue in 1909, as compared with 19.32 per cent in 1913. These facts are set forth in greater detail in the table which follows: Ratio of total expenses of operation to total operating revenue...................................... Increase in ratio of operating expenses to total operating revenue (1913 over 1909)................... 2.70 Ratio of cost of engineers to total Operating revenue................................................ Increase in ratio of cost of engineers to total Operating revenue (1913 over 1909).................... .17 Ratio of cost of firemen to total Operating revenue.................................................. Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)...................... .11 Ratio of total cost of engineers and firemen to total operating revenue................................ Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909) . . . . .28 Ratio of labor cost of transportation to total Operating revenue.................................... Ratio of total cost of transportation to total Operating revenue.................................. * * * * Ratio of total labor cost of Operation to total Operating revenue.................................... Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . ........................ Ratio of labor cost of maintenance to total Operating revenue........................................ Ratio of labor cost of general administration to total operating revenue.............................. Ratio of labor cost of Outside Operations to total operating revenue. . . . . . . . . . . . ...................... 1909 64.58 3.11 1.96 5.07 17.78 32.53 40.00 1913 67.28 3.28 2.07 5.35 18.72 34.23 42.93 INCREASED OPERATING COSTs. 39 RATIO OF OPERATING COSTS TO OPERATING REVENUE, 1909-1913. (Totals for 78 Representative Western Railroads.) Total Operating Expenses Labor Cost of Operation Transportation Expénses Maintenance Expenses Labor Cost, of: ########ion Maintenance Cost of : Engineers and Firemen Engineers Firemen #9 1910 1911—1912—1913 70 sº *\! 65––H TT —65 6OH- ––60 55– —55 5OH- —50 45– —45 35H — —” = * * ammºm- 3OH —30 25H ——25 →20 - =-mº-F 15– —15 10– 10 • ** = -- - - -, -} O sº O 1909 1910 1911 l912 1913 INCREASED OPERATING COSTs. 41 XXXI. TOTALS FOR FIFTY-SIX REPRESENTATIVE WESTERN RAILROADS. The following chart makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, of fifty-six representative Western rail- roads. The roads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines). Chicago and Alton Railroad. Chicago, Burlington and Quincy Railroad. Chicago, Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Columbia and Puget Sound Railroad. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. El Paso and Southwestern Company. Fort Smith and Western Railroad. Fort Worth and Denver City Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. Houston and Texas Central Railroad. Illinois Central Railroad. Indianapolis Southern Railway. International and Great Northern Railway. Kansas City Southern Railway. Louisiana and Arkansas Railway. Midland Valley Railroad. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Minnesota and International Railway. Missouri and North Arkansas Railroad. Missouri Pacific Railway. "Northern Pacific Railway. Northwestern Pacific Railroad. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. 42 INCREASED OPERATING COSTs. St. Louis Southwestern Railway. San Antonio and Aransas Pass Railway. San Pedro, Los Angeles and Salt Lake Railroad. Spokane International Railway. Spokane, Portland and Seattle Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and Pacific Railway. Trinity and Brazos Valley Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Wichita Valley Railway. Wisconsin and Michigan Railway. Upon referring to the chart it is seen that the operating ratio, or, the proportion cf operating expenses to operating revenues, advanced 2.69 points during the period 1909- 1913. In 1913, as compared with 1909, wages paid engineers absorbed only 15 hundredths of one point more operating revenue, and wages paid firemen 10 hundredths of one point more operating revenue. The ratio of total labor cost of operation, however, ad- vanced from 39.94 of operating revenues in 1909, to 42.88 in 1913, while the ratio of total labor cost of conducting transportation was less than one point more in 1913 than in 1909. The increase in labor costs of operation was, therefore, primarily due to an advance in labor cost of maintenance, which absorbed only 17.73 per cent of operating reve- nue in 1909, as compared with 19.28 per cent in 1913. These facts are set forth in greater detail in the following table: 1909 1913 Ratio of total expenses of operation to total operating revenue.......................... e e º e º 'º e º e º º º 64.09 66.78 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. 2.69 Ratio of cost of engineers to total operating revenue.............................................. 3.12 3.27 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909)................ tº e º is .15 Ratio of cost of firemen to total operating revenue...... tº º is e º 'º e º º e º tº e º 'º $ tº º * * * * * * * * * * tº e º ſº tº gº e e º º tº e º 'º 1.97 2.07 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... .10 Ratio of total cost of engineers and firemen to total operating revenue............................. 5.09 5.34 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .25 Ratio of labor cost of transportation to total operating revenue.................................... 17.71 18.67 Ratio of total cost of transportation to total operating revenue.................................... 32.27 33.97 Ratio of total labor cost of Operation to total operating revenue................................... 39.94 42.88 Ratio of total maintenance expense to total operating revenue. . . . . . . . . . . . . . . . . . . . .................. 27.21 28.28 Ratio of labor cost of maintenance to total operating revenue...................................... 17.73 19.28 Ratio of labor cost of general administration to total operating revenue............................ 3.71 2.84 Ratio of labor cost of Outside operations to total operating revenue. . . . . . . . . . . . e e º 'º e º ſº e º e º e tº e º e º e º 'º e .37 .63 INCREASED OPERATING COSTS. 43 RATIO OF OPERATING COSTS TO OPERATING REVENUE, 1909-1913. (Totals for 56 Representative Western Railroads.) Total Operating Expenses Labor Cost of Operation Transportation Expenses Maintenance Expenses Labor Cost of: aintenance Transportation Cost of Engineers and Firemen Cost of Engineers Cost of Firemen #92–1910 *: (5 *F- ( > Gº-D º Gº 55 6OH- 50 55– 55 50- 50 45– –45 —#40 ad— —35 amme me me sm ºm * — - - - - - - * * * —3O —-1. 15– —15 10– —10 5-—H — +- —H. F =trº-E-F- == 1909 T1910 1911 1912 1913 44 INCREASED OPERATING COSTs. XXXII. TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS. The following chart makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, of the following ten representative West- ern railroads: Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. Upon referring to the chart, it is seen that the operating ratio, or, the proportion of operating expenses to operating revenues, advanced 3.43 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 22 hundredths of one point more operating revenue, and wages paid firemen 13 hundredths of one point more operating revenue. The ratio of total labor cost of operation, however, advanced from 38.55 of operating revenues in 1909, to 42.30 in 1913, while the ratio of total labor cost of conducting transportation advanced only 25 hundredths of one point during this period. The increase in labor cost of operation was, therefore, primarily due to an advance in labor cost of maintenance, which absorbed only 17.61 per cent of operating revenue in 1909, as compared with 19.43 per cent in 1913. These facts are set forth in greater detail in the following table: 1909 1913 Ratio of total expenses of operation to total operating revenue......................... . . . . . . . . . . . . º 60.79 64.22 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. 3.43 Ratio of cost of engineers to total operating revenue................................ . . . . . . . . . . . . . . 2.91 3.13 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . . . .22 Ratio of cost of firemen to total operating revenue.................... e e º e o e a e e s e e s s • e s e e s a e = * * * * * 1.83 1.96 Increase in ratio of cost of firemen to total Operating revenue (1913 over 1909)..... . . . . . . . . . . . . . . . . .13 Ratio of total cost of engineers and firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.74 5.09 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .35 Ratio of labor cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.47 17.72 Ratio of total cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.07 32.06 Ratio of total labor cost of operation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.55 42.30 Ratio of total maintenance expense to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.73 28.10 Ratio of labor cost of maintenance to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.61 19.43 Ratio of labor cost of general administration to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.03 2.86 Ratio of labor cost of outside Operations to total Operating revenue. . . . . . . tº º e º 'º s º e e º e º 'º e º 'º e • * e º e º e º e .44 .86 INCREASED OPERATING COSTs. 45 RATIO OF OPERATING COSTS TO OPERATING REVENUE, 1909-1913. (Totals for 10 Representative Western Railroads.) 19 —1911 l Total Operati Gº º *::::, —- 5 —55 5 —50 45— –45 Labor Cost of Operation d— —ks Transportatio _ - - - "T" p §§es 2d→ * * 30 Maintenance e = a- - - - *** . Expenses me me sm º " 25— ... —25 Labor Cost of : ——Fº Maintenance mº ====------- Transportation 10 Cost of ineer’s and Firemen º -- mm mm. Cost of Engineers s sºme same ºn sºme sºme smºs tº mº m 'mº Cost of Firemon O º º 1909 iº910 19 19 * 46 g INCREASED OPERATING COSTS. xxxi.II. ATCHISON, TOPEKA AND SANTA FE RAILWAY. The chart on the opposite page makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Atchison, Topeka and Santa Fe Railway. Upon referring to the chart which follows it is seen that the operating ratio, or, the proportion of operating expenses to operating revenues, advanced 5.96 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 17 hundredths of a point more operating revenue, and wages paid firemen 7 hun- dredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, however, advanced from 34.25 of operating revenues in 1909, to 38.74 in 1913. The ratio of total labor cost of conducting transportation was only slightly higher in 1913 than in 1909. Labor cost of maintenance absorbed only 15.40 per cent of operating revenue in 1909, as compared with 18.48 per cent in 1913. The increase in labor and other costs of operation was, therefore, primarily due to an advance in labor and other costs of maintenance during the period under consideration. These facts are set forth in greater detail in the following table: - 1909 1913 Ratio of total expenses of operation to total operating revenue...................................... 59.11 65.07 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. 5.96 Ratio of cost of engineers to total operating revenue.............................................. 2.66 2.83 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................... .17 Ratio of cost of firemen to total operating revenue................................................ 1.66 1.73 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... .07 Ratio of total cost of engineers and firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.32 4.56 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .24 Ratio of labor cost of transportation to total operating revenue................... . . . . . . . . . . . . . . . . . 16.53 11.99 Ratio of total cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.96 28.74 Ratio of total labor cost of operation to total operating revenue. . . . . . . . . . . . . . . . . . . . ... • - - - - - - - - - - - - - 34 25 38.74 Ratio of total maintenance expense to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28.00 32.17 Ratio of labor cost of maintenance to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * 15.40 18.48 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.32 2.27 Ratio of labor cost of outside operations to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . * tº gº tº º ve (1) No labor cost of outside operations. INCREASED OPERATING COSTs. 47 RATIO OF OPERATING COSTS TO OPERATING REVENUE, 1909-1913. (Atchison, Topeka and Santa Fe Railway.) | ºn Total Operating Expensés Labor Cost of Operation Maintenance Expenses Transportation Expenses Labor Cost of: Transportation Maintenance Cost of ineers and Firemen Cost of Engineers Cost of Firemen 48 INCREASED OPERATING COSTs. XXXIV. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. The chart on the opposite page makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Chicago, Milwaukee and St. Paul Railway. Upon referring to the chart, it is seen that the operating ratio, or, the proportion of operating expenses to operating revenues, advanced 4.24 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 9 hun- dredths of a point more operating revenue, and wages paid firemen 16 hundredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, however, advanced from 51.32 of operating revenues in 1909, to 54.74 in 1913. The ratio of total labor cost of conducting transportation was lower in 1913 than in 1909. Total maintenance expenses absorbed only 24.31 per cent of operating revenue in 1909, as compared with 27.06 per cent in 1913. The increase in costs of operation was, there- fore, primarily due to an advance in costs of maintenance during the period under consideration. * These facts are set forth in greater detail in the following table: 1909 1913 Ratio of total expenses of operation to total operating revenue........................... © e º $ & & a tº e º ſº 64.66 68.90 Increase in ratio of operating expenses to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . 4.24 Ratio of cost of engineers to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.93 4.02 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . . . 2.39 2.55 Ratio of cost of firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .09 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . . . . .16 Ratio of total cost of engineers and firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.32 6.57 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .25 - Ratio of labor cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.64. 21.20 Ratio of total cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36.34 38.36 Ratio of total labor cost of operation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51.32 (D54.74 Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.31 27.06 Ratio of labor cost of maintenance to total Operating revenue...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.54 18.05 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.52 2.37 Ratio of labor cost of Outside Operations to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.62 .43 (1) See note against this road for 1913 in “Labor Cost of 0peration” table. INCREASED OPERATING COSTS. 49 RATIO OF OPERATING COSTS TO OPERATING REVENUE, 1909-1913. (Chicago, Milwaukee and St. Paul Railway.) Total Operat *::::::. Labor Cost of Operation Transportation Expenses Maintenance Labor cošP3??” Transportation Maintenance Cost of Pºłºś.” and Firemen | Cost of Engineers Cost of Firemen 50 INCREASED OPERATING COSTS. XXXV. CHICAGO AND NORTH WESTERN RAILWAY. The chart on the opposite page makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Chicago and North Western Railway. Upon referring to the chart, it is seen that the operating ratio, or, the proportion of Operating expenses to operating revenues, advanced 4.69 points during the period 1909– 1913. In 1913, as compared with 1909, wages paid engineers absorbed 7 hundredths of a point less operating revenue, and wages paid firemen 19 hundredths of a point less operat- ing revenue. The ratio of total labor outlay or cost of operation, however, advanced from 41.76 of operating revenues in 1909, to 43.03 in 1913. The ratio of total labor cost of conducting transportation was lower in 1913 than in 1909. Labor cost of maintenance ab- sorbed only 15.05 per cent of operating revenue in 1909, as compared with 18.10 per cent in 1913. The increase in labor and other costs of operation was, therefore, primarily due to an advance in labor and other costs of maintenance during the period under consid- eration. These facts are set forth in greater detail in the following table: * - 1909 1913 Ratio of total expenses of Operation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65.46 70.15 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. 4.69 Ratio of cost of engineers to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.92 3.85 Igcrease in ratio of cost of engineers to total operating revenue (1913 over 1909).................... — .07 Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.68 2.49 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... — .19 Ratio of total cost of engineers and firemen to total Operating revenue. . . . . . . . . ...;;....... :::::... 6.50 6.34 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... — .26 Ratio of labor cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.26 21.92 Ratio of total cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.39 38.83 Ratio of total labor cost of operation to ‘total operating revenue....... . . . . . . . . . . . . . . • . . . . . . . . . . . . . 41.76 43.03 Ratio of total maintenance expense to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.66 21.78 Ratio of labor cost of maintenance to total operating revenue..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.05 18.10 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.22 2.76 Ratio of labor cost of Outside operations to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 .26 — (Minus) Denotes decrease. INCREASED OPERATING COSTS. 51 RATIO OF OPERATING COSTS TO OPERATING REVENUE, 1909-1913. (Chicago and North Western Railway.) Total Operating Expenses Labor Cost of Operation Transportation Rxpenses Maintenegº Labor co:*: Transportation 36 G Labor Cost of Maintenance cost of Engineers and Firemen Cost of ineers Cost of #: l9 3. 7 5 7OH- __---To --T 6CH- —60 sd— —55 5OH- —50 45H. —45 lºº- º —£40 me me sm - * * =me sº sº - 35— —35 3OH- —30 - = - * e= * * amme mº mºme * = - 2CH- sº tº º ammº" ºr wº 15–T —hs IO- ——lO O s --, 1958-Is IºI2TIºl.2 19ll 52 INCREASED OPERATING COSTs. XXXVI. NORTHERN PACIFIC RAILWAY. The chart on the opposite page makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Northern Pacific Railway. Upon referring to the chart, it is seen that the operating ratio, or, the proportion of operating expenses to operating revenues, advanced 5.93 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 20 hundredths of one point more operating revenue, and wages paid firemen 18 hundredths of one point more operating revenue. The ratio of total labor outlay or cost of operation, however, advanced from 33.23 of operating revenues in 1909, to 38.64 in 1913. Total labor costs of transportation and of maintenance were also higher in 1913 than in 1909, and these increases in total labor costs, when compared with the very slight advance in outlays for engineers and firemen, indicate that these latter employes did not obtain their share of the increased payments to labor during the period under consideration. These facts are shown in greater detail in the table which follows: 1909 1913 Ratio of total expenses of operation to total operating revenue....................... e g a tº a tº $ tº tº it tº ſº tº * tº 55.54 61.47 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. 5.93 Ratio of cost of engineers to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.80 3.00 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................... .20 Ratio of cost of firemen to total operating revenue...... tº e º is e º e ºs e º e s tº e º e º is a s e º e s is a e º e º e º a s e º a º ºs e º º 1.78 1.96 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... .18 Ratio of total cost of engineers and firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.58 4.96 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .38 Ratio of labor cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.13 1753 Ratio of total cost of transportation to total operating revenue.................................... 29.65 32.43 Ratio of total labor cost of Operation to total operating revenue................................... 33.23 38.64 Ratio of total maintenance expense to total operating revenue...................................... 22.92 25.76 Ratio of labor cost of maintenance to total operating revenue...................................... 16.00 17.77 Ratio of labor cost of general administration to total operating revenue............................ 2.77 2.88 Ratio of labor cost of Outside Operations to total operating revenue..................... © tº ſº tº o 'º tº * tº e º e .34 .47 INCREASED OPERATING COSTS. RATIO OF OPERATING COSTS TO OPERATING REVENUE, 1909-1913. (Northern Pacific Railway.) 1909 910 […] 65 55 Total Operating __-T º Expe penses 5 ~ 5 | 5OH- 50 45— - 4OH- U Labor Cost of Operation Transportation Expenses Maintenance Expenses Labor Cost of: Maintenance Transportation IOH- —10 Cost of ineers and ireme *=-l. gº ºn e º 'º -º º —-5 Cost of Engineer tº ( ) 1905-I570-I5 19 TIE13 54 INCREASED OPERATING COSTs. XXXVII. OREGON SHORT LINE RAILROAD. The chart on the opposite page makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Oregon Short Line Railroad. Upon referring to the chart, it is seen that the operating ratio, or, the proportion of operating expenses to operating revenues, advanced 10.79 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 62 hundredths of a point more operating revenue, and wages paid firemen 49 hundredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, however, advanced from 25.50 of operating revenues in 1909, to 37.57 in 1913. The ratio of total labor cost of conducting transportation was slightly greater in 1913 than in 1909. Labor cost of maintenance absorbed only 10.34 per cent of operating revenue in 1909, as compared with 19.29 per cent in 1913. The increase in labor cost of operation was, therefore, largely due to an advance in labor cost of maintenance during the period under consideration. - 49 These facts are set forth in greater detail in the following table: - 1909 1913 Ratio of total expenses of operation to total operating revenue.................................. gº tº e tº 41.12 51.91 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. 10.79 Ratio of cost of engineers to total operating revenue............ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º 1.98 2.60 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................... .62 . Ratio of cost of firemen to total operating revenue............... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º 1.23 1.72 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... .49 Ratio of total cost of engineers and firemen to total operating revenue............................. 3.21 4.32 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... 1.11 * Ratio of labor cost of transportation to total operating revenue..... gº tº e º e º 'º tº º e º 'º º sº e º ºs s e e s tº sº e s tº e º e º e 11.28 14.56 Ratio of total cost of transportation to total operating revenue.................................... 19.04 25.32 Ratio of total labor cost of operation to total operating revenue................................... 25.50 ()37.57 Ratio of total maintenance expense to total operating revenue..................................... * 18.74 22.50 Ratio of labor cost of maintenance to total operating revenue...................................... 10.34 19.29 Ratio of labor cost of general administration to total operating revenue........................ • * * * 3.55 2.24 Ratio of labor cost of Outside operations to total operating revenue................................. .32 .84 (1) Labor cost of operation includes $21,471 charged to Hospital Department and $119,260 charged to Store Department. INCREASED OPERATING COSTs. 55 RATIO OF OPERATING COSTS TO OPERATING REVENUE, 1909-1913. (Oregon Short Line Railroad.) Total Operating Expenses Labor Cost of Operation Transportation Expenses Maintenancé Expenses Labor Cost of: Transportation Maintenance Cost of ineers t and 3 remon ost of Engineers Ost of Firemen 56 INCREASED OPERATING COSTS. XXXVIII. UNION IPACIFIC RAILROAD, The chart on the opposite page makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Union Pacific Railroad. Upon referring to the chart, it is seen that the operating ratio, or, the proportion of operating expenses to operating revenues, advanced 6.56 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 32 hundredths of a point more operating revenue, and wages paid firemen 23 hundredths of a point more operating revenue. The ratio of total labor Outlay or cost of oper- ation, however, advanced from 31.88 of operating revenues in 1909, to 34.74 in 1913. The ratio of total labor cost of conducting transportation was only one point higher in 1913 than in 1909. Labor cost of maintenance absorbed only 14.90 per cent of operating revenue in 1909, as compared with 16.76 per cent in 1913. The increase in labor and other costs of operation was, therefore, primarily due to an advance in labor cost of maintenance during the period under consideration. These facts are set forth in greater detail in the following table: 1909 1913 Ratio of total expenses of operation to total Operating revenue...................................... 48.52 55.08 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. 656 Ratio of cost of engineers to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.15 2.47 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909)..... . . . . . . . . . . . . . . . .32 Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.36 1.59 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... .23 Ratio of total cost of engineers and firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.51 4.06 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .55 Ratio of labor cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.94 1394 Ratio of total cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.45 27.04 Ratio of total labor cost of Operation to total Operating revenue................................... 31.88 34 74 Ratio of total maintenance expense to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.35 23 04 Ratio of labor cost of maintenance to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ſe 14.90 16.76 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.41 3.44 Ratio of labor cost of Outside Operations to total operating revenue. . . . . . . . . . . . . . . . . tº º tº e º 'º º º tº º ſº dº º º º g .64 .60 INCREASED OPERATING COSTS. 57 RATIO OF OPERATING COSTS TO OPERATING REVENUE, 1909-1913. (Union Pacific Railroad.) mºº-º- © | 19 3 60 O 55– 55 _T sº -T gº Total operating |*E=~" —50 xpenses 4. —45 4CH- —#40 38— —35 Labor Cost of Operation 3OH —30 e=" as sº Transportation 25— __ -" sºme º —25 P #ºnºs -* - * * - = * * º Maintenance _ = - * "ßnses 20== —2O Labor Cost of:\ º - * * * Maintenance l5E=- º sm" —15 Transportation = * = - - T' e me me mº LOH- —IO cost of Engineers | ST FP C t *: iremen ºmm mm. — mºmºmº —- - OST, O in 69 "3 « » º l910 1911 1912 O 1913 23—5 58 INCREASED OPERATING COSTs. XXXIX. ARIZONA AND NEW MEXICO RAILWAY. The following able makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Arizona and New Mexico Railway: 1909 1913 Ratio of total expenses of operation to total operating revenue....................... e tº e e º e e º e º e s ∈ e s 31.93 46.05 Increase in ratio of Operating expenses to total operating revenue (1913 over 1909).................. 14.12 Ratio of cost of engineers to total operating revenue.................................... &........ 1.04 1.19 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................... .15 Ratio of cost of firemen to total operating revenue........... * @ tº dº ſº e º º ſº tº tº dº tº e º ſº tº • - - - - - - - - - - - - - - - - - - .69 .80 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... .11 Ratio of total cost of engineers and firemen to total operating revenue............................. 1.73 1.99 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .26 Ratio of labor cost of transportation to total operating revenue.................................... 6.08 8.17 Ratio of total cost of transportation to total operating revenue.................................... 15.21 18.19 Ratio of total labor cost of operation to total operating revenue................................... 17.37 22.72 Ratio of total maintenance expense to total operating revenue...................................... 14.73 23 19 Ratio of iabor cost of maintenance to total operating revenue...................................... 9,39 12 12 Ratio of labor cost of general administration to total operating revenue.......... . . . . . . . . . . . . . . . . . . 1.89 2.44 Ratio of labor cost of outside operations to total operating revenue...................... tº º & © tº e º e º ſº º Upon referring to the table above, it is seen that the operating ratio, or, the pro- portion of operating expenses to operating revenues, advanced 14.12 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 15 hundredths of a point more operating revenue, and wages paid firemen 11 hundredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, however, advanced from 17.37 of operating revenues in 1909, to 22.72 in 1913. Labor cost of maintenance absorbed only 9.39 per cent of operating revenue in 1909, as com— pared with 12.12 per cent in 1913. The increase in labor and other costs of operation was, therefore, primarily due to an advance in labor and other costs of maintenance during the period under consideration. - XL, CANADIAN PACIFIC RAILWAY (CANADIAN LINES). The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Canadian Pacific Railway (Canadian Lines): 1909 1913 Ratio of total expenses of operation to total operating revenue.................... e - - e º tº e º & © e - tº e º 'º & & T0.37 87.08 Increase in ratio of operating expenses to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . —3.29 Ratio of cost of engineers to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.28 3.26 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . . . — .02 Ratio of cost of firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º º º tº e º 'º 2.01 2.08 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... .01 Ratio of total cost of engineers and firemen to total operating revenue........ e e e a • * * * * * * * * * * * * * * * * 5.35 5.34 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... — .01 Ratio of labor cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.44 20.88 Ratio of total cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º e º O - tº 35.70 35.23 Ratio of total labor cost of operation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . tº tº e º e º º 45.49 46.20 Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,54 27.30 Ratio of labor cost of maintenance to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.03 18.49 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.03 1.87 Ratio of labor cost of outside Operations to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) 4.97 Upon referring to the table above, if is seen that the operating ratio, or, the pro- portion of operating expenses to operating revenues, decreased 3.29 points during the period 1909-1913. In 1913, as compared with 1909, the combined cost of engineers and firemen also absorbed less of operating revenue. The ratio of total labor outlay or cost of operation, however, advanced from 45.49 of operating revenues in 1909, to 46.20 in 1913. The total labor cost of conducting transportation was also higher in 1913 than in 1909, indicating that engineers and firemen did not share increased benefits with — (Minus) Denotes decrease. (D No labor cost of outside operations. (2) Information not available. *. INCREASED OPERATING COSTS. 59 * * * * * * * * * * * e s e e .31 .29 Upon referring to the table above, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, advanced 24.90 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 22 hun- dredths of a point more operating revenue, and wages paid firemen 18 hundredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, how- ever, advanced from 39.03 of operating revenues in 1909, to 51.05 in 1913. While the ratio of total labor cost of conducting transportation was practically the same in 1913 as in 1909, labor cost of maintenance absorbed only 15.65 per cent of operating revenue in 1909, as compared with 27.36 per cent in 1913. The increase in labor and other costs of opera- tion was, therefore, primarily due to an advance in labor and other costs of maintenance during the period under consideration. XLII. CHICAGO GREAT WESTERN RAILROAD. The following table makes a comparison of the principal items of operating costs to operating revenue during the period, 1909-1913, on the Chicago Great Western Railroad: 1909 1913 Ratio of total expenses of operation to total operating revenue.......... * * * * * * * * * * ~ * * * * c s sº a • * * * * * g º º 89.05 73.28 Increase in ratio of operating expenses to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . —15.77 Ratio of cost of engineers to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 3.27 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................... — .98 Ratio of cost of firemen to total Operating revenue........... . . . . . . . . . . . tº º º ºs e e º 'º º 'º a º ºs e s is a º e º e º e º ºr e 2.75 2.15 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... — .60 Ratio of total cost of engineers and firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.00 5.42 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909) ... — 1.58 Ratio of labor cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.02 19.60 Ratio of total cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44.84 39.46 Ratio of total labor cost of Operation to total operating revenue................................... 50 91 44.69 Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.79 26.83 Ratio of labor cost of maintenance to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.80 20.57 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.45 4.28 Ratio of labor cost of Outside operations to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 .24 — (Minus) Denotes decrease. 60 INCREASED OPERATING COSTs. Upon referring to the preceding table, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, declined 15.77 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 98 hundredths of a point less operating revenue, and wages paid firemen 60 hundredths of a point less operating revenue. The ratio of total labor outlay or cost of operation, decreased from 50.91 of operating revenues in 1909, to 44.69 in 1913. The ratio of total labor cost of conducting transportation was also lower in 1913 than in 1909, while labor cost of main- tenance absorbed only 19.80 per cent of operating revenue in 1909, as compared with 20.57 per cent in 1913. The decrease in labor cost of operation was, therefore, primarily due to a decrease in labor cost of transportation, including engineers and firemen. XLIII. COLORADO MIDLAND RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Colorado Midland Railway. 1909 1913 Ratio of total expenses of operation to total operating revenue...................................... 79.49 90.67 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. 11.18 Ratio of cost of engineers to total operating revenue.............................................. 6.33 6.47 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................... .14 Ratio of cost of firemen to total operating revenue................. a ºn is e º e s e s is e e º is e e s e e s a e e s is sº e º ºs e e 4.21 4.32 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... .11 Ratio of total cost of engineers and firemen to total operating revenue............................. 10.54 10.79 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .25 Ratio of labor cost of transportation to total operating revenue.................................... 21.37 23.04 Ratio of total cost of transportation to total operating revenue.................................... 42.48 44.69 Ratio of total labor cost of operation to total operating revenue................................... 46.85 54.40 Ratio of total maintenance expense to total operating revenue...................................... 28.84 37.21 Ratio of labor cost of maintenance to total operating revenue...................................... 19.26 25.12 Ratio of labor cost of general administration to total operating revenue............................ 5.71 5.84 Ratio of labor cost of outside operations to total operating revenue...... * tº £ tº $ tº dº ſº e º ſº tº e º a si e º e º e º º e º e a .51 .40 Upon referring to the table above, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, advanced 11.18 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 14 hun- dredths of a point more operating revenue, and wages paid firemen 11 hundredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, how- ever, advanced from 46.85 of operating revenues in 1909, to 54.40 in 1913. The ratio of total labor cost of conducting transportation was only 1.67 points higher in 1913 than in 1909, while labor cost of maintenance absorbed only 19.26 per cent of operating revenue in 1909, as compared with 25.12 per cent in 1913. The increase in labor and other costs of operation was, therefore, primarily due to an advance in labor and other costs of maintenance during the period under consideration. - XLIV. COLORADO AND SOUTHERN RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Colorado and Southern Railway: 1909 1913 Ratio of total expenses of operation to total operating revenue... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68.34 70.28 Increase in ratio of operating expenses to total operating revenue (1913 over 1909) . . . . . . . . . . . . . . . . . . 1.94 Ratio of cost of engineers to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.15 3.89 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909)... . . . . . . . . . . . . . . . . . — .26 Ratio of cost of firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.64 2.51 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... — .13 Ratio of total cost of engineers and firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.79 6.40 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... — .39 Ratio of labor cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.51 20.58 Ratio of total cost of transportation to total Operating revenue....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.10 29.73 Ratio of total labor cost of operation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.13 46.18 Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.75 35.99 Ratio of labor cost of maintenance to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.30 22.12 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.99 3.15 Ratio of labor cost of outside operations to total operating revenue. . . . . . . . . . . . . . . . & e º 'º e º is is º º ºs º º tº $ tº gº .31 433 — (Minus) Denotes decrease. INCREASED OPERATING COSTS. 61 Upon referring to the preceding table, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, advanced 1.94 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 26 hundredths of a point less operating revenue, and wages paid firemen 13 hundredths of a point less operating revenue. The ratio of total labor outlay or cost of operation, however, ad- vanced from 46.13 of operating revenues in 1909, to 46.18 in 1913. The ratio of total labor cost of conducting transportation was also practically the same in 1913 as in 1909, while labor cost of maintenance absorbed only 21.30 per cent of operating revenue in 1909, as compared with 22.12 per cent in 1913. The increase in labor and other costs of operation was, therefore, primarily due to an advance in labor and other costs of maintenance during the period under consideration. XLV. DENVER AND RIO GRANDE RAILROAD. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Denver and Rio Grande Railroad: 1909 1913 Ratio of total expenses of Operation to total Operating revenue................................... © e - 69.23 69.71 Increase in ratio of operating expenses to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . Ratio of cost of engineers to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.62 4.34 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................... — .28 Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.06 2.89 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... — .17 Ratio of total cost of engineers and firemen to total operating revenue..... • * > t e º - e º s is s tº e º e e º e e s - - - 7.68 7.23 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... — .45 Ratio of labor cost of transportation to total operating revenue....... * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 22.12 21.06 Ratio of total cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.94 31.65 Ratio of total labor cost of operation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45.85 45.53 Ratio of total maintenance expense to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.23 33.06 Ratio of labor cost of maintenance to total operating revenue......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.41 21.47 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.79 2.48 Ratio of labor cost of Outside Operations to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54 .53 Upon referring to the table above, it is seen that, the operating ratio, or, the propor- tion of operating expenses to operating revenues, advanced 48 hundredths of a point during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 28 hundredths of a point less operating revenue, and wages paid firemen 17 hundfedths of a point less operating revenue. The ratio of total labor outlay or cost of operation, decreased from 45.85 of operating revenues in 1909, to 45.53 in 1913. The ratio of total labor cost of conducting transportation was lower in 1913 than in 1909. Labor cost of maintenance absorbed only 20.41 per cent of operating revenue in 1909, as com- pared with 21.47 per cent in 1913. The increase in labor and other costs of operation was, therefore, primarily due to an advance in labor and other costs of maintenance during the period under consideration. XLVI. DULUTH, MISSABE AND NORTHERN RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Duluth, Missabe and Northern Railway: 1909 1913 Ratio of total expenses of operation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.26 44.87 Increase in ratio of operating expenses to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . 11.61 Ratio of cost of engineers to total Operating revenue........ e e e a e s e s a • * * * * * * * * * * * * * * * * * * s e s is e s e e s a 1.32 1.85 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . ... .53 Ratio of cost of firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82 1.17 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... .35 Ratio of total cost of engineers and firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14 3.02 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .88 Ratio of labor cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.21 12.12 Ratio of total cost of transportation to total operating revenue.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.55 19.78 Ratio of total labor cost of operation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.91 25.85 Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.10 22.97 Ratio of labor cost of maintenance to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.56 12.27 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . * @ .72 .94 Ratio of labor cost of Outside operations to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º .41 .51 — (Minus) Denotes decrease. 62 INCREASED OPERATING COSTs. Upon referring to the preceding table, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, advanced 11.61 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 53 hun- dredths of a point more operating revenue, and wages paid firemen 35 hundredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, how- ever, advanced from 17.91 of operating revenues in 1909, to 25.85 in 1913. The ratio of total labor cost of conducting transportation was slightly greater in 1913 than in 1909. Labor cost of maintenance absorbed only 6.56 per cent of operating revenue in 1909, as compared with 12.27 per cent in 1913. The increase in labor cost of operation was, there- fore, primarily due to an advance in labor cost of maintenance during the period under consideration. XLVII. FORT SMITH AND WESTERN RAILROAD. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Fort Smith and Western Rail- road: 1909 1913 Ratio of total expenses of operation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96.82 83.43 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. —13.39 Ratio of cost of engineers to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.12 3.75 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909)... . . . . . . . . . . . . . . . . . — .37 Ratio of cost of firemen to total Operating revenue................................................ 2.48 2.26 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . . . . — .22 Ratio of total cost of engineers and firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.60 6.01 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909) ...— .59 Ratio of labor cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.66 21.14 Ratio of total cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.07 32.37 Ratio of total labor cost of operation to total operating revenue................................... 55.90 50.03 Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.62 43.60 Ratio of labor cost of maintenance to total operating revenue.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.33 24.19 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.92 4,70 Ratio of labor cost of Outside operations to total Operating revenue * * * * * * * * * g e º is a g º e g a n e s a e is e º ºs s e e g a Upon referring to the table above, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, declined 13.39 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 37 hundredths of a point less operating revenue, and wages paid firemen 22 hundredths of a point less operating revenue, the decrease in the cost of these two classes of labor being reflected in the decreased ratio of total labor outlay or cost of operation. XLVIII. FORT WORTH AND DENVER CITY RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Fort Worth and Denver City Railway: 1909 1913 Ratio of total expenses of operation to total operating revenue...................................... 67.51 70.21 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. Ratio of cost of engineers to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.29 2.78 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................... — .51 Ratio of cost of firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.03 1.79 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . . . . — .24 Ratio of total cost of engineers and firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.32 4.57 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... — .75 Ratio of labor cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.84 14.56 Ratio of total cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.07 35.73 Ratio of total labor cost of operation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº tº 42.89 37.37 Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.18 29.61 Ratio of labor cost of maintenance to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.97 17.46 Ratio of labor cost of general administration to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.09 5.35 Ratio of labor cost of outside operations to total operating revenue. . . . . . . . & e e s e º e e s e º 'º e º 'º e º & * @ º $ tº & e () G) — (Minus) Denotes decrease. Q) No labor cost of outside operations. INCREASED OPERATING COSTs. 63 Upon referring to the preceding table, it is seen that the operating ratio, or, the pro- portion of operating expenses to operating revenues, advanced 2.70 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 51 hundredths of a point less operating revenue, and wages paid firemen 24 hundredths of a point less operating revenue. The ratio of total labor outlay or cost of operation, declined from 42.89 of operating revenues in 1909, to 37.37 in 1913. The ratio of total labor cost of conducting transportation was also lower in 1913 than in 1909, while the ratio of total cost of transportation increased from 3207 in 1909, to 35.73 in 1913, show- ing that the increase in operating expenses was due to other items and not to wages paid to engineers and firemen. XLIX. INTERNATIONAL AND GREAT NORTHERN RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the International and Great Northern Railway: - - 1909 1913 Ratio of total expenses of operation to total operating revenue................................... e e e 81.48 75.73 Increase in ratio of operating expenses to total operating revenue (1913 over 1909) . . . . . . . . . . . . . . . . . . —5. Ratio of cost of engineers to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.52 3.34 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................... — .18 Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.16 2.05 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... — .11 Ratio of total cost of engineers and firemen to total operating revenue............................. 5.68 5.39 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... — -29 - Ratio of labor cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.30 19.31 Ratio of total cost of transportation to total Operating revenue..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.32 42.60 Ratio of total labor cost of operation to total Operating revenue................................... 42.82 38.13 Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.63 26.91 Ratio of labor cost of maintenance to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.40 15.67 Ratio of labor cost of general administration to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . $ e s s a s 4.12 3.05 Ratio of labor cost Of Outside operations to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G) ,08 Upon referring to the table above, it is seen that the operating ratio, or, the pro- portion of operating expenses to operating revenues, declined 5.75 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 18 hundredths of a point less operating revenue, and wages paid firemen 11 hundredths of a point less operating revenue. The ratio of total labor outlay or cost of operation, declined from 42.82 of operating revenues in 1909, to 38.13 in 1913. The ratio of total labor cost of conducting transportation increased from 18.30 in 1909, to 19.31 in 1913, indicating that the decrease in cost of operation was partly due to a decrease in wages of engineers and firemen, and that they did not share in the prosperity of other labor engaged in transportation. L. KANSAS CITY SOUTHERN RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Kansas City Southern Railway: 1909 1913 Ratio of total expenses of operation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60.99 63.02 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. 2.03 Ratio of cost of engineers to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.22 2.95 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................. ... — .27 Ratio of cost of firemen to total operating revenue.............. tº e º & & © tº & tº e º & tº º e º 'º º ºs e º e º ſº gº tº e g º gº tº e º e 1.97 1.19 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... — .18 Ratio of total cost of engineers and firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.19 4.7) Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... — .45 Ratio of labor cost of transportation to total operating revenue........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.93 16.24 Ratio of total cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.69 34.20 Ratio of total labor cost of Operation to total operating revenue................................... 39.29 40.48 Ratio of total maintenance expense to total operating revenue...................................... 22.43 22.13 Ratio of labor cost of maintenance to total operating revenue..................................... 18.02 .20.11 Ratio of labor cost of general administration to total operating revenue............................ 4.33 4.14 Ratio of labor cost of Outside Operations to total operating revenue................................. — (Minus) Denotes decrease. (D No labor cost of outside operations. 64 INCREASED OPERATING Costs. Upon referring to the preceding table, it is seen that the operating ratio, or the propor- tion of operating expenses to operating revenues, advanced 2.03 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 27 hundredths of a point less operating revenue, and wages paid firemen 18 hundredths of a point less operating revenue. The ratio of total labor outlay or cost of operation, however, ad- vanced from 39.29 of operating revenues in 1909, to 40.48 in 1913. The ratio of labor cost of conducting transportation was lower in 1913 than in 1909. Labor cost of mainte- nance absorbed only 18.02 per cent of operating revenue in 1909, as compared with 20.11 per cent in 1913. The increase in labor cost of operation was, therefore, primarily due to an advance in labor cost of maintenance during the period under consideration. LI. ' MIDLAND WALLEY RAILROAD. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Midland Valley Railroad: 1909 1913 Ratio of total expenses of operation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e 84.05 83.81 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. — .24 Ratio of cost of engineers to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . © 3.62 3.58 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . . . — .04 - Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º a tº 2.30 2.36 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... .06 Ratio of total cost of engineers and firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.92 5.94 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .02 Ratio of labor cost of transportation to total Operating revenue............ • * * * * * * * * * * * * * * * * * * * * * * * 23.46 19.22 Ratio of total cost of transportation to total Operating revenue.................. © g º tº e tº e g g º sº tº ſº e & Cº. º º 32.53 33.84 Ratio of total labor cost of Operation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53.55 52.62 Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43.98 43.32 Ratio of labor cost of maintenance to total Operating revenue..................................... 24.96 28.13 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . § º ºs e 4.98 5.27 Ratio of labor cost Of Outside Operations to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 GO Upon referring to the table above, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, declined 24 hundredths of a point during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 4 hundredths of a point less operating revenue, and wages paid firemen 6 hundredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, declined from 53.55 of operating revenues in 1909, to 52.62 in 1913. The ratio of total labor cost of conducting transportation was also lower in 1913 than in 1909, while labor cost of maintenance absorbed only 24.96 per cent of operating revenue in 1909, as compared with 28.13 per cent in 1913. The decrease in labor cost of operation was, therefore, primarily due to the decrease in outlays for engineers and firemen and other transportation labor during the period under consideration. - LII. MISSOURI AND NORTH ARKANSAS RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Missouri and North Arkansas Railway: 1909 1913 Ratio of total expenses of operation to total operating revenue.................... tº gº e g g g tº a g º ºs e e g º m is is 96.76 97.09 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. .33 Ratio of cost of engineers to total operating revenue.................... * B & © e º ºs e e º is tº gº º e º e s e º ſº e s e a º 3.68 3.86 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................... .18 Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 2.19 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... — .08 Ratio of total cost of engineers and firemen to total operating revenue................ . . . . . . . . . . . . . 5.93 6.05 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .12 Ratio of labor cost of transportation to total Operating revenue.................................... 21.54 18.02 Ratio of total cost of transportation to total operating revenue................... . . . . . . . . . . . . . . . . . 37.97 39.57 Ratio of total labor cost of operation to total operating revenue........ * * * * * * * * * * * * * * * * * * * * * * * * * * * 58.00 59.11 Ratio of total maintenance expense to total operating revenue...................................... 51.00 49.33 Ratio of labor cost of maintenance to total operating revenue.................................. * * * 31.50 35.13 Ratio of labor cost of general administration to total operating revenue....................... gº º gº º ºs 4.96 5.95 Ratio of labor cost of outside operations to total operating revenue.................... e tº e º e º 'º e º 'º º tº e – (Minus) Denotes decrease. Q) No labor cost of outside operations. INCREASED OPERATING COSTs. 65 Upon referring to the preceding table, it is seen that the operating ratio, or the propor- tion of operating expenses to operating revenues, advanced 33 hundredths of a point during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 18 hundredths of a point more operating revenue, and wages paid firemen 6 hundredths of a point less operating revenue. The ratio of total labor outlay or cost of operation, however, advanced from 58.00 of operating revenues in 1909, to 59.11 in 1913. The ratio of total labor cost of conducting transportation was lower in 1913 than in 1909. Labor cost of maintenance absorbed only 31.50 per cent of operating revenue in 1909, as compared with 35.13 per cent in 1913. The increase in labor cost of operation was, therefore, primarily due to an advance in labor cost of maintenance during the period under consideration. LIII. MISSOURI PACIFIC RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Missouri Pacific Railway : 1909 1913 Ratio of total expenses of operation to total operating revenue...................................... 78.75 78.63 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. — .12 Ratio of cost of engineers to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17 3.94 Increase in ratio of cost of engineers to total Operating revenue (1913 over 1909).................... — .23 Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.63 2.51 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . . . . — .12 Ratio of total cost of engineers and firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.80 6.45 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... — .35 Ratio of labor cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.16 (D Ratio of total cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.74 42.15 Ratio of total labor cost of operation to total operating revenue. . . . . . . . . . . . . . . ſº a s a s sº a º e e s a tº º e º e º a s 57.35 51.54 Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.04 30.94 Ratio of labor cost of maintenance to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27.16 (D Ratio of labor cost of general administration to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.86 (D Ratio of labor cost of outside operations to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 (D Upon referring to the table above, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, declined 12 hundredths of a point during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 23 hundredths of a point less operating revenue, and wages paid firemen 12 hundredths of a point less operating revenue, while the ratio of total labor outlay or cost of operation, declined from 57.35 of operating revenues in 1909, to 51.54 in 1913. LIV. PECOS AND NORTHERN TEXAS RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Pecos and Northern Texas Railway: 1909 1913 Ratio of total expenses of operation to total Operating revenue............................ * tº tº º 'º º ſº º º ſº 56.66 69.72 Increase in ratio of operating expenses to total operating revenue (1913 over 1909)................ ... 13.06 Ratio of cost of engineers to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.16 3.35 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................... 1.19 Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.34 2.13 Increase in ratio of cost of firemen to total Operating revenue (1913 over 1909)..................... .79 Ratio of total cost of engineers and firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.50 5.48 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... 1.98 Ratio of labor cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.62 23.24 Ratio of total cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.99 32.78 Ratio of total labor cost of operation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.63 48.68 Ratio of total maintenance expense to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.06 32.03 Ratio of labor cost of maintenance to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.91 22.20 Ratio of labor cost of general administration to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10 3.25 Ratio of labor cost of outside operations to total operating revenue. . . . . . . . . . . . . . . . . . . . ei e º g º º e g º ºs e º is (2) — (Minus) Denotes decrease. (Đ Information not available. (2) No labor cost of outside operations. 66 INCREASED OPERATING COSTs. Upon referring to the preceding table, it is seen that the operating ratio, or, the pro- portion of operating expenses to operating revenues, advanced 13.06 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 1.19 points more operating revenue, and wages paid firemen only 79 hundredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, however, advanced from 29.63 of operating revenues in 1909, to 48.68 in 1913. The ratio of labor cost of conducting transportation was greater in 1913 than in 1909, being 11.62 in 1909, and 23.24 in 1913. However, engineers and firemen fell far short of their pro- portionate share in the increased prosperity of other labor. Labor cost of maintenance absorbed only 15.91 per cent of operating revenue in 1909, as compared with 22.20 per cent in 1913. The increase in labor and other costs of operation was, therefore, pri- marily due to an advance in labor and other costs of maintenance and to transportation labor other than engineers and firemen during the period under consideration. LV. ST. JOSEPH AND GRAND ISLAND RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period, 1909-1913, on the St. Joseph and Grand Island Railway: 1909 1913 Ratio of total expenses of operation to total operating revenue...................................... T2.17 90.87 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. 18.70 Ratio of cost of engineers to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . .................... 2.73 3.78 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909) . . . . . . . . . . . . . . . . . . . 1.05 Ratio of cost of firemen to total Operating revenue................................................ 1.T2 1.82 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909) . . . . . . . . . . . . . . . . . . . . . .10 Ratio of total cost of engineers and firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.45 5.60 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909) ... 1.15 Ratio of labor cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . ............. 12.53 23.80 Ratio of total cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . ........... 34.63 44.98 Ratio of total labor cost of operation to total operating revenue................................... 37.56 49.48 Ratio of total maintenance expense to total Operating revenue...................................... 30.42 37.71 Ratio of labor cost of maintenance to total operating revenue..................................... 17.15 20.81 Ratio of labor cost of general administration to total operating revenue............................ 7.76 4.78 Ratio of labor cost of Outside Operations to total operating revenue................................. .12 .09 Upon referring to the table above, it is seen that the operating ratio, or, the pro- portion of operating expenses to operating revenues, advanced 18.70 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 1.05 points more operating revenue, and wages paid firemen 10 hundredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, how- ever, advanced from 37.56 of operating revenues in 1909, to 49.48 in 1913. The ratio of labor cost of conducting transportation was greater in 1913 than in 1909, but engineers and firemen did not have their proportionate share in this increased prosperity. Labor cost of maintenance absorbed only 17.15 per cent of operating revenue in 1909, as com- pared with 20.81 per cent in 1913. The increase in labor and other costs of operation was, therefore, due to items other than outlays for engineers and firemen. INCREASED OPERATING Costs. 67 LVI. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. The following table makes a comparison of the principal. items of operating costs to operating revenue during the period 1909-1913, on the St. Louis, Iron Mountain and Southern Railway: 1909 1913 Ratio of total expenses of operation to total operating revenue......... tº º 'º - tº e º e e s e º º tº º e º & © tº s º ºs º º tº • * * 68.06 66.40 Increase in ratio of operating expenses to total operating revenue (1913 over 1909)................. ..— 1.66 Ratio of cost of engineers to total operating revenue.............................................. 3.18 3.02 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909)................... — .16 Ratio of cost of firemen to total operating revenue.................... tº s e º e º e is a tº e º º ºs e º & & & e º 'º e º e s º º 2.01 1.93 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... — .08 Ratio of total cost of engineers and firemen to total operating revenue............................. 5.19 4.95 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)...— .24 Ratio of labor cost of transportation to total operating revenue.................................... 20.48 Ratio of total cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.04 31.40 Ratio of total labor cost of Operation to total Operating revenue................................... 43.26 º Ratio of total maintenance expense to total operating revenue...................................... 29.51 30.63 Ratio of labor cost of maintenance to total operating revenue..................................... 17.72 (D Ratio of labor cost of general administration to total operating revenue............................ 4.96 (D Ratio of labor cost of Outside operations to total operating revenue.................. e - e º e º a s e º e e s p * .12 Q) Upon referring to the table above, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, declined 1.66 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 16 hundredths of a point less operating revenue, and wages paid firemen 8 hundredths of a point less operating revenue. The ratio of total labor outlay or cost of operation, however, advanced from 43.26 of operating revenues in 1909, to 43.28 in 1913. Figures for labor cost of transportation and labor cost of maintenance were not available; however, the decrease in ratio of cost of engineers and firemen indicates their share in decrease of operating expenses. LVII. ST. LOUIS AND SAN FRANCISCO RAILROAD. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the St. Louis and San Francisco Railroad: * 1909 1913 Ratio of total expenses of operation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.99 65.90 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. .91 Ratio of cost of engineers to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.63 3.61 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . . — .02 Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.28 2.22 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... — .06 Ratio of total cost of engineers and firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.91 5.83 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)...— .08 Ratio of labor cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.37 20.36 Ratio of total cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.31 35.31 Ratio of total labor cost of Operation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39.24 A0.90 Ratio of labor cost of maintenance to total Operating revenue.......... © e º 'º e º 'º e s tº º e º 0 e º e º º is e e s e e º e 25.31 25.56 Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.06 18.25 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.82 2.29 Ratio of labor cost of outside operations to total operating revenue. . . . . . • * * * * * * * e º e s e e a tº e e º 'º e º e a e e - (3) (2) Upon referring to the table above, it is seen that the operating ratio, or, the pro- portion of operating expenses to operating revenues, advanced 91 hundredths of a point during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 2 hundredths of a point less operating revenue and wages paid firemen 6 hundredths of a point less operating revenue. The ratio of total labor outlay or cost of operation, how- — (Minus) Denotes decrease. (D Information not available. (3) No labor cost of outside operations. 68 INCREASED OPERATING COSTs. ever, advanced from 39.24 of operating revenues in 1909, to 40.90 in 1913. The ratio of labor cost of conducting transportation was lower in 1913 than in 1909. Labor cost of maintenance absorbed only 16.06 per cent of operating revenue in 1909, as compared with 18.25 per cent in 1913. The increase in labor cost of operation was, therefore, primarily due to an advance in labor cost of maintenance during the period under consideration. LVIII. ST. LOUIS SOUTHWESTERN RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the St. Louis Southwestern Railway: 1909 1913 Ratio of total expenses of operation to total operating revenue.............................. tº e s is tº $ tº º 61.57 56.79 Increase in ratio of operating expenses to total operating revenue (1913 over 1909)................ ..— 4.78 Ratio of cost of engineers to total Operating revenue............... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.61 2.39 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909)................... - .22 Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º 1.57 1.48 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)............. • * g º ºs e tº ſº ..— .09 Ratio of total cost of engineers and firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.18 3.87 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... — .31 Ratio of labor cost of transportation to total Operating revenue. ... . . . . . . . . . . . . . . • * * * * * * * * * * - - - - - - - 16.05 15.58 Ratio of total cost of transportation to total Operating revenue..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.59 23.87 Ratio of total labor cost of Operation to total operating revenue................................ * > * 35.82 34.96 Ratio of total maintenance expense to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 29.4? 25.22 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.46 14.58 Ratio of labor cost of Outside operations to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.23 4.72 Ratio of labor cost of maintenance to total operating revenue........ & ſº & G tº º tº tº 8 & 9 º' tº e º 'º e º & g º a g g g is e tº e .09 .08 Upon referring to the table above, it is seen that the operating ratio, or, the pro- portion of operating expenses to operating revenues, declined 4.78 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 22 hun- dredths of a point less operating revenue, and wages paid firemen 9 hundredths of a point less operating revenue. The ratio of total labor outlay or cost of operation, declined from 35.82 of operating revenues in 1909, to 34.96 in 1913, while the ratio of labor cost of con- ducting transportation decreased from 1605 in 1909, to 15.58 in 1913. LIX. SAN ANTONIO AND ARANSAS PASS RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the San Antonio and Aransas Pass Railway: $909 1913 Ratio of total expenses of operation to total operating revenue...................... tº tº e º ſe e º ºs º g º us tº tº gº tº 70.71 73.90 Increase in ratio of operating expenses to total operating revenue (1913 over 1909) . . . . . . . . . . . . . . . ... 3.19 Ratio of cost of engineers to total operating revenue............................................. e 3.29 3.29 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909)................... .00 Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * 1.99 1.97 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . . . ..— .02 Ratio of total cost of engineers and firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.28 5.26 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)...— .02 Ratio of labor cost of transportation to total operating revenue........... . . . . . . . . . . . . . . . . . . . . . . . . . 17.77 20.45 Ratio of total cost of transportation to total operating revenue....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . e 39.58 39.20 Ratio of total labor cost of operation to total operating revenue........ tº tº tº $ tº º ſº tº a w tº e º e º ºs e º ºs e e º gº º tº º te 36.87 41.54 Ratio of total maintenance expense to total operating revenue..................................... e 26.93 30.62 Ratio of labor cost of maintenance to total operating revenue.................................. * * * 14.62. 18.25 Ratio of labor cost of general administration to total operating revenue.......................... tº e 4.49 2.84 Ratio of labor cost of outside operations to total operating revenue............................... tº º Upon referring to the table above, it is seen that the operating ratio, or, the pro- portion of operating expenses to operating revenues, advanced 3.19 points during the — (Minus) Denotes decrease. G) No labor cost of outside operations. INCREASED OPERATING COSTs. 69 period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed the same proportion of operating revenue, and wages paid firemen absorbed 2 hundredths of a point less operating revenue. The ratio of total labor outlay or cost of operation, however, advanced from 36.87 of operating revenues in 1909, to 41.54 in 1913. While the ratio of total labor cost of conducting transportation was slightly greater in 1913 than in 1909, it is apparent that engineers and firemen had no share in this increased pros- perity. Labor cost of maintenance absorbed only 14.62 per cent of operating revenue in 1909, as compared with 18.25 per cent in 1913. The increase in labor and other costs of operation was, therefore, primarily due to an advance in labor and other costs of main- tenance during the period under consideration. LX. SAN PEDRO, LOS ANGELES AND SALT LAKE RAILROAD. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the San Pedro, Los Angeles and Salt Lake Railroad: 1909 1913 Ratio of total expenses of operation to total operating revenue..................... tº $ tº ſº tº tº e tº º ſe tº gº tº e * - tº 66.69 66.52 Increase in ratio of operating expenses to total operating revenue (1913 over 1909)..................— .1 Ratio of cost of engineers to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................ 2.74 2.79 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909)................... .05 Ratio of cost of firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................ 1.73 1.77 Increase in ratio of cost of firemen to total Operating revenue (1913 over 1909)..................... .04 Ratio of total cost of engineers and firemen to total Operating revenue............................. 4.47 4.56 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .09 Ratio of labor cost of transportation to total Operating revenue. . . . . . . . . . . . . ....................... 13.06 13.67 Ratio of total cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.47 32.4% Ratio of total labor cost of Operation to total Operating revenue................................... 37.04 36.51 Ratio of total maintenance expense to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ......... 27.25 28.14 Ratio of labor cost of maintenance to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . .............. 16.86 18.01 Ratio of labor cost of general administration to total operating revenue............................ 6.52 4.12 Ratio of labor cost of Outside operations to total Operating revenue. . . . . . . . . . . . . . . . . . . . ............. .59 .71 Upon referring to the table above, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, declined 17 hundredths of a point during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers ab- sorbed only 5 hundredths of a point more operating revenue, and wages paid firemen 4 hundredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, declined from 37.04 of operating revenues in 1909, to 36.51 in 1913. The ratio of total labor cost of conducting transportation was practically the same in 1913 as in 1909, while labor cost of maintenance absorbed only 16.86 per cent of operating revenue in 1909, as compared with 18.01 per cent in 1913. LXI. SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Southern Kansas Railway Com- pany of Texas: 1909 1913 Ratio of total expenses of Operation to total Operating revenue.................................. * * * * 64.94 62.32 Increase in ratio of operating expenses to total operating revenue (1913 over 1909)..................— 2 Ratio of cost of engineers to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . .................... 2.93 2.21 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909) . . . . . . . . . . . . . . . . . . . — .72 Ratio of cost of firemen to total operating revenue................................................ 1.82 1.42 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909) . . . . . . . . . . . . . . . . . . . . . — .40 Ratio of total cost of engineers and firemen to total Operating revenue.......... . . . . . . . . . . . . . . . . . . . 4.75 3.63 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)...— 1.12 Ratio of labor cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.53 14.35 Ratio of total cost of transportation to total operating revenue.................................... 33.46 30.21 Ratio of total labor cost of operation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.21 28.59 Ratio of total maintenance expense to total operating revenue. . . . . . . . . . . . . . . . ...................... 27.78 27.40 Ratio of labor cost of maintenance to total Operating revenue...................................... 20.27 10.85 Ratio of labor cost of general administration to total Operating revenue............................ 2.41 3.39 Ratio of labor cost of outside operations to total operating revenue..... * * * * * * * * * * * * * * * tº § e º g tº e g tº tº e º e (D — (Minus) Denotes decrease. Q) No labor cost of outside operations. 70 INCREASED OPERATING COSTS. Upon referring to the preceding table, it is seen that the operating ratio, or the pro- portion of operating expenses to operating revenues, declined 2.62 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 72 hundredths of a point less operating revenue, and wages paid firemen 40 hundredths of a point less operating revenue. The ratio of total labor outlay or cost of operation, decreased from 37.21 of operating revenues in 1909, to 28.59 in 1913, while the ratio of labor cost of conducting transportation declined from 14.53 in 1909, to 14.35 in 1913. It is apparent that the ratio of cost of engineers and firemen decreased at a considerably greater rate per cent than other labor engaged in transportation. LXII. SPOKANE INTERNATIONAL RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913, on the Spokane International Railway: 1909 1913 Ratio of total expenses of operation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68.93 59.81 Increase in ratio of operating expenses to total operating revenue (1913 over 1909)............ - - - - tº e – 9.12 Ratio of cost of engineers to total Operating revenue.............................................. 3.11 2.29 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909)................... — .82 Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.07 1.58 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909).................... ..— .49 Ratio of total cost of engineers and firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.18 3.87 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)...— 1.31 Ratio of labor cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.78 15.63 Ratio of total cost of transportation to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.75 29.90 Ratio of total labor cost of operation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.94 34.15 Ratio of total maintenance expense to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27.53 24.00 Ratio of labor cost of maintenance to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.40 14.42 Ratio of labor cost of general administration to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.75 4.11 Ratio of labor cost of Outside Operations to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Upon referring to the table above, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, declined 9.12 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 82 hundredths of a point less operating revenue, and wages paid firemen 49 hundredths of a point less Operating revenue. The ratio of total labor outlay or cost of operation, decreased from 41.94 of operating revenues in 1909, to 34.15 in 1913. The ratio of labor cost of conduct- ing transportation decreased from 18.78 in 1909 to 15.63 in 1913. It is apparent, therefore, that engineers and firemen and other transportation labor shared largely in decreasing the cost of operation. LXIII. SPOKANE, PORTLAND AND SEATTLE RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913 on the Spokane, Portland and Seattle Rail- way: - 1909 1913 Ratio of total expenses of operation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68.64 50.48 Increase in ratio of operating expenses to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . —18.16 Ratio of cost of engineers to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * 2.60 2.17 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909) . . . . . . . . . . . . . . . . . . . — .43 Ratio of cost of firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.79 1.41 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909). . . . . . . . . . . . . . . . . . . . . — .38 Ratio of total cost of engineers and firemen to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.39 3.58 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)...— .81 Ratio of labor cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.56 13.22 Ratio of total cost of transportation to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.24 24.52 Ratio of total labor cost of operation to total operating revenue................................... 40.04 37.85 Ratio of total maintenance expense to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.22 21.31 Ratio of labor cost of maintenance to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.86 19.06 Ratio of labor cost of general administration to total operating revenue........................... • 2.01 5.23 Ratio of labor cost of Outside operations to total operating revenue.................... e s s e º e º e º e º tº º .60 .34 — (Minus) Denotes decrease. Q) No labor cost of outside operations. INCREASED OPERATING COSTs. 71 Upon referring to the preceding table, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, declined 18.16 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed 43 hundredths of a point less operating revenue, and wages paid firemen 38 hundredths of a point less operating revenue. The ratio of total labor outlay or cost of operation, declined from 40.04 of operating revenues in 1909 to 3785 in 1913. The ratio of labor cost of conducting trans- portation was lower in 1913 than in 1909. Labor cost of maintenance absorbed only 17.86 per cent of operating revenue in 1909 as compared with 19.06 per cent in 1913. The de- crease in cost of operation was, therefore, primarily due to a decline in labor costs of transportation including wages to engineers and firemen during the period under considera- tion. LXIV. WICHITA WALLEY RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913 on the Wichita Valley Railway: - 1909 1913 Ratio of total expenses of Operation to total operating revenue............. • ‘º e g º & a ſe e & tº e º O - © & © e º ſº tº e e e 58.90 71.48 Increase in ratio of operating expenses to total operating revenue (1913 over 1909)................. . 12.58 Ratio of cost of engineers to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . ............. º gº tº e º 'º 2.62 2.89 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909)................... .27 Ratio of cost of firemen to total Operating revenue................ & e º dº º ºx & e º e º ſº tº e º 'º gº tº e e º e º e g º e * * g º e 1.59 1.59 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)..................... .10 Ratio of total cost of engineers and firemen to total operating revenue............................. 4.21 4.58 Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... ,37 Ratio of labor cost of transportation to total Operating revenue.......... & e º e º e º e º 'º e º 'º e º 'º e s e º a s e e e e 13.74 15.53 Ratio of total cost of transportation to total Operating revenue.................................... 32.33 34.43 Ratio of total labor cost of Operation to total Operating revenue................................... 26.60 30.93 Ratio of total maintenance expense to total Operating revenue................. tº tº e º e º e º 'º s - e º e s e º is e e e 22.41 31.36 Ratio of labor cost of maintenance to total operating revenue............... * > * > * * * * * * * * * * * * * * * * * * * 10.78 12.33 Ratio of labor cost of general administration to total operating revenue.................. * @ v º e º 'º e º 'º 2.09 3.07 Ratio of labor cost Of Outside Operations to total Operating revenue............ tº e s tº e º 'º º e º e º e º 'º * * * > * * Upon referring to the table above it is seen that the operating ratio, or, the proportion of operating expenses to operating revenues, advanced 12.58 points during the period 1909– 1913. In 1913, as compared with 1909, wages paid engineers absorbed only 27 hundredths of a point more operating revenue, and wages paid firemen 10 hundredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, however, advanced from 26.60 of operating revenues in 1909 to 30.93 in 1913. The ratios of total labor costs of maintenance and of transportation were also greater in 1913 than in 1909. The increase in 1abor and other costs of operation was, therefore, primarily due to an advance in labor and other costs of maintenance and to labor cost of transportation other than outlays for engineers and firemen during the period under consideration. LXV. WISCONSIN AND MICHIGAN RAILWAY. The following table makes a comparison of the principal items of operating costs to operating revenue during the period 1909-1913 on the Wisconsin and Michigan Railway: - 1909 1918 Ratio of total expenses of operation to total Operating revenue................................. tº e 83.58 98.10 Increase in ratio of operating expenses to total operating revenue (1913 over 1909).................. 14.52 Ratio of cost of engineers to total Operating revenue...... tº e º ſº e º e s tº t e s - e e s = e e s tº e º e s º is a º 'º - e º e s tº * * * 4.27 4.55 Increase in ratio of cost of engineers to total operating revenue (1913 over 1909).................... .28 Ratio of cost of firemen to total Operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * tº e. e. 2.52 2.55 Increase in ratio of cost of firemen to total operating revenue (1913 over 1909)......... * e s e e º 'º e º e tº º .03 Ratio of total cost of firemen and engineers to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.79 7.10 “Increase in ratio of total cost of engineers and firemen to total operating revenue (1913 over 1909)... .31 Ratio of labor cost of transportation to total Operating revenue................ tº g g g º º ſº e º 'º e º O - 8 tº s º is ſº 22.63 23.43 Ratio of total cost of transportation to total operating revenue......... * - - e º 'º e a s e e e s tº & e º 'º e º ºs e º 'º & G s ſº 42.37 40.68 Ratio of total labor cost of operation to total Operating revenue.................................. º 50.95 65.41 Ratio of total maintenance expense to total operating revenue..................... . . . . . . . . . . . . . 32.14 46.86 Ratio of labor cost of maintenance to total operating revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.01 33.60 Ratio of labor cost of general administration to total operating revenue............................ 5.79 7.91 Ratio of labor cost of outside operations to total operating revenue..... * * * * * * * * s = e, e s is e s is º e º 'º e - e. e. e. e. e. 2.53 .47 Q) No labor cost of outside operations. 72 INCREASED OPERATING COSTs. Upon referring to the preceding table, it is seen that the operating ratio, or, the propor- tion of operating expenses to operating revenues, advanced 14.52 points during the period 1909-1913. In 1913, as compared with 1909, wages paid engineers absorbed only 28 hun- dredths of a point more operating revenue, and wages paid firemen 3 hundredths of a point more operating revenue. The ratio of total labor outlay or cost of operation, how- ever, advanced from 50.96 of operating revenues in 1909 to 65.41 in 1913. The ratio of labor cost of conducting transportation was practically the same in 1913 as in 1909. Labor cost of maintenance absorbed only 2001 per cent of operating revenue in 1909 as compared with 33.60 per cent in 1913. The increase in labor and other costs of operation was, there- fore, primarily due to an advance in labor and other costs of maintenance during the period under consideration. - PART III. Cost of Freight Engineers and Firemen Per 1000 Ton Miles, 1909-1913. 73 PART III. Cost of Freight Engineers and Firemen Per 1000 Ton Miles, 1909-1913. LXVI. TOTALS FOR SEVENTY-SEVEN REPRESENTATIVE WESTERN RAILROADS. The following chart sets forth a comparison of the cost of freight engineers and fire- men per 1,000 ton miles during the period 1909-1913, for seventy-seven representative Western railroads. These railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway." Beaumont and Great Northern Railroad. Beaumont, Sour Lake and Western Railway. Canadian Pacific Railway (Canadian Lines.) Chicago and Alton Railroad. Chicago, Burlington and Quincy Railroad. Chicago, Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Gulf Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Columbia and Puget Sound Railroad. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. El Paso and Southwestern Company. Fort Smith and Western Railroad. Fort Worth and Denver City Railway. Fort Worth and Rio Grande Railway. Galveston, Harrisburg and San Antonio Railway. Grand Canyon Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Gulf and Interstate Railway of Texas. Houston East and West Texas Railway. Houston and Shreveport Railroad. Houston and Texas Central Railroad. Illinois Central Railroad. Indianapolis Southern Railway. e International and Great Northern Railway. Kansas City, Clinton and Springfield Railway. º Kansas City Southern Railway. Louisiana and Arkansas Railway. Louisiana Western Railroad. Midland Valley Railroad. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Minnesota and International Railway. 74 INCREASED OPERATING COSTs. 7 5 Missouri and North Arkansas Railroad. Missouri, Oklahoma and Gulf Railway. Missouri Pacific Railway. Morgan's Louisiana and Texas Railroad and Steamship Company. Northern Pacific Railway. Northwestern Pacific Railroad. Orange and Northwestern Railroad. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Brownsville and Mexico Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis, San Francisco and Texas Railway. St. Louis Southwestern Railway. St. Louis Southwestern Railway Company of Texas. San Antonio and Aransas Pass Railway. San Pedro, Los Angeles and Salt Lake Railroad. Spokane International Railway. Spokane, Portland and Seattle Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Tacoma Eastern Railroad. Texas and Gulf Railway. Texas and New Orleans Railroad. Texas and Pacific Railway. Trinity and Brazos Valley Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Weatherford, Mineral Wells and Northwestern Railway. Wichita Valley Railway. Wyoming and North Western Railway. Yazoo and Mississippi Valley Railroad. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was nine-tenths of one cent less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined six-tenths of one cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 1.5 cents during the five years. The facts upon which the chart is based are set forth in greater detail in the table which follows: TOTAL FOR SEVENTY-SEVEN REPRESENTATIVE WESTERN RAILROADS. COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.215 $0.206 –$0.009 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136 .130 — .006 Total cost of engineers and firemem................ .351 .338 = .015 — (Minus) Denotes decrease. 76 INCREASED OPERATING COSTs. COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Totals for 77 Representative Western Railroads.) Total Cost of Engineers and Firemen Cost of Engineers Cost of Firemen l9 3 60 55H. —55. 5OH- —ko 45– —45 40- —40 35--- =. * *ms —-ſº 3OH. —30 25– 25 is - —15 F-"* - sº * * * * = = - -] LOH- —10 5H -—5 O) * O | 1909 1910 TT5ii 1912 1913 INCREASED OPERATING COSTs. 7 7 Lxvii. TOTALS FOR FIFTY-FIVE REPRESENTATIVE WESTERN RAILROADS. The following chart sets forth a comparison of the cost of freight engineers and fire- men per 1,000 ton miles during the period 1909-1913 for fifty-five representative Western railroads. These railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines.) Chicago and Alton Railroad. Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Columbia and Puget Sound Railroad. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. El Paso and Southwestern Company. Fort Smith and Western Railroad. Fort Worth and Denver City Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. Houston and Texas Central Railroad. Illinois Central Railroad. Indianapolis Southern Railway. International and Great Northern Railway. Kansas City Southern Railway. Louisiana and Arkansas Railway. Midland Valley Railroad. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Minnesota and International Railway. Missouri and North Arkansas Railroad. Missouri Pacific Railway. Northern Pacific Railway. Northwestern Pacific Railroad. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. - San Antonio and Aransas Pass Railway. San Pedro, Los Angeles and Salt Lake Railroad. Spokane International Railway. d Spokane, Portland and Seattle Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and Pacific Railway. 78 INCREASED OPERATING COSTs. Trinity and Brazos Valley Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Wichita Valley Railway. - Upon referring to the chart, it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 1 cent less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined six-tenths of 1 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 1.6 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.215 $0.205 –$0.010 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136 .130 — .006 Total cost of engineers and firemen................ .351 .335 — .016 — (Minus) Denotes decrease. INCREASED OPERATING COSTS. 79 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Totals for 55 Representative Western Railroads.) 3.9 3 60 O 55H * —55 50– —bo 45– –45 4CH- —#40 Total Cost of Engineers and 35* -- * am —35 Firemen *m. 3OH - —30 T º 25 Cost of © h Engineers 2O *------- 15 15 Cost of Firemen |-ººm-'s a sm s m me as s = . l 10 5– —5 O - O 1909 l910 1911 1912 1913 CYJ () tº INCREASED OPERATING Costs. LXVIII. TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1909-1913 for ten representative Western railroads. These railroads are as follows: Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 1.1 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 0.7 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 1.8 cents during the five years. - The facts upon which the chart is based are set forth in greater detail in the table which follows: - - COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase * 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . - - - - - - - $0.199 $0.188 –$0.011 Cost of firemen........... . . . . . . . . . . . . . . . . . . . . . . . .125 .118 — .007 Total cost of engineers and firemen. . . . . . . . . . . . . • * * .324 .306 - .018 - (Minus) Denotes decrease. INCREASED OPERATING Costs. 81 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, .* 1909-1913. (Cents.) (Totals for 10 Representative Western Railroads.) l9 1911 1912 l913 60 | ; 55— —55 50– —50 45— —45 40– —4O 35— —35 Total Cost of Engineers and T*- - – | Fireſcen 3OH− º =so 25– —25 "Cost of |20 Engineers 20 **-* = - lºm 15— —15 Cost of Firer:en ------— l —10 5— —5 O b 1909 1910 1911 I912 1913 82 INCREASED OPERATING COSTS. $4 *t º º LXIX. ATCHISON, TOPEKA AND SANTA FE RAILWAY. * & The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engineers for each one thousand ton miles handled by this company was 0.6 cent less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 0.7 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 1.3 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 * 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.219 $0.213 –$0.006 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137 .130 = .007 Total cost of engineers and firemen................ .356 .343 - .013 - (Minus) Denotes decrease. INCREASED OPERATING COSTs. 83 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Atchison, Topeka and Santa Fe Railway.) l909 lºl () lºll 1912 1913 60 so 55H. —55 50– —50 45— –45 Total Cost of Engineers and 35- - * * m Firemen 3OH- —SO 25–- —25 Cost É ******* * = * * * = ---- nginee gineers ||ao sº 20 15 —15 Cost of Firemen I-"-"—"——- LOH- 10 5H. —5 O O | l909 l910 1911 1912 1913 84 INCREASED OPERATING COSTs. LXX. CHICAGO, BURLINGTON AND QUINCY RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 1.8 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 1 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 2.8 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers.............. . . . . . . . . . . . . . . . . . . $0.168 $0.150 —$0.018 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..100 .090 — .010 Total cost of engineers and firemen............... ,268 ,240 — .028 — (Minus) Denotes decrease. INCREASED OPERATING COSTs. 85 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Chicago, Burlington and Quincy Railroad.) 19 3 60 Q 55H. —k. 50H-. —50 45– —#45 4CH- —ko 35— —35 3OH —30 Total Cost of h Engineers and T = - Firemen 25– T -----25 - 2OH —2O Cost of º * . tº ºme me D Engineers lº tº ** - s = e = * = 15 f Fil" Cost of Firemen 10------- ---------" 5H —5 O O l909 l910 1911 1912 1913' 86 INCREASED OPERATING COSTs. LXXI. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engineers and firemen per 1,000 ton miles during the period 1909–1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 2.1 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 0.7 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 2.8 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers.......... . . . . . . . . . . . . . . . . . . . . . . $0.273 $0.252 —$0.021 Cost of firemen.......... . . . . . . . . . . . . . . . . . . . . . . .166 .159 — .007 Total cost of engineers and firemen.............. g .439 .411 — .028 — (Minus) Denotes decrease. INCREASED OPERATING COSTs. 87 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Chicago, Milwaukee and St. Paul Railway.) 19 IO 1911 19 1913 60 | 60 55– —55 5OH- —50 Total cost of | **i. I —45 Engineers and T = = ºm Firemen T- - - - 4CH —#40 35 —H35 3OH- —30 Cost of **- e me Enzineers *** * * = |D ºn& 25 ***= as | —2O Cost of Firemen -----—--— ----- mes a mº i5 15 | LOH- —lo 5H. —5 O O 1909 1910 1911 l912 1913 88 INCREASED OPERATING COSIS. LXXII. CHICAGO AND NORTH WESTERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909–1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 3.5 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 3.3 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 6.8 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase ſº 1909 1913 1913 over 1909 Cost of engineers............................... $0.273 $0.238 –$0.035 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187 .154 — .033 Total cost of engineers and firemen............... .460 .392 — .068 - (Minus) Denotes decrease. INCREASED OPERATING COSTs. 89 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Chicago and North Western Railway.) l9 l 1912 1913 60 | O 55– 55 50H- O Total Cost of Engineers and ==- º Firemen 45 * * 45 *= * 40 4CH- & 3OH- 30 Cost of * * = * * * * Engineer" |as T* = * = •===PP Tº ef> * O Cost of. Firemen T*-es-, * Bºº OC * D D mºme as a is O ==}ls 10 —10 5H. O | | O lºC9 iðið. Tiāli 1912 1913 90 INCREASED OPERATING COSTS. LXXIII. GREAT NORTHERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 0.5 cent less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 0.4 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 0.9 cent during the five years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.132 $0.127 –$0.005 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .086 .082 – .004 Total cost of engineers and firemen............... .218 .209 — .009 – (Minus) Denotes decrease. INCREASED OPERATING COSTs. 91 COST OF FEEIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, Total Cost of Engineers and Firemen Cost of Engineers Cost of Firemen 1909-1913. (Cents.) (Great Northern Railway.) *.*.*.* -º-º: * 19 3 | 60 O 50- —50 45–- –45 4OH---- -—4O 35– —35 3OH- --|30 2 -º- —25 º O Gº tº ºmº e sº * - º me s m > m, 10 —IO r"**-** - ** = •e – ee--- 5H. —5 O | || i809 1910 1911 1912 1913 92 INCREASED OPERATING COSTs. LXXIV. NORTHERN PACIFIC RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. e Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 2.8 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 1.5 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 4.3 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers............................... $0.200 $0.172 —$0.028 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . ...... .128 .113 — .015 Total cost of engineers and firemen............... .328 .285 — .043 - (Minus) Denotes decrease. INCREASED OPERATING COSTS. O3 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. * (Cents.) (Northern Pacific Railway.) Total Cost of Engineers and Firemen, Cost of Engineers Cost of Firemen - l9 - 3 60 - O 55— —55 50H- —k. 45— —45 4CH- —#40 35 35| * * = 30 * = SO * * 25— —25 20**==== —20 * eme ** as * * * == 15H. 15 -------.. - - - - 1OH- —10 5H. —5 O | | 1909 1910 1911 1912 1913 94 INCREASED OPERATING Costs. Lxxv. CANADIAN PACIFIC RAILWAY (CANADIAN LINES). The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 0.8 cent less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 0.2 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 1 cent during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. * Increase . 1909 1913 1913 over 1909 Cost of engineers................................ $0.220 $0.212 —30.008 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138 .136 — .002 Total cost of engineers and firemen............... ,358 .348 — .010 - (Minus) Denotes decrease. I NCREASED OPERATING COSTs. COST OF FREIGHT 1909-1913. (Cents.) (Canadian Pacific—Canadian Lines.) ENGINEERS AND FIREMEN PER 1000 TON MILES, Total Cost of Enginéex's and Firemen Cost of Engineer's Cost of Firemen l9 l3 6C 60 55- —55 5OH- —50 45– —45 4d— —#40 3OH- —3O 25— —25 *** * * * me s m = = * = a m = m. 2O lSH- 15 lOH- —10 5H —5 O i809 l910 1911 1912 1913 96 g INCREASED OPERATING Costs. LXXVI. CHICAGO GREAT WESTERN RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 4.3 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 2.6 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 6.9 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers................................ $0.212 $0.169 –$0.043 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137 ..111 – ".026 Total cost of engineers and firemen.............. º .349 .280 — .069 - (Minus) Denotes decrease. INCREASED OPERATING COSTS. 97 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Chicago Great Western Railroad.) l9 3 60 O 55— —55 5OH− —so 45— —ks 40- Total Cost of *== —35 Engineers and Tº = Firemen * * 3OH * ~ –so * *— —25 Cost of º *ee Engineers 2O * * = O O —20 * * * * * ** , i5 ls º imme ee k Cost of Firemen Q T"----..— ... 1OH- —lo 5H- —5 O * O l909 lºlo 1911 1912 1913 98 INCREASED OPERATING COSTs. LXXVII. COLORADO AND SOUTHERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi. neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 4.5 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 2.5 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 7.0 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers................................ $0.333 $0.288 —$0.045 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211 .186 — .025 Total cost of engineers and firemen.............. tº ,544 ,474 — .07.0 — (Minus) Denotes decrease. INCREASED OPERATING COSTS. 99 cost OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Colorado and Southern Railway.) 19 3 6C O Total cost of |*FI —55 Engineers and * = Firemen *~ 50– * *msºmºsº * = 50 - *~! 45–- –45 Cost of ** = Engineers *** = . 3OH- * * - •===ºo 4 * es Cost of Firemen T*----.. —ko *m. H 15 10 s— —k l909 l910 1911 1912 1913 O | | 100 INCREASED OPERATING COSTs. LXXVIII. DENVER AND RIO GRANDE RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 6.2 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 4.0 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 10.2 cents during the five years. The facts upon which the chart is based are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.460 $0.398 —$0.062 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .305 .265 — ,040 Total cost of engineers and firemen. . . . . . . . . . . . . . . .765 .663 — .102 — (Minus) Denotes decrease. INCREASED OPERATING COSTs. 101 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Denver and Rio Grande Railroad.) Total Cost of Engineers and Firemen 6 —60 55— —55 5OH- —50 Cost of Engineers |45=== ** = #5 * Q sº sº * 40H- * * --AO 3 —35 Cost of Firemen 3 30 ***m, e. **m, e. **mess *} 25– —f 2CH- —20 14– —15 –5 || O O 1909 1910 Tºll l 19 f 102 INCREASED OPERATING COSTs. LxxIX, DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 0.1 cent less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 0.3 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 0.4 cent during the five years. O These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers.............. tº e º 'º e s tº e º e & e º 'º e º a e $0.328 $0.327 —$0.001 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º ºn tº º .201 .198 — .003 Total cost of engineers and firemen. . . . . . . . . . . . . . . ,529 .525 — .004 - (Minus) Denotes decrease. INCREASED OPERATING Costs. COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Duluth, South Shore and Atlantic Railway.) Total Cost of Engineers and Firemen 50 19 l910 l9.ll l912 l913 60 60 55- —55 Cost of Firemen t 2d-e-- ** = ee me eems • * = switH2O }*º-gº —50 45– “–45 4CH- 35 35 Cost Of - * me tº me • me a m s me me me me amº Engineers 3OH. —30 25– —25 l,5– –15 LOH- —10 k 5H —k | 0 b s l'909 l910 1911 1912 1913 104 INCREASED OPERATING COSTs. LXXX, F.T. WORTH AND DENVER CITY RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 5.3 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 2.7 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 8.0 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers............. . . . . . . . . . . . . . . . . . . . $0.293 $0.240 —$0.053 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .181 .154 — .027 Total cost of engineers and firemen. . . . . . . . . . . . . . . .474 .394 - .080 — (Minus) Denotes decrease. INCREASED OPERATING COSTS. 105 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Fort Worth and Denver City Railroad.) l909 l910 l9 ll 1912 1913 60 | 60 | | 55H. - 55 50H- —50 Total cost of ~ Engineers and -- A Firemer, 45 * *= 45 * * *—sº 35 —35 Cost cºſ 3O 33 Engineers T--- * EP * & cº &O * &r. ** Ö *iºs --> * cost of Firemen lº 2O Fºrmº, *** * * = e, * * * *m, *** * * = 15– 15 10 —IO 5 —5 O | O 1909 l910 1911 1912 1913 106 INCREASED OPERATING COSTs. LXXXI. FORT SMITH AND WESTERN RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909–1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 2.3 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 1.5 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 3.8 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES, Increase 1909 1913 1913 over 1909 Cost of engineers.................... ... . . . . . . . . . $0.337 $0.314 –$0.023 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .204 .18 — .015 Total cost of engineers and firemen............... .541 .503 - .038 tº - - -nºmm, - (Minus) Denotes decrease, * INCREASED OPERATING COSTs. 107 COST OF FIREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Fort Smith and Western Railroad.) Total Cost of Engineers and Firemen Cost of Hºngineers Cost of Firemen 60 60 55H. —55 * = * * * - T -- 50H- ==50 45– —#45 —#40 *- 35 - tº º ** a sºme tº ſº ** * * * = . 3OH- 30 25 —25 20=****-ee--- —2O - ºne e a = 15 —15 10 —10 5 —5 O O l9 l3 1909 1910 1911 1912 1913 108 INCREASED OPERATING COSTS. LXXXII, KANSAS CITY SOUTHERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 2.8 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 1.8 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 4.6 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.199 $0.171 —$0.028 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122 .104 — .018 Total cost of engineers and firemen............... .321 .275 — .046 - (Minus) Denotes decrease. INCREASED OPERATING COSTS. 109 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Kansas City Southern Railway.) Total Cost of Engineers and Firemen Cost of Engineers Cost cf Firemen l909 L910 1911 1912 1913 60 º: 55– —55. 50H- —50 45— —#45 4CH- —%O s— —H35 * = * = 3OH. * * —30 **-- 24– —25 ºne is * Rºme * ºme * mam 15— —15 **** * * == l() ** = a me ”---—ho 5H. —f O o lºC9 1910 1911 1912 1913 110 INCREASED OPERATING COSTs. LXXXIII. MINNEAPOLIS AND ST. LOUIS RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 2.1 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles increased 0.4 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 1.7 cents during the five years. These facts are set förth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers.......... . . . . . . . . . . . . . . . . . . . . . . $0.262 $0.241 —$0.021 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148 .152 .004 Total cost of engineers and firemen. . . . . . . . . . . . . . e .410 .393 — .017 — (Minus) Denotes decrease. INCREASED OPERATING COSTs. 111 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, - - 1909-1913. (Cents.) (Minneapolis and St. Louis Railroad.) 19 1910 1911 19 1913 60 60 55– —55 50H- —50 45— –45 Total Cost of Engineers and 4CH- - T- - - - ==40 Firemen ) 35H- -—35 3OH- —30 Cost of Engineers 2OH- —2O Cost dif Firemen 15Hsue me • em ee- "—is 10 —10 5H N —5 O O 19C9 1910 1911 1912 1913 112 INCREASED OPERATING COSTs. LXXXIV. MINNESOTA AND INTERNATIONAL RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 2.6 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 0.5 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 3.1 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase e 1909 1913 1913 over 1909 Cost of engineers................................ $0.280 $0.254 —$0.026 Cost of firemen.................................. .164 .159 - .005 Total cost of engineers and firemen............... .444 .413 = .031 – (Minus) Denotes decrease. INCREASED OPERATING COSTs. 113 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913 (Cents.) (Minneapolis and International Railway.) l9 ld 1911 l9 1913 60 | ko | 55– —55 50– —50 Total cost of *== —45 Engineers and T = - Firemen T --- 40– 40 35— —H35 Cost of 3O 3O Engineers T"T"--------_. 25– ---as 20– —2O Cost of Firemen Fm’”ºm ee m e a mee sme sem 15 — 15 1OH- lo 5H —5 O - O 1909 l910 1911 l912 1913 114 INCREASED OPERATING COSTS. LXXXV. MISSOURI AND NORTH ARRANSAS RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 20.0 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 14.2 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 34.2 cents during the five years. These racts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers............. * * * * * * * * * * * e s e e s e e e $0.610 $0.410 —$0.200 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374 .232 — .142 Total cost of engineers and firemen.............. we .984 .642 — .342 — (Minus) Denotes decrease. INCREASED OPERATING COSTS. 115 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Missouri and North Arkansas Railroad.) Total Cost of Engineers and Firemen Cost of 6 O Engineers & Y-> 5 . 55 `--~ 50– —50 **. Y--> 45 **s cost of Firemen 3 20– —20 15– —15 10– —IO 116 INCREASED OPERATING COSTs. LXXXVI. MISSOURI PACIFIC RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 6.1 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 3.7 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 9.8 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... $0.299 $0.238 —$0.061 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .188 ..151 — .037 Total cost of engineers and firemen. . . . . . . . . . . . . . . .487 .389 – 098 — (Minus) Denotes decrease. INCREASED OPERATING COSTS. 117 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Missouri Pacific Railway.) Total Cost of Engineers and . Firemen Cost of Engineers Cost of Firemen 19 3 60 O 55– —55 50– —50 *s 45— *s —45 *s ^s *s 4CH- sºo 35 —35 *--. 30 ** = ** = ** -. =-25 *E=- 20– —2O T-----. Tº "s = & © is— =hs LOH- —HIO 5H —5 O | | 1909 l910 1911 1912 1913 118 INCREASED OPERATING COSTs. LXXXVII. NORTHWESTERN PACIFIC RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 16.4 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 9.4 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 25.8 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , $0.658 $0.494 —$0.164 Cost of firemen... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . wº .312 .218 — .09.4 Total cost of engineers and firemen. . . . . . . . . . . . tº º ſº .970 .712 - .258 - (Minus) Denotes decrease. INCREASED OPERATING COSTs. 119 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES. 1909-1913. (Cents.) (Northwestern Pacific Railroad.) Total Cost of Frginéers and Firemen Cost of Engineers Cost of Firemen l909 O º 213 C O 100 95-S ——95 90– YS O ^ C *H ^ 5 8OH- YS 30 75— 5 7OH- O 6 5 ^s. 6 Y-> O 5 ">< 5 **s 50 º --> º-J O 4CH- 3 3. © Cº 2 T**~.. *.. 20– 15— —15 10H- —10 i. | | º - tºº- O 190 1910 1911 1912 1913 120 INCREASED OPERATING COSTs. LXXXVIII. PECOS AND NORTHERN TEXAS RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 5.4 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 3 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 8.4 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers................................ $0.282 $0.228 –$0.054 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175 .145 — .030 Total cost of engineers and firemen............... .457 .373 — .084 - (Minus) Denotes decrease. INCREASED OPERATING COSTs. 121 cost of FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Pecos and Northern Texas Railway.) 19 3 60 O 55– —55 5 —so Total Cost of Engineers and * * —#45 Firemen * 4CH- ~~-Ko *. 35— 35 Cost of 30 30 Engineers ** = . *e * s 25– T*--~ 25 ! **e=| 2OH- —20 Cost of Fireme * ºw Q ©Tº Yº "T"-...- 15– - ***-m-15 | 10– O | : | | | *— | | 1909 1910 1911 1912 1913 122 INCREASED OPERATING Costs. LXXXIX. ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 1.7 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 0.9 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 2.6 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers................................ $0.193 $0.176 –$0.017 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º e º e º e .122 .113 — .009 Total cost of engineers and firemen...... * * * * g e º 'º & .315 .289 – .026 - (Minus) Denotes decrease. INCREASED OPERATING COSTS. 123 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (St. Louis, Iron Mountain and Southern Railway.) 19 - 13 60 60 55H. —55 5OH- O 45— —45 * —35 Total Cost of T- ame T* – – - ~T Engineers and | * - - 30 Firemen - } 2 —125 2O —2O Cost of Firemen T"T"T"--------- 15— 15 Cost of - T***** = ** = • , = , = = . . Engineers 10— 10 5H. - O O 1909 1910 1911 1912 1913 124 INCREASED OPERATING CoSTS. XC. ST. LOUIS AND SAN FRANCISCO RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 2.1 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 1.7 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 3.8 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.291 $0.270 —$0.021 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .183 ,166 — .01 Total cost of engineers and firemen. . . . . . . . . . . . . . . .474 .436 — .038 — (Minus) Denotes decrease. INCREASED OPERATING COSTS. 125 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (St. Louis and San Francisco Railroad.) 19 3 60 Q 55– —55 50–– *:::: Cost of * = ngineers and * = Firemen 45— " * = 5 || || t & º 4CH —#40 ; 35— —H35 3OH. —30 Cost of *** * = &º Engineers U ** = m = mº se m} 25— 25 2OH- —20 Cost of Firemen º º *** semese Cººl © C | 15— 15 1OH- —IO 5H - \ —5 O 1909 1910 1911 1912 1913 126 INCREASED OPERATING COSTs. XCI. ST. LOUIS SOUTHWESTERN RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909–1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 1.2 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 0.4 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 1.6 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. *...* 1909 1913 1913 over 1909 Cost of engineers.............. e e º ºs e º e s ∈ e º e e º e º 'º º $0.193 $0.181 —$0.012 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 .112 — .004 Total cost of engineers and firemen....... . . . . . . . . .309 .293 - .016 - (Minus) Denotes decrease. INCREASED OPERATING COSTs. 127 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (St. Louis Southwestern Railway.) r—r—r-r—t º, º.º. ººm k 55– —55 50— —50 45– —#45 Total Cost of Engineers snd [-. T* = = –– Firemen 3O =30 2 —25 Cost of —20 Engineers *F------------- - 1– —15 Cost of Firemen mºeºsmº seam eems e s m lOH- t —10 & 5H. —5 | | | | | 1909 1910 1911 1912 lºl3 128 INCREASED OPERATING COSTs. XCII. SAN ANTONIO AND ARANSAS PASS RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 17.1 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 10.6 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 27.7 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase * 1909 1913 1913 over 1909 Cost of engineers................................ $0.570 $0.399 –$0.171 Cost of firemen.................................. .344 .238 — .106 Total cost of engineers and firemen............... .914 _637 – .277 - (Minus) Denotes decrease. INCREASED OPERATING Costs. 129 coST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (San Antonio and Aransas Pass Railway.) Total Cost of Engineers and Firemen Cost of Engineers # =->. —55 ^ 50– & 50 o Y-> 45— © +45 ^. 40– ~t Cost of Firemen |35– 5 *see ad— "T"--> —30 T---~ 25– **=25 2C- —20 15–– 15 10– —10 d— —5 O 1909 1910 1912. 1912 1913 130 INCREASED OPERATING CoSTs. XCIII. SAN PEDRO, LOS ANGELES AND SALT LAKE RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at, once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 3 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 2 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 5 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers....................... . . . . . . . . . $0.259 $0.229 –$0.030 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164 .144 — .020 Total cost of engineers and firemen. . . . . . . . . • e e º a º .423 .373 — .050 – (Minus) Denotes decrease. INCREASED OPERATING Costs. 131 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (San Pedro, Los Angeles and Salt Lake Railroad.) l9 3 60 Q 55– —55 ‘l 50— —50 45— –45 Total Cost of Engineers and * = Firemen 4CH º * = #O *= * = 35— —35 3OH- —30 Cost of " _ºme so Engineers += *** --- * * 25 * ** 2OH- —2O t |- Cost of Firemen 15 **-mese tº Gº C O 15 1OH- —IO 5H —k O O & ISO9 1910 1911 1912 1913 132 INCREASED OPERATING COSTs. ( XCIV. SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 20 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 12.1 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 32.1 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase * 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.317 $0.117 —$0.200 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .197 .07 — .121 Total cost of engineers and firemell............... .514 .19 — .321 — (Minus) Denotes decrease. INCREASED OPERATING COSTs. 133 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Southern Kansas Railway Company of Texas.) Total Cost of Engineers and Firemen Cost of Engineers Cost of Firemen l:3 60 55— N– 25 ^ "N, "> ^ º —#40 N —Nº. 15 & N 1OH- “S” 5 —5 O - l909 1910 1911 1912 1913 134 INCREASED OPERATING Costs. XCV. SOUTHERN PACIFIC COMPANY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909–1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was the same in 1913 as it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 1 cent. For both engineers and firemen the reduction for each one thousand ton miles handled was 1 cent during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers......... © º e º 'º g º & tº gº º is tº g tº tº tº tº e º e º º $0.195 $0.195 $0.000 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118 .108 - .010 Total cost of engineers and firemen..... tº e º 'º - º 'º e º e .313 .303 - .010 — (Minus) Denotes decrease. INCREASED OPERATING COSTS. 135 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) e (Southern Pacific Company.) 19 3 60 O 55— —55 50– —50 45— –45 4CH- –40 *— —35 Total Cost of Engineers and 3 30 Firemen 25– —25 Cost * *H*—-—-—-— -— -->=% *— 15 Cost of Firemen Tº"--------. 1OH- O 5H | | | | 1909 l910 1911 1912 1913 136 INCREASED OPERATING COSTs. XCVI. SPOKANE INTERNATIONAL RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909–1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 7.7 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 4.6 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 12.3 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.254 $0.177 —$0.077 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 .123 — ,046 Total cost of engineers and firemen. . . . . . . . . . . . . . . .423 .300 — .123 — (Minus) Denotes decrease. INCREASED OPERATING COSTs. 137 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Spokane International Railway.) -: 19 60 O 55H- —55 50– —k 45 –45 Total Cost of Engineers and Nºs Firemen *s ^ —#40 35— Y- —H35 N- 3OH- —Slso Cost of Engineers 25--~ —25 &º * º & Ö * * O Cost of Firemen lºm- * is- -use ** —15 D *me *** 1OH- —10 5 — —5 O | - 1909 1910 i0ll 1912 - 1913 138 INCREASED OPERATING COSTS. XCVII. TRINITY AND BRAZOS WALLEY RAILWAY. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 4.7 cents less in 1913 than it was in 1909. During the same period the cost of fifemen per one thousand ton miles declined 2.9 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 7.6 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers........................ e e e a s gº tº º $0.251 $0.204 –$0.047 Cost of firemen....... . . . . . . . . . . . . . . . . . . . . . . . . . . . .158 .12 — .029 Total cost of engineers and firemen....... e e º C tº e º o .409 .333 - .076 - (Minus) Denotes decrease. INCREASED OPERATING COSTS. 139 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES. 1909-1913. (Cents.) (Trinity and Brazos Valley Railway.) 19 3 60 O 53— —55 +- 5 Total Cost of Engineera and ==- –40 Firemen *. ** * 3 * s−135 * —30 Cost of Engineers |25----. 5 2OH- Cost of Firemen 15-"---- —ls ***es =} 10– —10 5H. —5 | | | | 1909 l910 1911 1912 1913 140 INCREASED OPERATING COSTs. XCVIII. WABASH, CHESTER AND WESTERN RAILROAD. The chart on the opposite page sets forth a comparison of the cost of freight engi- neers and firemen per 1,000 ton miles during the period 1909-1913. Upon referring to the chart it is at once seen that the outlay in terms of engi- neers for each one thousand ton miles handled by this company was 5.2 cents less in 1913 than it was in 1909. During the same period the cost of firemen per one thousand ton miles declined 1.6 cents. For both engineers and firemen the reduction for each one thousand ton miles handled was 6.8 cents during the five years. These facts are set forth in greater detail in the table which follows: COST OF FREIGHT ENGINEERS AND FIREMEN PER 1,000 TON MILES. Increase 1909 1913 1913 over 1909 Cost of engineers........................ & © e º e º te e $0.428 $0.376 –$0.052 Cost of firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .232 .216 — .016 Total cost of engineers and firemen......... tº e º & © tº .660 .592 * --> loss - (Minus) Denotes decrease. INCREASED OPERATING Costs. 141 COST OF FREIGHT ENGINEERS AND FIREMEN PER 1000 TON MILES, 1909-1913. (Cents.) (Wabash, Chester and Western Railroad.) l9. 3. 7O 70 Total Cost of Engineers and 5Res- *sº Finsmen 6 * = 65 * * 6OH- *==60 55– —55 5OH- -50 Cost of 45 45 Engineers T*---, 40 *. *** = —40 us * º - 35— —35 3OH- 30 Cost of Firemen 25 ſº A-a--- - urºu, -sº *------— 20– —H2O 15– —15 5– —# O - |- O 1909 lºll 1912 1913 Decrease in Revenue Train Mile Costs During the Fiscal Year 1914 Prepared Under Supervision of . W. J. LAUCK Exhibit Number 34 Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemèn and Enginemen. ~" Decrease in Revenue Train Mile Costs During the Fiscal Year 1914 Composition and Makeup by Superior Typesetting Co., Chicago. Ill. DECREASE IN REVENUE TRAIN MILE COSTS DURING THE FISCAL YEAR 1914. SECTION PAGE 1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2. Atchison, Topeka and Santa Fe Railway........................................... 2 3. Chicago, Burlington and Quincy Railroad......................................... 2 4. Chicago, Milwaukee and St. Paul Railway......................................... 2 5. Chicago and North Western Railway............................................. 2 6. Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 7. Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........ 3 8. Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 9. Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 10. Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. 11. Union Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 12. Chicago and Alton Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3. Chicago Great Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 14. Chicago, Rock Island and Gulf Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 15. Chicago, Rock Island and Pacific Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 16. Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 17. Colorado and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 18. Concho, San Saba and Llano Valley Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 19. Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • - - - - - - - - 6 20. Duluth, South Shore and Atlantic Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 21. El Paso and Southwestern Company. . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * 6 22. Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 23. Fort Worth and Rio Grande Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .… 7 24. Galveston, Harrisburg and San Antonio Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 25. Grand Canyon Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 26. Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . •e e g º º 8 27. Gulf and Interstate Railway of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 28. Houston East and West Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 29. Houston and Shreveport Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 30. Houston and Texas Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 31. International and Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 32. Kansas City, Clinton and Springfield Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 33. Kansas City Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 34. Louisiana and Arkansas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 35. Mineral Range Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 36. Minneapolis, St. Paul and Sault Ste. Marie Railway................................. 10 37. Missouri, Kansas and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 38. Missouri and North Arkansas Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . ............... 11 CONTENTS i SECTION PAGE 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. Missouri Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .* * * * * * * * * * * * * * * * * * * * * * 11 Morgan's Louisiana and Texas Railroad and Steamship Company..... . . . . . . . . . . . . . 11 New Orleans, Texas and Mexico Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Oregon Trunk Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Oregon–Washington Railroad and Navigation Company. . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Panhandle and Santa Fe Railway (formerly Southern Kansas Railway Company of Texas) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Pecos and Northern Texas Railway.......................... . . . . . . . . . . . . . . . . . . . . 12 Pierre and Fort Pierre Bridge Railway......................... . . . . . . . . . . . . . . . . . 13 Pierre, Rapid City and Northwestern Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 St. Louis, Brownsville and Mexico Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 St. Louis and San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 St. Louis, San Francisco and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 St. Louis Southwestern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 St. Louis Southwestern Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 San Pedro, Los Angeles and Salt Lake Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Spokane, Portland and Seattle Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Tacoma Eastern Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Texas and Gulf Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Texas and New Orleans Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Texas and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Trinity and Brazos Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Wabash Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Weatherford, Mineral Wells and Northwestern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Western Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Wichita Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Yazoo and Mississippi Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 ii 65. Decrease in Revenue Train Mile Costs During the Fiscal Year 1914. I. INTRODUCTION. The following series of tables show the cost of locomotive engineers and firemen per revenue train mile during the fiscal years 1913 and 1914, and in the increase or decrease in the latter year as compared with the former, for the greater number of Western railroads engaged in the present proceedings. In this connection the fact which has been put forward —the increase in train and locomotive loads during 1914—should be recalled. The following statements show that although the productive efficiency of engineers and firemen during the past year has increased, the cost of both of these classes of employes to the railroads has declined. The compilations are based upon the annual reports of the railroads to the Interstate Commerce Commission for the two years, 1913-1914. They are submitted in alphabetical order according to railroads. 2 DECREASE IN REVENUE TRAIN MILE COSTs. II, ATCHISON, TOPEKA AND SANTA FE RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 COst per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0767 $0.0740 96.48 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0469 .0455 97.01 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1236 $0.1195 96.68 III. CHICAGO, BURLINGTON AND QUINCY RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0732 $0.0733 100.14 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0440 .0435 98.86 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1172 $0.1168 99.66 IV. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. Ratio of Cost (D1913 (2)1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * $0.0888 $0.0878 98.87 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0562 ,0556 98.93 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1450 $0.1434 98.90 (D Basic figures include 87,353 gasoline passenger miles. (2) Basic figures include 253,346 gasoline passenger miles. W. CHICAGO AND NORTH WESTERN RAILWAY. & Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers tº e g º ºs e º 'º e º gº º e º g • * * * ºn tº e º $ tº e º O ſº tº e º 'º e º º e º e º 'º e ºs $0.0848 $0.0838 98.82 Firemen . . . . . . . . . . . . . . . . . . . . . ........................ .0548 .0544 99.27 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1396 $0.1382 99.00 DECREASE IN REVENUE TRAIN MILE COSTs. VI. GREAT NORTHERN RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0817 $0.0869 106.36 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0529 .0565 106.81 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1346 $0.1434 106.54 VII. ILLINOIS CENTRAL RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0808 $0.0770 95.30 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,0541 .0498 92.05 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1349 $0.1268 94.00 VIII. NorthERN PACIFIC RAILWAY. |. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0945 (D $0.0924 97.78 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º, .0619 (D .0610 98.55 Total . . . . . . . . . . . p e s e º e s e e • e º e º e º e s a s e º ºs e e º e º e º º a s $0.1564 () $0.1534 98.08 Q) Basic figures include 32,865 motor car miles. IX. OREGON SHORT LINE RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers ............... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0850 $0.0839 98.71 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0562 .0547 97.33 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ſº e º 'º $0.1412 $0.1386 98.16 4. DECREASE IN REVENUE TRAIN MILE COSTs. X. SOUTHERN PACIFIC COMPANY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . tº e º º ſº tº ſº tº º ſº tº º O p → ç ç is tº gº tº e º & $0.0856 $0.0862 100.70 Firemen .............. tº tº dº ſº º º is º º.................... * * .0476 ,0414 86.97 Total . . . . . . . . . . . . . . . . . . . . . . . . . . .................. $0.1332 $0.1276 95.80 XI. UNION PACIFIC RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . e e º tº e º e º ºs º e º e º G & º ºs º ºs e º º ºs º is is $0.0705 () $0.0693 98.30 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0454 (D .0446 98.24 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1159 () $0.1139 98.27 (D Basic figures include 424,066 motor car miles. XII. CHICAGO AND ALTON RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . •,• * * * * * * * * * * $0.0788 $0 0797 101 14 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0499 .0503 100 80 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1287 $0.1300 101.01 XIII. CHICAGO GREAT WESTERN RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0767 $0 0753 98 17 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,0504 .0498 98 81 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0 1271 $0 1251 98 43 DECREASE IN REVENUE TRAIN MILE Costs. XIV. CHICAGO, ROCK ISLAND AND GULF RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 © Cost per revenue train mile: Engineers ........................ © º & © tº gº tº e º ºs e º e º e º e º 'º e $0.0668 $0.0668 100.00 Firemen . . . . . . . . . . .................... tº e º e º tº º ſº º e - e. e. e. g. .0453 .0459 101.32 Total ..... * * * * * * * * * * * * * * e s e e e s e º a c e s e e to º e º 'º - º e º 'º is $0.1121 $0.1127 100.54 XV. CHICAGO, ROCK ISLAND AND PACIFIC RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 CoSt per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0728 $0.0718 98.63 Firemen ...... tº w w e s is e s e º 'º - † tº e º e s e s tº e º e º e º ºs º ºs e º e º e º e º º .0487 .0479 98.36 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1215 $0.1197 98.52 XVI. CHICAGO, S.T. PAUL, MINNEAPOLIS AND OMAHA RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0768 $0.0788 102.60 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0484 .0498 102.89 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1252 $0.1286 102.72 XVII. COLORADO AND SOUTHERN RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . º e º e º & e g g g s $0.1064 $0.1089 102.35 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0686 .0703 102 48 Total e e s ∈ e º a tº e º s º º 'º e º º © tº e º 'º e e is tº 9 º' º 'º e & tº º º ſº e º e - © tº * $0.1750 $0.1792 102.40 DECREASE IN REVENUE TRAIN MILE Costs. XVIII. CONCHO, SAN SABA AND LLANO VALLEY RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers ..................... tº e º ºs e e e * * * * * * * tº ſº e º e º & ſº $0.0608 $0.0597 98.19 Firemen tº ſº tº e º & º e º tº e º e º º º e º e º e s e º e º ſº e ſº tº º e º e º is u e º ſe e º e s ſº .0356 s .0350 98.31 Total . . . . . . . . . . . . . . . . . . . . tº º e º e º e º 'º e º º sº e º e º e e e º e º a so.0884 $0.0947 98.24 XIX. DENVER AND RIO GRANDE RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: . Engineers ............................................ $0.1247 $0.1242 99.60 Firemen . . . . . . . . . . . . . . . .............................. .0830 .0827 99.64 Total ..... tº º ſº e º º * * * * * * * * * * * * * c e º e º e º e º e º e < e < e º º sº º $3 2017 $0.2069 99.61 XX. DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: º Engineers . . . . . . . . . . . . . . . . . . . . . . . tº e s e º 'º s > t e º e º 'º e º ºs e s tº e $0.0803 $0.0759 94.52 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . tº gº tº e s tº e º & © e º e e º ſº tº º º e .0487 .0470 96.51 Total . . . . . . . . . . . . . . . . . . . . . . . . . te e º ſº tº & © e º ºs e º e • a s is tº a $0.1290 $0.1229. 95.27 XXI. EL PASO AND SOUTHWESTERN COMPANY. Ratio of Cost 1913 1914 in 1914 to Cost * in 1913 Cost per revenue train mile: e Engineers ............... tº es e e s ∈ & e º ºs e º º ſº sº e º e tº e º 'º tº gº tº gº tº º e $0.0820 $0.0796 97.07 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0574 .0554 96.52 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e is e e s = e s tº a $0.1394 $0.1350 96.84 DECREASE IN REVENUE TRAIN MILE COSTs. XXII. FORT WORTH AND DENVER CITY RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * e s a s ſº $0.0687 $0.0717 104.37 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0442 .0452 102.26 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * $0.1129 $0.1169 103.54 XXIII. FORT WORTH AND RIO GRANDE RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost, in 1913 Gost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0603 $0.0608 100.83 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0369 ,0376 101.90 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e $0.0972 $0.0984 101.23 XXIV. GALVESTON, HARRISBURG AND SAN ANTONIO RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • - - - - $0.0744 $0.0729 97.98 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0452 .0441 97.57 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e $0.1196 $0.1170 97.83 XXV. GRAND CANYON RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º ºs e º 'º e º º tº º e º e º 'º º $0.0507 $0.0516 101.78 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e º 'º e g º º tº º .0317 .0297 93.69 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . dº º ſº e s tº gº © tº e g º e º 'º º gº $0.0824 $0.0813 98.67 DECREASE IN REVENUE TRAIN MILE COSTs. XXVI. GULF, COLORADO AND SANTA FE RAILWAY. Ratio of Cost, 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0768 (D $0.0761 99.09 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0485 (D .0479 98.76 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1253 (D $0.1240 98.96 GD Revenue train miles include 486 passenger motor car miles. XXVII. GULF AND INTERSTATE RAILWAY OF TEXAS. - Ratio of Cost 1913 (D1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0695 $0.0605 87.05 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0387 .0337 87.08 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º $0.1082 $0.0942 87.06 G) Basic figures include 29,827 motor car miles. XXVIII. HOUSTON EAST AND WEST TEXAS RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0814 $0.0865 106.27 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0489 .0533 109.00 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº dº e e $0.1303 $0.1398. 107.29 XXIX. HOUSTON AND SHREVEPORT RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . • a e e e e e s a e s e e o e s e = * * * * * * * • * ~ * $0.0145 $0.0160 110.34 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0084. .0095 113.10 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0229 $0.0255 111.35 DECREASE IN REVENUE TRAIN MILE Costs. XXX. Houston AND TEXAS CENTRAL RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0902 $0.0886 98.23 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0544 .0535 98.35 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1446 $0.1421 98.27 XXXI. INTERNATIONAL AND GREAT NORTHERN RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . gº tº e º ºs e º nº e º e º is e º ºs e e º 'º e g º e $0.0765 $0.0783 102.35 Firemen . . . . . . . . . . º e º 'º e º e º ſº e º e º 'º e º ſº a tº e º e º e º 'º e º e º ºs º º tº º .0469 .0485 103.41 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1234 $0.1268 102.76 XXXII. KANSAS CITY, CLINTON AND SPRINGFIELD RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . e tº e s tº e º e e g º ºs e º e s e e e e º 'º º e e ſº º is $0.0628 $0.0616 98.09 Firemen & © e g º ºs e º 'º e º 'º e º ſº º ge º 'º e º º tº e e tº e º º ºs º º tº C º e º is e e º e º 'º e .0389 .0377 96.92 Total e e º e e º e º e º e º e º e º e º is e º 'º e e s tº e º e º ei e º e º e s e s e e º 'º e $0.1017 $0.0993 97.64 XXXIII. KANSAS CITY SOUTHERN RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers tº e º e º nº e º º * * * * * * * tº º tº e º & © tº º º e º ºs e e º ºs e tº e º ſº e º 'º e º e is $0.0896 $0.0864 96.43 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. .0544 .0529 97.24 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. $0.1440 $0.1393 96.74 10 DECREASE IN REVENUE TRAIN MILE COSTs. XXXIV. LOUISIANA AND ARKANSAS RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 COst per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0685 $0.0685 100.00 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0398 .0396 99.50 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1083 $0.1081 99.82 XXXV. MINERAL RANGE RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1390 $0.1123 80.79 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0861 .0695 80.72 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.2251 $0.1818 80.76 XXXVI. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0740 $0.0739 99.86 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0475 .0475 100.00 Total . . . . . . . . a e s a e s e s e e s s a e s a s e a e º e º e º e s e a e s e e º e e $0.1215 $0.1214 99.92 XXXVII. MISSOURI, KANSAS AND TEXAS RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e s tº e º e º e º e $0.0732 $0.0683 93.31 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0454 .0427 94.05 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1186 $0.1110 93 59 DECREASE IN REVENUE TRAIN MILE COSTS. 11 XXXVIII. MISSOURI AND NORTH ARKANSAS RAILROAD. Ratio of Cost 1913 (D1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0610 $0.0676 110.82 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0346 .0388 112.14 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0956 $0.1064 111.30 (D Basic figures include 125,001 passenger motor miles. XXXIX. MISSOURI PACIFIC RAILWAY. - Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: t Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0761 $0.0760 99.87 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0484 .0486 100.41 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1245 $0.1246 100.08 XL. MORGAN's LOUISIANA AND TEXAS RAILROAD AND STEAMSHIP COMPANY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1083 $0.0911 84.12 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0657 .0543 82.65 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1740 $0.1454 83.56 XLI. NEW ORLEANS, TEXAS AND MEXICO RAILROAD. Ratio of Cost, 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: - - Engineers ................. tº º $ tº e º ſº e º 'º º e º e º 'º tº e tº g º º º ſº e º tº $0.1333 $0.1153 86.50 Firemen tº tº ſº tº º ºs º gº tº gº tº e º 'º e º º ſº º tº tº e º is is a tº $ tº e º e tº tº gº tº º tº gº tº G & º ſº tº .0523 .0510 97.51 Total . . . . . . . . . . . . . . . . . tº ſº e º º ºs e º 'º e º is º º ſº ºp e º 'º e º 'º º e º ſº tº $0.1856 $0.1663 89.60 12 DECREASE IN REVENUE TRAIN MILE COSTS. XLII. OREGON TRUN K RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers ........ e e e g c e s g g º e º ºs e e ſº tº e º e º 'º e º – º º gº ºn e º tº e º º º e50.0578 $0.0565 97.75 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . e s e s a s a e e s tº e º sº e s tº º º e .0378 .0387 102.38 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0956 $0.0952 99.58 XLIII. OREGON-WASHINGTON RAILROAD AND NAVIGATION COMPANY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers ............. tº e a e º e s tº s a e s e s a e º 'º e s & e º e º e º 'º e º e $0.0872 $0.0827 94.84 Firemen .......... & e º e º e s e s a s e e e s e s e a e e s a e e º 'º e º e º e º e º .0537 .0507 94.41 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1409 $0.1334 94.68 xLIV. PANHANDLE AND SANTA FE RAILWAY (FORMERLY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS). Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . • * * * * * * * > g g tº e º 'º e º 'º e º e º e e º ºs e º 'º' $0.0636 $0.0660 103.77 Firemen tº e º 'º e º 'º tº tº º e º e º e º e º e * † tº e º 'º e º gº ºg º 'º e º e º 'º e º e º ſº º tº º º .0410 .0411 100.24 Total gº tº e º & © tº dº e º 'º º e º 'º G & © tº º ſº tº º ºs e º e º e º 'º º ºs e º e º e º e º e º is $0.1046 $0.1071 102.39 XLV. PECOS AND NORTHERN TEXAS RAILWAY. Ratio of Cost, 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0756 $0.0662 87.57 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * .0480 .0409 85.21 e Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1236 $0.1071 86.65 DECREASE IN REVENUE TRAIN MILE COSTs. 13 XLVI. PIERRE AND FORT PIERRE BRIDGE RAILWAY. * Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . tº º & © e º ºs e º º e º 'º e º 'º e º e s is e e $0.1490 $0.1463 98.19 Firemen ............... … tº gº © tº e º ºs e º e º ºs * @ e º 'º º tº º ſº tº ſº tº .0894 .0888 99.33 Total . . . . . . . . . . . tº e º e º 'º º e º 'º º & º tº e º (º e tº º e º 'º e º 'º e g º e º e e $0.2384 $0.2351 98.62 XLVII. PIERRE, RAPID CITY AND NORTHWESTERN RAILROAD. 1913 Ratio of Cost 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0543 $0.0527 97.05 Firemen . . . . . . . . . . . . . . . . . . . . . . . . ..................... .0336 .0336 100.00 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0879 $0.0863 98.18 YLVIII. ST. LOUIS, BROWNSVILLE AND MEXICO RAILWAY. Ratio of COSt. 1913 (D1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0770 $0.0694 90.13 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0452 .0401 88.72 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1222 $0.1095 89.61 Q) Basic figures include 76,506 motor car miles. XLIX. ST. LOUIS AND SAN FRANCISCO RAILROAD. Ratio of Cost (D1913 (?)1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . © tº º ſº ſº tº º º ſº e º g g º º $0.0783 $0.0807 103.07 Firemen ........ * * * * * * * * * * * is e e º e º e º e g g g º ºs*e e s • e e tº e º e º te .0481 .0496 103.12 Total . . . . . . . . . . . . . . . . . . . . . ....................... $0.1264 $0.1303 103.09 D Basic figures include 251,747 passenger motor miles. 2) Basic figures include 223,776 passenger motor miles. 14 DECREASE IN REVENUE TRAIN MILE COSTS. L. ST. LOUIS, SAN FRANCISCO AND TEXAS RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers © e e º ſº tº tº gº tº º is e e º e s tº ſº º tº e e g º ſº e º 'º e º e o t e º 'º e º 'º º e º 8 º' $0.0589 $0.0530 89.98 Firemen tº e e º º ºs º º º tº º 'º - ſº º te e º 'º e º º e º 'º - © tº e º E tº e º 'º e º e º e º e º º .0349 .0321 91.98 Total * @ e º 'º e º e º 'º e e e s e º e º ºs e º e º e º sº e º e e s e º e tº tº tº e º 'º - tº º º $0.0938 $0.0851 90.72 LI. ST. LOUIS SOUTHWESTERN RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0742 $0.0685 92.32 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0460 .0433 94.13 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1202 $0.1118 93.01 LII. ST. LOUIS SOUTHWESTERN RAILWAY COMPANY OF TEXAS. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0798 $0.0768 96.24 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0502 .0486 96.81 Total . . . . . . # * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * $0.1300 $0.1254 96.46 LIII. SAN ANTONIO AND ARANSAS PASS RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: g Pngineers ............................................ $0.0746 $0.0749 100.40 Firemen ............................................. .0446 .0454 101.79 Total . . . . . . . . . . . . . . . . . . . . . ....................... $0.1192 $0.1203 100.92 DECREASE IN REVENUE TRAIN MILE COSTS. 15 LIV. SAN PEDRO, LOS ANGELES AND SALT LAKE RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers ............. tº e º 'o e º 'º e º e º ſº tº E & e e tº e º ſº tº º º ºs º g º e º ºs $0.0825 $0.0804 97.45 Firemen . . . . . . . . . . . . . . . tº e º ºs e º gº tº tº gº e º º tº e º 'º e º º ºs e º e g is º ºs e e ,0522 .0508 97.32 Total . . . . . . . . . . . . . . . . . tº tº e º 'º e º e º ºs º E tº & © tº e º 'º º & g º is º e tº $0.1347 $0.1312 97.40 LV. SPOKANE, PORTLAND AND SEATTLE RAILWAY. 1913 - 1914 Ratio of Cost, in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . tº e º e º is tº e º e º ſe e º e e º a * G - e º 'º e º e º & $0.0773 $0.0733 94.83 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .05ü1 .0471 94.01 Total . . . . . . . . . . . . . tº º tº º ſe ſº e º ſº e & © g & ſº e º ºs º º º & tº tº e º 'º º ºr s º $0.1274 $0.1204 94.51 LVI, TACOMA EASTERN RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.1101 $0.1190 108.08 Firemen . . . . . . e tº e º e º e º ºs e º ºs e e s tº e º 'º & e º ºs e º e º is tº e º ºs º a tº s is e a .0664 .0715 107.68 Total . . . . . . . . . . . . . . . . . . . . . tº e o 'º gº tº ſº tº e º 'º º e º 'º e º 'º g tº e º 'º $0.1765 $0.1905 107.93 LVII. TEXAS AND GULF RAILWAY. Ratio of CoSt. 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers tº º ºs º º 'º - e º s º e º 'º e e e º e º ºs e º º º tº e º is e º us ſe º 'º tº G & © tº g º º $0.0718 $0.0699 97.35 Firemen ſº tº e º ſº tº gº e º 'º e gº º ſº tº gº º e e º e g º e º ſº e º e º 'º e º 'º e º e º e e º e º is o .0428 .0423 98.83 Total . . . . . . . . . . . tº e º C tº º ſº Q tº tº G is º gº º 'º - ſº ſº º ſº tº G tº º tº gº tº e º º ſº * $0.1146 $0.1122 97.91 16 DECREASE IN REVENUE TRAIN MILE Costs. LVIII. TEXAS AND NEW ORLEANS RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 COSt per revenue train mile: Engineers © e º º º ſº e º e º tº dº tº e º 'º º © e s ∈ e º º e e e o e s e º e º e º e e º 'º e o tº e $0.1002 () $0.0896 89.42 Firemen tº º te e tº e º ºs e e º 'º e º dº º & & © e º e º 'º e º e º 'º e º e º 'º tº e e º e s - e º is e .0574 (D .0541 94.25 Total e - e. e. e º e ºs e º 'º º e º 'º e º 'º e º e º 'º e º is e º º ºr e º ſº º e º e º & & © tº e - $0.1576 (D $0.1437 91.18 Q) Basic figures include 27,383 motor car miles. LIX. TEXAS AND PACIFIC RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers e e º e e º e º e e º e º e º e º e º e s is e • * g º & º º tº e º º e º ſº tº a tº ſº e º 'º $0.0749 $0.0750 100.13 Firemen .......... * c e e º s e e s s e e e º 'º e tº e º e º e º 'º e e º e º 'º & © e º 'º .0469 .0445 94.88 Total . . . . . © a e º e º e º º e º e º e º e º e e º 'o e © º ºs e e º 'º e º 'º e º n - a tº º $0.1218 $0.1195 98.11 LX. TRINITY AND BRAZOS WALLEY RAILWAY. Ratio of ('0St. 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers ............ tº e e º e º is º º, e º 'º e s ∈ G - e. e. e. e. e º 'º • e º e º e º tº $0.0128 $0.0715 98.21 Firemen ........... e e º e e - e º 'º - tº e º e º e º º º 6 tº • e o te e - © tº e º 'º º e ,0460 .0460 100.00 Total .......... e - e. e. e. e. e. e e º e º 'º - e. e. e. e. e. e s e º e e º 'º e e º 'º e º 'º $0.1188 $0.1175 98.91 º LXI. WABASFI RAILROAD. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers ...... • , , , , , s e º e s e o e s • * * * * * * * * * * * * * * * * * * * * * * $0.0798 } $0.0753 94.36 Firemen ſº e º 'º º ſº • e º e s e e s e s e e e s e s e o e º e = * * * * * * * * e a e s tº e º e e .0493 .0469 95.13 Total e e º e º e º e º 'º º a s e e s e e o e o e s e e s e s e º e s e s - e = * * * * * * * $0.1291 $0.1222 94.66 DECREASE IN REVENUE TRAIN MILE COSTS. 17 LXII. WEATHERFORD, MIN ERAL WELLS AND NORTHWESTERN RAILWAY. Ratio of Cost (D1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0442 $0.0493 111.54 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº is tº ſº .0242 .0266 109.92 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $0.0684 $0.0159 110.96 Q) Basic figures include motor miles; number not given. LXIII. WESTERN PACIFIC RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers ... . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * tº e s tº $0.0704 $0.0720 102.27 Firemen . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * g e º e & © tº º ſº tº e tº .0459 .0464 101.09 Total . . . . . . . . . . . . . . . . . . . . * * * g º e tº º g tº tº e º e º e º g º º tº gº º º $0.1163 $0.1184 101.81 LXIV. WICHITA VALLEY RAILWAY. Ratio of Cost, 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: . Engineers tº e º º ſº e º ſº tº e º e º tº e ſº e º e º e º ſº e º 'º e º dº º tº e º e º e s tº e º e º e $0.0568 $0.0603 106.16 Firemen * g e º e º e º e g tº e º ſº $ tº ſº gº tº e º ſº tº º gº tº • e o 'º e º 'º e º e º gº º e º ºs e º º .0332 .0354 106.63 Total . . . . . . . . . . . tº e º 'º º º to º º tº ſº º 'º º tº ºn tº Q tº & tº dº e º e º e º gº tº * - e. $0.0900 $0.0957 106.33 LXV. YAZOO AND MISSISSIPPI WALLEY RAILWAY. Ratio of Cost 1913 1914 in 1914 to Cost in 1913 Cost per revenue train mile: Engineers ................. e s is g º º º tº a tº tº e º º is ſº * tº tº e º te º 'º fe tº t $0.0841 $0.0830 98.69 Firemen . . . . . . . . . . . . . . & e º ſº tº e º ºs º & © tº º º º e º 'º e º e º e º e s e º e tº * .0433 .0434 100.23 Total s e o e º s • * * * * * * * * * 's e e s s e s • e e s e e s s e e s e s e e s e e s is s $0.1274 $0.1264 99.22 Overcapitalization and Not Increased Wage Payments Has Affected Net Earnings Article by W. Martin Smith, Reprinted from Moody’s Magazine, April, 1912 *—w- Prepared Under Supervision of W. J. LAUCK Exhibit Number 35 Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Composition and Makeup by Superior Typesetting Co., Chicago, Ill. r • , , - . . . ~ * * * * * * - - - - - - - - - - - - - & 4 * & Overcapitalization and Not Increased Wage Payments Has Affected Net Earnings. Article by W. Martin Smith, Reprinted from Moody’s Magazine, April, 1912 The following extracts from an article which recently appeared in the leading inde- pendent and unbiased financial journal of the country, clearly shows that overcapitalization and not increased wage payments has caused the upward trend in railway operating costs. These extracts are taken from an article by W. Martin Smith, entitled “Overcapitalization, Caused by Unnecessary Betterments, Has Affected Net Earnings Much More Than In- 2reased Wages,” which appeared in Moody’s Magazine for April, 1914. They are as follows: “The significant point is that capitalization of new business since 1906 has been very excessive. For the five years ended with 1905, such business was capitalized at only $32,03. per thousand ton miles; and for the entire period from 1895 to 1905 it was capitalized at only $24.54 per thousand ton miles, as compared with $52.81 for the past five years. “If freight rates had risen so as to increase the earning power per ton mile, there would have been a conservative basis for this higher standard of capitalization, but freight rates have not increased; and as passenger business does not grow as rapidly as freight business and is not as profitable, any good foundation for this higher standard of capitaliza- tion seems to be quite lacking. “Had the railroads continued the capitalization of new business at $24.54 per thousand ton miles, as they did prior to 1906, their net capital outstanding at the present time would be $2,268,000,000 less than it actually is; and that is but another way of saying that they are now overcapitalized by at least $2,268,000,000. Let the investor, however, not become alarmed, for in spite of this it must be admitted that, as a class, railroads have been much more conservative the past few years in their issues of new capital than-industrial cont- panies, and vastly more conservative than municipalities. The significance of the over- capitalization lies principally in its effect upon operating expenses, and a little analysis will disclose the fact that the rise in expenses is chiefly due to this cause. - “According to the Interstate Commerce Commission, about 78.88 per cent of the total stock and bonded debt of railroads is invested in physical properties, and lipon this basis, an overcapitalization of $2,268,000,000 means ‘an excess investment in physical properties of $1,788,998,400 since 1905. This overcapitalization of course involves a very substantial inncrease in maintenance charges, and during the three years ended with 1906, the average maintenance charge was equal to 4.77 per cent on the net capitalization. Hence, to find sº e º & ºr " take 4.77 per cent of the $2.268000000: but for the sake of extreme conservatism, let us take 4.77 per cent of only that part of the overcapitalization which is invested presumably in physical properties, viz., $1,788,998,400. … º “Upon this basis the additional maintenance expenses duc solely to overcapitalization are estimated, or rather underestimated, at $85,335,223—which compares with a total raise in wages since 1905 of $51993.790. It thus appears that the aggregate deduction from net earnings due to both higher wages and overcapitalization is about $137,329,023. Of this total, however, increased wages represent only 37.8 per cent, and overcapitalization 62.2 per cent. The laborer, therefore, is responsible for only about one-third of the increase in operating expenses. "...sº, . . . . . . . . ... - * . “The effect of overcapitalization upon surplus earnings available for dividends affords a still sharper contrast. Of this excess capitalization of $2,268,000,000, alout $1,293,667,200, or 57.04 per cent, presumably consists of bonded debt; for 57.04 per cent of the gross increase in railroad stock and bonded debt from 1905 to 1910 was represented by bonds, 1 */ Tº OverCAPITALIZATION AND NET EARNINGS. 2 and the remainder by stocks. Such a growth in the bonded debt, at an interest rate of 3.79 per cent, which was the actual average paid by the railroads in 1910, would mean an increase of $49,029,995 in interest charges—this, too, being solely due to overcapitalization. “Hence, the aggregate deduction from surplus earnings, obtained by adding together that portion of the total increase in wages which is due to higher per capita payments, plus the additional maintenance and interest charges due to excess capitalizations, is about $189,359,018. Of this total the laborer is responsible for less than 27.9 per cent, while the overcapitalization is responsible for more than 72.1 per cent. - - “Obviously, we should revise our opinions as to the cause of the rise in operating expenses. Throughout this discussion, the effect of higher wages upon operating ratios has been overestimated. The overcapitalization of the railroads has been constantly under- estimated, by assuming that the normal rate of increase in ton mileage should be 7.15 per cent, whereas this is manifestly too high. The maintenance expenses due to overcapitaliza- tion have been underestimated; and the additional interest charges attributable to the same cause have been underestimated by using. too low an average interest rate. Railroad bond issues the past few years have borne a rate considerably in excess of 4 per cent; and the only thing that keeps the average rate of all outstanding bonds down to 3.79 per cent is that old bond issues bearing from 5 to 7 per cent are being retired and displaced by these new low-rate issues. “It is, therefore, well within the facts to state that less than one-third of the increase in operating expenses since 1905 is due to higher wages, and that less than one-fourth of the deduction from surplus earnings is due to this cause. Stock and bondholders should therefore open their eyes, and frankly face a situation of their own making; for the higher operating expenses and reduced surplus available for dividends are chiefly due to excessive amounts of new securities authorized and issued by themselves. e - Capitalization Five-Year Added Net New T3 usiness Freight of New Period. Capitalization. Ton-Miles. ate. Business. 1895 to 1900 . . . . . . . . . . $ 922,338,619 40,222,000,000 0.746c $22.93 1896 to 1901 . . . . . . . . . . 781,067,399 43,090,000,000 0.756 18.13 1897 to 1902. . . . . . . . . . 906,769,048 46,179,600,000 0.764 19.64 1898 to 1903. . . . . . . . . . 1,136,552,329 49,475,866,400 0.781 22.97 1899 to 1904. . . . . . . . . . 1,672,843,079 53,010,523,900 0.793 31.56 1900 to 1905. . . . . . . . . . 1,819,848,225 55,801,382,200 0.784 32.03 1901 to 1906. . . . . . . . . . 2,267,322, 121 60,870,373,700 0.766 37.25 1902 to 1907. . . . . . . . . . 3,572,566,226 65,214,256,400 ().782 54.78 1903 to 1908. . . . . . . . . . 3,818,747,123 69,876,067,900 0.765 54.65 1904 to 1909 . . . . . . . . . . 3.759,180,087 74.872,200,100 0.757 50.21 1905 to 1910. . . . . . . . . . 4,139,610,129 80,225,562,300 0.753 51.59 Aggregate Gross Wages % Wages to Year. - Earnings. All Railroads. Gross. 1900 . . . . . . . . . . . . . . . . . . . . $1,519,570,830 $ 557,264,841 36.67 1901 . . . . . . . . . . . . . . . . . . . . 1,622,014,685 610,713,701 37.65 1902 . . . . . . . . . . . . . . . . . . . . 1,769,447,408 676,028,592 38.21 1903 . . . . . . . . . . . . . . . . . . . . 1,950,743,636 757,321,415 w 38.82 1904 . . . . . . . . . . . . . . . . . . . . 2,024,555,061 817,598,810 40.38 1905 . . . . . . . . . . . . . . . . . . . . 2,134,208,156 839,944,680 39.36 1906 . . . . . . . . . . . . . . . . . . . . 2,386,285,473 900,801,653 37.75 1907 . . . . . . . . . . . . . . . . . . . . 2,649,731,911 1,072,386,427 40.47 1908 . . . . . . . . . . . . . . . . . . . . 2,457,821,131 1,035,437,528 42.13 1909 . . . . . . . . . . . . . . . . . . . . 2,468,734,760 988,323,694 40.03 1910 . . . . . . . . . . . . . . . . . . . . 2,817,721,735 1,115,984,000 39.61 1911 . . . . . . . . . . . . . . . . . . . . 2,841,190,738 1,170,432,400 4.1.19 “NOTES: The net increase in net capitalization is here given by five year. periods; and in parallel columns is given the corresponding increase in the aggregate number. of tons carried one mile. This tén- mileage, however, is the normal rather than the actual, and is obtained by so altering the actual as to show an increase of 7.15 per cent each year; for the annual average increase singe 1882 is 7.15 per cent, The given freight rate is the average rate per ton per mile. By capitalization of new business is meant the number of dollars of new capitalization per thousand ton miles of new business. Aggregate wage pay: ments for 1910 and 1911 are estimated upon the basis of comprehensive figures compiled by the Bureau of Railway Economics: and the other wage totals are those of the Interstate Commerce Commission. Productive Efficiency and Decreased Capital Costs, 1900-1913 Frepared Under Supervision of W. J. LAUCK Exhibit Number Presented by Witness W. J. LAUJCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Productive Efficiency and Decreased Capital Costs, 1900-1913 Composition and Makeup by Superior Typesetting Co., Chicago, Ill. PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL COSTS, 1900–1913. SECTION PAGE 1. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2. Canadian Pacific Railway (Canadian Lines)... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3. Chicago, Rock Island and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4. Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 5. Colorado and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . 2 6. Duluth, South Shore and Atlantic Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 7. Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 8. Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 9. Houston, East and West Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 10. Houston and Texas Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 11. Mineral Range Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 12. Minneapolis and St. Louis Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 13. Minneapolis, St. Paul and Sault Ste. Marie Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 14. Missouri, Kansas and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 15. Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 16. Oregon Short Line, Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 17. St. Louis and San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 18. St. Louis Southwestern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 19. San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . () 20. Texas and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 21. Union Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 22. Wichita Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 PART II. DECREASE IN CAPITALIZATION PER REVENUE : TRAIN MILE, 1900–1913. 23. Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 24. Canadian Pacific Railway (Canadian Lines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 25. Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 26. Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 27. Duluth, South Shore and Atlantic Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1() 28. Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 29. Houston, East and West Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1ſ) 30. Houston and Texas Central Railroad. . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * 11 31. International and Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 32. Minneapolis and St. Louis Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 33. Minneapolis, St. Paul and Sault Ste. Marie Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 34. Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e º 'º $ tº e 12 35. Pecos and Northern Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 36. San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 37. Texas and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 38. Wabash, Chester and Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 39. Wichita Valley Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 PART I. DECREASE IN COST OF ROAD AND EQUIPMENT PER REVENUE TRAIN MILE. CONTENTS 1 Productive Efficiency and Decreased Capital Costs, 1900–1913 PART I Decrease in Cost of Road and Equipment Per Revenue Train Mile I. ATCHISON, TOPEKA AND SANTA FE RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Atchison, Topeka and Santa Fe Railway during the years 1900–1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 over 1900 Revenue Train Mile: Cost of Road and Equipment. . . . . . $23.00 $17.48 —$5.52 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.7774 $ 2.7107 $0.9333 Traffic Units ... . . . . . . . . . . . . . . . . . . . . . . 2,676,296,087 7,427,617,290 177.53% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . . 2,398,466,130 6,267,811, 193 161.33% Freight Train L0ad. . . . . . . . . . . . . . . . . . . . 216 350 62.04% —Decrease. II. CANADIAN PACIFIC RAILWAY (CANADIAN LINEs). The following table shows in a summary form the absolute gains in productive efficiency of labor on the Canadian Pacific Railway (Canadian Lines) during the years 1900–1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased: - Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: f Cost of Road and Equipment. . . . . . $11.72 $ 9.16 —$2.56 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.5988 $ 2.5194 $0.9206 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 3,107,216,892 13,009,673,011 318.69% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 2,690,817,958 11,242,690,998 317.82% Freight Train Load. . . . . . . . . . . . . . . . . . . 222 381 71.62% —Decrease. III. CHICAGO, ROCK ISLAND AND PACIFIC RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Chicago, Rock Island and Pacific Railway during the years 1900-1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 - 1900 1913 over 1900 Revenue Train Mile: - Cost of Road and Equipment...... $ 7.08 $ 6.61 —$0.47 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1,5100 $ 1.9494 $0 4394 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 1,924,920,747 5,923,175,701 207.71% Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 1,656,438,420 4,967,625,831 199 90% Freight Train Load . . . . . . . . . . . . . . . . . . 182 295 62.09% —Decrease. 2 PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL COSTs. IV. CHICAGO, ST. PAUL, MIN NEAPOLIS AND OMAHA RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Chicago, St. Paul, Minneapolis and Omaha Railway during the years 1900- 1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 over 1900 Revenue Train Mile: Cost of Road and Equipment. . . . . . $ 9.54 $ 8.63 —$0.91 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.7693 $ 2.0284 $0.2591 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . 863,129,229 1,497,543,651 73.50% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 763,244,269 1,262,998,028 65.48% Freight Train Load. . . . . . . . . . . . . . . . . . . . 237 276 16.46%. —Decrease. V. COLORADO AND SOUTHERN RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Colorado and Southern Railway during the years 1900-1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 - 1900 1913 Over 1900 Revenue Train Mile: Cost of Road and Equipment. . . . . . $25.12 $24,07 —$1.05 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.6543 $ 2.7328 $1.0785 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . 286,046,088 804,248,639 181.16% Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 258,943,438 750,524,830 189.84% Freight Train Load. . . . . . . . . . . . . . . . . . . . 153 365 138.56% —Decrease. VI. DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Duluth, South Shore and Atlantic Railway during the years 1900–1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 over 1900 Revenue Train Mile: Cost of Road and Equipment...... $26.17 $24.27 –$1.90 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.5139 $ 1,7491 $0.2052 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 170,703,359 299,935,524 75.71% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 142,585,676 260,406,913 82.63% Freight Train Load. . . . . . . . . . . . . . . . . . . . 149 245 64.43% —Decrease. VII. FORT WORTH AND DENVER CITY RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Fort Worth and Denver City Railway during the years 1900-1913. It will PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL COSTs. 3 be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Cost of Road and Equipment. . . . . . $15.12 $10.77 —$4.35 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.3685 $ 2.4724 $1.1039 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 118,117,560 441,043,043 273.39% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 102,730,143 378,842,093 268.77% Freight Train Load. . . . . . . . . . . . . . . . . . . . 139 285 105.04% —Decrease. VIII. GULF, COLORADO AND SANTA FE RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Gulf, Colorado and Santa Fe Railway during the years 1900–1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 over 1900 Revenue Train Mile: Cost of Road and Equipment. . . . . . $ 8.34 $ 7.86 —$0.48 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.6326 $ 2.4892 $0.8566 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 505,442,842 1,199,557,489 137.33% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 457,175,829 1,070,056,747 134.06% Freight Train Load. . . . . . . . . . . . . . . . . . . . 201 331 64.68% —Decrease. IX. HOUSTON, EAST AND WEST TEXAS RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Houston, East and West Texas Railway during the years 1900-1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 - 1900 1913 Over 1900 Revenue Train Mile: Cost of Road and Equipment...... $13.22 $ 9.29 —$3.93 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 2.1219 $ 2.3393 $0.2174 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 44,570,804 81,145,309 95.52% Ton Mileage . . . . . . . . • * * * * * * * * * * * * * * * * 39,349,253 73,644,347 87.16% Freight Train Load. . . . . . . . . . . . . . . . . . . . 175 187 6.86% —Decrease. X. HOUSTON AND TEXAS CENTRAL RAILROAD. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Houston and Texas Central Railroad during the years 1900–1913. It will be noted on referring to the table that the investment in Road and Equipment during this ſ 4 PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL COSTs. period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased: Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Cost of Road and Equipment...... $14.29 $14.06 —$0.23 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.9319 $ 2.4367 $0.5048 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 264,036,664 462,789,006 . 75.27% Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 226,746,380 379,870,840 67.53% Freight Train Load. . . . . . . . . . . . . . . . . . . . 192 255 32.81% —Decrease. XI. MINERAL RANGE RAILROAD, The following table shows in a summary form the absolute gains in productive efficiency of labor on the Mineral Range Railroad during the years 1900–1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Cost of Road and Equipment...... $13.55 $ 9.70 —$3.85 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 2.6797 $ 2.7191 $0.0394 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 7,990,011 65,558,448 720.51% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 5,892,961 63,779,246 982.30% Freight Train Load. . . . . . . . . . . . . . . . . . . . 96 308 220.83% —Decrease. XII. MIN NEAPOLIS AND ST. LOUIS RAILROAD. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Minneapolis and St. Louis Railroad during the years 1900–1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Cost of Road and Equipment...... $19.49 $12.75 —$6.74 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 2.1189 $ 1.9464 —$0.1725 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 204,413,378 993,433,860 385.99% Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 174,654,187 905,720,718 418.58% Freight Train Load. . . . . . . . . . . . . . . . . . . . 251 305 21.51% . —Decrease. XIII. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Minneapolis, St. Paul and Sault Ste. Marie Railway during the years 1900- 1913. It will be noted on referring to the table that the investment in Road and Equipment PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL Costs. 5 {} during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased: Decreased Capital Investment. Increase 1913 * 1900 1913 over 1900 Revenue Train Mile: Cost of Road and Equipment...... $17,40 $ 8.48 —$8.92 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.8213 $ 2.4353 $0.6140 Traffic. Units . . . . . . . . . . . . . . . . . . . . . . . . . 641,400,368 3,640,214,739 467.54% Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 603,856,370 3,332,849,906 451.93% Freight Train Load.................... 301 439 45.85% —Decrease. XIV. MISSOURI, KANSAS AND TEXAS RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Missouri, Kansas and Texas Railway during the years 1900–1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Cost of Road and Equipment...... $15.64 $13.96 —$1.68 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.3543 $ 2.1513 $0.7970 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 1,271,609,779 2,231,602,103 75.49% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 1,176,879,464 1,830,519,759 55.54% Freight Train Load. . . . . . . . . . . . . . . . . . . . 197 243 23.35% —Decrease. XV. NORTHERN PACIFIC RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Northern Pacific Railway during the years 1900–1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 over 1900 Revenue Train Mile: Cost of Road and Equipment...... $29,37 $18.72 —$10.65 . Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 2.8596 $ 3.1557 $ 0.2961 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 2,460,997,856 6,893,686,034 180.12% Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 2.205,317,271 6,232,168,637 182.60% Freight Train Load. . . . . . . . . . . . . . . . . . . . 318 542 70.44% —Decrease. XVI. OREGON SHORT LINE RAILROAD. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Oregon Short Line Railroad during the years 1900-1913. It will be noted on referring to the table that the investment in Road and Equipment during this period 6 PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL COSTs. e actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment, Increase 1913 j900 1913 Over 1900 Revenue Train Mile; . Cost of Road and Equipment. . . . . . $17.32 $14.22 —$3.10 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 2.2541 $ 3.2625 $1.0084 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 801,453,906 1,855,461,212 131.51% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . 737,497,926 1,663,352,731 125.54% Freight Train Load. . . . . . . . . . . . . . . . . . . . 318 500 57.23% —Decrease. XVII. ST. LOUIS AND SAN FRANCISCO RAILROAD. The following table shows in a summary form the absolute gains in productive efficiency of labor on the St. Louis and San Francisco Railroad during the years 1900-1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Cost of Road and Equipment. . . . . . $15.84 (i) $12.91 () —$2.93 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.3989 GO $ 2.1693 () $0.7704 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 609,844,493 3,467,232,199 468.56% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 521,615,596 3,005,714,964 476.23% 154 288 87.01% Freight Train Load. . . . . . . . . . . . . . . . . . . . (D Revenue train miles in 1913 include 251,747 passenger motor miles. —Decrease. XVIII. ST. LOUIS SOUTHWESTERN RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the St. Louis Southwestern Railway during the years 1900-1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 over 1900 Revenue Train Mile: Cost of Road and Equipment...... $26.19 $23.54 —$2.65 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.9365 $ 3.1008 $1.1643 Traffic Units. . . . . . . . . . . . . . . . . . . . . . . . . • 327,484,762 702,546,922 114.53% Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 305,199,137 646,534,837 111.84% Freight Train Load. . . . . . . . . . . . . . . . . . . . 268 407 51.87% —Decrease. XIX. SAN ANTONIO AND ARANSAS PASS RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the San Antonio and Aransas Pass Railway during the years 1900-1913. It will be noted on referring to the table that the investment in Road and Equipment during this PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL COSTs. 7 period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. 1900 Revenue Train Mile: Cost of Road and Equipment...... $17.32 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1,5256 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 103,743,078 Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 86,978,839 Freight Train Load. . . . . . . . . . . . . . . . . . . . 101 —Decrease. $ 2.2674 266,628,158 210,434,227 185 XX. TEXAS AND PACIFIC RAILWAY. Increase 1913 Over 1900 —$6.82 $0.7418 157.01% 141.94% 83.17% The following table shows in a summary form the absolute gains in productive efficiency of labor on the Texas and Pacific Railway during the years 1900–1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment, 1900 Revenue Train Mile: Cost of Road and Equipment. . . . . . $14.44 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.5115 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 697,327,052 Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . Freight Train Load. . . . . . . . . . . . . . . . . . . . —Decrease. 616,491,000 - 175 $ 1.9318 1,466,780,041 1,280,360,256 - 230 XXI. UNION PACIFIC RAILROAD. Increase 1913 over 1900 —$4.00 $0.4203 110.34% 107.69% 31.43% The following table shows in a summary form the absolute gains in productive efficiency of labor on the Union Pacific Railroad during the years 1900–1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. 1900 Revenue Train Mile: Cost of Road and Equipment. . . . . . $19.82 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 2.0139 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 1,773,395,986 Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 1,572,180,538 Freight Train Load. . . . . . . . . . . . . . . . . . . . 239 —Decrease. XXII. 1913 $15.42 . $ 2.8494 4,442,159,160 3,909,503,181 442 WICHITA VALLEY RAILWAY. Increase 1913 Over 1900 –$4.40 $0 3355 150.49% 148.67% 84.94% The following table shows in a summary form the absolute gains in productive efficiency of labor on the Wichita Valley Railway during the years 1900–1913. It will be noted on referring to the table that the investment in Road and Equipment during this period actually 8 PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL COSTs. declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. { 1900 Revenue Train Mile: Cost of Road and Equipment...... $50.95 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.5445 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 1,357,153 Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 936,037 Freight Train Load. . . . . . . . . . . . . . . . . . . . 26 —Deerease. $ 5. $ 1.9639 26,720,638 18,801,440 102 Increase 1913 Over 1900 –$45.71 $ 0.4194 1868.87% 1908.62% 292.31% PART II Decrease In Capitalization Per Revenue Train Mile, 1900-1913 XXIII. ATCHISON, TOPEKA AND SANTA FE RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Atchison, Topeka and Santa Fe Railway during the years 1900–1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: * Total Capitalization. . . . . . . . . . . . . . . () $24.2119 $17.3414 —$6.8705 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.7774 $ 2.7107 $0.9333 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 2,676,296,087 7,427,617,290 177.53% Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 2,398,466,130 6,267,811,193 161.33% Freight Train Load. . . . . . . . . . . . . . . . . . . . 216 350 62.04% (D Figures for 1900 include Funded Debt of Gulf, Colorado and Santa Fe Railway. —Decrease. XXIV. CANADIAN PACIFIC RAILWAY (CANADIAN LINES). The following table shows in a summary form the absolute gains in productive efficiency of labor on the Canadian Pacific Railway (Canadian Lines) during the years 1900–1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 over 1900 Revenue Train Mile: Total Capitalization. . . . . . . . . . . . . . . $10.3874 $ 9.9939 –$0.3935 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.5988 $ 2.5194 $0.9206 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 3,107,216,892 13,009,673,011 318.69% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 2,690,817,958 11,242,690,998 317.82% Freight Train Load. . . . . . . . . . . . . . . . . . . . 222 381 71.62% —Decrease. XXV. CHICAGO, BURLINGTON AND QUINCY RAILROAD. - The following table shows in a summary form the absolute gains in productive efficiency of labor on the Chicago, Burlington and Quincy Railroad during the years 1900–1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. © Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Total Capitalization............... $ 9 3498 $ 8.9758 –$0.3740 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.5174 $ 2.6474 $1.1300 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 3,382,521,622 9,931,394,212 193.61% Tom Mileage ... . . . . . . . . . . . . . . . . . . . . . . 3,012,412,929 8,791,435,597 191.84% Freight Train Load. . . . . . . . . . . . . . . . . . . . 195 - 484 148.21% —Decrease. 10 PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL COSTs. XXVI. CHICAGO, ST. PAUL, MINNEAPOLIS AND OMAHA RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Chicago, St. Paul, Minneapolis and Omaha Railway during the years 1900- 1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Total Capitalization............... $10.4200 $ 8.5515 –$1.8685 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.7693 $ 2.0284 $0.2591 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 863,129,229 1,497,543,651 73.50% Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 763,244,269 1,262,998,028 65.48% Freight Train Load. . . . . . . . . . . . . . . . . . . . 237 276 16.46% —Decrease. XXVII. DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Duluth, South Shore and Atlantic Railway during the years 1900–1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased: Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Total Capitalization. . . . . . . . . . . . . . . $26.3245 $23.1030 –$3.2215 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.5139 $ 1.7191 $0.2052 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 170,703,359 299,935,524 75.71% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 142,585,676 260,406,913. 82.63% Freight Train Load. . . . . . . . . . . . . . . . . . . . 149 245 64.43% —Decrease. XXVIII. FORT WORTH AND DENVER CITY RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Fort Worth and Denver City Railway during the years 1900–1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Total Capitalization............... $15,3525 $ 8.4737 —$6.8788 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.3685 $ 2.4724 $1.1039 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 118,117,560 441,043,043 273.39% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 102,730,143 378,842,093 268.77% Freight Train Load. . . . . . . . . . . . . . . . . . . . 139 285 105.04% —Decrease. Ç XXIX, HOUSTON, EAST AND WEST TEXAS RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Houston, East and West Texas Railway during the years 1900–1913. It will be noted on referring to the table that the total capitalization during this period actually PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL COSTs. 11 declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 over 1900 Revenue Train Mile: Total Capitalization............... $13.3286 $ 8.2019 —$5.1267 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 2.1219 $ 2.3393 $0.2174 Traffic. Units . . . . . . . . . . . . . . . . . . . . . . . . . 44,570,804 87,145,309 95.52% Tom Mileage . . . . . . . . . . . . e tº ſº e º ºs º a s g g tº ºn 39,349,253 T3,644,347 87.16% Freight Train Load. . . . . . . . . . . . . . . . . . . . 175 187 6.86% —Decrease. XXX. HOUSTON AND TEXAS CENTRAL RAILROAD. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Houston and Texas Central Railroad during the years 1900–1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased: - Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Total Capitalization. . . . . . . . . . . . . . . $12.3807 $ 7.9980 —$4.3827 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.9319 $ 2.4367 $0.5048 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 264,036,664 462,789,006 75.27% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 226,746,380 379,870,840 67.53% Freight Train Load. . . . . . . . . . . . . . . . . . . . 192 255 32.81% —Decrease. XXXI. INTERNATIONAL AND GREAT NORTHERN RAILwAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the International and Great Northern Railway during the years 1900–1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. - - Increase 1913 © - 1900 . 1913 Over 1900 Revenue Train Mile: Total Capitalization. . . . . . . . . . . . . . . $10.5918 $ 8.4864 —$2,1054 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.5577 $ 2.2875 $0.7298 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 305,275,655 796,494,077 160.90% Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 264,761,947 696,410,511 162.66% Freight Train Load. . . . . . . . . . . . . . . . . . . . 165 224 35.76% —Decrease. XXXII. MIN NEAPOLIS AND ST. LOUIS RAILROAD. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Minneapolis and St. Louis Railroad during the years 1900-1913. It will be noted on referring to the table that the total capitalization during this period actually {e 12 PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL COSTs. declined, while ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 ReVenue Train Mile: Total Capitalization. . . . . . . . . . . . . . . $19,4776 $13,0880 —$6.3896 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 2.1189 $ 1.9464 —$0.1725 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 204,413,378 993,433,860 385 99% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 174,654,187 905,720,718 418.58% Freight Train Load. . . . . . . . . . . . . . . . . . . . 251 305 21.51% —Decrease. XXXIII. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Minneapolis, St. Paul and Sault Ste. Marie Railway during the years 1900- 1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Total Capitalization. . . . . . . . . . . . . . . $19.1871 $ 9.3930 –$9.7941 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.8213 $ 24353 $0.6140 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 641,400,368 3,640,214,739 46754% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 603,856,370 3,332,849,906 451.93% Freight Train L0ad. . . . . . . . . . . . . . . . . . . . 301 439 45.85% —Decrease. XXXIV. NORTHERN PACIFIC RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Northern Pacific Railway during the years 1900-1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 㺠1900 1913 Over 1900 Revenue Train Mile: Total Capitalization. . . . . . . . . . . . . . . $31.1060 $23.7937 —$7.3123 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 2.8596 $ 3 1557 $0.2961 Traffic Units ... . . . . . . . . . . . . . . . . . . . . . 2,460,997,856 6,893,686,034 180.12% Ton Mileage ........... . . . . . . . . . . . . . . 2,205,317,271 6,232,168,637 182.60% Freight Train Load. . . . . . . . . . . . . . . . . . . . 318 542 70.44% —Decrease. XXXV. PECOS AND NORTHERN TEXAS RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Pecos and Northern Texas Railway during the years 1900-1913. It will be noted on referring to the table that the total capitalization during this period actually PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL COSTs. 13 , declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Total Capitalization. . . . . . . . . . . . . . $ 5.2965 $ 1.6618 —$3.6347 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.1311 $ 2.2575 $1.1264 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 7,080,013 256,510,043 3523.02% Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 6,343,504 238,568,129 3660.83% Freight Train Load. . . . . . . . . . . . . . . . . . . . 46 327 610.87% —Decrease. XXXVI. SAN ANTONIO AND ARANSAS PASS RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the San Antonio and Aransas Pass Railway during the years 1900–1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Total Capitalization. . . . . . . . . . . . . . . $17.0469 $11.5682 –$5.4787 Eainings . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.5256 $ 2.2674 $0.7418 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 103,743,078 266,628,158 157.01% Tom Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 86,978,839 210,434,227 141.94% Freight Tiain Load. . . . . . . . . . . . . . . . . . . . - 101 185 83.17% —Declease. XXXVII. TEXAS AND PACIFIC RAILWAY. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Texas and Pacific Railway during the years 1900–1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Increase 1913 1900 1913 Over 1900 Revenue Train Mile: Total Capitalization. . . . . . . . . . . . . . . $16,5561 $10.2547 —$6.3014 Earnings . . . . . . . . . . . . . . . . . . . . . . . . . $ 15115 $ 19318 $0.4203 Traffic Units . . . . . . . . . . . . . . . . . . . . . . . . . 697,327,052 1,466,780,041 110 34% Ton Mileage . . . . . . . . . . . . . . . . . . . . . . . . . 616,491,000 1,280,360,256 107.69% Freight Train L0ad. . . . . . . . . . . . . . . . . . . . 175 230 31.43% —Decrease. XXXVIII. WABASH, CHESTER AND WESTERN RAILROAD. The following table shows in a summary form the absolute gains in productive efficiency of labor on the Wabash, Chester and Western Railroad during the years 1900–1913. It will be noted on referring to the table that the total capitalization during this period actually 4. 14 PRODUCTIVE EFFICIENCY AND DECREASED CAPITAL COSTs. declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Decreased Capital Investment. Revenue Train Mile: Total Capitalization. . . . . . . . . Earnings . . . . . . . . . . . . . . . . . . Traffic Units . . . . . . . . . . . . . . . . . . Tom Mileage . . . . . . . . . . . . . . . . . . Freight Train Load. . . . . . . . . . . . . . —Decrease. XXXIX. 1900 1913 s tº e º & © $18 0083 $17.9535 * * * * * * * $ 0 7195 $ 1,0859 * * * * * * * 3,189,576 8,189,576 tº s º is a tº º 2,295,673 T,164,990 43 128 WICHITA VALLEY RAILWAY. Increase 1913 Over 1900 —$0.0548 $0.3664 156.76% 212.11% 197.67% The following table shows in a summary form the absolute gains in productive efficiency of labor on the Wichita Valley Railway during the years 1900–1913. It will be noted on referring to the table that the total capitalization during this period actually declined, while train-mile earnings, ton-mileage and traffic units handled and the average freight train load increased : Revenue Train Mile: Total Capitalization. . . . . . . . Earnings . . . . . . . . . . . . . . . . . . Traffic Units . . . . . . . . . . . . . . . . . . Tom Mileage . . . . . . . . . . . . . . . . . . Freight Train Load. . . . . . . . . . . . . —Decrease. Decreased Capital Investment. 1900 1913 * 8. § tº e º 'º $57,3807 $ 5.0315 s & e º º sº a $ 1.5445 $ 1.9639 * tº a g & © tº 1,357,153 26,720,638 * * * * * * * 936,037 18,801,440 ... 2 102 Increase 1913 Over 1900 –$52,3492 292.31% The Practice of the Railroads, Prior to the Year I907, of Charging Permanent Improve- ments to Operating Expenses / --" Prepared Under Supervision of W. J. LAUCK Exhibit Number Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. The Practice of the Railroads, Prior to the Year I907, of Charging Permanent Improve- ments to Operating Expenses Composition and Makeup by Superior Typesetting Co., Chicago, Ill. THE PRACTICE OF THE RAILROADS, PRIOR TO THE YEAR 1907, OF CHARG- ING PERMANENT IMPROVEMENTS TO OPERATING EXPENSES. Contents SECTION PAGE 1. The Practice of the Railroads, Prior to the Year 1907, of Charging Permanent Im- provements to Operating Expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2. The Extent of the Practice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... 1 3. The Records of Individual Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4. Chicago and Alton Railway Company. . . . . . . . . . . . 's e o e º 'º e s e s e º 'º e º 'o e º s e s e º e s e e º e º e º e 2 5. Chicago, Great Western Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . •. ... 3 6. Chicago and North Western Railway Company................................. 3 7. Denver and Rio Grande Railroad Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 8. Illinois Central Railroad Company. . . . . . . . . . . . . . . . . = • , - - - - - - - - - - - - - - - - - - * * * * * * * * 4 9. Missouri, Kansas and Texas Railway Conlpany. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 10. Missouri Pacific Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * 6 11. Minneapolis, St. Paul and Sault Ste. Marie Railway Company..................... 24 12. Minneapolis and St. Louis Railroad Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 13. Santa Fe, Prescott and Phoenix Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 14. St. Louis and San Francisco Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 15. St. Louis, Southwestern Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 16. Texas and Pacific Railway Company. . . . . . . . . . . '• * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * . . . 37 17. Union Pacific Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 18. Wabash Railroad Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... • - - - - - - - - - - 39 The Practice of the Railroads, Prior to the Year 1907, of Charging Permanent Improvements to Operating Expenses Prior to the year 1907, large sums were expended by the Western Railroads in additions and betterments and charged to operating expenses. This practice concealed the real cost of operation of the railroads and made it possible to ascribe large increases in operating expenses to added labor costs, when, as a matter of fact, they were due to permanent im- provements to the property of the stockholders. In other words, the stockholders, in addition to cash dividends, were regularly receiving increases in the value of their property in the form of permanent improvements which were charged to current expenses. In 1907, the Inter- State Commerce Commission, realizing the dangers of this practice, forbade any such charges to operating expenses in the future, and ordered as a substitute that depreciation of equip- ment should be charged to operating expenses, and additions and betterments should be charged to the income account. II. THE EXTENT OF THE PRACTICE. Frederic A. Delano, receiver of the Wabash Railroad, in an article in the Journal of Political Economy for November, 1908, entitled “The Application of a Depreciation Charge in Railway Accounting,” freely acknowledged the wide extent to which additions and better- ments in past years had been charged by the railroads to their current operating expenses. His statements in this connection are as follows: “The obsolescence of equipment and of structures has been cared for in the past on many railroads in a manner which has been perfectly fair to the stockholders and the public, by replacing such equipment or structures with new, whenever financial conditions would permit it. Thus, in good years, cars or locomotives have been discarded (that is to say, either sold or torn down at a specified rate per month), and the cost of replacing them with modern cars or engines, less the salvage charge, has been quite generally charged to cost of operation. This method has taken care of this sort of depreciation without putting a fixed burden upon the property, because the number of cars, or of engines, or structures replaced, is within the control of the management. On some lines, cars and engines have been bought on the installment plan and the entire cost, spread over a period of say ten years, has been paid out of income. . . . . . . . . . “The present capitalization of American railroads on a mileage basis, after deducting the stock and bonds of one corporation owned by another so as to avoid duplication of figures, is shown by the most recent investigation of the Interstate Commerce Commission to be only slightly more today than it was twenty or thirty years ago. This is evidence that rail- roads have charged many ‘betterments' and ‘improvements' either to operating expenses or to income account. It may properly be contended that this is proof that not only have the railroads made good whatever depreciation there has been, but they have more than made it good. On this point, it should be borne in mind that these charges for ‘replacements,’ for ‘betterments’ and for ‘improvements,” whether to operating expenses, or to income account, have not been made on any hard and fast rule, requiring a fixed monthly charge, but have been made on a flexible rule within the discretion of the board of directors, who are actu- ally, as well as theoretically, responsible to the public for the proper management of the properties; and this, of course, includes the maintenance of the integrity of the property. “The method more common in England has been to charge all ‘betterments’ and ‘im- provements' to capital account, issuing additional securities therefor; and it is contended that this method has been more fair to the property than the American method. The objec- tion to it is that it has led to a gradual and steady increase in the capitalization per mile of the British railways, whereas the American method has operated in the reverse way.” III. THE RECORDS OF INDIVIDUAL ROADS. In their annual reports to their stockholders a considerable number of the Western railroads were accustomed to set forth in detail the permanent improvements which had been made to their properties from operating expenses. A number of transcriptions are l 2 THE PRACTICE OF THE RAILROADS. given below from the reports of representative and typical railroads. They well illustrate the universality of this practice and the enormous amounts which the stockholders indirectly received from it. IV. CHICAGO AND ALTON RAILWAY COMPANY. Annual Report for Year Ending June 30, 1901 (p. 9). “Twenty-two thousand five hundred and seventy-eight tons of new rail and 19,318 tons of relaying rail were placed in the track, making a total of 355 miles of track relaid during the year. In connection with this work, 111,296 pairs of new splices were used; 525,495 cross-ties were placed in the main track, equal to 186 miles or 20 per cent of the total main track; 83,548 ties were used in sidings; 423 new switches and 340 new frogs were used to replace old; 359 new switch stands were erected; 86,209 lineal feet of bridge flooring was renewed; 258 feet of new truss bridges and 2,177 feet of plate-girder bridges erected; 18 new stations were built; 331 repaired.” (This was charged to Maintenance of Way and Structures.) Annual Report for Year Ending June 30, 1902 (p. 9). “The equipment, bought two and three years ago, during the past year required more than ordinary repairs, there being so large a proportion of new equipment purchased at that time; 93 new locomotives, representing 45.59 per cent of the total equipment; 52 new passenger cars, 28.57 per cent, and 4,230 new freight cars, 44.06 per cent, having been placed in service during the past three years. The locomotive repairs were increased heavily by the bad water caused by the drought. During the year 2 locomotives, 1 cafe car, 10 fur- niture cars, 10 steel dump cars, 10 steel flat cars of 50-ton capacity and 10 cabin cars, were built on renewal account and charged to expenses; 10 locomotives, 2 chair cars and 1 der- rick car were added to the equipment.” Annual Report for Year Ending June 30, 1903 (p. 9). “There were purchased and added to the freight equipment 300 50-ton coal cars, 175 40-ton gondola cars and 75 40-ton flat cars. Of these, the 300 coal cars were purchased on car trust plan, through the Chicago & Alton Equipment Association, and the remainder were purchased through the Equitable Trust Company of New York, on joint car trust with the Mobile & Ohio Railroad Company, for use in the southern lumber trade. Twenty refrigerator cars were purchased and their cost charged to operating expenses. “Of service cars there were built in the company's shops 7 cabooses and there was pur- chased one 60 ton crane; the cost of this equipment being charged to operating expenses.” Annual Report for Year Ending June 30, 1904 (p. 8). “Two new stations were built, one at Selbytown, Ill., and one at Thompson, Mo.” (Charged to Maintenance of Way and Structures.) Report for Year Ending June 30, 1904 (p. 9). “There have been purchased and delivered during the year ending June 30, 1904, through the Chicago and Alton Equipment Association, seventeen locomotives and fifty passenger cars.” (Charged to Maintenance of Equipment.) . Report for Year Ending June 30, 1907 (p. 4). “Two new stations were built in Missouri, one at Centralia and one at Marshall, and 49 were repaired.” (Charged to Maintenance of Way and Structures.) THE PRACTICE of THE RAILROADS. 3 W. CHICAGO GREAT WESTERN RAILWAY COMPANY. Annual Report for Year 1898 (p. 6). “The policy of making liberal expenditures upon the permanent way and the rolling stock has been continued. Every tie in the whole line, and about 95 per cent of all the bridges have now been renewed, and in the renewal more than half of the bridges have been made permanent with earth over stone arch waterways. “During the year 226 freight cars have been purchased to make good the cars which have been destroyed and otherwise gone out of service since the organization of the Company. The entire cost of these 226 cars is included in the operating expenses of the year.” VI. CHICAGO AND NORTH WESTERN RAILWAY COMPANY. Report for Fiscal Year 1903 (p. 14). “CHARGED TO MAINTENANCE OF EQUIPMENT. 1901–02 1902–03 New locomotives purchased to replace others...... '• • * $500,448.09 $100,337.77 Less amount received sale of -old locomotives.......... 90,000.00 60,000.00 Net charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $410,448.09 $ 40,337.77 Page 15: New cars acquired for replacements: *. 1901–02 1902–03 New freight cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $786,822.19 $844,712.53 New passenger cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33,822.10 96,978.75 Net charge new cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $820,644.29 $941,691.29 Pages 13 and 14: “The expenditures for the year for Maintenance of Way and Structures also included * * * the erection in place of wooden structures of 116 new steel bridges on masonry, and 16 on pile supports, aggregating 5,314 feet in length and containing 3,179 tons of bridge metal and the replacement of other wooden structures with masonry arch and box culverts . and cast iron pipes, the openings being filled with earth. For this work $681,171.39 was charged to operating expenses.” VII. DENVER AND RIO GRANDE RAILROAD COMPANY. Annual Report for 1894 (p. 5). “About 2,100 tons of 75-pound steel rail were laid during the year upon your standard gauge main line, replacing 52-pound steel which was transferred to other portions of the system. All expenses incident to laying the new rails, including their excess weight over the rails they replaced, were charged to Operation Account.” Annual Report for 1898 (pp. 5 and 6). “It is proposed to relay with 85-pound steel during the ensuing year the 28 miles of double track between these points, and have all the main tracks of the First District of the First Division, Denver to Pueblo, a distance of 120 miles, where the traffic is the heaviest, laid with this weight of rail; and in renewing rails in future on other parts of the stand- ard gauge main line the same pattern of rail will be used. The second hand rails released in these renewals are laid on other parts of the system in place of rails of lighter weight, and the entire cost of replacing the light rails with heavier ones is charged to Operation Expenses.” 4 THE PRACTICE OF THE RAILROADS. VIII. ILLINOIS CENTRAL RAILROAD. Annual Report for 1873 (p. 1). “The Debt and Share Capital combined do not express the full cost of the property, and it should be noted that upon the plan of making up the construction account, followed by most railways, our charge to construction expenditures would be considerably increased, ow- ing to the fact that, during the last ten years, extensive improvements and additions have been made to your property which might thus have been charged to capital account, but have been included among the working expenses. Your Directors are satisfied that, if these were included, the cost of the property at the close of 1873, might be fairly stated at about $37,000,000.” Annual Report for 1897, (p. 16.) “Operation Expenses— Maintenance of Way. This account was charged with $3,344,030.76, of which $551,988.75 was for repairs of bridges, including the replacing of six more spans of La Salle iron bridge, aggregating 960 feet in length, with a heavy steel structure, suited to the rolling stock now in use. The material for the remaining spans has been delivered and erection is progressing. 84,000 feet of pile and trestle bridges were rebuilt during the year, and 5,400 feet of trestle work was filled with earth, reducing the length of bridges to be maintained 1 2/100 miles. The Mound City Branch, 2 87/100 miles long, is included in the mileage given.” -- Illinois Central Railroad. (Louisville Division.) Annual Report for 1898 (p. 4). Q “The Gross Receipts as shown above were $444,297.27 more than in the preceding year. This large increase made it necessary to improve the standard of maintenance on that Division more rapidly than would have been required, or justified, by smaller earnings. This in a measure accounts for the high ratio, 77.15 per cent, of the Operation Expenses and Taxes to the Gross Receipts. “There have been laid, on those railways, during the past year, 68.95 miles of new steel rails, weighing 75 pounds and 85 pounds to the yard, in place of old rails weighing less than 62 pounds to the yard. The excess of the weight of the new metal over that of the old rails removed was 2,496 tons. - “Not only has this been included in Maintenance, and charged to Operation Expenses, but also the great amount of work incident thereto in the respacing of ties and increasing the amount of ballast, as well as the cost of strengthening bridges, widening embank- ments, etc.” Illinois Central Railroad. Annual Report for 1898 (p. 5). STANDARDS OF MAINTENANCE. “The standard weight of rail for main track, which was formerly 75 pounds per yard north of Water Valley, Mississippi, and 70 pounds per yard south thereof, has been increased to 85 pounds per yard over the entire line from Chicago to Water Valley, and from Louisville to Memphis. The standard of 75 pounds per yard is still retained on the other main lines and on branch lines when renewals become necessary. “The rail laid during the year has been in accordance with these standards, excepting that, on the Cairo Bridge and the approaches thereto, about four miles of rail, weighing 100 pounds per yard, have been used. & “In repairs and renewals of pile and timber trestles, the strength of the standard floor System has been increased by 30 per cent, and this standard will be maintained in future renewals. THE PRACTICE OF THE RAILROADS. 5 O “The standard width of embankment for single track has been increased from 18 to 20 feet, and all construction and repairs on the main line are done in accordance therewith. “All of these and many other items go to swell Expenses of Operation.” Report for Year Ending June 30, 1906 (p. 2). “On June 30, 1893, as stated in the report for the year then ended, $1,815,000 was charged to Profit and Loss in order to provide for the cost of buying 58 new locomotives and 2,500 new cars to replace an equal number of engines and cars of small capacity, unsuited to the requirements of that day. None of the new cars exceeded 30 tons capacity and the average capacity of all revenue freight cars was 21.36 tons. The Company then owned 16,698 such cars, having a total capacity of 356,711 tons. In the thirteen years which have since passed, $10,425,617.27 have been spent in substituting new engines and cars for old ones worn out or disposed of. Of this sum there was derived from the proceeds of sale of old equipment, salvage, and charges to Insurance Fund, $1,152,817.27. The remainder, amounting to $9,272,800, has been provided through changes made from month to month to Maintenance of Equipment, which have been included in Expenses of Operation and defrayed from Income. The amount taken from the Income of the year under report was $1,231,800.” IX. MISSOURI, KANSAS AND TEXAS RAILWAY COMPANY. Annual Report for Year 1878 (p. 35). “New masonry for the abutments of bridges and foundation of new trestles has been put in on the several divisions, amounting to a total of 2,466 cubic yards, costing in the aggregate, $12,513.69; all of which has been built in a thorough and substantial manner, on reliable foundations, and becomes a permanent improvement, although charged under the head of Renewals in the Operating Expenses.” Annual Report for Year Ending June 30, 1892 (p. 9). “Both permanent way and equipment are being gradually advanced to a standard of greater efficiency. Where locomotives or cars have been replaced, the new selections have been of greater weight and capacity; where bridges have been taken down, steel structures have been put in their places, capable of maintaining heavier strains and higher rates of speed; in place of the mud surface on which so large a portion of your track rested, the surface is being gradually renewed with stone, gravel, or sand ballast. The constant pursuit of the policy above indicated has increased the percentage of operating expenses by reason of outlays which may justly be regarded as extraordinary, inasmuch as disbursements are thereby incurred during a short period, which are for the benefit of the property during a long series of years; but in the absence of provision of other funds available for that purpose, the management has had no alternative but to make the required outlays from the revenues at its command.” 6 THE PRACTICE OF THE RAILROADS. Annual Report for Year Ending June 30, 1893 (p. 13). “The operating expenses and taxes were $7,810,734.80, an increase of $430,167.24. The operating expenses include the following items of extraordinary expenditures by way of renewals and replacements: Steel rails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 86,849.76 Ballast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72,040.77 Fencing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37,026.58 Side tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55,389.11 Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . '• - - - - - - - - 262,179.42 Station buildings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68,049.13 WaterWorks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,934.05 Yards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31,739.92 Miscellaneous items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,132.00 Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209,878.64 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $843,219.38” Annual Report for Year Ending June 30, 1894 (p. 14). “Exclusive of betterments provided for from the sale of treasury assets, the following renewal and replacement expenditures were made and are included in operating expenses: Steel rails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............... $ 32,985.10 Ballast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,738.96 Fencing and road crossings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,816.68 Side tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45,393.52 Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a s a e e s s e s = e s > e s e a s 133,556.75 Station buildings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51,146.37 WaterWorks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,237.29 ‘Yards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,113.24 Widening embankments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................. 4,183.77 Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138,212.65 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $460,384.33” X. MISSOURI PACIFIC RAILWAY. Report for 1882 (p. 11). “The cost of all improvements and betterments upon the operated roads was charged to ‘Operating Expense, there being no improvement or betterment account opened for that purpose, and no expenditure was charged to “Construction,’ excepting the first cost of the new roads constructed with their equipment. On the Missouri Pacific, the second track from St. Louis to Laclede (eight miles) was completed with steel rails, ballast and iron bridges, and the cost of same was charged to ‘Operating Expense.’” Report for 1882 (p. 4). “No construction account is kept by the Company, the betterments, amounting to $687,120.65 during the year, having been charged to operating expenses.” Report for 1884 (p. 8). (Charged to Operation.) “The earthwork and bridging for a second track between Laclede Station and Kirkwood, a distance of 5.2 miles, has been completed during the year, the road-bed ballasted and 63- pound steel laid upon 3% miles, leaving about two miles of steel to be laid to complete the double track (13 miles) between St. Louis and Kirkwood.” THE PRACTICE OF THE RAILROADS. 7 Report for 1886 (pp. 18 and 20). “There was expended on all divisions for labor, in the Maintenance of Way Department, $1,927,122.09, an increase of $52,897.97, of which nearly the entire amount was expended on new lines turned over for operation during the year, and charged to their operating expenses. The amount expended for betterments and extraordinary expenditures included in operat- ing expenses during the year was $503,477.10, an increase of $192,292.11. No portion of the cost of improvements to the properties was charged to construction or income account. “The principal items included in the above were: New buildings and depots on Missouri Pacific Railway . . . . . . . . . . . . . . . . . . . . . . . . . $ 17,238.28 New buildings and depots on St. L., I. M. & S. Railway. . . . . . . . . . . . . . . . . . . . . . 4,619 96 Work on Esplanade, Leavenworth..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,862 03 New Side tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91,107 62 Ballast and riprapping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100,088.44 Expenses account of strike. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141,555 07 Maintenance of Way, branches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57,886 69 Improvements between Independence and Kansas City. . . . . . . . . . . . . . . . . . . . . . . . . . . 18,965 95 Widening gauge E. L. & R. R. Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,722.94 Construction of new iron bridge, Big Cow Bayou, M. K. & T. Railway. . . . . . . . 12,077.11” Report for 1887 (p. 11). “The operating expenses were $5,500,140.22, an increase of $1,271,386.36, due to the operation of additional mileage, physical improvement of the line and repairs of equipment, the latter especially having become deteriorated to an extent which rendered immediate and extensive expenditures an absolute necessity; largely from this cause the increase in expenses of motive power was $423,545.52, and the increase in expenses of maintenance of cars, $126,511.25. The increase of $234,953.63 in expenses of conducting transportation was not greatly in excess of the percentage of increased mileage and increased service of cars and engines. The expenses of maintenance of way were increased $473,779.95, the larger portion being on the Texas Division, and including $121,767.09 in betterments and extraordinary expenses, principally in ballasting and completing new lines, construction of telegraph lines, side tracks, and change of gauge of Jefferson Section. Chiefly from these causes, the per- centage of operating expenses of this property was 74.66 per cent, against 56.75 per cent in 1886.” Report for 1887 (p. 22). “The amount expended for Betterments and Extraordinary Expenditures, included in Operating Expenses, during the year 1887, was $689,602.17, an increase of $186,125.07. “Amount expended in betterments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $587,491.24 Increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242,850.19 Amount of extraordinary expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102,110.93 Decrease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56,725.12 “These expenditures were divided among the different lines as follows: The Missouri Pacific Railway......... • - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - $278,408.91 Missouri Pacific Branches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,759 80 St. Louis, Iron Mountain and Southern Railway............. ... • * * * * * * * * * * * * * * * 99,152.35 Little Rock and Fort Smith Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 579.40 Missouri, Kansas and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142,128.52 International and Great Northern Railroad..................................... 17,734.14 Galveston, Houston and Henderson Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45,245 97 Central Branch Union Pacific Railroad........................................ 48,593.08 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º g tº e ............... .5689,602.17” 8 THE PRACTICE OF THE RAILROADS. Report for 1887 (p. 23). “The betterments consisted of the following items: New Station facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 37,130.23 Side tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237,853.58 Viaduct at Atchison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,000.00 New Shops, coal chutes and tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61,947.52 Ballast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121,469.75 New iron bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64,059.25 New Snow fences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,602.70 New fences on branch lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,463.20 Interlocking Switch tower at Kansas City. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,258.27 Double track, Independence to Glen Park. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,192.66 Account proposed change in gauge East Line and Red River Railroad. . . . . . . . . . 10,041.36 New wire fences on Old lines, etc...... © º º tº º ſº tº º º ſº º e º e º e º ºs e e º a tº e º ºs e º e s e e º e s & e e 18,472.72 “The principal items of extraordinary expenses were: Account of strike of 1886............................... . . . . . . . . . . . . . . . . . . . . . $ 28,264.07 New telegraph wires and lines................................................ 35,005.23 Switching at Omaha, etc., prior to 1887...................................... 11,982.84 Damage by overflow, etc. . . . . . . . . . . . . . . . . ..................................... 18,522.72 Riprap, Suits for failure to fence, etc........................................ 8,336.07” Annual Report for 1888 (p. 24). “BETTERMENTS. “All expenditures for betterments and extraordinary expenses are included in operating expenses, and amount to $465,600.24. “The classification of these expenditures was: Conducting transportation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 72,092.94 Motive power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... 34,446.96 Maintenance of Way . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354,972.46 Maintenance of cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,999.68 General expense . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,088.20 $465,600.24 “The principal items of betterments were: New station buildings, platforms and facilities....... tº º tº º & © tº e º O e º 'º & © tº tº e º e º e º º $ 21,942.34 •. New engine houses, water tanks, improvements of water service and turn-tables... 25,877.28 New tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,180 66 Ballast . . . . . . . . . . . . . . * e s tº e º ſº e º 'º e e º º sº e º ºs º is e º e e s ∈ e s is e º º e º ºs e º e º s a s s e º is e º e s is e s a e s 110,095 08 New Side tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103,888.80 New fences and road crossings.............................................. 11,179.68 Snow fences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,190 05 New tracks and stock Scales. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,579.56 New bridges .................. © tº gº tº s º º is tº s º in a s e º e º e º & a s is e s tº e e s tº e º 'º º e s is tº sº e s s a º º 40,049.50 New coal and Sand chutes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,298.60 New work on Esplanade, Leavenworth......................................... 2,853.17 New retaining wall, Wyandotte. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 908.30 Miscellaneous betterments ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,776.36 Total betterments ........ © tº a tº dº ſº tº e º dº ſº ſº e º tº g º ºs º is ſº tº e º 'º e º dº ſº ſº e º 'º tº ſº tº gº tº e º 'º º º is ſº tº ſº $355,819.38 “The principal items of extraordinary expenses were: New telegraph wire and lines................................................ $25,606.72 Personal injuries, damage to property, wrecks and washouts.................... 51,026.35 Riprap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,303.43 Account strike 1886 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,415.15 Change of main line, Quindaro... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,399.30 Miscellaneous expenses ........................................ e s ſº e º e º is s a º e is s 2,029.91 Total extraordinary expenses • e e s is e e s e s e e s e s e s e s ∈ s is e º e o 'º e º e º s a e s is e º e s a s e e $109,780.86" THE PRACTICE OF THE RAILROADS. - 9 Annual Report for 1889 (p. 26). “BETTERMENTS. “All expenditures for betterments and extraordinary expenses were included in operating expenses, and amounted to $599,529.92. © “The classification of these expenditures was: Conducting transportation . . . . . . . . . . . ......................................... $160,496.84 Motive power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e s tº e º e º ºs e e º º e º e º º 23,347.82 Maintenance of way . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408,685.52 Maintenance of cars . . . . . . . . . . . . . . . . ........................................ 6,999.74 $599,529.92 “The principal items of betterments were: New station buildings, platforms and facilities................................ $ 44,913.86 New engine houses, water tanks and improvements of water service............ 7,792.68 New tools and machinery. . . . . . . . . . . . . . . ...................................... 16,895.23 Ballast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81,128.22 New Side tracks . . . . . . . . . . . . . . . . . . . "o e a s • e º e s e s e e s e e s e e s e e s e e s s e s s s a e s = e e s a e e 94,252.06 New fences and road crossings................................................ 60,642.28 New track and stock scales. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,500.57 New bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ......................... 66,430.14 New Stock yards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,612.33 Grading account change in main line......................................... 21,976.73 Miscellaneous betterments .................................................... 4,260.90 Total betterments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $408,405.00 Increase compared with 1888. . . . . . . . . . . . . . . . . . . tº e º te e º 'º g tº e º º is tº º tº tº e e º 'º g g g º ºs $ 52,585.62 “The principal items of extraordinary expenses were: New telegraph wire and lines................................................ $ 7,986.75 Personal injuries, damage to property, wrecks and washouts..................... 147,450.04 Riprap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,695.65 Account strike, 1886 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................ 3,873.68 Subscription, account Viaduct at Topeka...................................... 10,205.70 Miscellaneous expenses ............. • e º 'o e º e s e e s a s a e s e º 'º e º e s is a s e e s e s e e s e a e e s e º a 3,913.10 Total extraordinary expenses . . . . . . . . . . . . . . . . . . . . . . ...................... $191,124.92 Increase compared with 1888................ e - © e º e º g g º C & º e º 'º e * * * * * * * * * * * * $ 81,344.06” Annual Report for 1890 (p. 39). “All expenditures for betterments and extraordinary expenses were included in operating expenses, amounting to 857,070.15. “The classification of these expenditures was: Conducting transportation ........................ tº tº e º 'º e º ºs e º ºs e - © e º ºs e º e º 'º e º e º ºs $158,554.41 Motive power ................................................................ 119,881.40 Maintenance of way ........................................................ 557,751.47 Maintenance of cars ......................................................... 20,882.87 $857,070.15 10 e THE PRACTICE of THE RAILROADS. “The principal items of betterments were: New station buildings, platforms and facilities................................ $23,105.17 New engine houses, water tanks and improvements of water Service............... 88,893.00 New tools and machinery ................................................... 26,241.51 Ballast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76,855.62 New Side tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........... 79,336.12 New fences, road crossings and gates........................................ 144,202.08 New track and stock scales..................... • * * * * * * * * * * * * * * * * * * * * * * * * * * * * 2,059.86 New bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 75,866.60 New Stock yards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * . . . . . . . . . . . 7,871.12 New coal bins, chutes, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,787.64 New double track, 0.sawatomie to 0Sawatomie Junction........................ 6,279.88 New Sidewalks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,026.00 Improving grade, widening embankments, raising track, etc.................... 15,664.91 New car shops, sheds, etc................................................... 18,336.26 Filling in trestles .......... • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 5,317.50 Extending track of P. & S. L. Railroad to Pueblo Union Depot................. 4,726.79 New Section houses . . . . . . . . . . . . . . . . ......................................... 1,084.66 Total betterments ......................... e e s a e s is e a e e s e e s e º e º 'º e s is a tº s º e º e $586,654.72 Increase compared with 1889................................... . . . . . . . . .3118,248.72” Annual Report for 1890 (p. 40). “The principal items of extraordinary expenses were: New telegraph wire and lines................................................. $ 3,166.37 Personal injuries, damage to property, wrecks and washouts.................... 231,566.40 Riprap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,605.63 Land slides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,879.35 Water facilities, account drought......................... * e g g tº s º is g g tº º ºs & º ºs º º is © tº 3,863.95 Miscellaneous expenses .......... tº º e g º e º e tº ſº e º ºs º g º º º e º 'º º ſº tº e º a tº e º 'º º g g tº * * * * * * * g º gº 2,333.73 Total extraordinary expenses ............................................. $270,415.43. Increase compared with 1889..................... tº e º ºs e º tº G tº e º ºs º º ſº tº e º e º a gº tº º $79,290.51 “The value of all new work classed as betterments is reached by deduction of value of the original structure from the cost of the new improvement, thus showing the actual increase in value of property during the year. The aggregate of these uncapitalized improvements charged to operating expenses during a series of years past, as shown by successive annual reports, amounts to several millions of dollars added to the value of existing securities, which, under the financial policy of many other companies, would have been deducted from the expenses of operation and added to capitalization.” Annual Report for 1891 (pp. 30 and 31). “NEW CONSTRUCTION AND BETTERMENTs. “A11 expenditures for betterments and extraordinary expenses were included in operating expenses, amounting to $1,143,065.41. “The classification of these expenditures was: Conducting transportation tº º & tº e º 'º e º 'º e º º ºs e º e º e - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 256,973.80 Motive power . . . . . . .......................... * * * * * * * * * * * * * * * * * * * * * c e º e º 'º s º is 361,796.90 Maintenance of way ....................................................... 438,929.61 Maintenance Of CàrS tº e o e º e º e s e e s e tº e º 'º e º 'º e e tº Q tº e º e º 'º º & e º & º tº e º 'º e º ºs e º ſº e º ºs e e º e º 'º 85,365.10 $1,143,065.41 THE PRACTICE OF THE RAILROADS. 11 “The principal items of betterments were: New station buildings, platforms and facilities................................ $ 53,285.13 New engine houses, machine shops and turn-tables............................ 27,831.76 Tools and machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,530.99 Ballast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63,450.36 Side tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66,490.43 Fences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68,866.01 Track and stock scales . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,323.10 Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93,584.46 Coal bins, chutes, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,084.62 M. M. office and store room. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48,435.58 Water tanks and improvement of Water service................................ 20,476.44 Section, tool and watch houses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,667.54 Widening embankments, raising grade, etc....................... . . . . . . . . . . . . . . 22,182.31 New car shops, sheds, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,913.22 Total betterments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $505,121.95 Decrease compared with 1890............................. e e º O ſº tº ſº º e º e s s tº 4 $ 81,532.71 “The principal items of extraordinary expenses were: New telegraph wire and lines.................................... tº e º 'º 40 & e º 'º e º & $16,987.41 Personal injuries, damage to property, wrecks and washouts.................... 243,807.69 Riprap protecting banks, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,734.06 Snow and ice removing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,341.12 Constructing viaduct at Kansas City......................................... . 17,599.19 Work on inclines account low water.......................................... 2,563.29 Reconstructing locomotives . . . . . . . . . . . . . ...................................... 236,645.29 Reconstructing cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79,993.53 Miscellaneous expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................. 2,271.88 Total extraordinary expenses .................................... tº e º e dº e º 'º wº $637,943.46 Increase compared with 1890......... tº º tº e º 'º tº € $ 9 tº e º g º º ſº tº e º 'º e º 'º tº tº e º e º e º e º sº e $367,528.03” Annual Report for Year Ending 1892 (pp. 34 and 35). * BETTERMENTS AND EXTRAORDINARY EXPENSES. “All expenditures for betterments and extraordinary expenses were included in operating expenses, amounting to $1,445,833.34. “The classification of these expenditures was: Conducting transportation .............................. * * * * * * * * * * * * * * ... ...9 273,603.13 Motive power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404,361.45 Maintenance of way . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................ 678,028.81 Maintenance of cars ........... tº gº e º tº º is tº 4 g º e º 'º tº º e º $ tº ſº * * > * * tº gº tº e º e º ſº tº º gº tº gº º e º º º 89,839.95 - $1,445,833.34 “The principal items of betterments were: New Office building, Kansas City............... . . . . . . . . . . . . . . . . . . . . . . . . . . ...5 18,766.22 New Station buildings, platforms and facilities............................... 48,451.78 New engine houses, machine shops and turn-tables............................. 18,103.85 New car shops, sheds, etc..................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,961.22 New section, tool and watch houses........................................ 3,889.33 Tools and machinery ......................... . . . . . . . . . . . . . . . ............. 31,830.36 Ballast . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * g e º ºs e º e º e º e º 'º º is a e º e º e < * * * * * * * * * * * * * 119,347.33 Side tracks and Spurs .............................. . . . . . . . . . . . . . . . . . . . . . . . 120,048.17 Fences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... 38,308.23 Stock yards and pens. . . . . . . . . . . . . . . . ............. . . . . . . . . . . . . . . . . . . . . . . . . . 7,593.25 Track and stock scales...................................................... 5,203.92 Bridges ......... * * * * * * * * * * * * * * * * * * * * * * * * * * * * * e e º ºs e º e º 'º a s a se e º e º ºs e e º sº e º 'º e s e º e 103,508.77 Coal bins, chutes, etc..................................................... * 2,128.42 Water tanks and improvements of water service.............................. 18,400,41 Widening embankments .................... ſº tº a gº tº e g º g º º tº $ tº e º e g º e e e o 'º s s s e o e º e 15,668.96 Sidewalks . . . . . . . . . . . . . . . . . . . . . . . . . . ..................................... tº º º 4,925.33 Steam and air brakes for locomotives................................... te e º dº ſº 2,575.73 Total betterments ............... & e º e º e º 'º e º 'º tº e º e º e º e º e º ºs e e º e º ºs e e º 'º e º ºs e e $ 565,711.28 Increase compared with 1891............................................. $ 60,589.33 12 THE PRACTICE OF THE RAILROADS. “The principal items of extraordinary expenses were: Telegraph repairs account storms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 24,169.26 Personal injuries, damage to property, wrecks and washouts, slides, etc......... 302,275.85 Protecting banks and retaining walls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67,607.81 Snow and ice removing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,624.10 Reconstructing levee tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,636.32 Renewing bridges and trestles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,121.16 Buildings rebuilt account cyclones and storms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,334.48 Reconstructing locomotives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309,799 60 Repairs of locomotives, account Wrecks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,729 27 Repairs of cars, account Wrecks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80,229.80 Miscellaneous expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,594.41 Total extraordinary expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $880,122.06 Increase compared with 1891....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $242,178.60” Annual Report for 1893 (pp. 33 and 34). * NEW CONSTRUCTION INCLUDED IN OPERATING EXPENSES. “The new work of the construction and operating departments during the year included the following additions to property: “A new one-story stone passenger depot was erected at Kirkwood, at a cost of $7,028.01. “New depots were also constructed at Kingsville, Boonville, Samos, and Neeleyville, Mo.; Cabot, Wynne (addition), Ft. Smith Crossing (remodeling), and Alma, Ark.; Scottsville (addition), and Norway, Kan. ; Oolagah, I. T. “Express room, passenger shed and new platform at Warrensburg, Mo. “Freight house at State Line, Kansas City, remodeled, and a two-story frame addition, 36x40 feet, constructed. “The new freight depot at Leavenworth, referred to in the last annual report, has been completed, at a cost of $22,328.20. It is a two-story brick building, 54x257 feet. “Four thousand, four hundred and sixty-four square feet of platform were constructed between tracks at Osawatomie, and depot overhauled and painted. “A new brick freight house, at a cost of $16,393.85, new cotton, freight and passenger platforms, new ice house and a new steel turn-table, were built át Memphis, and new engine and oil houses are in process of construction. “A new ice house was also built at Hoisington, Kans. “New track or stock scales were placed at Pomona, Kans, and Alexandria, La. “New stock pens were erected at Cabanne avenue, St. Louis, and Centropolis, Mo.; Rapp, Hallville, Wilsey, Delavan, Gypsum City, Summit, Eaton, Rosemont and Coffeyville, Kans.; Galatea, Colo.; McCrory, Ark. ; Illinois, I. T.; Mer Rouge, Monroe and Alexandria, La. “A new telegraph office has been constructed at Wagoner, I. T. “New section, watch or store houses have been erected at Kansas City, Nevada, De Soto, Bismarck, Marquand, Poplar Bluff and Bird's Point, Mo.; Ft. Smith Crossing, Baring Cross and Argenta, Ark. ; Cypress (coach cleaners' and oil houses), Ransom, Shields and Corwin, Kans. ; Glen Rock, Talmage, Manley, West Side, Union, Hickman, Murray, Plattsmouth and La Platte, Neb. “Sand chutes or houses were built at St. Louis and Pleasant Hill, Mo., and Van Buren, Ark. THE PRACTICE of THE RAILROADS. 13 “Coal chutes were erected at St. Louis (30 pockets); Downs, Kans. (6 pockets); Cypress, Kans. (30 pockets); Memphis, Tenn. (12 pockets); and Wilmot, Ark. (extension). “Coal storage bins were built at Washington, Chamois, Sedalia and Poplar Bluff, Mo.; Hiawatha, Osawatomie, Geneseo, Hoisington, Horace and El Dorado, Kans.; Auburn, Omaha, Weeping Water and Union, Neb.; Baring Cross, Wynne and Pine Bluff, Ark., and extension of coal bin at Alexandria, La. “Two new separators and one new Blake steam pump, No. 3, were put in place at Kansas Central Elevator, Leavenworth. “A one-story frame blacksmith shop, 50x65 feet, was built at Baring Cross, Ark. ; a house for the agent at Talala, I. T., and a new eating house at Wilmot, Ark., a two-story frame building, 34x74 feet, costing $3,092.75. “Pump and coal houses were constructed at Greenleaf and Concordia, Kans. “New water tanks or stand pipes were placed at St. Louis, Otterville, Butler, Annapolis, Delta and Morley, Mo.; Paola, Folsom and Iola, Kas.; Helena, Ark., and Memphis, Tenn. “New prairie turn-tables were placed at Anthony, Kiowa, Sedan and Atchison, Kans. “New water service was constructed at Jefferson City, with drain for engine house and turn-table, at a cost of $458.30, and a new sewer at Sedalia, account of machine shops, costing $1,453.35. “In August work was commenced changing the line of road at Mile Post 51 on the Mis- souri Pacific Railway, to prevent future encroachments of the Missouri River. The total cost of this improvement will approximate $17,800, of which about $15,500 remained to be expended, the work having been temporarily suspended in December. “The tracks at Leavenworth have been rearranged at a cost of $9,094.52, of which sum $5,000 was contracted to be paid by the Leavenworth Terminal Railway and Bridge Company. “Webb City Spurs.-The construction of main spur track to connect the Tracy and Troup Spurs and branch tracks to plants of the Rising Sun, Cherokee, Mound City and Minneapolis Mining Companies, aggregating one mile and 4,792 feet, completed; also a spur to Perry and North Star mining plants; length, 2,508 feet. Grading was completed for siding 1,000 feet in length along Troup Spur for J. A. Stewart & Co. Track has not been laid. “Webb City Spurs, Ft. S. and S. Div. (north of Webb City).-The grading on the ex- tension of the main line was completed from station 2,593 to south side of Centre Creek (station 2,545), and track laid from station 2,597–H30 to station 2,548–H72, 0.92 miles. The grading was also completed for a spur track off of this extension to The Margerum Mining Company’s plant; the right-of-way being granted by the lessors of the land. Tracklaying was delayed by injunction proceedings instituted by H. M. Baker, owner of the land. This injunction suit has been dissolved and Mr. Baker has executed an agreement granting the Railway Company the right-of-way for this track, which has since been laid. “Extension of Coal Hill Branch, L. R and Ft. S. Ry.--Surveys were made for the extension of the Coal Hill Branch to the new coal mine in Franklin County, Ark., and the road constructed during the present year; length of main track, 2.67 miles, and sidings aggregating 1.5 miles. “Spur to Mine No. 17-A location was made for spur track from Jenny Lind on Ft. Smith Branch west, with a view to the development of what is known as Mine No. 17, a distance of 1.33 miles. “Work in St. Louis in the Spring of 1893.−The work of reconstructing and laying addi- tional tracks in St. Louis yards was commenced in the latter part of the year 1892, and completed during the early part of the present year. The work performed last spring 14 THE PRACTICE OF THE RAILROADS. involved the taking up of 5,765 feet of sidetracks and the reconstruction and laying of 10,868 feet of new tracks, which, together with the work done in 1892, affords 6,864 feet additional sidetrack facilities and a third main track 4,410 feet long. “Repairs of Protection Work near Big Blue.—Repairs were made of 1,345 lineal feet of the protection work that was constructed along the bank of the Missouri River near the mouth of the Big Blue River in 1892 to protect the right of way of the Missouri Pacific Railway and the Kansas City and Independence Air Line, and 150 feet of additional revet- ment placed in position. The entire work consisted of 1,041.8 feet of mattress, 5,663 cubic yards of rock, 475 cords of brush and 1,610 cubic yards of earth excavation, at an expense of $15,596.80, one-half of which was paid by the Kansas City and Independence Air Line. “Survey was made of the Little Rock, Mississippi River and Texas Railway between Varner and McGehee, Ark. (Gum Swamp), for the purpose of ascertaining the cost of raising the track above high water incident to overflow of the Arkansas River at the ‘Auburn Break' east of Varner. Examination of the broken levee at Arkansas City, Ark., was also made and estimates prepared of cost of making necessary repairs. “An eight-foot arched culvert for double track has been built at Bridge No. 281, on the line of the Omaha Belt Railway, at Walnut Hill, Omaha, Neb.; also two abutments for double track bridge have been completed and a single track through girder, 57 feet in length, placed in position.” Annual Report for 1894 (pp. 29 and 30). “NEW CONSTRUCTION INCLUDED IN OPERATING EXPENSEs. “The work of the construction and operating departments during the year included the following additions to property as well as sidings and fencing heretofore mentioned: “A new frame two-story passenger depot and one-story freight house were erected at Coffeyville, Kans., at a cost of $7,101.88. “A new combination frame depot was erected at Williamsville, Mo., at a cost of $2,539.43. “New depots were also constructed at Boonville and Bedford, Mo. “A new ice house was erected at Memphis, Tenn. “New track or stock scales were put in at Holden, Kansas City, Bedford, Carthage and St. Louis, Mo.; at Paola, Winfield and Coffeyville, Kans. ; Omaha, Neb.; Knobel, Argenta and Paragould, Ark. - - “New stock pens were erected at Bonnot's Mill, Edwards, Mo.; Osage, Rantoul, New- ington, Metz, Pomona, Rapp, Wilsey, Westphalia, Numa, Crotty, Landergin's Spur, Eureka, Richland, Kans.; Falls City, Neb.; Eldorado, Knobel, Ft. Smith and Van Buren, Ark. “New Section, watch or store houses have been erected at St. Louis, Sedalia, Mo.; Ft. Scott, Kans., and Russellville, Ark. “Coal chutes were erected at Gurdon, Ark., and Wagoner, I. T. “Coal storage bins were built at Sedalia, Mo., Wichita and Arkansas City, Kans. “Pump and coal houses were built at Osage, Geneseo, Frederick, McCracken, and Union- ton, Kans. ; Poplar Bluff, Mo.; Malvern and Walnut Lake, Ark. “New water tanks or stand pipes were put in at Howard's, Bedford, Creve Coeur, Inde- pendence, Poplar Bluff, St. Louis (Lesperance Street), Mo.; Osage, Cypress, Miller, Reece and Hutchinson, Kans. ; Wynne, Barham, Preston and Shannon, Ark. “New prairie turn-tables were placed at Sedalia, Kirkwood, Mo.; Hiawatha, Kans. ; Lincoln, Neb.; Helena and Russellville, Ark. THE PRACTICE of THE RAILROADS. 15 “In consequence of the encroachments of the Missouri River in the vicinity of Pope Station, Kans, a new roadbed was graded further from the river, on which track was laid for a distance of 1,650 feet, and put in service on November 6, 1894, the old track being removed. “In order to reach the mines of the Rich Hill Coal Mining Company near Bedford, Mo., surveys were completed and 95-100 of a mile of tracks laid, at the expense of the Mining Company and on its property; 267-100 miles of these tracks were constructed on the right-of- way of the Lexington and Southern Division at the expense of the Railway Company; total length of track, 3 65-100 miles. These tracks also formed a connection between the main line of the Lexington and Southern Division and that of the Ft. Scott and Eastern Division. “Plans of crossings and connections with tracks of the Terminal Railroad Association of St. Louis at 23d street, and rearrangement of yard connections with main tracks at that point were prepared during the year, and the work prosecuted to completion. “By the terms of an ordinance of the City of St. Louis passed in 1878, our Company was compelled during the past year to pave 1,610 feet of track on the levee along the Missis- sippi, between Carr street and Lucas avenue in this city, at a cost of $13,398.30, or abandon valuable franchises. “To secure greater safety and expedition in the movement of trains through St. Louis yard to a connection with the new Union Station, an interlocking plant was constructed at 23d street, at a cost of about $5,000. The results accomplished fully warrant the expenditure. “The crowded condition of the yard at Coffeyville, Kans., has in past years resulted in considerable delay of business at that point, and to remove this difficulty additional tracks were provided in 1894, at a cost of $3,099.60. “The boundary track at Omaha was extended 3,571 feet. Two sidings were extended 1,130 feet. The location of present Stock Yards track was changed and the track extended 500 feet, to connect with the Union Pacific main line at South Omaha, thus greatly improving our tracks at that point and facilitating the interchange of business. “Only such new fence has been constructed during the year as was necessary under the provisions of the statutes of the several states traversed by our lines, which permit land owners to require railroad companies to erect fences on right of way through their property. “By a contribution of about $6,000,000 from the Railway Company towards the construc- tion of a levee along the Arkansas River in the vicinity of Auburn, Ark., the building of the levee was undertaken and completed under the supervision of the local authorities of that state, and as a result traffic on the Little Rock, Mississippi River and Texas Division was not interfered with as has been the case in past years, and trains were operated over that division without interruption during the entire year. “Increase in telegraph business necessitated the construction of additional wires between Rich Hill and Nevada and Kansas City and Atchison, costing $100 and $340, respectively. “Three stalls in engine house at St. Louis were converted into machine shop at a cost of $844.07. “A new stationary engine house was added to the machine shop plant at St. Louis, at a cost of $834.45. “Fire protection was provided at Cypress shops at a cost of $2,075. “New and improved machinery was purchased for St. Louis shops at a cost of $5,163.84; at Cypress shops at a cost of $1,290; and at Hoisington, Kans, at a cost of $2,075. “Crossing gates were put in at Vandeventer Avenue, King's Highway, Shaw Avenue, Chippewa Street, Ivory Avenue, Chouteau Avenue and Broadway, St. Louis. 16 THE PRACTICE OF THE RAILROADS. “Interlocking plant was erected at Kansas City, Missouri, at a cost of $1,231.59. “A cinder wall for protection of cinder pit at Omaha, Nebraska, was erected at an expense of $217.80. “During the year $2,420.95 was expended in the improvement of Glencoe curve, on the main line of the Missouri Pacific Railway, with a view of securing greater safety in the operation of trains. ty “Improvements were made in the arrangements of tracks at stock yards, Kansas City, Missouri, at an expense of $864.50. “The location of round house connecting track at Sedalia was changed during the year at a cost of $593.35, and new tracks were built for car repair plant at that point, costing $922.00. +. “A connecting track with the Chicago, Rock Island and Pacific Railway was laid at Lincoln, Nebraska, at a cost of $349.42. “Car repairers shop and oil house were built at Coffeyville, Kansas, at a cost of $460.00.” Annual Report for Year Ending 1895, (pp. 14, 33, 34 and 35.) “OPERATING DEPARTMENT. “The policy of the company has been to maintain its track and equipment at a high standard, and to improve upon it upon economical lines, with a view of securing reduced operating expenses in the future. In pursuance of this policy, the work of maintenance, renewals and betterments has been carried on in the interest of ultimate economy. The benefits derived from this should be apparent hereafter in subsequent reports. The fol- lowing items, which have been included in Operating Expenses, will show the amount of extraordinary work in the nature of improvements and betterments. It will readily be seen that an amount largely in excess of the deficit is thus accounted for and could have been deferred until future years: THE PRACTICE of THE RAILROADS. 17 “Maintenance of equipment— Rebuilding locomotives (exclusive of repair work)........................... $163,467.28 Rebuilding passenger equipment (exclusive of repair work)................... $ 21,998.70 Rebuilding freight equipment (exclusive of repair work)...................... 400,521.51 Rebuilding Work Service equipment (exclusive of repair work)................. 16,935.44 *-*mmemºs 439,455.71 Changes in compliance with statutory requirements— Automatic couplers applies (excess cost) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,308 00 Grab irons applied . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,000.00 Adjustment of draw bars to standard height............................. 15,000.00 Toilet rooms for cabooses............... • e e s e e s is a tº s a e s e º e s e º e is a s is a s = e s e 1,267.50 -*mºmºse 48,575.50 Improvements to rolling stock— Application of Steel truck bolsters (excess cost over wooden)............ 12,453.00 Application of Pintsch gas, air brakes, air signals and steam heating apparatus ............ • e e º ºs e º e * e e º ºs e e º e s s e s s e º e s e º 'º - e. e. e. e. e. e s = e s is s a • * 4,303.62 -*. 16,756.62 Additions to and improvements of machinery and tools— Snow plows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º e º e º e º e º e º 'º - 1,200.00 Compressed air and shop machinery.............. * * g tº dº & © $ tº º ºs º ºn tº sº tº s tº e º e - tº 9,129.34 Heating plants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º & e º e º 'º e º a tº e º ſº e e s s e º 'º 1,563.78 11,893.12 - $ 680,148.23 Maintenance of buildings and station facilities— New passenger and combination depots erected— New brick passenger depot, Pittsburg, Kan............................. 4,144.36 Passenger station, Ft. Leavenworth, Kan..... . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,053.91 g Combination depot, Harrisonville, Mo............... . . . . . . . . . . . . . . . . . . . . 3,287.12 Combination depot, Paola, Kan..................... . . . . . . . . . . . . . . . . . . . . 4,038.61. Combination depots, Camden and Delta, Ark............. * e e s e e s e s e e is ... 1,770.35 Combination depots, Doe Run Jct., Mo., Barfield, Mo., Vanndale, Ark... } 2,318.TT Combination depots, Mineral Point, Mo., Nettleton and Winchester, Ark. ; w = wº Combination depots, Barretts, Hutchinson and Coffeyville, Kan........... 1,450.80 19 9 -*ms ,063.92 Granitoid platforms ........................................ tº 4 & 8 & s tº 8 tº tº e º e © tº 2,301.83 Sand houses and bins...................................... tº e º e º sº e º e s e º ºs e e 1,808 03 Coaling stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,312.63 Water stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,110.61 Hand car and tool houses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,829.40 Crossing and safety gates and watch houses................. tº e º 'º tº e s tº e º ºs e º 'º a 1,321.95 Track and stock Scales.............. & © tº g º º 'º tº º tº & B e º 'º e º e º & tº º 'º - - e º 'º e º is tº º e º s a 4 º' ,084.66 Turn-table tº º º e º e º 'º º ºs e º gº º tº º • * * * * * e º ºs e º 'º e º e º 'º e º ºs e o e º 'º tº e º e º e º 'º e º e º 'º a tº a s is e º e º a 805.45 tº-sº 40,638.48 Maintenance of way, bridges, etc.— New grading at Webb City, Mo..................... * * * * * * * * * * * * * * * * * c e º ºs e e 2,370.60 Changing grade, St. L., I. M. & S. Railway., K. & C. P. Railway, etc....... 8,466.70 Paving levee track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,606.14 Remodeling yard tracks, St. Louis.......................................... 26,210.15 Reconstructing and surfacing double track, Kirkwood to Tower Grove..... ... . 45,008.69 Ditching Arkansas low lands. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,000.00 Protection of river bank, Big Blue and Missouri rivers....................... 1,263.24 New ballast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65,720.45 New Side tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61,408.47 Widening embankments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,371.2 New fencing .......... gº tº 6 e º 'º & e º a º e e s tº e e s e º 'º tº e º 'º º ºs e º e º 'º º e º º * e º sº tº e º e s m e º a s e a 17,368.20 Replacement of bridges with improved structures of steel, iron and masonry, to enable use of heavier equipment (detailed statement of which will be found elsewhere in this report), over..................... e - e. e. e. e º e e s s s a 62,860.46 -smº 335,654.30 Total..... © º º O & © tº e º 'º e e º 'º e º e s e e º e s e tº e º e º e º 'º e º 'º e º e º e º e e s e º 'º $1,056,441.01 Complete statistics covering the operation of the road will be found in the General Manager's Report. Page 33: “NEW CONSTRUCTION INCLUDED IN OPERATING EXPENSES. “Surveys were made and a spur track was constructed from a point on the St. Louis, Oak Hill and Carondelet Railway south of the crossing of the St. Louis and San Francisco Railway in St. Louis, to the new works of the Liggett & Myers Tobacco Co., which are now in course of erection. The main spur is 3,983 feet long, with three additional tracks, aggregate length 4,493 feet, total 8,476 feet. The main track, between the connection with the St. Louis, Oak Hill and Carondelet Railway and the east line of Tower Grove Avenue, . 1,608 feet in length, was built at the expense of the St. Louis, Oak Hill and Carondelet Railway Company and is owned by that Company. This track is considered a valuable acquisition for the Railroad Company. 18 THE PRACTICE of THE RAILROADS. “Surveys were made, right of way purchased, and a track to connect the ends of the Lexington and Southern Division, which terminated on the north and south side of the property of the Missouri, Kansas and Texas Railway Company, was graded for the pur- pose of forming a continuous line through the City of Nevada, Mo., thus connecting that portion of the Lexington and Southern Division north of Nevada with that part of it South of the city, which was heretofore divided by the property of the Missouri, Kansas and Texas Railway Company, and placing the Company in a position to establish inde- pendent facilities at any time it may be considered advisable. The main track has all been laid, with the exception of about 200 feet, at the crossing of the Missouri, Kansas and Texas Railway. The completion of the track was delayed pending negotiations with the Missouri, Kansas and Texas Railway Company for contract authorizing the crossing of their track, which was not secured until December. The crossing will be put in and the remainder of the track laid at an early day. The main connecting track will be 3,600 feet long, with sidings aggregating 3,500 feet when completed. The cost of the work finished during the year, including right of way, tracks, etc., amounted to $10,292.26. “On August 31st, 1895, control of the Osage Division, which had been operated by the Missouri Pacific Railway Company for a number of years under a lease, was surren- dered to its owner, the Missouri, Kansas and Texas Railway Company. The west end of this line formed a connecting link between the Kansas City and Southwestern Division and the Kansas and Arizona Division at Paola, Kan. The surrender of this line made it absolutely necessary to secure an independent connection, depot, and other yard facili- ties. A connecting track, length 3,002 feet, was completed on August 31st, and side tracks, 4,105 feet in length, together with depot and other station facilities required, were finished a month later at a cost of $7,366.62. Page 34: “Surveys were made and a spur track graded from a point on the Fort Scott Central Railway, about 3.82 miles south of Rich Hill, Mo., in a southwesterly direction to Mine No. 9 of the Central Coal and Coke Company, length 2,600 feet, with yard tracks at the Mine aggregating 3,924 feet. The entire cost of the grading was borne by the Coal Com- pany. “Trestle bridge No. 281 at Walnut Hill, Nebraska, was filled during the year at a cost of $1,820.48. “The sum of $3,885.30 was expended during the year for filling Trestle No. 121 near Council Grove, Kansas. “Other smaller trestles were filled on various divisions of the Missouri Pacific Railway at a cost of $1,175.29. “Transfer track and side track were constructed at Kansas City and Southwestern Junction, Missouri, at a cost of $2,509.97. “A spur was constructed to the State Fair Grounds at Omaha, Nebraska, and neces- sary facilities provided for handling freight and passengers at the grounds, at a cost of $5,013.70. . . . - . “Surveys and plans were made for re-arrangement of Missouri Pacific tracks and for crossings of the St. Louis and San Francisco Railway near Grand Avenue, St. Louis, where a very complete interlocking plant is now being constructed for the more expedi- tious, safe and economical operation of the very large train traffic in that vicinity, the entire expense of the work being borne by the St. Louis and San Francisco Railway Com- pany. The crossings have been placed in position and a portion of the tracks laid. The work already done increases the capacity of the yard at that point, 1,178 track feet, an when completed as proposed the total increase will be 4,100 feet. r - THE PRACTICE OF THE RAILROADS. - 19 “The grade of the main line of the Iron Mountain Road between Williamsville and Piedmont was improved during the year by the taking out of a number of sags, which have heretofore been the cause of freight trains breaking in two, resulting in Serious accidents. “Surveys were made and grading completed near Webb City for tracks to Dunnewig Mine, 9,970 feet, and two additional tracks on property of the Eleventh Hour Mining Company, length 2,250 feet, total 2 miles and 3,058 feet. Cost of right of way and grading $2,249.54. Also graded and laid track to Midway Mine south of Webb City on Lexington and Southern Division, 1,398 feet in length, at a cost of $1,082.06. This work was made necessary on account of the invasion of Missouri Pacific territory by the Kansas City, Fort Scott and Memphis Railroad Company. “Under legal proceedings it was necessary to expend $9,211.99 during the year on account of the overhead crossing by the Union Terminal Railroad Company at the west end of the Kaw River Bridge at Kansas City. “Two thousand three hundred and one dollars and eighty-three cents was expended for granitoid platforms at Kirkwood, Mo., Pittsburg, Kan., and Little Rock, Ark. “By the terms of an ordinance of the City of St. Louis, passed in 1878, granting the Missouri Pacific and St. Louis, Iron Mountain and Southern Railway Companies rights for tracks on the levee, the Company was obliged to expend $10,606.14 during the year 1895 for granite paving between Carr street and Lucas avenue. “New right of way fence has been built during the year as demanded by land owners, in accordance with the provisions of the statutes of the states traversed by this company's lines. “With a view of diminishing the number of claims for stock killed, etc., right of way fence was also constructed on the Kansas and Arkansas Valley Railway between Sallisaw River Bridge and Big Vian Creek, on the Helena Branch between Paragould and Nettle- ton, and along fills between high structures on the Memphis Branch, at an aggregate cost of $10,537.58. Page 35: ** BRIDGE AND BUILDING DEPARTMENT. tº. total expenditures of the Bridge and Building Department were $946,496.56, an increase of $156,679.72 compared W1 e Station buildings, platforms, stock yards, etc., erected......................... $ 80,636.19 General repairs and expenses of.............................................. 29,456.89 0ther expenses, conducting transportation account............................. 2,475.03 Engine houses, machine shops and blacksmith shops, motive power storerooms, turn-tables, etc., erected ............................................... 13,248.02 General repairs and expenses of............................................... 10,777.97 Coal chutes, bins, elevated tracks, etc., erected............................... 9,002.2 General repairs and expenses of.............................................. 2,589.26 Water tanks, pump houses, reservoirs, etc., erected............................. 20,286.82 General repairs and expenses of.............................................. 144,618.16 Bridges, iron, combination, Howe truss, etc., erected......................... 135,657.48 Wooden trestles, etc., erected ............................................... 243,294.88 General repairs and expenses of............................................. 155,034.42 Culverts, masonry and iron pipes, expenses of................................ 18,552.58 Cattle guards, crossing signs, etc............................................. 27,575.49 Section houses, bridge and building shops, etc., erected........................ 6,710.01 General repairs and expenses of.............................................. 1,872.05 Special expenses, Washouts, etc. ............................................ 18,165.83 Other expenses, maintenance of way account.................................. 21,631.92 Car shops, sheds, etc., erected............................................... 1,776.12 General repairs and expenses of................ ºr e º a tº e º e e o e e is a e º e s s º e º º e º 'º a tº a º 231.67 Other expenses, maintenance of cars account.................................. 1,181.16 Expenditures, account of general offices.................... . . . . . . . . . . . . . . . . . . . 1,712.33 Total. . . . . . . . . . . . . . * * * * * * * * * * * * c s s a e º e s e e e s e e º e e s e e s s e e s e a tº a tº e • e º 'º e º 'º e $946,496.56” 20 THE PRACTICE OF THE RAILROADS. Annual Report for Year Ending 1896 (pp. 32 and 33). “NEW CONSTRUCTION INCLUDED IN OPERATING EXPENSES. “As shown on page 32 of this report the net increase in length of side-tracks to industries and at stations on the system was six miles and 4,831 feet, the total mileage of such tracks on December 31, 1896, being 942 miles and 2,098 feet. “Right of way fence has been built during the year, in accordance with the statutes of the states traversed by this company’s lines, as demanded by land owners. On Decem- ber 31, 1896, the lineal mileage of fence on the system was 5,575 miles and 5,012 feet, of which 46 miles and 328 feet were constructed in 1896 as shown on page 31 of this report. “The work of protecting the portal and end of Moreau Tunnel was commenced in November, 1895, and completed in April, 1896. The lining extends 20 feet 4 inches back from the face wall. The bench wals are built of stone and the arch of vitrified brick laid in cement. The total cost was $3,733.18, of which amount $220,05 was taken up in last year's account, leaving $3,513.13 for this year. “One thousand nine hundred and eighty feet of the south end of Ouachita River trestle was filled in with earth at an expense of $4,652.65. Two hundred and eighty feet of the north end of Bayou Du Chesne trestle was also filled in at a cost of $1,919.81. “Owing to the encroachments of the Mississippi river threatening the stability of the levee at Helena, Ark., and it being considered impracticable to repair same, the Levee Board decided to construct a new levee further west, which rendered it necessary for the Railway Company to relocate 4,797 feet of its main track. Surveys have been made, the line located and contract entered into for the grading. The work on the road bed was commenced during the latter part of the month of December. “BRIDGES AND BUILDING DEPARTMENT. “The total expenditures for maintenance of bridges and buildings were $1,039,691.19, an increase of $93,194.63, as compared with 1895. Station buildings, platforms, stock yards, etc., erected. . . . . . . . . . . . . . . . . . . . . . . . $ 60,967.34 General repairs and expenses of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,975.62 0ther expenses, conducting transportation account. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,545.06 Engine houses, machine and blacksmith shops, motive power storerooms, turn-tables, etc., erected . . . . . . . . . . . . . . . . . . . . . ......................... 12,021.25 General repairs and expenses of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,940.19 Coal chutes, bins, elevated tracks, etc., erected............................. 6,148.13 General repairs and expenses of............................................ 3,558.48 Water tanks, pump houses, reservoirs, etc., erected..... . . . . . . . . . . . . . . . . . . . . . 20,317 96 General repairs and expenses of............................................. 139,609.12 Bridges, iron, combination, truss, etc., erected. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247,849.62 W00den trestles, etc., erected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271,510 95 General repairs and expenses of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152,867.15 Culverts, masonry and iron pipes, expenses of....................... . . . . . . . . . 21,307.92 Cattle guards, crossing signs, etc........................................... 18,705.21 Section houses, bridge and building shops, etc., erected...................... 2,133.44 General repairs and expenses of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,356.24 Special expenses, Washouts, etc............................................. 28,414.17 0ther expenses, maintenance of way account................................ 17,232.31 Car shops, sheds, etc., erected............................................. 911.39 General repairs and expenses of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344.62 Other expenses, maintenance of cars account.................... . . . . . . . . . . . . - 165.06 Expenditures, account of general offices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,809.96 Total. . . . . . . . . . . . . . . . . . . . . tº º ºs e º 'º - w is º ºs e º & e º e º ºs e º ºs e º e º s tº e s e º 'º º º is º e º 'º - - $1,039,691.19'" Report of 1897 (p. 32). “NEW CONSTRUCTION INCLUDED IN OPERATING EXPENSES. “In consequence of a change in location of the Government levee along the Mississippi river at Helena, it became necessary to move the main track of the Helena branch to the THE PRACTICE OF THE RAILROADS. 21 inside of the new levee. Grading for the new roadbed was commenced in the latter part of December, 1896, and completed in July, 1897, at a cost of $3,591.94. The new track is now being laid. - “A double track through girder bridge, 51 feet and one inch in length, with masonry abutments, was constructed by the St. Louis and Meramec River Railroad Company, at a point on the Missouri Pacific Railway one-half mile east of Glendale, Mo., to enable the electric line to pass under the double track of the Missouri Pacific Company at that point, instead of making a grade crossing as originally planned by the street railway company. The structure was completed on September 10th, 1897, at an approximate cost of $9,500.00, the expense being entirely borne by the electric company and the bridge delivered to the Missouri Pacific Railway Company free of cost. “Nine thousand seven hundred and seven dollars and sixty cents was expended in filling trestles on the St. Louis, Iron Mountain and Southern Railway in Louisiana as follows: 640 feet of trestle over Flacon Bayou, 948% feet of north approach of Red River bridge, 455 feet of trestle near Pollock, and the north 800 feet (partially com- pleted) of Fish Creek trestle. “Thirty-seven miles and 1,835 feet of right of way fence was built during the year, in accordance with the requirements of state laws, upon demand of land owners, as shown in detail on page 31 of this report. “Track to the Trans-Mississippi Exposition grounds at Omaha, Neb., was constructed at an expense of $1,530.15. “In consequence of the encroachments of the Missouri river, it became necessary to change the location of the main line of the Missouri Pacific Railway for a short distance, at a point about 51 miles west of St. Louis, at an expense of $5,649.25. - “A masonry culvert was constructed at Little Rock, Ark., for the improvement of the drainage at that point, at a cost of $1,750.00.” Report for 1898 (p. 14). * III. OPERATING DEPARTMENT. “The Company has continued its policy of improvement. The Rolling Stock has been added to and improved, in order to meet the demands of very heavy traffic. The follow- ing statement of work, cost of which has been included in operating expenses, will show the character of the improvements made during the year: 22 THE PRACTICE OF THE RAILROADS. Maintenance of equipment- Rebuilding locomotives (exclusive of repair work)........... © tº dº º º º e º 'º tº º º tº º e º e º º $113,818.44 Rebuilding passenger equipment (exclusive of repair work).................. tº e º ſº $25,878.78 Rebuilding freight equipment (exclusive of repair work) ........................ 284,930.19 Rebuilding work service equipment (exclusive of repair work)................. 15,347.78 tº-ºº- 326,156.75 Rebuilding association sleepers (exclusive of repair work)..................... 24,091.11 There are included, partly above, under Rebuilding, as also under the General, Heavy and Light Repairs to Equipment, the following: Changes in compliance with statutory requirements— Couplers applied (excess cost) . . . . . . . . . . . . . . . . . . . tº e º e º 'º º º º 'º e º 'º e o 'º e g º a tº a $17,494.40 Adjustment of draw bars to standard height............ & ſº e º 'º - e º 'º e º e º sº e s s 3,549.00 $21,043.40 Improvements to rolling stock– New metallic r00fs * * * * * * e º e g º e º e s e e º 'º e º 'º e º e º e º e s tº e º e º & © e º 'º - e º e º 'º e s e º e s e < $34,830.00 - $55,873.40 Additions to and improvements of machinery and tools— Shop machinery e e e º e º e e º e º e s s e e e s a e s e º e s tº e s a • * * * * * * * * * * * * * * * * * * * * * * * * * * * - 4,466.64 $468,532.94 Maintenance of buildings and station facilities— New depots erected— Passenger depot at Lincoln, Neb.......... © º & tº º a tº e º is º e º º is e º 'º e º 'º t e º 'º e º 'º e º e º e º ºs e e s - e º e º 'º a $ 10,352.71 Passenger depot at 0maha, Neb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * 2,103.25 Passenger depot at Jefferson City, Mo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,981.42 Combination depot at Morehouse, Mo...... tº e º 'º e º te e s tº s e º 'º e º e º 'º e º 'º º e º 'º e º 'º & e º e º 'º - e. e. e. tº º e º “e 498.89 Combination depot at Cadet, Mo.......... tº e º ºr º e º e º a tº e s is w tº * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 929.66 Combination depot at Cone's Landing, Ark. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380 33 Combination depot at Higginson, Ark. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400.00 Combination depot at Hanson, I. T. . . . . . . . * * * * * * * * * e e s s e e s º e º e s a s a s a s s e s a e º e s - a e º a e s e e 419 22 — $ 33,065.48 New ice houses erected— Pueblo, Colo. . . . . . . . . . . • * * * * * * * * * * * * * * * * * tº e º 'º e º 'º e º e º e º e º 'º tº e º 'º a tº e º 'º w tº $ tº a º º ºs º º 'º - ºn 4 e º 'º º 'º º $ 1,527.03 0Sawatomie, Kan. ...... tº e º e º e º ſº º e • e e º e e a e- e º e a e s m s e e s e º e s a e e º a tº s a e s e e s a s s a e s a e s e e º e º e e = 1,360.43 -º- 2,887 46 Fleming mail cranes at various places. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * tº e 1,459.69 Stock pens at various places (increase oycr cost of replacement)............ * * * * * * * * * * * * * * * e º e 4,447.47 Stock scales at various places (increase over cost of replacement) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,359 53 Turn tables at various places (increase over cost of replacement). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 844,74 Water stations at various places (increase over cost of replacement) ................ • * ~ * * g º e 9,828.73 Fuel stations at various places (increase over cost of replacement)..................... © º 'º e º o 836 96 Depots—additions to platforms, etc. (increase over cost of replacement) . . . . . . . . . . ........... 11,164 38 Engine houses and machine shops at various places (increase over cost of replacement)........ 2,414 26 Section tool and watch houses at various places (increase over cost of replacement)...... • * * * 1,762 19 Improvements to car shops at various places (increase over cost of replacement) ............ tº e 215 54 New round house and engine pits, Mer Rouge, La. (increase Over cost of replacement)..... e 493 61 $ 70,810.04 Maintenance of way, bridges, etc.— Replacement of bridges with improved structures of steel, iron and masonry (detailed state- ment following) .................. . . . . . . . . . . . * * * * * * * g e < * * * * * * * * * * * * * c e º e º e º 'º - e º e º 'º e º c te $ 65,276.05 New ballast ............... tº e º 'º - e. © e º e º dº e º e º & - © e º ſº e º e º ºs e º e e º e º 'º - • e º e º ºs e a s m e e s e e s tº e º e s - e. e. e. © tº 87,639 18 New side tracks....... e e e º e º e s e e º e s c s e e º e º 'º e º ºs e º 'º e º e e º 'º e s s a s a tº - - - - - e s tº tº t e s s e e º e º 'º - e. • * - e. e. e. e. e. 45,117 39 Widening embankments e - - - - - - - e e s e e g s e º e º e e º e º e º e º e s e º e s e. e. e. e. tº e e - e º e º ºs e e º e s tº e º e º 'º - e. e. e. e. a s a tº e - 5,104.86 New fences e e e º e º e s = e º e s e º 'º e a tº e º e e º e º e º e º e o & © tº º e º e º e o e s e e s e º e º e º e º 'º e º s e e e o e s e s a e º e s a tº e g g tº e 12,299.17 Raising, lowering and improving grade, various places on Mo. Pac. lines......... * * * * * * * * g e º a º 5,195.70 Grading yards, South Omaha, Neb................ . . . . . . . . . . . . . . . . . . . . . . * c e e s is a e e º e º e º e º 'º e e º e $ 2,049.40 Grading yards, Lincoln, Neb. . . . . . . . . . . . . . . . . . . . . . . . © e º e g tº e o 'º - tº e © º e º 'º e tº tº º tº tº g ſº º e º 'º e º e º 'º º ºs e º ſº º 2,513.10 *-*- 4,562.50 Adjustment of grade on St. L., I. M. & S. Ry., Newport and south, including new culverts, trestles, etc. . . . . . . . . . . . . . . . . e is tº e g º e º e º 'º - e - e º 'º tº º e º e e g º e º e º 'º e º 'º • * * * * * s & s e e º a e e º e º e - e. e. e. g. 42,674.70 Construction of plow cars.......... e e s e º ºs e s m e º ºs e s a tº e º e m tº e e º 'º - tº e - e - © e º & © e g o e s tº e a e tº e º e - e º e is s a tº 6,599.26 Construction of power cable plant, excavator and dump cars............. * @ e º e º e º 'º - e º e º e e s is e 8,269.93 ºmmº- 57,543.89 Replacement and improvement of track on main line between Diaz and Grande Glaise, made y necessary by White River overflow...................................................... 17,658.07 Total s tº e º 'º e º e º e e s e o e s e e s e e s e º º e º e º 'º e º e º e e º e e º e º 'º e s a s g c e e s a e s e s a s a s * * * * * * e º e a * * $318,615.94 Grand total * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * c e s e e o e º e º e e s ∈ e s e a e s e e s e a e s a s e e s e e $857,958.92” Complete statistics covering the operation of the road will be found in the General Manager's report. Annual Report Year Ending December 31, 1900 (p. 15). *III. OPERATING DEPARTMENT. “The complete and exhaustive report of the Third Vice-President and General Man- ager covers the work of this entire department, and will be found on page 22 and those following. THE PRACTICE OF THE RAILROADS. 23 “The following betterments and additions have been made to the Missouri Pacific Branch Line properties, also improvement work upon System equipment; the entire amount having been charged to Operating Expenses, during the year: Rebuilding locomotives (exclusive of repair work)......... tº e º 'º º e º e º e º e º 'º e s a s a e º Rebuilding passenger equipment (exclusive of repair work)....... : - - - - - - - - - - - - * $ 25,787.17 Rebuilding freight equipment (exclusive of repair work)... . . . . . . . . . . . . . . . . . . . 256,036.12 Rebuilding work Service equipment (exclusive of repair work).................. 11,281.55 Rebuilding association sleepers (exclusive of repair work)..................... Maintenance of buildings and station facilities— New depots erected—. Passenger depot at Wichita, Kan........ tº tº e º & º & e º is is e s a tº e º º ſº º $ tº ſe e º º ºs e º sº is º is $42,624.45 Passenger depot at Hutchinson, Kan........... . . . . . . . . . . . . . . . . . . . . . . . . . 15,375.18 Freight depot at Hutchinson, Kan......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,569.83 Ground for freight terminals at Wichita, Kan. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,509.40 Combination depot at Gridley, Kan........... . . . . . . . . . . . . . . . . . . . . . . . . . . . 353.46 Addition to combination depot at Kiowa, Kan. . . . . . . . . . . . . . . . . . . . . . . . . . . 935.03 — $69,367.35 Car inspector's house, Genese0, Kan..................................... 175.45 New Stock pens and scales at various places. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,245.83 New Water stations at various places. . . . . . . . . . . . . . . . . . . . . . . . . . is sº is is tº s e e º 'º me 2,600.05 New fuel stations at various places...................................... 2,917.29 New Section and tool houses at various places. . . . . . . . . . . . . . . . . . . . . . . . . . . 191.3 Maintenance of Way, Bridges, etc.— Betterment of bridges with improved structures of steel, iron and masonry (detailed Statement in general manager's report). . . . . . . . . . . . . . . . . . . . . . . . . . $169,538.92 LeSS provided for by improvement funds, not charged operating expenses............ 76,906.37 — $92,632.55 New ballast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 9,484.09 New Side tracks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36,539.86 New Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36,508.42 New trestles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 650.37 New Culverts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,881.60 New fences, cattle guards, road crossings and signs........................ 9,473.11 Filling bridges with earth...... tº e º ſº e º 'º e g º º te e g º & © g g º ºs e e º ºs º is a s is e º ºs º e º º e s is nº º 135.35 Filling trestles with earth................................................ 12,192.04 Adjustment of grade. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº ſº e º 'º º e º 'º & ... 3,434.13 — $111,298.97 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Annual Report for Year Ending December 31, 1901 (p. 17). “III. OPERATING DEPARTMENT. $247,760 33 293,104.84 $ 2,700.28 $ 17,577.32 $203,931.52 $825,074.26” “The complete and exhaustive report of the Third Vice-President and General Manager covers the work of this entire department, and will be found on page 24 and those following. “The following betterments and additions have been made to the Missouri Pacific Branch Line properties, also improvement work upon System equipment; the entire amount having been charged to Operating Expenses during the year: 24 THE PRACTICE OF THE RAILROADS. Malntenance of equipment— Rebuilding locomotives (exclusive of repair work).......... tº º ºs e º ºs º º ºs e g is a tº sº e º e º $299,878.33 Rebuilding passenger equipment (exclusive of repair work).................... $36,633.55 Rebuilding freight equipment (exclusive of repair work)................ * * * * * * e º 117,579.22 Rebuilding work service equipment (exclusive of repair work).................. 16,991.18 $171,203.9 wºmmºmºmºmºs ,2 - 5 Maintenance of buildings and station facilities— New depots erected— Enlarging freight house at Pittsburg, Kan................................ $ 694.66 New freight depot at Hutchinson, Kan.................................... 569.99 New freight depot at Wichita, Kan....................................... 4,328.89 New passenger depot at Wichita, Kan.................................... 4,359.33 New combination depot at Hoisington, Kan............................... 2,287.86 Addition to combination depot at Tonganoxie, Kan........................ 170.91 Addition to combination depot at McLouth, Kan.......................... 141.65 — $ 12,553.29 Additions and alterations, station property, various places................. 1,554.39 New Section house at Lomax, Kan........................................ $ 729.00 New Section house and well at Brownell, Kan............................. 697.15 New Section house and well at Nassau, Mo............................... 765.97 — $ 2,191.12 New coaling station at Hoisington, Kan.................................. $ 3,765.67 New Sand chute at Hoisington, Kan...................................... 455.69 New water station well at Yates Center, Kan............................. $ 929.82 . New Water station well at Horace, Kan................................... 2,186.22 New Water station pond at Geneseo, Kan.................................. 5,369.28 — $ 8,485.32 New stock pens and scales at various places.............................. $ 3,727.79 Additions to shops, buildings, machinery and sand houses, various places... 186.86 Additions to fuel stations, various places................................. 44.14 * — $ 32,965.27 Maintenance of way, bridges, etc.— Betterment of bridges with improved structures of steel, iron and masonry (detailed statement in general manager's report)..........................$357,762 44 Less provided for by improvement funds not charged operating expenses........ 118,156.12 — $239,606.32 New ballast ..... * @ e º e º 'º e tº º ſº º ſº tº º ſº tº º te dº º ſº tº e s tº ſº e º 'º e º is a g º e s ſº tº e e º e º 'º e º g e g ºn tº ſº º $ 18,187.62 New side tracks..... © tº º ſº gº tº E & G & © e < * * * * * * * * * * * * * * * * g e s tº c e s e s e a e º e º e s e º 'º e º e 64,674.89 New steel ...... * - e º 'º º * & © tº tº e º 'º & e º e s e is ſº e º º ºs e e º 'º e º 'º & ºn e º e s m e º ºs s is e e º ºs e s ∈ e º e º 13,480.11 New trestles ............................................................ ,029.98 New Culverts ... . . . . . . . . . . . . . . . . . . . . . . . . . ............................... 630.35 New fences, cattle guards, road crossings and signs...... tº $ tº e º 'º tº e º 'º e º ºs e º is tº º 18,772.15 Filling bridges with earth.......... e e is a e º 'º e tº dº ſº ſº tº $ tº e º e º s e º 'º in ſº in º ºs e g º sº e º ºs e e ſº 2,912.83 Filling trestles with earth................................................ 4,850.27 Adjustment of grade.................... tº gº tº e º 'º e e tº e º is tº gº tº e * * * * * * * * * * * g g g tº ... 1,198.49 — $125,136,69 il — $365,343.01 Total.......... © º e º tº º ºs e º e º e º e º ºs e º 'º a tº e º e º e s e º ºs e º ºs e e e º ºs e º ºs e º a s a s - $869,390.55'' XI. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY COMPANY. Annual Report for Year Ending June 30, 1901 (p. 6). “Fifty miles of road were ballasted with gravel during the year, the cost of the same being charged to Operating Expenses.” Annual Report for Year Ending June 30, 1903 (pp. 5 and 6). “The increase in Gross Earnings was $1,036,151.79, or about 16.5 per cent, while the Net Earnings increased but $257,856.56, or about 7.8 per cent. Several causes contributed to the increased expenses and decreased net results; the abnormal conditions affecting the fuel supply resulting in inferior coal at higher prices; the material increase in the cost of other supplies and the demands for increased compensation from every class of labor; also the increased cost of more substantial buildings and more modern engines to replace those worn out or obsolete; the cost of replacing temporary wooden bridges with perma- nent steel structures and the fact that many minor items for improvements formerly carried to Capital Account, but now charged direct to Operating Expenses, were active factors in the increased cost of operations.” $ XII. MINNEAPOLIS AND ST. LOUIS RAILROAD. Annual Report for 1898 (pp. 8 and 9). “MAINTENANCE OF WAY AND STRUCTURES.—The increase in these expenses resulted almost entirely from the cost of new rails laid in the track and new iron bridges THE PRACTICE OF THE RAILROADS. 25 erected, during the year, to replace wooden structures. Of the new rails laid in the track 12.94 miles were laid with 80-pound steel and 27.55 miles with 70-pound steel. On the Western Division, 20.30 miles of 50-pound rails were taken up and replaced with 60-pound steel rails, removed from other parts of the road. Grades, equal to 12 miles of track, were reduced where such work was most needed. New steel bridges, aggregating 601 feet in length, were erected to replace an equal number of wooden bridges. The length of timber trestles, in lineal feet, has been decreased 988 lineal feet, or about 5 per cent, and the length of line ballasted increased 25.85 miles.” Annual Report for 1899 (p. 11). “MAINTENANCE OF WAY AND STRUCTURES.—The increase in these expenses results from the large outlays made during the year for renewals. The expenditures for renewal of rails and fastenings include the cost of relaying 42.63 miles with new 80-pound steel rails, 7 miles with new 70-pound steel rails, 41.27 miles with 60-pound steel rails taken up from other sections of the road, and replaced by 80-pound steel rails; also a pro- portion of the cost of relaying 20.22 miles between Minneapolis and St. Paul with 72-pound steel rails in accordance with the contract with the Northern Pacific Railway Company. Repairs of roadway and track include $81,693.39, for correction in grades and surfacing track, and $4,059.87 for additional sidings; repairs of buildings include $18,587.92, for paving station yards at Minneapolis with sandstone and brick; repairs of bridges and cul- verts include $12,515.58, the cost of one 74-foot triangular girder bridge (second hand) resting on stone abutments to replace the combination span over Soldier Creek, and for replacing 86 wooden culverts with stone boxes and iron pipes. The result of the large expenditures made last year for the erection of new and the rebuilding of bridges, is shown by the diminished cost in maintaining these structures during the past year.” Annual Report for 1899 (p. 13). “GENERAL REMARKS. “In conformity with the policy of the Company in making liberal outlays in improving the roadway and track, there were expended during the fiscal year, for this purpose, $251,- 567.06; for automatic couplers and air brakes applied to locomotives and cars, $26,208.31, and $10,250.00 for one locomotive to replace one put out of service, a total of $288,025.37, but this entire sum was charged to operating expenses. The details of these expenditures are shown in Table No. 9.” 26 THE PRACTICE OF THE RAILROADS. Annual Report for 1899, p. 24. “Table No. 9.-Detailed Statement of Expenditures for Betterments and Additions Charged to Operating Expenses. Relaying 42.63 miles of track on Albert Lea division, with new 80-lb. steel rails................... $86,470.25 Relaying 7 miles of track on Southern division with 70-lb. steel rails.............................. 12,600.00 Relaying 18 miles of track on Southern division with 60-lb. second-hand rails taken from Albert Lea division . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,400.00 Relaying 23.27 miles of track on Western division with 60-lb. second-hand steel rails................ 7,717.26 Proportion of cost of relaying 20.22 miles of track between St. Paul and Minneapolis with new 72-lb. steel rails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,310.41 — $131,497.92 Improving grade on Albert Lea division.............................................. . . . . . . . . . . . . . $60,232.78 Improving grade on Western division....................................... . . . . . . . . . . . . . . . . . . . . . . 20,000.00 Raising track and sloping cuts at Winthrop, Minn., between mile posts 69 and 71................ 900.36 Raising track and improving grade at Norwood, Minn., between mile posts 39 and 41............... 560.25 $ 81,693.39 Additional sidings constructed, 1.71 miles........................................................ 4,059.87 One second-hand triangular girder bridge, 74-foot span, over Soldier Creek north of Fort Dodge, Ia...S 3,081.66 Eighty-six Wooden culverts replaced with stone boxes and iron pipe................................ 9,433.92 $ 12,515.58 Remodeling and extending depot at New Prague, Minn.......................................... $ 1,810.83 Watch hºuse at Waseca, Minn.................................................................: ... • 26.67 Paving. Third and Fourth Streets North between Third Avenue North and freight house, in Minneapolis, Minn., and driveways in front of freight house............................. • * * * * * * * * * * * * * * * * 8,278.47 Paving alleyways one and two, between Fifth and Seventh Streets North and a portion of Fifth Street Northwest from freight house in Minneapolis, Minn.................................... 10,309.45 $ 20,425.42 One hundred forty-four rods barbed wire right of way fence constructed............................ $ 32.94 Remodeling and paving stock yards at Lake Mills, Iowa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 624.92 Remodeling and paving stock yards at Corwith, Iowa................... . . . . . . . . . . . . . . . . . . . . . . . . . . . 352.69 New well 92 feet deep and pipe for same for stock yards at Arlington, Minn........ . . . . . . . . . 's e s • * * * 151.42 New two-pen stock yards with unloading chute at Stilson, Iowa........................... . . . . . . . . . 212.91 $ 1,341.94 Applying air brakes to 27 freight cars...................................... . . . . . . . . . . . . . . . . . . . . . $ 2,441.08 Applying standard couplers to 585 freight cars............................ . . . . . . . . . . . . . . . . . . . . . . . . 17,523.95 — $ 19,965.03 Applying driver brakes to 22 locomotives................................ . . . . . . . . . . . . . . . . . . . . . . . . . $ 6,243.28 New Switch engine account replacement................................. . . . . . . . . . . . . . . . . . . . . . . . . . . 10,250.00 $ 16,493.28 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e e a e s e e s e is a s e º e º e º e º 'º e * c e s is a $288,025.37” Annual Report for Year Ending June 30, 1900 (p. 9). “MAINTENANCE OF WAY AND STRUCTURES.—The increase in these expenses results from unusual expenditures made for permanent improvements and charged to this department and from increased mileage operated. Of the permanent improvements made the principal items were: New sidings (6.78 miles), $26,925.62; improving grades, ditching and ballasting, $16,166.62; filling bridges, $12,833.95; replacing wooden culverts with stone boxes, iron pipe and steel rails, $17,859.58; strengthening bridges, trestles, and cost of two new steel bridges to replace wooden structures, $45,976.20; additions to shop buildings, including cost of three new turntables, $19,747.21; new water system at Cedar Lake shops, $6,723.44, and $31,518.19 cost of rebuilding water stations and changing power for operating them from steam to gasoline.” * Annual Report for Year Ending June 30, 1901 (p. 9). “MAINTENANCE OF WAY AND STRUCTURES.—The increase in the expenses of this department has been due to an increase in the mileage operated and to greater charges for tie and rail renewals, for new buildings and re-arrangement of grades. “There were replaced with new rail, weighing 80 pounds to the yard, 20.87 miles of track, with new rail, weighing 70 pounds to the yard, 8.13 miles, and 26.39 miles of rail, weighing 56 pounds to the yard, were removed and replaced by the heavier rail taken up from the other sections of the track, at a cost of $71,898,65. There was expended for ballast- ing 58.20 miles of track with gravel, $47,105.53, and for tie renewal, $86,237.23. For revi- sion of grades, $15,235.65; for construction of 3 miles additional sidings, $13,535.34; and for new station buildings and improving station yards, $34,384.13.” THE PRACTICE of THE RAILROADS. 27 Annual Report for Year Ending June 30, 1902 (p. 8). “In Maintenance of Way and Structures the expenses amounted to $991.75 per mile of road this year, as against $910.98 last year. They include the following expenditures for improvements: Reduction of grades and changes in alignment.................................. $157,769.81 New station buildings and yards.............................................. 46,747.24 Construction 2.40 miles of side tracks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,501.31 Fencing right of Way. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,777.13 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $223,795.49” Annual Report for Year Ending June 30, 1903 (p. 8). “MAINTENANCE OF WAY AND STRUCTURES.—The cost for maintenance of this department for the year decreased $185,732.26, or 28.31 per cent; amounting to $710.98 per mile of road, as against $991.75 for the previous year, due to a charge to these expenses last year of $223,795.49 for improvements against a similar charge of $114,778.69 this year.” - Annual Report for Year Ending June 30, 1904 (p. 8). “The decrease in these expenses (operating) is due principally to extensive improve- ments of a permanent character made the preceding year and charged to this department.” XIII. SANTA FE, PRESCOTT AND PHOENIX RAILWAY COMPANY. Annual Report, 1899 (p. 33). “TABLE E. Statement of Expenditures for Improvements to Property Charged to 0perating Expenses for Years Ended June 30, 1898 and 1899. Description of Work. r 1898 Tº r 1899 —A Ballast . . . . . . . . . . . . . . . . . . . e tº e º 'º - e º 'º e º e º e $ 6,681.60 Filling bridge No. 78. . . . . . . . . . . . . . . . . . . . 1,549.56 $ 1,804.23 Buildings— Paint shops, Prescott. . . . . . . . . . . . . . . . . . . . $1,215.06 $ 521.80 Bunk house, Ramsgate. . . . . . . . . . . . . . . . . . . . 118.09 Residence, Jerome Junction............... 161.84 Section house, Del Rio. . . . . . . . . . . . . . . . . . 471.22 Hotel, Hot Springs Junction......... tº ºx tº 932.21 Depot extension, Jerome Junction........ 331.33 Engine house, Prescott.................. 2,030.10 Eating house, Ash Fork.................. º, 366.83 Platform, Kirkland ............ . . . . . . . . . . 170.50 - Depot, Hot, Springs Junction........... & © Hasl .. º • ?: X - Shearing spens,. Peoria.................... 1,046.16 Stock pens. Peoria....................... } 3.55 Hog pens, Glendale...................... 01.61 Covering Water tanks..................... 378,84 61.49 PreScott Water supply.......... & e º 'º e º ſº º º ſº 5,046.54 Del Rio Water supply.................... 6,219.84 Ash Fork water Supply........... © E tº e º º ... 547.05 Congress Junction water supply..... ... ... 156.53 — $ 4,527.60 — $15,981.36 Grading— 3. Mile post No. 20%........... ſº tº ſº ſº tº e e tº tº & 6,961.50 Ash Fork Wye. . . . . . . . . . . . . . . . . . . . . . . . . . . 188.64 Paint shops, Prescott.................... 196.68 Jerome Junction . . . . . . .................. 131.87 — $7,093.37 – $ 385.32 Side tracks ............................. $ 3,129.53 $ 2,267.49 Telegraph, new second Wire. . . . . . . . . . . . . tº º 3,881.64 Scales, Prescott ........................ 1,365.48 Miscellaneous ..................... tº º ºs e º ſº 2,618.75 2,781.76 Totals............. tº e º 'º e º e º e ſº & $25,600.41 $28,461.28 Credit by live stock and rails............ 5,140.73 Totals....................... $20,459.68 $28,467.28” 28 THE PRACTICE OF THE RAILROADS. XIV. ST. LOUIS AND SAN FRANCISCO RAILWAY COMPANY. Annual Report for 1886 (p. 29). "NEW IMPROVEMENTS. “The following were the improvements for the year 1886: “Two hundred and twenty-nine and seven-tenths miles of new wire fence where there was none before. “Thirty new sidetracks, an increase of 6.92 miles in the total length of sidings. “New station houses at Marionville, Plymouth and Seneca. “A new track scale at Peirce City. “New wrought iron turntables at Newburg and Springfield. “Fifteen new station stock yards (built) at various points. “Two new 24-foot water tanks (at Moselle and Piedmont), and steam power supplied at the latter place. “Sixteen-foot water tanks added at four stations. “Grading for large pond at Stoutland. “Three hundred and forty-seven miles of second wire to telegraph line. “There was also 23.53 miles of track ballasted with broken stone, and 18.25 miles laid with new 67-pound steel rails in place of 56-pound, all of which was charged direct to Expenses, and no part of the cost of these betterments was charged to Construction.” Annual Report for 1887 (p. 25). “NEW IMPROVEMENTS. “The following were the New Improvements for the year 1887: “Monett Division Terminal Yard, including passenger and freight station, dining hall, 12 stall brick engine house with iron turntable, 6.29 miles of siding, coal chutes with trestle incline, coach shed, ice house and various smaller buildings. Two 24-foot standard water tanks, and two large wells affording an ample supply of water. “Two hundred and sixty-one miles of new wire fence where there was none before. “Thirty-eight new sidetracks,—an increase of 10.36 miles in the total length of sidings. “Two new 24-foot water tanks at Verona, and a new water station with two and one- half miles of pipe line at Conway. “One 2-stall engine house at Pittsburg, Kan., one 3-stall engine house at Beaumont, Kan., and one iron turntable at Neodesha, Kan. Also new depots at Clifton Heights, Selma, Pacific and Marshfield. “One brick paint shop, 90 by 127, at Springfield, including system of steam heating, and new machinery to the amount of $14,702.00. “Two hundred and eighteen miles of telegraph line, Peirce City to Wichita. “One wooden trestle, 567 feet long, 45 feet high, near Fayetteville, has been filled with earth, and a 10-foot arch culvert built. “Three hundred and seventy-eight lineal feet of wooden truss bridging replaced with permanent iron girders, between Fayetteville and Van Buren. THE PRACTICE OF THE RAILROADS. 29 “Eight piers of first-class masonry have been built under Howe truss bridges between Porter and Lancaster preparatory to replacement with iron girders. “Nine miles of track were ballasted with broken stone on the Kansas Division, and embankments widened to 18 feet between Augusta and Wichita; 14 miles of track were relaid with new 60-pound steel rails, and 17 miles with new 56-pound steel rails; and the • cost of all the above described betterments, and of the new improvements as shown in Auditor's Statement No. 11, was charged to operating expenses. “The most important improvement made during the year was the establishment of the division yard and terminal facilities at Monett, Mo., at the junction of the Texas Divi- Sion with main line, and made necessary by the extension to Texas. Forty acres of ground were secured in addition to 20 acres previously acquired, and ample facilities furnished for the handling of business in an efficient manner.” Page 27: “This includes new equipment added during the year, by purchase, as follows: “Thirty-six locomotives, 14 passenger cars, 4 passenger, mail and baggage, 4 baggage cars, 1 official car, 28 cabooses, 200 box cars, 450 stock cars, 500 gondola cars, 50 refriger- ator cars, 1 wrecking car, 1 pile driver car; also 30 new ballast cars bought and charged to operating expenses. - “The condition of the equipment has been maintained during the year, and all neces- sary repairs made at our own shops.” Annual Report for 1888 (p. 29). “Other new improvements made during the year and charged to Operating Expenses, as shown in Auditor's Statement No. 11, were: “Completion of Monett Division yard, commenced during the previous year. “Ninety-five miles of new wire fence. “Forty-four new side tracks, an increase of 7.86 miles in the total length of sidings, exclusive of those added by construction of new roads. “One new 24-foot water tank at Fort Smith. “Two hundred and seventy-one lineal feet of trestle filled with earth. “Two hundred and sixty-one lineal feet of wooden truss bridges replaced with per- manent iron girders, between Fayetteville and Van Buren. “Twenty-one new piers of first-class masonry built under Howe truss bridges between Chester and Van Buren, preparatory to replacing these bridges with iron girders. “Thirty-four miles of track ballasted with broken stone and gravel. “Nineteen thousand cubic yards of grading in widening embankments to receive ballast. “Twenty miles of track laid with new 67-pound steel rails between Rolla and Dixon, and 1.35 miles of track with new 56-pound steel east of Beaumont, Kan. “Three new section houses built.” Report for Year Ending June 30, 1898 (p. 11). “About four miles of side-tracks and spurs, long since abandoned, have been taken up, the cost of which has been charged to Operating Expenses, to which have further been charged 47.7 miles of 70-pound steel rails. No rail renewals have been charged to capital. In Operating Expenses have also been included the cost of 107 miles of new ditching; 30 THE PRACTICE OF THE RAILROADS. two new iron bridges, with masonry for same; the masonry for four bridges on the Texas Division to replace wooden supports, and a heavy renewal of our small wooden bridges. About $20,000 has been spent lining Boston Mountain tunnel with brick, 25 per cent of which has been charged to Operating Expenses. A new depot has been built at Fayette- ville, Ark., which, with additional depot grounds, have cost about $7,000, $4,000 of which has been charged to Operating Expenses.” XV. ST. LOUIS SOUTHWESTERN RAILWAY COMPANY. “The following table shows ‘Betterments’ on the entire system of the St. Louis South- western Railway Company, which have been included in Operating Expenses from year to year: Year Amount 1892...................................................................... $ 129,266.71 1893...................................................................... 182,665.06 1894. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113,547.81 1895. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197,086.33 1896. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210,894.92 1897...................................................................... 113,544.38 1898. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132,809.88 1899........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182,752.34 1900. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................... 285,997.83 1901. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............................. 258,267.92 *...................................................................... 149,242.45 1905...................................................................... 130,812.64 Total. . . . . . . . . . . . . & e º º te e º º tº º e º º ºs º ºs e º e º e º e º º º º G & G & C e tº ſº tº e º 'º º º e º º º $2,086,888.27 “The above amount includes the following improvements and betterments: In 1892 Operating Expenses were charged with several new stations, a new eating house, new turntable, four new iron bridges, grading, material for an exclusive railroad wire and numerous other improvements of a permanent nature which materially added to the phys- ical value of the property. In 1893 new stations were built, new track scales and cattle pens were erected at various points, several new engine houses and turntables were erected, new machinery was installed in the shops, new iron bridges and trestles and widening narrow gauge banks to standard widths was also charged to Operating Expenses. Charges to Operating Expenses in 1894 include new station houses, new track scales, additional Stock pens, engine houses, turntables, fuel stations, car shops and sheds, tools and ma- chinery, water stations, new iron bridges, trestles, new saw mill spurs, new side tracks and various improvements to yards and shops. Charges to Operating Expenses for the ensuing years contain such items as are enumerated above and various other additions and betterments.” THE PRACTICE of THE RAILROADS. 31 Annual Report for 1892 (p. 11). “BETTERMENTS (INCLUDED IN OPERATING EXPENSES). Year Ending Year Ending Entire System. June 30, 1892 June 30, 1891 Increase Decrease Conducting transportation ........................ $ 5,257.30 $ 28,624.48 . . . . . . . . $ 23,367.18 Motive power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,102.43 51,864.00 . . . . . . . . 48,761.57 Maintenance of cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,808.56 . . . . . . . . 11,808.56 Maintenance of way. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120,906.98 996,862.79 . . . . . . . . . 875,955.81 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $129,266.71 $1,089,159.83 ........ $959,893.12” “The several items composing the Expenditure for Betterments during the year ending June 30, 1892, are as follows: Conducting transportation- New station buildings and platforms. . . . . . . . . . . . . ................. . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 1,063 23 New eating house at Jonesboro (half interest) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,562.99 Changing location depot at Paragould. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,631.08 $ 5,257.30 Motive power— New turntable, Fair 0aks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 804.91 New lathe. Pine Bluff shops. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,297.52 — $ 3,102.43 Maintenance of way— Arkansas River—new iron bridge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $60,477.75 Ouachita River—new iron bridge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,303.26 St. Francis River—new iron bridge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,761.81 South Bosque River—new iron bridge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,642.42 Macadamizing Mary Street, Waco. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,888.81 Changing location and extension of tracks, Paragould......................................... 3,598.92 Grading, etc., Fair Oaks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,385.96 Grading and widening embankments at South approach to Arkansas river bridge. . . . . . . . . . . . . . . . . 2,289.08 Engineering expenses, cost of Special Surveys. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,753.11 Material for construction of an exclusive R. R. wire, Bird's Point to Pine Bluff, and Tyler to Waco 8,805.86 — $120,906.98 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e $129,266.71’’ Annual Report for 1893 (pp. 14-17). “BETTERMENTS (INCLUDED IN OPERATING EXPENSES). Year Ended Year Ended Entire System. June 30, 1893 June 30, 1892 Increase Conducting transportation . . . . . . . . . . . . . . . . . $ 8,579.94 $ 5,257.30 $ 3,322.64 Motive power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,588.49 3,102.43 18,486.06 Maintenance of cars. . . . . . . . . . . . . . . . . . . . . . . . 7,605.54 . . . . . . . . T,605.54 Maintenance of Way. . . . . . . . . . . . . . . . . . . . . . . . 144,891.09 120,906.98 23,984.11 Total. . . . . . . . . . . . . . . . . . . . . . . . $182,665.05 $129,266.71 $53,398.35” “The several items composing the Expenditure for Betterments during the year ended June 30, 1893, are as follows: Conducting transportation- Relocating depot at Clarendon incident to erection of new draw span bridge over te river e e º ſº ſº e º e º 'º e o 'º e g º e º e e º a c e º is ºn a e s e e s e g º e º e a e e º e s e e s e º s tº º ºs º º tº ſº e º 'º tº e $ 691.91 New station houses- ' ' ' ' ' Station building, Humphrey................................... . . . . . . . . . . . . . $ 643.83 New station Outhouse, Jonesboro........................... . . . . . . . . . . . . . . . . 217.25 New transfer shed, Texarkana. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,221.20 — $ 3,082.28 $3,774.19 New track scales— At Jonesboro . . . . . . . . . . . . . . . . . . . . . . © e º e º 'º e º e º e º e º e g º ºs e s tº e º e º ſº tº e º ºs º e º 'º e º 'º º tº $ 939 05 At Paragould . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 993.12 At McNeil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 932.99 At Commerce (incomplete). . . . . . . . . . . . . .................................... 148.92 $ 3,014.08 Additional Stock pens— At New Madrid......................................... tº e º e º is tº e s sº º & e s a tº e º is $ 104.25 At Piggott . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137.00 At Hillsboro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.17 At Blooming Grove . . . . . . . . . . . . . ............................ . . . . . . . . . . . . . . 400.47 At Wolfe City . . . . . . . . . . . . . . . . . . . . . . .................. . . . . . . . . . . . . . . . . . . . 49.50 At Whitewright . . . . . . . . . . . . . . . . . . . . . ................. . . . . . . . . . . . . . . . . . . . . . 184.93 At Renner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291.34 At Grapevine . . . . . . . . . . . . . . . . . . . . . . e a e e s a s e º e s e e is e e s e e s e s e º e e s e s a s s s a s e s a e 442.01 $ 1,791.67 — $ 8,579.94 32 THE PRACTICE OF THE RAILROADS. Motive power— Engine houses, turntables, etc.— Addition to round house, Jonesboro............................ o . . . . . . . . . . . .3 S,180.13 New ice house and yardmaster’s Office, Jonesboro............................ 829.30 New turntable, Fair 0aks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 634.10 New fuel station at Fair Oaks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cost of applying air-brakes to locomotives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New machinery— - For Jonesboro shops........ e e º tº e º 'º e º e º e º e e e º e º e º 'º e s e e º e º e s e º e e tº e º e e º e ..... 1,473.75 For Pine Bluff shops....... e tº e º 'º º e o 'o - - - - - 0 tº e o e º 'º tº e º ºs e e º e - e - e. . . . . . . . . . . . ... 1,525.00 Water stations— New water station, Waco..................................................; 1,428.11 Raising water tank at Clarendon, incidental to erection of new draw span bridge OWer White river. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T5.87 Maintenance of cars— Cost of changing baggage car to combination baggage, mail and express car...... Cost of changing baggage car to combination baggage, mail, express and passenger Càf . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * g e is e e º e º ºs e e & Cost of changing combination cars into day coaches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cost of applying air-brakes to flat cars......................................... New shed for storing car material at Pine Bluff.......... tº e s a e º e < * * * * * * * * * * * g e e New car inspectors’ and yardmaster’s Office at Malden............................ New machinery for Pine Bluff shops.............. tº e º e º a tº e º a & e º a tº º e º e º ºs e º e º 'º tº a e º Maintenance of way— * Improvements to track, Bird’s Point section, damaged by floods, such improvements being permanent and of a nature to prevent a recurrence of serious damage under Similar conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New bridges— - - New draw span over White river....... e - a tº e º te e e s - * - e. e. e. e. e. e. e º 'º a tº e º a tº e e º e - ... .337,526.92 Work incidental to erection of new draw span bridge over White river— Raising approach to bridge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,655.65 Placing rock around piers..... ſº tº $ tº e º $ tº & e º s º & e º 'º e º e º e º 'º e º e s a c e s is e º e º e s e 800.00 Grading, raising and rearranging tracks to approach of bridge............ 3,375.99 New trestles— Overflow district— Bird’s Point section..... & e º º is e º e º & © a c e º g º e º ºs e º 'º e º ºr e g g tº º ...55,771.41 Little Rock Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,719.37 Wabbaseca Bottom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... 1,763.77 $ 9,254.55 Extending Trestle No. 73, Shreveport section............ tº t e º 'º e e tº e º e º e e º 'º - e. e. $ 329.24 Raising trestles to new grade, Bird’s Point Section............. e us e s tº e º 'º º º º 1,455.30 Raising approaches to trestles, Shreveport section........... $ 145.63 Red River Bottom . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * 3,872.35 $ 4,017.99 New drain boxes, Texarkana yard........ Grading and ballasting tracks in Pine Bluff yard............... * * * * * * e s a e s e e a e Grading, ballasting and re-arranging tracks in Jonesboro yards................. New cattle guards and crossings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Standard tile culverts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New saw mill spurs, private and side tracks— Ties e o e º 'º e e s e s a • * * * * * * * * * * * * * * * * * * * * * e e s e º in a s e e º e º 'º e º e º e º 'º e e º e º te tº ... . . . . .5 2,713.67 Frogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e e s is s e e s a e e a e s e º e e s - e s m > * * * * * * * * * * * 878.40 Steel rails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,547.65 Spikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 702.95 Splices, etc. e c e º e º 'º e o e s e e s e e s a e º e º e º e o 'º e o 's e º e º e º e • * e e s tº a tº • * * * c e º ºs e º 'º e º 'º - G 645.37 Switch fixtures .............. & © e g º ºs e - e. e. e. e. e. e. tº ſº e º 'º e - e. e. e. e. e º 'º - tº e - e º º º ........ 838.22 Labor grading and putting in.......... • e e s a s a s m e º s a e s tº e a tº e = tº a c e s tº º is e º 'º - tº & tº 11,459.62 New fence .............. tº e º e º e º e º ºs e º º e sº e º a • a s is e e s e e s s m e º a tº e e º 'º - - e º e º e º e º 'º - © tº º Land purchased for steam shovel pit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e s e e º 'º e > Widening narrow gauge banks to standard widths, and ditching. . . . . . . . . . . . . . - - - e. Improvements, Fair Oaks— º Grading, grubbing and putting in tracks. . . . . . . . . . . . . . . . . . . tº @ º G & ſº tº gº º e • * * * * $ 1,661.7% New combination section and eating house. . . . . . . • * * * * * tº e º e º 'º • * * * * g e º e º e º 'º e e 1,918.86 Engineering expenses- Cost Of special SurveyS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * * * Ot • * g º e º e º e º 'º º e e o e o e e a e º e e e s e s e e e e e e s e e s e º e º e º e º e º sº e º e o e º ºs e e º e > * * * * $ 4,643.53 802.23 11,640.00 s 2.98.15 $ 1,503.98 $ 350.00 400.00 $11,869.64 $43,358.56 $15,057.08 $ 86.45 696.17 3,184.20 326.90 6,713.89 $25,785.88 5,394.06 150.00 26,257.31 $ 3,580.60 $ 21,588.49 s 1,60554 $144,891.09 $182,665.06” 2,430.35 THE PRACTICE OF THE RAILROADS. 33 Annual Report, 1894 (pp. 13–15). “BETTERMENTS. Included in the Foregoing Statement of Operating Expenses. Year Ended Year Ended Entire System June 30, 1894 June 30, 1893 Increase Decrease Conducting transportation . . . . . . . . . . . . . . . . . . . . . $ 3,087.61 $ 8,579.94 | .......... $ 5,492.33 Motive power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,623.47 21,588.49 | . . . . . . . . . . 18,965.02 Maintenance of Cars . . . . . . . . . . . . . . . . . . . . . . . . . . 15,316.30 T,605.54 $ 7,710.76 | . . . . . . . . . . Maintenance of Way . . . . . . . . . . . . . . . . . . . . . . . . . . 92,520.43 144,891.09 .......... 52,370 66 Total..... e is e a e a s a s a e s = * * * * * * * * * * * - e g º e $113,547.81 $182,665.06 | .......... $ 69,117.25” “The several items composing the Expenditure for Betterments during the year ended June 30th, 1894, are as follows: Conducting transportation— New station houses— Station building, Murphy, Tex... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..S. 535.62 Station Outhouse, Corsicana, TeX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e 56.00 One-half interest in transfer Shed, Plano, Tex.............................. 99.02 New track scales–At Commerce, TeX. . . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º e º e s e º e º s tº tº e Additional stock pens— At Bernie, Mo. . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * $ 131.80 At Benton, La. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359.97 At W. S. & P. Junction, La. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........ 363.45 At Sulphur Springs, Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331.59 At Greenville, Texas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q & tº º ºs 390.51 Motive power— Engine houses, turn-tables, etc.— New blackSmith Shop, Pine Bluff, Ark. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 136.62 New Sewer at Pine Bluff, Ark. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . 259.11 New Sand house and bin at Waco, TeX. . . . . . . . . . . . . . . . . . . . . . . . . • - - - - - - - - - - - 134.96 Fuel stations—Two pneumatic coal hoists and 24 coal buckets.................. - Cost of applying air-brakes—To locomotives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water stations—Water service at shops, Pine Bluff, Ark...................... Maintenance of cars— Cost of making changes in passenger coaches........... * e º 'º e º e º 'º e º e < e º e º e s ∈ e s tº a tº Car shops and sheds— New car shops, Pine Bluff, Ark. . . . . . . . . . . . . . . . • - - - - - - - - - - - - - - - - - - - - - - - - - - $ 6,713 03 New Sewer, Pine Bluff, Ark. . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . 2.93.32 T00ls and machinery— New machinery for car shops, Pine Bluff, Ark............ * * * * * * g e º 'º e º e º ºs e Maintenance of way— Ballasting to raise track above overflow— Bird’s Point section . . . . . . . . . . . . tº e º e º e s tº e s = e º e a s a ſº e - © tº & © & e º - - - e º e º 'º - a - e º e $ 444.16 Wabbaseca Bottom .............. • * * * * c e & tº e º º 'º tº e º 'º e º 'º e º e º e º 'º - - - e. e. e. n e s - e. e. e. e. 1,305.72 New bridges— - Iron bridge, Castor River ................................................ $ 8,595.71 Iron bridge, Moro Creek .................................... • * * * s e s e a • * * * ,893.04 Iron bridge, White River ............... tº e º 'º e º e s s is º º e º tº e º 'º e tº tº 3 s & e º º ºs e º e º 'º e 350. Iron bridge, Tehuacana Creek ..................... tº a tº ºn tº a * * * * * * * * * * tº e º 'º e º 'º º 4,926.77 New trestles— Wabbaseca Bottom .............. tº e º e º a s • e º e º s s s e e º º e º sº º * * * ſº tº s e º is s e e s - - e. ..S 468.78 Little Rock Section . . . . . . . . . . . ........................................... 3,777.11 Raising trestle, Elm Fork ................................................. 499.97 Excavating under trestles in Red River Bottom to give more waterway........ 828.49 Cattle guards and road crossings— New Wagon bridge, account digging Milner ditch........... * * * * * * * * * e º e º e º a New fence . . . . . . . . . . . . . . . ......... • * * * * * * * * * * * * * * * * * * c e º 'º • * - e - e º º tº e º 'º - e & Improvements to Jonesboro yard— Ballasting track ............... * - a ºn tº e º e º e º a s tº 6 & * * * * * * * * * * * * * * * * * * * ... . . . . . $ 75.47 Additional frogs . . . . . . . . . . . .............................................. 17.65 Reducing grades and Widening embankments........................... ... . 2,572.93 Atklitional switch fixtures .................. • * * * * * * * * * * c e s e º a s a tº e º 'º tº e º e º 'º º 1,092.90 $ 690.64 819.65 $ 1,577.32 $ 530.69 535.00 $ 1,815.00 7,006.35 6,494.95 $ 1,749.88 18,765.52 5,574.35 108.50 6,618.80 3,758.95 $ 3,087.61 2,623.47 15,316.30 34 THE PRACTICE OF THE RAILROADS. Improvements to Pine Bluff shops and yard— Additional yard track— Ballasting track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * $3,033.76 Ties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,258.39 Frogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.00 Steel rails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99.1.22 Spikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121.02 Splices, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119.68 Switch fixtures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.66 Labor putting in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,892.28 * , $7,447.0% Improving new B. & B. yard.............................................. 701.98 New timber ways and iron platform........................................ 175.63 New bumping posts at ends of tracks............................ . . . . . . . . . . . 145.38 ew B. & B. shop and tools for same.’................................... 2,734.38 Engineering expenses, surveying . . . . . . . . . . . . . . . ............................ 35. e 11,239,38 New saw mill spurs, private and side tracks— - - Ties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 2,268.96 Frogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 512. Steel rails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,759.43 Spikes ". . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 599.43 Splices, etc. ...................................................... ....... 470.67 Switch fixtures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504.67 Labor putting in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,501.20 15,616.36 Raising and widening approaches to bridges and trestles........................ 4,584.87 New standard tile culverts ................................................... 6,389.29 Widening narrow gauge banks to standard width, and ditching................... 16,871.23 Changing Creek channel at Milner........................ . . . . . . . . . . . . . . . . . . . . . . 606. Engineering expenses— Cost of special Surveys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637.11 92,520.43 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $113,547.81" Annual Report, 1895 (pp. 15-19). “ BETTERMENTS. Included in the Foregoing Statement of Operating Expenses. Year Ended Year Ended Entire System. June 30, 1895 June 30, 1894 Increase Conducting transportation . . . . . . . . . . . . . . . . $ 17,878.75 $ 3,087.61 $14,791.14 Motive power . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32,650.62 2,623.47 30,027.15 Maintenance of cars . . . . . . . . . . . . . . . . . . . . 21,103.23 15.316 30 5,786 93 Maintenance of way . . . . . . . . . . . . . . . . . . . . 125,453.73 92,520.43 32,933.30 Total. . . . . . . . . . . . . . . . . . . . . . . . . $197,086.33 $113,547 81 $83,538.52” “The several items composing the Expenditure for Betterments during the year ended June 30th, 1895, are as follows: New station houses— - Depot building, Stuttgart, Ark. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 1,038.36 Depot building, Pine Bluff, Ark. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,933.86 New eating house, Pine Bluff, Ark. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,511.65 Transfer shed, Texarkana, Tex. (cost in excess of insurance collected on old shed destroyed by fire) . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183.15 Joint union depot with Texas Midland Railway at Greenville, Tex., one-half cost (unfinished). . . 2,198.84 New closets, and sewer system, passenger station, Tyler, Tex... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 837.48 New track scales at Shreveport, La. . . . . . . . . . . . . . . . . . . . . . tº tº e º e º 'º º e º e º e g º ºs e º e º a n e º s e º 'º - e º e g º e º ºs e º ºs Additional stock pens— - - Idalia, Mo. . . . . . . . . . . . . . . . . . . . . . tº e º te tº dº º ºs º e º & º º tº ſº ſº e º 'º º ſº tº s º ºs e e º a º e º ſº g º a g º ºs e º 'º e s is sº a tº g º e a n e º is a $ 129.93 La Forge, Mo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136.03 Clarendon, Ark. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113.24 Humphrey, Ark. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131.23 Camden, Ark, ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123.10 Plain Dealing, La. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115.91 Malakoff, Tex. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156.11 Waco. Tex, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 783.54 $ 15,703 34 486.32 1,689.09 New Sand house, Jonesboro, Ark. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364.95 THE PRACTICE OF THE RAILROADS. 35 Fuel stations— . New coal chutes, Jonesboro, Ark. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 3,316.43 New coal chutes, Brinkley, Ark. . . . . . . . . . . . . . . . tº e e s e e s is a s e e s is e e s is s a s a e e s tº e s e s tº e º 'º e º e s e s e s e s s s 2,440.42 Improvements to Pine Bluff shops and yard– New coal storage platform . . . . . . . . . . . . . . . . . . . . . . . tº ſº tº gº tº º is tº gº º 'º & tº º ºs e g • * * * s tº e º tº $ tº e º º is $ $ tº s e º ºs º e a $ 434.65 New machinery for shops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,325.85 Additional yard track . . . . . tº tº ſº tº e s tº $ tº ſº e º º ſº e e º ſº tº e º e s tº g º º ºs is e º is tº e s tº t t e º ºs e º e º 'º e º 'º º º ºs s is º is e e º $ $ e s a s 1,137.42 New material skidways . . . . . . . . . . . e s is e º ºs e s ∈ s e s is e º 'º e s is e º e is e º e º e º e s is a tº e s ∈ e is a tº e º 'º e º e s & e º a s e e s a s 95.86 Clearing up new yard . . . . . . . . tº e o 'º e s a s e s e a s e º e s e s is e º e s a e s is e e s e e s e e º 'º e º e s ∈ tº s is e s e e s s = e º s = e s e e e 445.11 Engineering expenses . . . . . . . . . . . e & e º ºs e e g º ºs sº e s e º e s a sº e s as a ſº e º ºs e º e s tº s & s & e s a s is s a sº a tº e º e º º is tº e º s a s a e 35.32 Improvements to Texarkana shops and shop grounds (unfinished)– New round house and pits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 3,219.10 New oil house . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331.71 New motive power storeroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 679.26 New coal chute and incline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.88 New machinery for Shops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e º e º 'º e º e º e s e e 3,583.50 New water station ..... tº º ſº gº º te tº º tº º ſº is tº & g ºf tº º º ºs e º & s tº e º ºs º & s is e º ºs e º s s is is s e º sº sº a s ºr e º s is ſº e º e º a ſº e s s a g g g s 297.61 Grading and laying tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,685.11 NOTE.—There was purchased during the fiscal year and charged to “Cost of Road and Equipment” (see page 22), additional land for shop and motive power yard purposes at a cost of $4,380.00, making total expenditures for improvements under this heading to June 30, 1895, $16,223.17. Raising track to T. & F. S. Railway crossing, Texarkana, Tex. (unfinished). . . . . . . . . . . . . . . . . . . . . . . Improvements at Commerce, Texas (unfinished)— New Office and storeroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 658.45 New roundhouse . . . . . . . . . . . . . . . . . . © tº gº tº E tº e g º g * * * * * de a tº º sº e º e g º ºs s tº e º is a tº e is a e g º e < * is e e º ºs e º º is e º e º 'º e 3,212.74 New cinder pit .......... tº e º e º ºs e º e º e º ſº tº e º $ tº gº tº dº º ºs e º 'º e º e º e º e s ºn as º ºr e º ºs e e s tº e s m = e tº e º e º ºs e º e º 'º e º a tº e 235.33 New machinery for Shops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,574.74 Grading yard and cost of additional tracks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,314.90 Cost of applying air brakes to locomotives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cost of applying air brakes, automatic couplers and American continuous attachments to freight cars. Cost of converting one mail and express and two baggage cars into railway post—office cars. . . . . . . . . . . Cost of equipping three railway post—office cars with Harrison bag racks, gas and Baker heaters.... Cost of applying Second Water closet and cooler to coaches. . . . . . . . . e e s e s s e s e e s e s e e s e s is s s e a tº e º s a s e Expenses incident to change of gauge T. S. E. Railway (unfinished)– Changing freight cars from narrow to standard gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 4,934.22 Changing hand cars from narrow to standard gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315.43 Widening and preparing cuts and embankments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,649 02 Spikes—track tº º e º e º a º e º e º e º 'º e º e º 'º e s e º e º e º 'º º ºs e º e º is e e º º tº ºn e s is e s tº º is a s e º ºs e e º e e º 'º a º e s e º e º ºs e s e s e e < * 1,860.00 Ballasting to raise track above overflow— Bird's Point section on main line in Missouri, M. P. 8 to 10................................. $ 122.20 Wabbaseca Bottom, on main line in Arkansas, M. P. 238 to 246 (unfinished). . . . . . . . . . . . . . . . 6,326.79 Ballasting with rock on miles 663 and 664 main line, Texas (unfinished)..... e tº ſº tº e e º 'º tº 9 tº tº ſº tº e º 'º tº gº tº ſº New bridges, including cost of ballasting and widening approaches— Spring Creek, mile post C. 589.6 Texas, Ft. Worth section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 5,877.12 Rowlett's Creek, mile post C. 584.5 Texas, Ft. Worth section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,234.85 White Rock Creek, mile post C. 596.1 Texas, Ft. Worth section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,322.97 East Fork Trinity River, mile post C. 574.2 Texas, Ft. Worth section. . . . . . . . . . . . . . . . . . . . . . . . 6,301.04 Widening embankments and raising approaches to the iron bridge over Richland Creek, Hillsboro sec- tion, Texas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * e º 'º tº e a tº e º e s is a 6 e º 'º e º e s s s s = e e s a e e º a s a e e s a New Standard tile culverts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trestles— Excavating under trestles, Little Rock section, Arkansas division.............................. $ 192.42 Filling trestles 630 and 631 on Corkscrew Hill, main line, Arkansas division. . . . . . . . . . . . . . . . . . . 223.52 Excavating under trestle No. 985 Red River Bottom, main line, Arkansas division, to increase Waterway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * s e º e s = e s a e º e = e s s e e s a s e a e s e s e 288.60 Filling trestles 889, 890 and 894 main line, Arkansas division, with earth. . . . . . . . . . . . . . . . . . . . . . 33.00 Raising and widening approaches to trestle No. 28, Sabine Bottom, mile post C. 550, Texas, Ft. Worth Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 778.18 Raising approaches to trestle No. 120, Elm Fork Bottom, mile post C. 604, Texas, Ft. Worth Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * e º sº e s e e 3,217.84 Improvements to Big Creek Bottom between M. P. 280 and 284, main line, Arkansas division (unfinished)– Ballasting . . . . . . . . . . . . . . * * * * * * * * is e g o e • * * * * * * * * > * * * * * * * * * * * g e g º ºs º º is º ºs º º e º 'º º & e º 'º a tº e e º a s g g g º º $ 239.55 Grading and raising track ........... * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * e º gº g º e º is a g º e 3,006.03 Engineering expenses ............... * * * * * * * * * * * * * * * * * * * * * * * * e s e e º e e s s e s tº e s tº e º e s tº g º ºs e e s m s a sº a s 141.47 Reducing grade line on Thornton Hill, M. P. 309 and 312, main line, Arkansas division (unfinished). Improving grade line, B0dcaw Bottom, M. P. 386, main line, Arkansas division...................... Changing tracks to reach new depot at Pine Bluff, Ark............ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Yard tracks and transfer facilities with Texas Midland Railway at Greenville, Texas.............. Cost of building eight cinder cars............................................... tº ſº tº a tº e º $ tº dº tº e º 'º tº ſº New standard fence ........ tº dº ſº tº e º e º sº º e º ºs e e is tº is a tº º & © tº $ tº e º º & © tº £ tº e ſº tº tº º 'º º ſº tº g & tº º º ſº tº e º 'º (; tº º tº g º ºs º º ºs e º º is e º Raising track to take out sag between M. P. 711 and 712, main line, Texas.......... tº e º 'º e & s gº is a tº e a New Section house, Zent, Ark.................................... * & e º E. g. s tº $ tº º e º 'º e s is g º g g g g g º e º e tº º e New watchman's house, Sulphur River, M. P. 454, main line, Texas................................ Cost of erecting exclusive railroad telegraph wire, Mt. Pleasant, Texas, to Commerce, Texas..... & $ 5,156.85 5,474.21 11,843.17 2,442.61 17,996.16 4,929 00 8,752.35 3,097.60 4,107.06 212.00 17,758.67 6,448.99 1,313.15 23,735.98 1,222.55 6,115.77 4,733.56 3,387.05 459.38 1,824.48 36 THE PRACTICE OF THE RAILROADS. New saw mill spurs, private and side tracks— Ties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • e s e a e e s e e a s e e s a s e e s e e s e e o 'º e º e º s e s e e º e º 'º e º e s a s e º 'º - * $ 2,078.62 Frogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 676.16 Steel rails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T,276.90 Spikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 443.43 Splices, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379.22 Switch fixtures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 928.35 Labor putting in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,923.10 $ 14,705.78 NOTE.—The apparent disparity between the cost of ties and the cost of labor putting in track is explained by the fact that cross ties used in private side tracks for lumber and other industries, are, as a rule, furnished by the proprietors of Such industries. Engineering expenses— Cost of Special Surveys . . . . . . . . . . . . . . . . © tº e º 'º e º is ſº e º ºs º & ºn e º 'º e º ſº º ºs e º & tº 8 ° tº e º ſº tº tº e º e º e s a e º e º e s tº º s •,• 1,233.61 Total.............................. as e e º ºs e º e º e g º e e º e s a G e e e e s e e s e s e e s e s e º e º 'º e e w $197,086.33” Report for 1900 (p. 19). “BETTERMENTS-ENTIRE SYSTEM. Included in Operating Expenses in Foregoing Statement. Year Ended Year Ended Title of Account and Nature of Expense June 30, 1900 June 30, 1899 Increase Decrease Maintenance of way and structures— New buildings for transportation department............... $ 8,997.44 $ 2,659.70 $ 6,337.74 ........ New buildings for road department......................... 34.02 216.58 | . . . . . . . . $ 182.56 New roundhouses and Shops. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,482.36 21,273.16 | . . . . . . . . 8,790.80 New fuel and Water Stations... . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,449.83 4,902 00 3,547.83 . . . . . . . . New grain elevators, c0al bunkers and Stock yards.......... 689.31 1,089.93 ........ 400.62 New miscellaneous buildings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,045.13 1,126.27 4,918.86 . . . . . . . . New machinery and tools ................................ 2,357.66 6,499.94 | . . . . . . . . 4,142.28 New Side tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,508.65 31,934.05 | . . . . . . . . 7,425.40 New bridges and culverts ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,746.26 ........ 8,746 26 . . . . . . . . Masonry ...... e - e º e g s gº e º 'º a tº e º 'º e º is a e s tº e º ºn e º is e e e s e ºs e e º º e s a 493.53 | ........ 483.53 | . . . . . . . . New fences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,268.90 44,102 04 . . . . . . . . 18,833.14 Rails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,113.05 5,454 83 13,658 22 | . . . . . . . . Fastenings, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,862.70 1,786.16 2,076.54 . . . . . . . . Roadway and track..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88,454 16 22,708.88 65,745 28 . . . . . . . . Right of way. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 956.10 | . . . . . . . . 956.10 | . . . . . . . . Real estate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,131.14 | . . . . . . . . 4,131.14 | . . . . . . . . New telegraph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269.43 | . . . . . . . . 269.43 | . . . . . . . . Total..... e e º ºs e º e º ºs e e º e e s e s is a e s tº e e º ºs e º e s e e e s s a tº a º e s tº $214,859.67 $143,753.54 $ 71,106.13 ........ Maintenance of equipment— Additional appliances for equipment........... . . . . . . . . . . . . . . $ 71,138 16 || $38,998 80 |$ 32,139.35 | . . . . . . . . Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $285,997.83 $182,752 34 $103,245.49 | . . . . . . . . . y y THE PRACTICE OF THE RAILROADS. 37 Report for 1905 (p. 19). “BETTERMENTS-ENTIRE SYSTEM. Included in Operating Expenses in Foregoing Statement. Year Ended Year Ended Title of Account and Nature of Expense June 30, 1905 June 30, 1904 Increase Maintenance of way and structureS- New buildings for transportation department...... $ 11,220.85 | . . . . . . . . $ 11,220.85 New buildings for road department.............. 1,729.29 . . . . . . . . 1,729.29 New roundhouses and shops...................... 314.74 • * * * * * * * 314.74 New fuel and water stations.................... 6,749.30 | ........ 6,749.30 New miscellaneous buildings..................... 2,498.60 | ........ 2,498.60 New shop machinery and tools.................. T43.67 | . . . . . . . . 743.67 New Side tracks................................ 20,926.75 ........ 20,926.75 New bridges and culverts........................ 1,059.62 . . . . . . . . 1,059.62 Masonry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,841.84 ........ 8,841.84 New fences . . . . . . . . . . . . . . . . . . . . . . . . . . . ......... 6,553.81 | . . . . . . . . 6,553.81 Rails ........... • * * * * * * * * * * * * * * * * * e s e e e s e e s a º e e 13,058.05 ! ........ 13,058 05 Fastenings, etc. . . . . . . . . . . . . . . . . . . . . . . .......... 6,965.50 ........ 6,965 50 Roadway and track.............................. ,148.85 ........ 46,148.85 Right of way. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... Cr. 344.21 : ........ Cr. 344.21 Real estate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,476.75 ........ 2,476.75 New telegraph ...... • * * * e º is e º a tº e º 'º º ºs e s m e º s e s tº º º 1,333.24 . . . . . . . . 1,333.24 Total. . . . . . . . . . . . . . . . . . . . . . & 6 e º º ſº a tº gº tº e G ... $130,276.65 ........ $130,276.65 Maintenance of equipment— Additional new appliances for equipment......... 535.99 | . . . . . . . . 535.99 Total. . . . . . . . . . . . tº tº e º 'º º tº a tº e G & © tº e g º e º & © e $130,812.64 . . . . . . . . $130,812.64” XVI. TEXAS AND PACIFIC RAILWAY COMPANY. Annual Report for 1879 (pp. 12 and 13). “There have been rebuilt 25,963 lineal feet, equal to 49-10 miles of bridging; and 10,240 lineal feet, about 2 miles, have been new decked, and 11,900 feet of piles were driven. There has also been expended on masonry foundations and piers for the Trinity River bridge $7,159.75, all of which has been charged into operating expense account. “During the year nearly all of the section houses and many of the station buildings and water stations have been thoroughly repaired and repainted. One new freight depot and platform has been constructed at Marshall; two sheds and out-houses at the general office; one brass foundry at the Marshall shops, and new cotton platforms at Ferguson and at Jefferson have been built; new cypress flooring and framing has been put into the Marshall machine shops; a new stationary engine has been placed in position, and all- tools removed from west wing to the main building and placed on stone or brick founda- tions; two turntables at Shreveport and Texarkana have been entirely rebuilt and a stone revetment wall has been constructed around the transfer table at the Marshall shops—all at the expense of the operating department of the road. “It is proper to add, that a recent inspection of the road and buildings, shows the road to be stronger and in better condition than ever before, and the equipment and structures are in first-class condition. “The following extraordinary and betterment expenditures charged in our accounts as working expenses, are such as on most roads, and I believe without exception on our connecting roads, are charged to improvement or construction accounts: For stone piers, Trinity bridge, to replace wooden piers...................... $ 7,159.75 For steam shovel work, filling trestles and widening embankments.............. 30,410.08 For difference in cost of steel rails over iron rails............................ 7,600.00 For difference in cost of angle bars for steel rails over ordinary fish plates...... ,332. For nut locks used with steel rails.......................................... 706.00 For twenty speed recorders.................................................. 2,000.0 For cost of clearing right of way............................................. 3,808.19 For cost of extra gang of 50 convicts employed during the entire year in ditch- ing and widening cuts................. & © tº e º 'º e e º e s o e s e e e e s e e e © e ∈ G - tº e º e º a s 24,000.00 Total • * ~ * * tº º & º is e º is & e º e º º ºs º e s e º is tº e º 'º e - - tº º e e º e º e & e s tº e º 'º - e º 'º - e. e e º e º e e $88,016.02 38 THE PRACTICE OF THE RAILROADS. “There can be no question but that such betterments and replacements have placed the road in better condition than when first constructed, but it has been the policy of your Company to consider its construction account as closed, except for one-third the cost of filling in trestle bridges over ten (10) feet high, and for additional equipment, build- ings and other structures required for the increased business. Deducting for these better- ment. expenditures, will reduce the reported working expenses of the road from $1,397,- 513.87 to $1,309,497.85, or from 65 42/100 per cent-of the revenue to 61 30/100 per cent of the revenue; and these figures should iſ: used in comparing our working expenses with those reported by other western and southwestern railway companies.” Annual Report for 1880 (p. 7). “In this statement, operating expenses include insurance, taxes, legal and general expense accounts, interest on temporary loans and current balances, and all replacement and better- ment expenditures.” | Annual Report for 1880 (pp. 10 and 11). “MAINTENANCE. “The following betterment expenditures, made during the year, were charged to Oper- ating Expenses: For 3,222 tons (36.6 miles) of steel rails and fastenings........................ $100,210.74 For steam shovel work, widening embankments and filling in trestles............ 21,518.48 For 150 feet span Howe truss bridge over Trinity River at Dallas, to replace old structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,000.00 For 150 feet span iron bridge over Choctaw Creek, to replace Howe truss........ 6,000.00 For new track scales. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,600 00 For new Water stations... . . . . .-?--R-9 &-º-º-º-º: *-*_3_*-* * * *-*-*-*-* - e.g., s_a_e, t. " a -º º e_* * * * * * w w a s a. . . . 2,000.00 --- Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $135,329.22 “In making track replacements, there were used 3,222 tons—36 6/10 miles—of 56-pound steel rails; 24,480 angle bars; 93,950 pounds bolts; 166,255 pounds spikes; 133,406 cross ties and 66 sets switch ties; 25 Reynold’s patent safety switches; and 10,484 lineal feet— 1 98/100 miles—additional of sidings have been put in. There was also moved by steam shovels 98,374 cubic yards of material, principally in widening embankments and filling in trestles; and 6,554 lineal feet of pile bridging, and 5,403 lineal feet trestle bridging has been rebuilt and renewed; 1,093,073 feet lumber and 35,705 lineal feet cypress piles having been used in the repair of bridges.” . Annual Report for 1888, (p. 7.) “Commencing with January 1, 1889, all further expenditures on account of improvements will be charged to and be included in current operating expenses. “While the earnings of the property as well as all disbursements are fully exhibited for the year ending December 31, 1888, yet it will be perceived that much embarrassment is encountered in attempting to present a comparative statement of either when it is con- sidered that for the first five months large improvements were made from funds derived from contributions by stockholders as well as from earnings, and that very much of that work was not completed until the 31st of October, and since that date such expenditures have depended entirely upon the earnings of the road. From same cause and because of moving large amounts of construction material until late in the summer, a comparison of the operating expenses cannot be fairly made for the last months of the year. It is proper to say, on the other hand, that about $150,000 of betterments in the year 1887 were charged directly to operating expense. Asking that this allowance be made, we present the actual figures as they appear on the books of the Company.” xvi.I. UNION PACIFIC RAILwAY COMPANY. Annual Report, 1887, (p. 47.) “The change of gauge south of Silver Bow, as nearly as can be stated, has cost $1,498,- 914.68; of which $1,043,067.13 has been charged to construction, and $455,847.55 to operating expenses.” THE PRACTICE of THE RAILROADS. 39 Annual Report, 1892, (p. 11.) “With the commencement of the year, your directors concluded to change the system of accounting so that certain items of expense, such as those due to the increase in the weight of new rail, unimportant extensions of side or passing tracks, and other kindred items, which had formerly been charged to betterments and thence to the capital account, should, during the year, be charged to operating expenses. The sum thus included in the expenses of operation during the year was $169,173.81, as will appear by reference to the detailed statement on one of the following pages.” Annual Report, 1893, (p. 14.) “During the year the expenditures for betterments, amounting to $185,402.76, were included in the ordinary operating expense accounts. - “It is the present understanding that all expenditures for betterments, new construc- tion and new equipment will be charged by the Receivers in the ordinary operating ex- pense accounts.” XVIII. WABASII RAILROAD COMPANY. Annual Report for 1893, (pp. 4 and 5). “At the suggestion of Messrs. Price, Waterhouse & Co., the well known chartered ac- countants of London, who examined the books and accounts of the Company at the request of the English Bondholders and Stockholders for the year ending June 30, 1892, the Auditor has given tables of the operating expenses which compare the items of expenditure in the various departments of conducting transportation, maintenance of way, motive power, etc., with those of the previous year, and in order to show the disposition of surplus earnings, a profit and loss account has been opened, to which the surplus of each year has been credited, and to which extraordinary expenditures for betterments have been debited. This account indicates clearly the disbursements which are not legitimately a part of the operating ex- penses, and obviates the necessity of adopting the questionable method of debiting and crediting ‘cost of road' under cover of a construction account, which is too often used as a cloak to conceal charges which should be included in operating expenses. Open con- struction accounts, although indispensable during the process of construction of new lines, are always objectionable after a certain period when a road is supposed to be completed, or at least when it has arrived at that stage of completion when its earning capacity is to be tested and the net profits of the traffic are to be given as the basis of its value. Conservative railway management in the United States is understood to imply the maintenance and repair of lines from the yearly earnings, and although it often becomes necessary to provide for deficient or incomplete construction from other sources than earnings, it is generally con- sidered more in accordance with sound principles of finance to make definite appropriations to meet the required expenditures, either by the issue of bonds or capital stock, when the new construction is authorized. 40 THE PRACTICE OF THE RAILROADS. “New Rail and New Bridges Charged to Operation. Table Showing Steel Rail Laid and Bridges Repaired and Replaced on Wabash Railroad from 1890 to 1907, Inclusive. Tons of Miles Repairs and Renew— Date Rail Used Laid Amount als of Bridges 1890. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,077 9T (1) $ 176,609 45 1891. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,353 91 | . . . . . . . . 195,271 32 1892. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,832 133 . . . . . . . . 287,445 83 1893. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,146 129 | . . . . . . . . 184,588 66 1894. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 1 | . . . . . . . . 308,466.87 1895. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,042 10 | . . . . . . . . 151,579.47 1896. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,449 86 195,991.05 202,114.83 1897. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,676 39 247,983.02 148,070 82 1898. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,532 192 89,251.34 188,248 59 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,181 193 34,690.14 198,302.16 1900. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,945 129 126,246.44 157,835.29 1901. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,856 55 81,662.68 236,316.14 1902. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,737 205 242,098 06 314,983 35 1908. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,085 223 347,412 21 815,290.78 1904. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34,488 275 188,963.21 522,933.43 1905. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,052 49 424,583.16 480,489.47 1906. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,610 62 149,951.96 199801.53 1907. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,525 44 139,481.56 203,756.36 Total. . . . . . . . . . . . . . . . . . . . . . . . . 246,728 2,013 @$2.268,314 83 (3)S4,972,104.35 § No cost given until 1896. This amount includes expenditures for new steel rails used in renewals and in extending new track. (3) This amount is largely made up of the cost of new iron and steel bridges which replaced old wooden and temporary Structures.” * Annual Report for 1895, (p. 15.) “The following statement will show more in detail the larger items of expense, which are included in the total amount expended for maintenance of Bridges and Buildings as shown in preceding table: EXTRAORDINARY RENEWALS AND IMPROVEMENTS. Station. Bridges Amount Roanoke, Ind. . . . . . . . . . . Trestle across Eight-Mile Creek. . . . . . . . . . . . . . . . . . . . . . . . $ 1,329.05 Pettysville, Ind. . . . . . . . . . Howe truss bridge across Eel River. . . . . . . . . . . . . . . . . . . . . . 11,063.23 Naples, Ill. . . . . . . . . . . . . . Repairs to Illinois River bridge. . . . . . . . . . . . . . . . . . . . . . . . 3,183.69 Hannibal, Mo. . . . . . . . . . . Repairs to Mississippi River bridge. . . . . . . . . . . . . . . . . . . . . 5,501.71 Fleming, MO. . . . . . . . . . . . Howe truss bridge across Rollins Creek (rebuilt). . . . . . . . 1,019.19 Shannondale, Mo........ Howe truss bridge across E. Charlton River (rebuilt). . . . 2,942.84 DEPOTS, BUILDINGS, ETC. L0cation Aetna, Ind. . . . . . . . . . . . . . Depot (rebuilt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 719 39 Cerro Gordo, Ill. . . . . . . . . Depot (rebuilt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,703.69 Niantic, Ill. . . . . . . . . . . . . Depot (rebuilt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,013.64 Tilton, Ill. . . . . . . . . . . . . . Car repair shop (rebuilt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435 02 Landers, Ill. . . . . . . . . . . . . Car repair shop (new). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 995.93 Forrest, Ill. . . . . . . . . . . . . Coal chutes (rebuilt). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,750.57 Bluffs, Ill. . . . . . . . . . . . . . . Coal chutes (rebuilt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.856.25 Clayton, Ill. . . . . . . . . . . . . Engine house (rebuilt). . . . . . . . . . . . . . . . . . . . . . . . . . . .* * * * * 1,780 24 Decatur, Ill. . . . . . . . . . . . . Water tank (rebuilt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,582 22 Mitchell, Ill. . . . . . . . . . . . Water tank (rebuilt). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,142.92 Bement, Ill. . . . . . . . . . . . . New water tank Well. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,420.18 Lanesville, Ill. . . . . . . . . . . New Water tank Well. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,165.13 Hallsville, Mo. . . . . . . . . . . Depot (rebuilt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 830 87 Baden, MO. . . . . . . . . . . . . . Depot (rebuilt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,608 24 High Hill, MO. . . . . . . . . . Depot (rebuilt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,377.35 Miami, Mo. . . . . . . . . . . . . Depot (rebuilt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,266 88 Sumner, Mo. . . . . . . . . . . . Water tank (rebuilt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,043 75 Green Top, Mo. . . . . . . . . . Water tank (rebuilt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,489 72 Defiance, Ohio. . . . . . . . . . . New track Scales. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 945 85 Logansport, Ind. . . . . . . . . New track Scales. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 746 53 \, Auburn, Ind. . . . . . . . . . . . . New track Scales. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 844.61” THE PRACTICE OF THE RAILROADS. 41 Annual Report for 1896, (p. 17.) “The following statement will show more in detail the larger items of expense, which are included in the total amount expended for maintenance of Bridges and Buildings as shown on preceding page: EXTRAORDINARY RENEWALS AND IMPROVEMENTS. Station Bridges Amount Huntington, Ind......... New iron bridge across Little River..................... $2,728.19 Huntington, Ind......... New iron bridge across Wabash River..................... 8,126.31 North Morenci, Mich....Trestle across Bear Creek. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,243.53 North Morenci, Mich....Trestle across Lime Creek. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,263.57 Effingham, Ill........... Howe truss bridge across Little Wabash River............ 3,688.29 Huntley, Mo............ New iron bridge over Florissant Road. . . . . . . . . . . . . . . . . . . 3,098.62 Dardenne, Mo... . . . . . . . . New iron bridge across Dardenne Creek. . . . . . . . . . . . . . . . . . 9,473.76 Hardin, Mo.............. New Howe truss bridge across Crooked River. . . . . . . . . . . . . 4,129.55 Forest Green, Mo...... . New Howe truss bridge across Doxie Creek. . . . . . . . . . . . . . 2,098.34” Annual Report for 1897, (p. 19.) “The policy of the Company since its reorganization has been to improve the physical condition of its property during good years, thus enabling it to curtail its expenses on this account during poor years. Since 1890, large sums have been expended on account of improvements to property, real estate, rolling stock, new sidings and yards, etc., and all charged to expense account. In this period 108.7 miles of new sidings have been added; over half a million dollars expended on new iron bridges built after the heaviest designs; large sums expended in the filling in of trestles; nearly one hundred thousand dollars on interlocking plants at crossings of other roads; 1,100 new box cars, 3,000 new coal cars, 8 first class coaches, 4 parlor cars, and 4 café cars. This policy has put the Wabash property in a condition today which enables it to be economically operated, and to handle its traffic at as low a rate per ton per mile as any of its competitors, but this policy should be con- tinued, and such improvements made by the reduction of gradients at three or four points, and the purchase of heavier freight engines, as will enable it to move its traffic at a very low minimum expense, and put it in a position where it can be operated and maintained for 65 to 66 per cent of its earnings. With good earnings for two or three years this can be done.” Annual Report for 1898, (pp. 24 and 25). “You will note a large increase in cross-ties used—307,283 ties, and in cost of same, $75,804.93; an increase of $40,077.77 in repairs to bridges, due to the removal and replac- ing with iron pipe and solid embankment of 5,081 lineal feet of trestle work; the building of five iron bridges with masonry, in place of wooden bridges and trestles; four New Howe truss bridges, etc. The total amount expended for new bridges, masonry and trestles being $84,414.14; an increase of $34,520.37 in frogs, switches, spikes and rail fastenings, and an increase of $107,008.36 in track repairs (principally labor). There was $37,138.34 expended in construction of 7.9 miles of new side tracks at 55 stations.” Annual Report for 1899, (pp. 4 and 5). “2. The Operating Expenses have been largely increased by payments on account of new rolling stock, steel rails, and the application of air-brakes and automatic couplers to equipment, in compliance with law. “The policy of the Company, as heretofore announced, has been to charge all better- ments in the way of new rolling stock, steel rails, new bridges, stations and track improve- ments to Operating Expenses. This policy has been adopted partly because it is believed by the management to be a fairer test of the profit-earning capacity of the System, than to charge such items to Construction Account (and thus to increase the aggregate cost of the property), and partly from necessity. The only resources of the Company available for 42 THE PRACTICE OF THE RAILROADS. such purposes are the net earnings, and such assets as may be from time to time conver- tible into cash. Hence, the operating expenses have been heavily burdened with such expenditures, to the detriment of net earnings, rather than to incur a large floating debt, which might prove a source of embarrassment. “The magnitude of these expenditures during the last three or four years will be more clearly appreciated when it is understood that more than three-quarters of the entire equip- ment of the System has been practically renewed during that period, while, at the same time, nearly all of the main track has been renewed with steel rails, and much of it with steel weighing eighty pounds to the yard.” Annual Report for Year Ending June 30, 1901, (p. 10.) “Although the previous years have seen many improvements in and additions to the property of the Company, the work done in this direction during the past year has been far ahead of any previous year. In addition to the amount expended for ‘Additions to Property' (see Table F), and charged against net earnings, there were large sums expended for other additions to property, equipment, new sidings, station buildings, grade improve- ments, etc., and far more than the ordinary expenditures for maintenance, all of which was charged direct to operating expenses. “TABLE F. New passenger station, Decatur............................................... $ 54,478.51 Freight house, East St. Louis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,411. New Side tracks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102,676.51 Relay passenger station, East St. Louis........................................ 9 * saw • Annex to Y. M. C. A. building, Decatur....................................... 1,735.29 Real estate, Peru. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................... 1,754.50 Real estate, Bement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,935.92 Real estate, Litchfield. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............. 850.00 Real estate, Ferguson. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,609.10 Y. M. C. A. building, Moberly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,102.38 Grovel pit near Simcoe, Ont.................................................. 10,668.12 Boody Hill grade............................................................. 97,902.79 Double track, Bement to Sangamon........................................... 213,877.09 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..5544,126.29" Annual Report for Year Ending June 30, 1902 (p. 8). “It may seem monotonous to repeat what has been said in our annual reports for the past several years about ‘additions to and improvements to the property,’ and yet, with the large increases in the gross earnings and small increases in the net earnings, it is only proper to show the owners of the property what has been done with the revenues. “Operating expenses increased $1,095,390.77 (8.58 per cent); of this amount $405,530.07 was in Maintenance of Way, an increase of 17.32 per cent over 1901, and of $844,772, (44.6 per cent) over 1900, while the increase in mileage was only 6.13 per cent. The total amount expended was $2,740,901.32, or $1,103 per mile of road operated.” Annual Report for Year Ending June 30, 1905 (p. 3). “The report for the year ending June 30, 1905, is submitted herewith, and while showing a large increase in gross earnings ($1,672,973.47), it also shows an increase in operating expenses of $2,819,935.70, or a decrease in net earnings of $1,146,962.23, but an analysis of the extraordinary expenditures charged direct to operating expenses will fully explain the decrease.” Annual Report for Year Ending June 30, 1907 (pp. 10 and 11). “The following statements show the principal Additions and Improvements and also Extraordinary Repairs and Renewals included in Operating Expenses during the last fiscal year, and Miles of Road Operated; also statistics of the Maintenance of Way, Locomotive and Car, and Telegraph Departments, and of the Wabash Employes' Hospital Association. THE PRACTICE OF THE RAILROADS. “ADDITIONS AND IMPROVEMENTS INCLUDED IN OPERATING EXPENSES. Year Ending June 30, 1907 New Second track, Knights to Taylorville...................................... $136,457.24 Westbound yard, Decatur... . . . . . . . . .......................................... 48,853.56 Additions to terminals, Randolph............................................. 41,222.06 New coal chutes, Sand house, etc., Luther...................................... 9,378.18 Filling and renewing bridges........................ e e º e º e º e s e e s - e. e - © e º e º e º e º º 73,230.24 Crossings, crossing signals and interlockers..................................... 8,004.26 Subway, Detroit . . . . . . . . . . . . . . . . . . . . ......................................... 7,415 56 River protection ............................................................. 1,007.37 Ballasting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................ . . . . . . . . . . 32,403.89 Passenger and freight stations, shops and other buildings............ e e º e s e e s is e º 'º 37,530.40 Water and fuel stations...................................................... 24,227.94 New tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,352.43 Changing chair cars into club cars............................................. 1,728.97 Total & E tº º 'º - G - e. e. tº ſº a tº E e ... ................................. . . . . . . . . .3422,812.10" **EXTRAORDINARY REPAIRS AND RENEWALS INCLUDED IN OPERATING EXPENSES. American Car and Foundry Company, 12 combination passenger and baggage cars and 10 baggage cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 25,260.00 American Car and Foundry Company, 14 coaches, 7 chair cars and 1 dining car 48,177.96 American Car and Foundry Company, 11 cars for Banner Blue trains.......... 30,523.08 Pullman sleepers destroyed in Wreck at Catlin, Ill............................ 12,944.99 General repairs to passenger cars............................................ 38,462.04 American Car and Foundry Company, 500 flat cars........................... 75,952.32 American Car and Foundry Company, 500 coal cars.......... tº e º e º 'º e e º e s tº dº e º 'º º 76,389.36 American Car and Foundry Company, 1,000 coal cars......................... 152,377.44 American Car and Foundry Company, 150 furniture cars....................... 40,596.12 American Car and Foundry Company, 500 box cars and 200 furniture cars...... 49,816.92 American Car and Foundry Company, 500 coal cars................. .......... 36,570.20 Freight cars equipped with air brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . © e º e º ºs e º º ºs 23,918.76 Freight cars rebuilt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & e e s a e s e e º 'º e º a 4 tº s e o e º e a 38,696.38 Filling and renewing bridges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36,239.88 Crossing, crossing signals and interlockers. . . . . . . . . . . tº e º 'º - e º G tº e s - tº • e o 'º e º e o e o 'º e 6,961.57 Ballasting .......... e - © e º e º e º 'º e º ſº e º 'º - e. e. e. e º e e º e s e º 'º e º 'º e s e º & e º 'º e º e ........... 54,617.37 Passenger and freight stations, shops and other buildings..................... . 28,501.45 Water and fuel stations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e 8,968.43 Repairing and renewing telegraph lines..... ‘................................. 14,594.06 Operating ditchers . . . . . . . . . . . . . . . . . . . e - e. e. e º e º & tº e º 'º e º 'º º º tº e e o 'º e º e º 'º e º 'º e - e. e º e º de 5,310.28 Total........................................................s 804,878.61 Total additions and improvements and extraordinary repairs and renewals included in operating expenses..................................... .31,227,690.7i." This compares with similar expenditure of $2,169,277.28 in 1905, and $1,785,450.74 in 1906. .* Depreciation Charges of Western Railroads, - fºr - I908- IQI4 Prepared Under Supervision of W. J. LAUCK Exhibit Number Presented by Witness W. J. LAUCK ; Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Depreciation Charges of Western Railroads, I908-1914 Composition and Makeup by Superior Typesetting Co., Chicago, Ill. CONTENTS SECTION a PAGE 1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l 2. Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3. Atchison, Topeka and Santa Fe Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 4. Chicago, Burlington and Quincy Railroad Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 5. Chicago, Milwaukee and St. Paul Railway Company. . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * 3 6. Chicago and North Western Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 7. Great Northern Railway Company...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 8. Illinois Central Railroad Company...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 9. Northern Pacific Railway Company..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 10. Oregon Short Line Railroad Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 11. Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 12. Union Pacific Railroad Company... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 13. Chicago, St. Paul, Minneapolis and Omaha Railway Company. . . . . . . . . . . • * * * * * * g e º 'º' 5 14. Colorado and Southern Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 15. Denwer and Rio Grande Railroad Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 16. Duluth, Missabe and Northern Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 17. El Paso and Southwestern Company.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 18. Fort Worth and Denver City Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 19. Gulf, Colorado and Santa Fe Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 20. Louisiana and Arkansas Railway Company.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 21. Minneapolis, St. Paul and Sault Ste. Marie Railway Company... . . . . . . . . . . . . . . . . . . . 8 22. Missouri, Kansas and Texas Railway Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 23. San Pedro, Los Angeles and Salt Lake Railroad Company. . . . . . . . . . . . . . . . . . . . . . . . 9 24. St. Louis and San Francisco Railroad Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 25. St. Louis Southwestern Railway. Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • 9 26. Texas and Pacific Railway Company... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 27. Wabash Railroad Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 * i Depreciation Charges of Western Railroads, 1908-1914 *-4 I. INTRODUCTION. The following series of tables show depreciation charges for representative Western railroads during the period 1908–1914. These charges are made to operating expenses. Practically no such charges were made by the railroads prior to the fiscal year 1907. As a consequence, the operating ratio during the past seven years is not comparable with the pre- ceding year. The effect of such charges is obviously to increase the ratio. of expenses to revenue and to cause a decline in net revenue. This tendency is clearly set forth in the tables submitted below. These tabulations are based on the annual returns of the railroads to the Interstate Commerce Commission. II. TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS. The table first submitted shows the general tendency exhibited by depreciation charge for the following ten representative Western railroads during the period, 1908–1914: Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. 2 DEPRECIATION CHARGES OF WESTERN RAILROADS. TOTAL FOR TEN REPRESENTATIVE WESTERN RAILROADS. Amount of Reserve 10’ Depreciation Charged to Operating Expenses During Year Accrued. Depreciation Investment Year Ending . in Road June 39 . and Per Cent Equipment Ratio Ratio || Ratio to of Total | Increase Amount to Amount Inv’tm’t | Operat’g in Uperat— Investment Inv’tm’t Eq'pm’t | Expenses ing ſtatio % %. % % % 1908;.......... $2,505,056,725 | . . . ... ... e º ºs a e tº º $10,328,963 .41 (D 2.71 1.75 1909;... Žišīāśāāī - () 13,058,822 .51 (D 3.56 2.17 1349, ---........ 2,699,065,089 . $ 51,457,307. f.91. 12,856,641 .48 (D 297 1.89 1911............ 2,836,175,083 66,463;26t 2.34; 9 .50 (D 3.29 2.11 1912........... 2,922,930,336 82,408,915. 2.82. 13,420,848 .46 (D 3.10 2.03 1913. .......... 3,246,592,104 108,155,098 3.33. 15,553,805 .48 (D 3.26 2 09 1914. ... ---.... 3,405,626,195 123,391,376, 3,52 20,108,299 .59 (D 4.20 2.73 GD Data not available. III. ATCHISON, TOPEKA AND SANTA FE RAILWAY COMPANY. Amount: of Reserve OI’ Depreciation Charged to 0perating Expenses During Year Accrued Depreciation Investment Year Ending in Road June 30 and Per Cent Equipment Ratio Ratio Ratio to of Total | Increase Amount to, Amount to Inv’tm’t | Operat’g in Operat- Investment Inv’tm’t Eq’pm’t | Expenses ing Ratio % % % % % 1908. . . . . . . . . . . $516,712,029 . . . . . . . . . & e & $1,701,213 .33 3.76 3.54 2.25 1969. . . . . . . . . . . 520,568,577 $2,167,885. .42 1,639,274 .31 3.71 3.61 2.13 1910. . . . . . . . . . . 556,388,883 7,284,994. f.31 f,684,898 .30 () 3.01 1.84 1911. . . . . . . . . . . 597,219,312 10,085,597 1.6:1 - 1,947,717 .33 () 3.44 2.19 1912. . . . . . . . . . . | 610,767,437 12,468,154 2,04 2,017,333 .34 (D 3.60 2 31 1913. . . . . . . . . . . | 632,454,425 f5,203,017. 2.40 3,208,333 .51 () 5.03 3.27 1914. . . . . . . . . . . 639,802,459 18,876,342, 2.95 3,408,807 .53 (D 5.67 3.65 GD Data not available. IV. CHICAGO, BURLINGTON AND QUENCY RAILROAD COMPANY. Amount of Reserve Or' Depreciation Charged to 0perating Expenses During Year Accrued: Depreciation Investment † Year Ending in Road June 30 and Per Cent Equipment Ratio Ratio Ratio to of Total | Increase Amount to. Amount to Inv’tm’t | Operat’g in Operat- Investment Inv’tm’t Eq’pm’t | Expenses ing Ratio % % % 9% 9% 1908........... $358 832,115 ........ tº e & $3,849.239 1 07 (1) 6.96 4.95 1909........... 360.245,060 $ 6,233.629 1.73. 4, iOO.152 1 14 (1) 7 51 5 21 1910........... 374,655,749 9 985 232 2.65 4, 258.988 1.14 T 98 6.76 4.85 1911. . . . . . . . . . . 390,513,966 14,006,026 3.59 4,547,407 1.16 T.84 7.64 5.15 1912........... 400 810,855 17.838 322 4.45 . 4,747,097 1.18 T.61 783 5 48 1913........... 414.753.221 21.846. 163 5:26 5,045.068 1 22 T.63 8 03 5 35 1914........... 433,826,389 26,069,041 6.00 5,414,259 1.25 T 04 8.71 5.84 (1) Data not available. EEPRECIATION CHARGES OF WESTERN RAILROADS. V. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY COMPANY. Amount of RèServe for Depreciation Charged to 0perating Expenses During Year Accrued Depreciation Investment Year Ending in Road June 30 and - Per Cent Equipment Ratio Ratio Ratio to of Total Increase Amount to Amount to Inv’tm’t Operat’g in Operat— Investment Iny’tm’t | Eq'pm’t Expenses ing Ratio % % %. %. % 1908. . . . . . . . . . . $264,860,733 | . . . . . . . . . e tº º $728,529 .28 1.96 1.10 1909........... 274,468,163 $1,123,137 .41 716,096 .26 1.85 1.20 1910........... ,353,183 2,211,803 .78 716,953 .26 1.42 1.60 1.11 1911. . . . . . . . . . . 282,211,730 2,975,311 1.02 735,156 .25 1.38 1.51 1.14 912. . . . . . . . . . . 299,369,016 5,350,292 1.78 753,436 .25 1.30 1.58 1.20 1913. . . . . . . . . . . 516,579,830 5,649,820 '[.09 827,622 .16 .87 1.45 1.00 1914. . . . . . . . . . . 6,398,790 1.16 905,695 .16 .92 1.48 .99 551,015,377 (1) Data not available. VI. CHICAGO AND NORTH WESTERN RAILWAY COMPANY. Amount of Reserve Or Accrued Depreciation Depreciation Charged to Operating Expenses During Year - Investment Year Ending in Road June 30 and Per Cent Equipment Ratio Ratio Ratio to of Total Increase A:Bount to Amount to Inv’tm’t | Operat’g in Operat— Investment Inv’tm’t Eq'pm’t | Expenses ing Ratio % % % % % 1908. .......... $245,556,389 ........ - - - $1,178,494 .48 (D 2.83 1.87 1909. . . . . . . . . . . 260,930,189 $ 1,720 tº a tº 1,570,363 .60 (1) 3.64 2.38 1910. . . . . . . . . . . 291,597,611 1,388,702 .48 1,448,3 .50 (D 2.78 1.95 1911. . . . . . . . . . . 306,303,101 2,386,366 .78 1,093,773 .36 (1) 2.06 4.46 r 1912........... 324,616,665 3,375,862 1.04 1,085,151 .33 2.06 1.49 1913. . . . . . . . . . . 336,655,248 4,665,712 1.39 1,566,693 .45 2.59 1.82 1914........... 359,528,602 6,088,239 1.69 1,652,687 .46 2.78 1.97 (D Data not available. . GREAT NORTHERN RAILWAY COMPANY. Amount of Reserve for Depreciation Charged to Operating Expenses During Year Accrued Depreciation Investment Year Ending in Road June 30 and Per Cent Equipment Ratio Ratio Ratio to of Total Increase Amount to Amount to Inv’tm’t | Operat’g in Operat— Investment Iny’tm’t Eq'pm’t Expenses ing Ratio % % % 9% 9% 1908. . . . . . . . . . . $291,414,415 | ........ ... ' • * * * * * * * e e e ... - - - • * * 1909........... 301,346,223 $16,048,140 5.33 $1,022,267 .60 3.55 5.66 3 42 1910........... 314,374,249 17,694,499 5.62 1,815,904 .58 3.29 4.68 283 1911. . . . . . . . . . . 328,906,316 19,581,445 5.95 1,972,140 .60 3.33 5.25 322 1912........... 340,543,131 21,552,810 6 33 2,086,436 .61 3.45 5.53 3.44 1913. .......... 364,939,241 23,594.984 6.47 2,196,705 .60 3.19 4.79 2.79 1914........... 377,334,905 25,804,146 6.84 y-www.y .65 3.38 5.25 3.24 DEPRECIATION CHARGES OF WESTERN RAILROADS. VIII. ILLINOIS CENTRAL RAILROAD COMPANY. Amount of Reserve Of Accrued Depreciation * Depreciation Charged to 0perating Expenses During Year Investment Year Ending in Road June 30 and Per Cent Equipment Ratio Ratio Ratio to of Total | Ingrease Amount to Amount 0 Inv’tm’t Operat’g in Operat— Investment Inv’tm’t Eq'pm’t Expenses ing Ratio % % % % % 1908. .......... $121,698,307 || ........ s tº 9 $ 6,264 tº º º .02 .01 1909........... 122,937,753 (D () 393,416 .32 (D 1.02 .73 1910........... 117,579,351 $1,245,811 1.06 393,338 .33 .81 .91 .68 1911. . . . . . . . . . . 114,344,201 2,803,860 2.45 1,572,106 1.38 3.14 3.58 2.57 1912........... 128,505,922 4,245,590 3.30 1,576,957 1.23 2.99 3.28 2.69 1913. .......... 137,319,401 5,704,171 4.15 1,560,730 1.14 2.66 3.12 2.43 1914. .......... 137,029,423 7,266,263 5.30 1,699,615 1.24 2.60 3.35 2.58 (D Data not available. IX. NORTHERN PACIFIC RAILWAY COMPANY. Amount of Reserve Or Accrued Depreciation Depreciation Charged to 0perating Expenses During Year Investment Year Ending in Road June 30 and Per Cent Equipment Ratio Ratio Ratio to of Total Increase Amount to Amount to Inv’tm’t | Operat’g in Operat— Investment Inv’tm’t Eq'pm’t Expenses ing Ratio % % % % % 1908. . . . . . . . . . . $378,781,652 | ........ tº tº gº $2,773,685 .73 7.00 6.96 4 07 1909........... 391,072,826 $ 5,166,386 1.32 2,754,801 .70 6.62 7.25 4 03 1910........... 402,351,831 7,798,146 2.94 2,474,845 .62 5.21 538 3 32 1911........... 409,397,227 10,089,367 2.46 2,122,027 .52 4.37 5.34 3.27 1912........... 415,608,586 11,201,799 2.70 1,037,684 .25 2.11 272 1.64 1913. .......... 431,121,398 12,163,012 2.87 1,156,210 .27 2.05 2.59 1 59 1914........... 477,537,961 13,491,812 2.83 1,286,043 .27 2.13 3.10 1 88 X. OREGON SHORT LINE RAILROAD COMPANY. Amount of Reserve Or Depreciation Charged to 0perating Expenses During Year Accrued Depreciation Investment Year Ending in Road June 30 and Per Cent Equipment Ratio Ratio Ratio to of Total | Increase Amount to Amount Inv’tm’t | Operat’g in Operat— Investment Inv’tm’t | Eq'pm’t | Expenses ing Ratio % % 9% 9% % 1908........... $66,477,713 º º ºs º º ſº tº º tº tº e º e º ſº º tº * e * @ e tº º º tº tº 1909........... 67,128,415 | ........ & tº e º 'º tº g º º e tº ſº tº e * tº 1910........... 68,928,001 | ........ tº º e º 'º º e º ſe tº tº º $ gº tº tº º 1911........... $5,676,556 tº º º e e s tº dº * tº e º º ſº º g tº © º º * * tº e o 1912........... $7,811,316 ........ tº tº e i º º e º 'º e º 'º © & & © tº e tº e e e tº 1913........... 95,986,727 (DS3,155,024 3.29 ........ tº tº º tº gº tº tº tº º e s tº 1914........... 98,907,396 3,486,174 3.53 $475,784 .48 3.73 3.91 216 (D Created by an appropriation from Surplus in 1913. DEPRECIATION CHARGES OF WESTERN RAILROADS. 5 XI. SOUTHERN PACIFIC COMPANY. Amount of Reserve Or Depreciation Charged to 0perating Expenses During Year Accrued Depreciation Investment Year Ending in Road June 30 and Per Cent Equipment Ratio Ratio Ratio to of Total | Increase Amount to Amount 0 Iny’tm’t | Operat’g in Operat- Investment Inv’tm’t Eq’pm’t | Expenses ing Ratio % % % % % 1908. . . . . . . . . . . $ 8,616,587 ......... e tº gº $ 91,539 .17 .11 1909. . . . . . . . . . . ,273,055 $3,247,133 35.01 62,453 .13 ,07 1910........... 22,133,978 3,719,683 17.08 63,410 .12 .07 1911. . . . . . . . . . . 37,685,767 4,434,248 11.76 (D 64,276 .12 .07 1912. . . . . . . . . . . 37,637,928 6,278,195 16.68.' () 63,054 .12 .0T 1913. . . . . . . . . . . 37,697,650 6,155,678 16.33 GD 62,443 - - - .11 .06 1914. . . . . . . . . . . 39,033,336 5,524,756 14.15 1,484,437 3.80 (2) 2.70 1.61 (D Depreciation on (2) Data not available. floating equipment. TJNION PACIFIC RAILROAD COMPANY. Amount of Reserve Or Depreciation Charged to Operating Expenses During Year Accrued Depreciation Investment Year Ending in Road June 30 and Per Cent Equipment Ratio Ratio Ratio to of Total | Increase Amount to Amount to Inv’tm’t Operat’g in Operat- Investment Inv'tm’t Eq’pm’t | Expenses ing Ratio % % % 9% CZ, 1908........... $252,046,785 ........ º, º & I e º ºs e º gº tº e 1909........... 259,269,173 $ 68,100 .02 . . . . . . . . . 1910........... 268,702,253 81,437 .03 | . . . . . . . . 1911........... 273,916,907 101,041 .04 | ........ 1912........... 277,259,480 97,291 .03 | . . . . . . . . - - g s s 1913. . . . . . . . . . . 279,084,96 ()10,047,517 3.60 | . . . . . . . . - - - - - - * = & - - - 1914........... 291,610,347 10,390,213 356 $1,340,452 .46 4.22 4.54 2 62 (D The general depreciation reserve established by an appropriation of $9,939,647 from Surplus in 1913. XIII. CHICAGO, S.T. PAUL, MINNEAPOLIS AND OMAHA RAILWAY COMPANY. Amount of Reserve Depreciation Charged to for Accrued Depreciation 0perating Expenses During Year Investment Year in Ending Road and Ratio Ratio Ratio to June 30 Equipment Amount to Amount to Investment Investment Investment Equipment % % % 1908. ............ $63,353,812 | . . . . . . . . & s gº $303,047 .47 (D 1909............. ,631,633 $ 334,624 .52 313,391 .49 (D 1910............. 64,418,109 $25,656 .97 312,934 .47 39.90 1911............. $5,591,988 893,637 1.36 301,877 .32 21.99 1912............. 67,946,597 1,069,074 1.57 200,974 .30 11.48 1913. ............ 72,282,793 1,321,313 1.83 291,133 .40 9.17 1914. ............ 74,380,004 1,574,173 2.10 316,870 .43 () (D No data available. 6 DEPRECIATION CHARGES OF WESTERN RAILROADS. XIV. COLORADO AND souTHERN RAILWAY COMPANY. Amount of Reserve Depreciation Charged to for Accrued Depreciation 0perating Expenses During Year - Investment Year in Ending Road and Ratio Ratio Ratio to June 30 Equipment Amount to Amount to. Investment Investment Investment Equipment %. % % 1908............. $72,044,645 | . . . . . . . . tº gº tº $243,764 .34 2.76 1909............. 72,247,079 $ 326,559 .45 144,000 .20 1.63 1910............. 72,522,553 450,131 .62 231,132 .32 2.62 1911............. 76,123,525 955,170 1.25 569,473 .75 5.49 1912............. 77,375,696 1,602,466 2.07 605,568 .78 5.82 1913. . . . . . . . . . . . . 77,737.578 2,024,902 2.60 692,532 .89 6.64 1914. . . . . . . . . . . . . 77,880,570 2,236,140 2.87 229,670 .29 .19 & XV. DENVER AND RIO GRANDE RAILROAD COMPANY. Amount of Reserve Depreciation Charged to for Accrued Depreciation Operating Expenses During Year Investment Year in - Ending Road and Ratio Ratio Ratio to June 30 Equipment Amount to Amount to Investment Investment Investment Equipment % % % 1908............. $130,441,259 ........ & gº tº $147,077 .11 1.17 1909............. 157,309,077 $ (i) $ 1910. . . . . . . . . . . . . 163,059,097 (1) 1911. . . . . . . . . . . . . 166,357,993 $ 477,835 .29 475,885 .29 2.15 1912............. 167,224,053 961,631 .58 483,576 .29 2.77 1913. ............ 172,351,364 1,432,921 .83 490,366. .28 2.51. 1914. . . . . . . . . . . . . 174,316,510 1,952,960 1.12 512,836 .29 2.62 Q) Data not obtained. XVI. DULUTH, MISSABE AND NORTHERN RAILWAY COMPANY. Amount of Reserve for Accrued Depreciation Depreciation Charged to Operating Expenses During Year Investment Year in - Ending Road and Ratio Ratio Ratio to June 30 Equipment Amount O Amount to Investment Investment Investment Equipment 9% 9% 9% 1908............. $ 23,771,812 . . . . . . . . * ºr gº $378,371 1.59 5.19 1909............. 24,499,951 $2,438,236 . 9.95 322,548. 1.31 4.34 1910. . . . . . . . . . . . . 26,126,212 2,801,454 10.72 390,322 1.49 5.01 1911. . . . . . . . . . . . . 28,632,407 3,112,043 10.87 . 330,609 1.15 3.76 1912............. 28,735,696 3 473 582 12.08 304,331 1.06 3.45 1913............. 29,523,072 3,793.110 12.85 351,517 1.19 3.88 1914. ............ 32,760,743 4,247,021 12.96 339,109 1.04 3.40 DEPRECIATION CHARGES OF WESTERN RAILROADs. XVII, EL PASO AND SOUTHWESTERN COMPANY. Amount of Reserve Depreciation Charged to for Accrued Depreciation 0perating Expenses During Year Investment Year in Ending Road and Ratio Ratio Ratio to June 30 Equipment Amount to Amount O Investment Investment Investment Equipment % % % 1908. . . . . . . . . . . . . (D 3 () $281,637 § 1909. . . . . . . . . . . . . (D (D 313,039 1910. . . . . . . . . . . . . $ 3,769,239 $ 465,833 12.35 311,496 8.26 j 1911. . . . . . . . . . . . . 3,793,010 632,094 16.66 310,001 8.17 Q) 1912. . . . . . . . . . . . . 3,992,016 805,784 20.18 315,948 T.94 1913. . . . . . . . . . . . . 4,032,222 980,055 24.31 321,934 7.98 1914. . . . . . . . . . . . . 5,217,239 1,172,140 22.47 342,177 6.56 Q) Data not available. XVIII. FORT WORTH AND DENVER CITY RAILWAY COMPANY. Amount of Reserve for Accrued Depreciation Depreciation Charged to Operating Expenses During Year -- Investment Year in Ending Road and Ratio Ratio Ratio to June 30 Equipment Amount to Amount O Investment Investment Investment Equipment % % % 1908. . . . . . . . . . . . . $ 20,973,819 ........ tº ſº tº º $79,564 .38 2.30 1909. . . . . . . . . . . . . 22,030,638 $ 21,140 .10 98,587 .45 2.TT 1910. . . . . . . . . . . . . 22,316,359 102,190 .46 124,282 .56 3.60 1911. . . . . . . . . . . . . 22,845,891 273,916 1.20 211,638 .93 5.68 1912. . . . . . . . . . . . . 23,099,527 513,431 2.22 223,073 .97 5.84 1913. . . . . . . . . . . . . 23,244,790 695,488 2.99. 230,411 .99 5.82 1914. . . . . . . . . . . . . 23,263,252 T67,470 3.30 T1,552 .33 2.01 XIX. GULF, COLORADO AND SANTA FE RAILWAY COMPANY. Amount of Reserve Depreciation Charged to for Accrued Depreciation 0perating Expenses During Year Investment - Year in Ending Road and § Ratio Ratio Ratio to June 30 Equipment Amount to Amount to Investment Investment - Investment Equipment s % % 9% 1908. . . . . . . . . . . . . $ 35,021,231 | . . . . . . . . & ſº tº º $247,088 .71 9 56 1979. . . . . . . . . . . . . 35,531,914 $ 328,949 .93 7,406 .70 9.57 19" ". . . . . . . . . . . . . 37,254,341 659,164 1 80 229,795 .62 8.17 1931. . . . . . . . . . . . . 40,661,940. 716,134 1.70 254,339 .63 8,84 19'?............. 42,813,183 592.242 1.38 252,264 .59 7.71 1913. . . . . . . . . . . . . 43,264 683 721.866 1.67 $42,083 .79 10.30 1914. . . . . . . . . . . . . 44,320,499 T40,977 1.67 359,161 .81 11 64. DEPRECIATION CHARGES OF WESTERN RAILROADS. XX. LOUISIANA AND ARKANSAS RAILWAY COMPANY. Amount of Reserve Depreciation Charged to for Accrued Depreciation Operating Expenses During Year Investment Year in Ending Road and Ratio Ratio Ratio to June 30 Equipment Amount O Amount to Investment Investment Investment Equipment % % % 1908. ............ $ 8,332,456 | . . . . . . . . tº ºn tº ſº $ 61,567 .74 497 1909............. 9,128,449 $ 508,305 5.57 61,708 . .68 500 1910. . . . . . . . . . . . . 9,161,978 537,235. 5.86 62,195 .68 5.23 1911. . . . . . . . . . . . . 10,424,782 603,242 5.79 62,408 .60 5. iș 1912.....‘. . . . . . . . 10,453,910 645,245 6.17 61,998 .59 5.20 1913. . . . . . . . . . . . . 10,672,400 698,811 . 6.55 62,982 .59 4 68 1914. . . . . . . . . . . . . 10,923,504 144,649 6.82 68,616 .63 4.54 XXI. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY COMPANY. Amount of Reserve Depreciation Charged to for Accrued Depreciation Operating Expenses During Year Investment Year in Ending Road and Ratio Ratio Ratio to June 30 Equipment Amount O Amount to Investment Investment Investment Equipment % % % 1908. . . . . . . . . . . . . $ 76,274,627 | . . . . . . . . . tº gº e & $138,317 .18 .99 1909. . . . . . . . . . . . . T6,146,151 $ 436,196 .57 127,604 .17 .90 1910. . . . . . . . . . . . . 83,888,151 844,240 1.01 300,899 .36 2.09 1911. . . . . . . . . . . . . 98,921,414 769,961 .78 426,314 .43 2.60 912. . . . . . . . . . . . . 103,097,167 1,085,640 1.05 465,858 .45 2.85 1913. . . . . . . . . . . . . 110,571,064 1,592,246 1.44 633,753 .57 3.09 1914. . . . . . . . . . . . . 113,800,166 2,275,639 1.91 815,411 .72 3.90 xxII. MISSOURI, KANSAS AND TEXAS RAILWAY COMPANY. Amount of Reserve Depreciation Charged to for Accrued Depreciation Operating Expenses During Year Investment Year Il Ending Road and Ratio Ratio Ratio to June 30 Equipment Amount to Amount to Investment Investment Investment Equipment % % % 1908. . . . . . . . . . . . . $192,799,254 . . . . . . . . . . tº gº tº º $614,017 .32 1909. . . . . . . . . . . . . iºtiſtſ. $1,206,413 .63 386,520 .20 $ 1910. . . . . . . . . . . . . 192,009,598 841,315 .44 200,825 ..TU (D 1911. . . . . . . . . . . . . 150,966,911 771,756 .51 1801st .11 (D 1912. . . . . . . . . . . . . 151,588,281 806,841 .53 106,225 .07 (D 1913(2)........... 209,824,578 1,027,874 .49 170,322 .08 (D 1914(2). . . . . . . . . . . 225,449, 1,219,888 .54 102,965 .05 (D (D Data not available. (3) Report for Missouri, Kansas and Texas Line8. DEPRECIATION CHARGES OF WESTERN, RAILROADS. 9 XXIII. SAN PEDRO, LOS ANGELES AND SALT LAKE RAILROAD – COMPANY. Amount of Reserve ..., Depreciation Charged to * for Accrued Depreciation . Operating Expenses During Year Investment Year in Ending Road and Ratio Ratio Ratio to June 30 Equipment Amount to Amount to Investment * Investment Investment Equipment % % % 1908. . . . . . . . . . . . . $ 68,424,254 • * * * * * * * tº g º ſº $234,545 .34 3.99 1909. . . . . . . . . . . . . – 69,394,452 $ 195,242 .28 181,839 .26 3.09 1910. . . . . . . . . . . . . e 70,459,808 611,112 .87 180,644 .26 2.89 1911. . . . . . . . . . . . . T0,369,315 195,023 1.13 182,964 .26 297 1912. . . . . . . . . . . . . 71,142,340 985,145 1.38 182,903 .26 3.05 1913. . . . . . . . . . . . . 75,790,565 1,112,841 1.47 123,231 .16 1.85 1914. ............ 76,391,598 1,220,089 1.60 108,071- .14 1.55 XXIV. ST. LOUIS AND SAN FRANCISCO RAILROAD COMPANY. Amount of Reserve Depreciation Charged to for Accrued Depreciation 0perating Expenses During Year Investment r— Year - * * Ending Road and Ratio Ratio Ratio to June 30 Equipment Amount to Amount 0. Investment Investment Investment Equipment % % 9% 1908. . . . . . . . . . . . . $174,397,405 | . . . . . . . . . tº e $ 86,296 .05 .66 1909. . . . . . . . . . . . . 191,890,314 $ - 2,025 g is & tº '99,538 .06 .36 1910. . . . . . . . . . . . . 257,378,170 265,501 .10 '93,895 .04 .22 1911. . . . . . . . . . . . . 253,899,282 365,214 .14 102,299 .04 .23 1912. . . . . . . . . . . . . 256,309,002 468,367 .18 107,245 .04 .23 1913. . . . . . . . . . . . . 258,348,141 578,816 .22 114,849 .04 .25 1914. . . . . . . . . . . . . 259,369,071 690,404 .27 f02,814 .04 .22 XXV. ST. LOUIS SOUTHWESTERN RAILWAY COMPANY. Amount of Reserve Depreciation Charged to for Accrued Depreciation Operating Expenses During Year Investment Year in & º Ending Road and Ratio Ratio Ratio to June 30 Equipment Amount to Amount to Investment Investment Investment Equipment % % % sº e º 'º is e º ſº tº e º 'º º $ 52,571,935 ge e º ºs e º a s tº º ſº e $199,183 .38 (D #; tº e º s e º e º e s tº e a 52,571,935 $ 393,115 .75 198,203 .38 $ 1910. . . . . . . . . . . . . 59,787,768 604,639 1.01 218,635 .37 1 1911. . . . . . . . . . . . . 61,520,062 826,366 1.34 231,543 .38 () 1912. . . . . . . . . . . . . 64 072 104 1,093 054 1.71 276,603 .43 (N 1913. . . . . . . . . . . . . 65 248 F50 1,364,949 2.09 280,859 .43 (?) 1914. . . . . . . . . . . . . 66,083,100 1,540,989 2 33 288,886 .44 G) G) Data not avail-ble 10 DEPRECIATION CHARGES OF WESTERN RAILROADS. -xx-xx-xxx-xx-x-xx->=rrrrºw- XXVI. --~~~…~-º-y cº--rºy Amount of Reserve TEXAS AND PACIFIC RAILWAY COMPANY. Depreciation Charged to for Accrued Depreciatio.] Operating ExpensesłDuring Year Investment - > Year in £ndi Road and Ratio Ratio Ratio to June Equipment Amount to Amount to Investment ‘Investment I..., estment Equipment % % % 1908. ............ $ 90,116,064 ........ tº a gº a $238,493 .32 $ 1909. . . . . . . . . . . . . ,226,139 $ 354,339 39 328,956 .36 1910. . . . . . . . . . . . . 94,351,053 775,387 .82 384,563 .41 § 11... . . . . . . . . . . 95,695,155 1,419,938 1338 $37,577 .45 1912............. 97,043,992 1;877,499 1.93 354,088 .36 (D 1913. ............. 97,739,175 1;709,594 1.75 366,904 ,38 $ 1914. ............ 107,341,726 2,052,520 1.93 367,724 .34 GD Data not available. XXVII. “WABASłI RAILROAD COMPAN. Y. Amount of Reserve Depreciation Charged to for Accrued Bepreciation Operating Expenses During Year †nvestment * * *** *s-4 ºv Year in *Enting Road and Ratio Ratio Ratio to Jimeºſ) Equipment Amount to h Amount to Investment {Investment Investment Equipment 9% % % 1908. . . . . . . . . . . . . $171,216,676 ........ & © tº & $596,284 .35 6) 1909. . . . . . . . . . . . . 172,765,046 $1,414,950 .ſº 551,146 .32 l 1910. . . . . . . . . . . . . 175,353,385 1;763,503 1.01 $63,635 .10 1. 1911. . . . . . . . . . . . . 176,732,184 2,528,258 1.43 9,63 .37 I 1912.............. 178301. 167 3:245,949 1.82 644,834 .36 $ 1913. ............ 189 024.757 3645,120 1.93 336,802 .18 1914............. 193,491,163 4;327,136 2.24 583,442 .30 () (D Data not available. Revenue Gains by Representative Western Railroads Available to Compensate Locomotive Engineers and Firemen for Increases in Work and Productive Efficiency Prepared Under Supervision of W. J. LAUCK Exhibit Number ~gº Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Revenue Gains by Representative Western Railroads Available to Compensate Locomotive Engineers and Firemen for Increases in Work and Productive Efficiency Composition and Makeup by Superior Typesetting Co., Chicago, Ill. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS AVAILABLE TO COMPENSATE LOCOMOTIVE ENGINEERS AND FIREMEN FOR INCREASES IN WORK AND PRODUCTIVE EFFICIENCY. CONTENTS SECTION PAGE 1. Totals for Forty-three Representative Western Railroads........................ 1 2. Totals for Ten Representative Western Railroads............................... 8 3. Atchison, Topeka and Santa Fe Railway......................................... 14 4. Chicago, Burlington and Quincy Railroad....................................... 20 5. Great Northern Railway ....................................................... 26 6. Northern Pacific Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 7. Oregon Short Line Railroad ................................................... 40 8. Southern Pacific Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 9. Union Pacific Railroad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 10. Canadian Pacific Railway (Canadian Lines)... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 11. Colorado and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 68 12. Duluth, Missouri and Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 13. Fort Worth and Denver City Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 14. Kansas City Southern Railway............... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 15. Louisiana and Arkansas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 16. Minneapolis, St. Paul and Sault Ste. Marie Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 17. St. Louis and San Francisco Railroad............................................. 105 18. St. Louis Southwestern Railway.................................................. 112 19. San Pedro, Los Angeles and Salt Lake Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 20. Southern Kansas Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS AVAILABLE TO COMPENSATE LOCOMOTIVE ENGINEERS AND FIREMEN FOR INCREASE:S IN WORK AND PRODUCTIVE EFFICIENCY. I. TOTALS FOR FORTY-THREE REPRESENTATIVE WESTERN RAILROADS. The following chart shows, in graphic form, a distribution of the increase in the earnings available to capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves or for other benefits to the stock- holders during the period 1909-1913. It is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years of the following forty-three representative Western transportation companies: Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway (Canadian Lines). Chicago and Eastern Illinois Railroad. Chicago and North Western Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and Saint Paul Railway. Chicago, Rock Island and Pacific Railway. Chicago, Saint Paul, Minneapolis and Omaha Railway. Colorado Midland Railroad. Colorado and Southern Railway. Denver and Rio Grande Railroad. Duluth, South Shore and Atlantic Railway. Duluth, Missabe and Northern Railroad. Fort Smith and Western Railroad. Fort Worth and Denver City Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Houston and Texas Central Railroad. Houston East and West Texas Railway. Illinois Central Railroad. Ransas City Southern Railway. Louisiana and Arkansas Railway. Mineral Range Railroad. Minneapolis and Saint Louis Railroad. Minneapolis, Saint Paul and Sault Sainte Marie Railway. Minnesota and International Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. Saint Joseph and Grand Island Railway. Saint Louis and San Francisco Railroad. Saint Louis, Iron Mountain and Southern Railway. 1 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. Saint Louis Southwestern Railway. San Antonio and Aransas Pass Railway. San Pedro, Los Angeles and Salt Lake Railroad. Southern Kansas Railway of Texas. Southern Pacific Company. Texas and Pacific Railway. Trinity and Brazos Valley Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Wisconsin and Michigan Railway. 4. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the preceding chart, it will be seen that only 48 per cent of the average annual increase in earnings for the two five-year periods was required for a reasonable allow- ance for return on the amount expended for new lines or extensions and for additions and betterments to railway property (except on the amount appropriated from income) leaving the large proportion of 52 per cent available for compensation to increased labor efficiency, or for reserves for the benefit of stockholders. This is an amount equivalent to 21 per cent of the average yearly amount expended during the five years under consideration, both for new lines or extensions and for additions and betterments. The chart also clearly sets forth the small portion of the amount actually available for labor, which would be used if certain increases in wage payments were made to Firemen and Engineers. It is clearly evident that the western railroads, after meeting from their revenues all charges for new capital invested during the past five years, have a surplus remaining, which has been largely secured by the increased productive efficiency of their employes, and which is not only sufficient to pay the fair and reasonable wage-requests of their locomotive engineers and firemen in the present wage-movement, but large enough to cover their wage-increases expected and still leave a generous amount for the advantage of the stockholders. The statistical basis for the chart and these statements is to be found in the following detailed tables. Property Investment. The table first submitted presents an analysis of the increase in property investment, 1909-1913, inclusive, of the forty-three representative Western railroads under considera- tion. It has been prepared from the annual reports of the railroads to the United States Interstate Commerce Commission. STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROADe AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913, OF FORTY-THREE REPRESENTATIVE WESTERN RAILROADS. - Q) Includes adjustments, net, of $134,119,912.72 not included in the , analysis; and does (2) Includes $5,125,521.11 not distributed. not include $27,105,787.27 representing expenditures from appropriations from income that is included in the analysis. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............. $5,773,515,842.13 Securities, Etc. of Income Securities, Etc. of Income 1909. . . . . . . . . . . . . . . . . . . tº dº ſº e º & e $ 42,380,677.08 $312,936.21 $ 42,693.613.29 $ 65,992,516.04 $ 5,967,994.54 $11,960,510.58 $ 114,654,123.87 1910. . . . . . . . # tº º e º 'º ºt tº ſº e º e º sº º ſº tº º 57,468,116.86 ........ 57,468,116 86 134,048,929.20 20,225,731.05 154,274,660.25 211,742,777.11 1911. . . . . . . . . . . . . . . . & © tº e º 'º e a tº e 80,227,296.79 | . . . . . . . . 80,227,296.79 122,431,064.54 23,264,231.14 145,695,295.68 225,922,592.47 1912. . . . . . . . . . . . . . . . . . . . . . . . . . 85,607,369.68 e e s e º a e e 85,607,369.68 113,059,540.56 13,711,540 53 126,771,081.09 212,378,450.77 1913. . . . . . . . . . tº e º 'º e º º e º tº º e º tº 3 tº 222,619,074.24 tº e º sº º ſº tº gº 222,619,074.24 212,631,891.13 26,430,269.25 (2) 244,187,681.49 466,806,755.73 Total. . . . . . . . . . . . . . . . . . . . . $488,302,534.65 $312,936.21 $488,615,470.86 $648,163,941.47 $ 89,599,766.51 * $742,889,229.09 $1,231,504,699.95 Investment in road and equipment (excluding reserve 10r depreciation) on June 30, 1908 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,434,997,016.73 Net increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º e º ſº e º is e º 'º e º 'º º, º e º 'º e º sº e º gº ſº tº º e º º is g g º º º GD $1,338,518,825.40 Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending e Total June 30 | From Current Assets From From Current ASSets From . Through Issue of Appropriations Total Through Issue of Appropriations Total Analysis of the Increase in Property Investment 6 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The foregoing table shows that during the five years ending June 30, 1913, there was expended a total of $1,231,504,699.95 for property, ($488,615,470.86 for new lines or extensions, and $742,889,229.09 for additions and betterments), or an average yearly capital outlay of $246,300,940. Amount Available for Remunerating the Increased Productive Efficiency of Locomotive - Engineers and Firemen. The following table shows the aggregate amount of increased income which was available during the period 1908-1913, after the payment of all operating costs and capital obligations, to remunerate labor for its increased work and productive efficiency. It has also been compiled from the annual reports of the railroads to the United States Inter- state Commerce Commission: - STATEMENT SHOWING THE AGGREGATE OF THE AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913, THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, T0 LABOR FOR INCREASED EFFICIENCY. AND TO RESERVES, OF FORTY-THREE REPRESENTATIVE WESTERN RAILROADS. Yearly Average for the Five Years Ending June 30 Increase ITEM 1913 over 1908 y 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $852,193,841.17 $1,156,198,328.89 $304,004,487.72 Operating expenses ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 544,486,743.89 767,128,057.41 222,641,313.52 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301,707,097.28 389,070,271.48 81,363,174.20 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,460,910.15 38,755,815.35 14,294,905.20 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283,246,187.13 350,314,456.13 67,068,269.00 Other income .................................................. 67,340,905.82 122,593,932.79 55,253,026.97 Gross corporate income .................................... 350,587,092.95 472,908,388.92 122,321,295.97 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52,340,174.13 78,456,661.21 26,116,487.08 Net amount available for distribution to capital because of addi- tional investments; to labor because of increased efficiency; and to reserve for emergency purposes ....................... 96,204,808.89 Expenditures for property (road and equipment) during the past five years nºt tº gº tº e º e º is º e e *...* * * $1,231,504,699.95 Less amount appropriated from income ......................... º e 89,912,702.72 $1,141,591,997.23 * > Allowance for a fair return to capital for additional investments, 4% 45,663,679.89 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $50,541,129.00 The preceding table shows that for operating revenues, the average yearly increase during the period 1908-1913 was $304,004,487.72, while the advance in operating expenses was $222,641,313.52. Taxes increased $14,294,905.20. Notwithstanding this showing, the increase in the net amount available for distribution to capital because of additional invest. ments, to labor because of increased efficiency, and to reserves for emergency purposes, was $96,204.80889. By allowing a return of $45,663,679.89, or 4 per cent on the expenditures made for railway property during the five years ending with 1913, excluding capital out- lays made from income or surplus, there still remained $50,541,129 to compensate increased labor efficiency and to appropriate for emergency reserves. Even if interest at 4 per cent be allowed on property additions from income during the period, there would still remain $46,944,621 to compensate labor. If an advance of 10 per cent be allowed on the total labor costs for engineers and firemen on these railroads during the year ending June 30, 1913, it would amount, approximately, to only $6,748,600; an advance of 15 per cent to only $10,122,900; of 20 per cent to $13,497,200; and of 25 per cent to only $16,871,500. It is, there- fore, clear that even if capital, including commitments made from earnings during the five years 1908-1913, were allowed a much larger return than 4 per cent, there would still be an ample amount of net revenues remaining to grant reasonable advances to engineers and fire- men and other classes of labor. - Detailed Basic Tables. The table next presented shows how the $96,204,808.89, net amount available for dis- tribution, shown in the preceding table, was ascertained and the amount for each of the years 1904 to 1913, inclusive: STATEMENT SHOWING THE AGGREGATE OF THE AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, T0 June 30 ReVenues Expenses ReVenue Taxes Net Income Other Income Income Deductions Available 1913. . . . . . . . . . . $1,311,651,493.45 $ 818,519,681.05 || $ 433,131,812.40 $ 45,687,695.60 $ 381,450,116.80 $ 132,684,680.81 || $ 520,134,191.61 || $ 90,044,313.12 || $ 430,090,484.55 1912. . . . . . . . . . . 1,167,216,485.95 792,240,139.35 374,916,346.60 41,370,210.81 333,606,135.79 122,385,034.53 455,991,170.32 80,598,644.27 375,392,526.05 1911. . . . . . . . . . . 1,152,022,104.05 768,344,783.48 383,677,920.57 37,524,291.66 346,153,628.91 130,431,293.45 476,584,922.36 TT,153,218.27 399,431,704.09 1910. . . . . . . . . . . 1,148,279,615.53 755,030,246.42 393,249,369.11 37,662,945.64 355,586,423.47 128,541,936.13 484,128,359.60 75,540,867.75 408,587,491.85 1909. . . . . . . . . . . 1,001,815,345.49 641,505,436.77 360,309,908.72 31,533,933.05 328,715,975.67 98,926,718.99 427,702,694.66 68,946,262.66 358,756,432.00 Total...... $5,780,991,644.47 || $3,835,640,287.07 || $1,945,351,357.40|| $ 193,779,076.76 $1,751,572,280.64 $ 612,969,663.97 $2,364,541,944.61 $ 392,283,306.07 || $1,972,258,638.54 Yearly Average $1,156,198,328.89 |$ 767,128,057.41 $ 389,070,271.48 || $ 38,755,815.35 | $ 350,314,456.13 $ 122,593,932.79 || $ 472,908,388.92 || $ 78,456,661.21 $ 394,451,727.71 1908........... $ 970,866,268.32 || $ 649,527,364.19 $ 321,338,904.13| $ 29,790,021.77 $ 291,548,882.36 $ 112,736,723.06 || $ 404,285,605.42 $ 66,824,744.56 || $ 337,460,860.86 1907........... 989,081,291.29 624,364,939.65 364,716,351.64 27,762,353.62 336,953,998.02 74,384,870.18 411,338,868.20 54,930,991.37 356,401,876.83 1906. . . . . . . . . . . 849,812,134.50 525,868,233.73 323,943,900.77 24,155,317.07 299,788,583.70 59,111,157.77 358,899,741.47 48,176,384.80 310,723,356.67 1905........... 746,826,293.15 472,406,679.44 274,419,613.71 21,227,969.36 253,191,644.35 49,637,627.62 302,829,271.97 47,150,145.41 255,679,126.56 1904. . . . . . . . . . . 704,383,218.61 450,266,502.46 254,116,716.15 19,368,888.91 234,747,827.24 40,834,150.46 275,581,977.70 44,618,604.52 230,963,373.18 Total...... $4,260,969,205.87 || $2,722,433,719.47 || $1,538,535,486.40 $ 122,304,550.73 || $1,416,230,935.67 || $ 336,704,529.09 || $1,752,935,464.76 || $ 261,100,870.66 || $1,491,234,594.10 Yearly Average $ 852,193,841.17 $ 544,486,743.89 $ 307,707,097.28 $ 24,460,910.15 $ 283,246,187.13 || $ 67,340.905.82 $ 350,587,092.95 || $ 52,340,174.13 || $ 298,246,918.82 LABOR FOR INCREASED EFFICIENCY AND TO RESERVES, OF FORTY-THREE REPRESENTATIVE WESTERN RAILROADS. YEARS ENDING JUNE 30, 1913 TO 1904. Year Ending Operating Operating Total Net GroSS Corporate Net Amount 8 - REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. A comparison of the net amount available year by year is illustrated in the following Statement: - Increase in the Net Years Amount Available 1905 over 1904. ....... • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * . . . . . . . . . . $24,715,753.38 1906 over 1905. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55,044,230.11 1907 over 1906. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45,684,520.16 1908 over 1907. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — 18,947,015.97 1909 over 1908. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,295,571.14 1910 over 1909. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49,831,059.85 1911 over 1910. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — 9,155,787.76 1912 over 1911. . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * — 24,039,178.04 1913 over 1912. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54,697,958.50 II. TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS. The following chart shows, in graphic form, for ten representative Western railroads, namely, - Atchison, Topeka and Santa Fe Railway, Chicago and North Western Railway, Chicago, Burlington and Quincy Railroad, Chicago, Milwaukee and Saint Paul Railway, Great Northern Railway, Illinois Central Railroad, Northern Pacific Railway, Oregon Short Line Railroad, Southern Pacific Company, Union Pacific Railroad, a distribution of the increase in the earnings available for capital, because of additional investments in railway property; to labor because of increased efficiency, and to reserves, during the period 1908-1913. It is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years: – Decrease. º //owance. For Refurn º - º on Increased Invesfme/7f 4/.7 Available For Compensation of Increased Labor Efficiency and for Reserves 59.7% (2. zoa incre” * Inc' 26.5% 10% 1Y, cyc” 10 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the preceding chart, it will be seen that only 41 per cent of the average annual increase in the earnings for the two five-year periods was required for a reasonable al- lowance for return on the amount expended for new lines or extensions and for additions and betterments to railway property, leaving the large proportion of 59 per cent available for compensation to increased labor efficiency and for reserves or other purposes. This is an amount equivalent to 27 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. Of the total amount of $39,403,292 available for the greater productivity of labor, there is also shown the small proportion which would be absorbed if certain increases in wage pay- ments to engineers and firemen were made. It is clear that after all increases in operating costs and in meeting the requirements of new capital commitments, there was an ample amount remaining to make possible reasonable increases to locomotive engineers and fire- men to compensate them for their advance in work required and their increased pro- ductivity. Increase in Capital Investment. The following table presents an analysis of the increase in property investment, 1909- 1913, inclusive, of these ten railroads: E. TEN REPRESENTATIVE WESTERN RAILROADS. STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913, OF Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 tº tº e º 'º º tº e º ſº tº a tº sº e º gº tº * * * * * * * * * * * * * * * * * * * * * * * * * * * * * g º º $3,246,592,103.36 Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................. 2,505,056,724.67 Net increase . . . . . . . . . . . . . . . . e e º e º e e e º e s e º e s is e º e s e s e s e s e e º e s is a tº e e s e º 9 ° tº * * * * * * * * * * * * * * * * * * e º is a e e s s a s e e e s ∈ e s e e s e º 'º e º e o e º a s (D $ 741,535,378.69 Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending º Total June 30 From Current ASSets From From Current Assets From Through Issue of Appropriations Total Through ISSue of Appropriations Total Securities, Etc. of Income Securities, Etc. of Income 1909. . . . . . . . . . . . . . . . . . . . . . . . . . $35,994,585.34 ........ $35,994,585.34 $ 26,324,123.88 (3) $ 1,562,854.49 $ 24,761,269,39 $60,755,854.73 1910. . . . . . . . . . . . . . . . . . . . . . . . . . 15,409,118.56 | ........ 15,409,118.56 82,178,946.39 14,648,164.81 96,827,111.20 112,236,229.76 1911. . . . . . . . . . . . . . . . . . . . . . . . . . 49,521,812.41 ....... & 49,521,812.41 79,326,320.31 14,070,039.02 93,396,359.33 142,918,171.74 1912. . . . . . . . . . . . . . . . . . . . . . . . . . 25,715,484.31 , | ........ 25,715,484.31 52,508,330.99 8,483,769.13 0,992,100.12 86,707,584.43 1913. . . . . . . . . . . . . . . . . . . . . . . . . . 207,181,289.43 tº us sº º ve e º ºs 207,181,289.43 102,063,076.85 12,958,925.46 115,022,002.31 322,203,291.74 Total. . . . . . . . . . . . . . . . . . . . . $333,822,290.05 | ........ $333,822,290.05 $342,400,798.42 $ 48,598,043.93 $390,998,842.35 $724,821,132.40 Q) Includes $12,914,310.94, apparently representing adjustment of accounts, affecting property investment prior to July 1, 1908, and excludes a credit of $3,799,935.35 to additions and betterments and a credit to income account. (2) Represents a credit. 12 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The foregoing table shows that during the five years ending June 30, 1913, there was laid out in new capital a total of $724,821,132.40 ($333,822,290.05 for new lines or extensions and $390,998,842.35 for additions and betterments), or an average yearly expenditure of $144,964,226,48. Amount Available for Additional Remuneration to Locomotive Engineers and Firemen. The following table shows clearly for the ten representative Western railroads under consideration, what amount was available from net income during the period 1908-1913, to pay increases in wages to locomotive engineers and firemen to compensate them for their increased work and productive efficiency: STATEMENT SHOWING THE AGGREGATE OF THE AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO - LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES, OF TEN REPRESENTATIVE WESTERN RAILROADS. Yearly Average for the Five Years t Ending June 30 º ITEM Increase 1913 over 1908 1908 1913 Uperating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $528,331,846.03 $688,224,154.59 $159,892,308.56 Uperating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326,064,889.80 444,026,537.93 117,961,648.13 Total net revenue . . . . . . . . . . . . . . . . . . . . . . ...... tº tº tº gº tº tº gº tº tº tº tº gº 202,266,956.23 244,197,616.66 41,930,660.43 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º is tº 15,730,340.27 24,843,640.19 9,113,299.92 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186,536,615.96 219,353,976.48 32,817,360.52 Other income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. ................ 56,736,635.41 104,635,517.51 47,898,882.10 Gross corporate income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243,213,251.37 323,989,493.99 80,716,242.62 Deductions except interest on lunded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41,139,641.13 55,403,674.61 14,264,026.88 Net amount available for distribution to capital because of - additional investments; to labor because of increased efficiency; | and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . * | 66,452,215.74 Expenditures for property (road arid equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º tº g º ſº tº e g g & $724,821,132,40 Less amount appropriated from income......... * * * * * * * * * e º ºs º e º gº tº 48,598,043.93 - $676,223,088.47 Allowance for a fair return to capital for additional investments, o “ . . . . . . . . . . . . . . . . . . . . . . : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27,048,923.54 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * $39,403,292.20 It will be seen from the preceding table, that for the operating revenues the increase during the period 1909-1913 was $159,892,308,56, while the increase for operating expenses was $117,961,648.13. The advance in taxes was $9,113,299.92. Notwithstanding this showing, the increase in the net amount available for distribution to capital because of additional investments; to labor because of increased efficiency, and to reserves for emergency pur- poses was $66,452,215.74. Thus, by allowing a return of $27,048,923.54 or 4 per cent on the expenditures made for railway property during the five years ending with 1913, excluding expenditures made from income or surplus, there still remained $39,403,292.20 to compensate increased labor efficiency and to appropriate for reserves. If interest be allowed on addi- tions to property from income, there would still remain $37,459,370 available to compensate labor efficiency. If an advance of 10 per cent be allowed on the total labor costs of engineers and firemen employed by the railroads under consideration during the year ending June 30, 1913, it would amount approximately to only $3,779,800; an advance of 15 per cent to only $5,669,700; of 20 per cent to $7,559,600; and of 25 per cent to $9,449,500. It is, there- fore, clear that after all operating costs and capital obligations had been paid, there was an ample amount available to meet the reasonable wage-requests of locomotive engineers and firemen. * * : - i Detailed Basic Tables. The following table shows how º $66,452,215.74 nºt amount available for distribution, indicated in the preceding table, was ascertained, and ishows the figures for each of the years 1904 to 1913, inclusive: } f 3. STATEMENT SHOWING THE AGGREGATE OF THE AMOUNT OF INCREASED INCOME THAT IS AWAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, T0 LABOR FOR INCREASED EFFICIENCY. AND TO RESERVES, OF TEN REPRESENTATIVE WESTERN RAILROADS. YEARS ENDING JUNE 30, 1913 T0 1904. Year Ending June 30 0perating Revenues Operating Expenses Total Net Revenue Taxes Net Income Other Income GroSS Corporate Income Deductions Net Amount Available $ 762,626,299.68 678,377,778.89 $ 495,093,092.42 450,146,991.69 $ 267,533,207.26 228,230,787.20 29,431,584.09 26,481,494.72 $ 238,101,623.17 201,749,292.48 111,843,232.29 103,919,799.81 $ 349,944,855.46 305,669,092.29 $ 62,210,022.89 55,700,317.52 $ 287,734,832.57 249,968,774.77 684,777,269.22 444,692,058.07 240,085,211.15 24,036,470.24 216,048,740.91 110,681,965.44 326,730,705.35 55,211,301.05 271,519,405.30 697,174,988.07 449,826,203.14 247,348,784.93 24,431,986.82 222,916,798.11 111,356,668 02 334,273,466.13 53,966,534.42 280,306,931.71 618,164,437.11 380,374,344.32 237,790,092.79 19,836,665.06 217,953,427.73 85,375,921.97 303,329,349.70 49,930,197.15 253,399,152.55 $3,441,120,772.97 $2,220,132,689.64 || $1,220,988,083.33 124,218,200.93| $1,096,769,882.40 523,177,587.53 || $1,619,947,469.93 $ 277,018,373.03 || $1,342,929,096.90 $ 688,224,154.59 $ 444,026,537.93 $ 244,197,616.66 24,843,640.19 $ 219,353,976.48 104,635,517.51 $ 323,989,493.99 || $ 55,403,674.61 $ 268,585,819.38 ióð........... Total...... Yearly Average 's 606,400,685.07 608,294,612.30 $ 393,745,000.79 376,790,815.71 $ 212,655,684.28 231,503,796.59 19,516,779.84 18,129,085.33 $ 193,138,904.44 213,374,711.26 97,429,642.18 63,887,043.66 $ 290,568,546.62 277,261,754.92 $ 48,601,193.78 44,761,568.62 $ 241,967,352.84 232,500,186.30 522,315,355.02 313,389,669.16 208,925,685,86 15,089,479.45 193,836,206.41 49,666,974.11 243,503,180.52 38,854,979.35 204,648,201.17 462,183,332.13 277,387,911.75 184,795,420.38 13,352,856.91 171,442,563.47 41,058,343.23 212,500,906.70 37,309,451.81 175,191,454.89 442,465,245.63 269,011,051.59 173,454,194.04 12,563,499.81 160,890,694.23 31,641,173.87 192,531,868.10 36,171,045.09 156,360,823.01 $2,641,659,230.15 $1,630,324,449.00 $1,011,334,781.15 78,651,701.34 $ 932,683,079.81 283,683,177.05 || $1,216,366,256.86 $ 205,698,238.65 $1,010,668,018.21 $ 528,331,846.03 $ 326,064,889.80 $ 202,266,956.23 15,730,340.27 $ 186,536,615.96 $ 56,736,635.41 $ 243,273,251.37 $ 41,139,647.73 $ 202,133,603.64 i. 14 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. A comparison of the net amount available, year by year, is illustrated in the following Statement: Increase in the Net Years Amount Available 1905 over 1904............... e e º e º ºs e º e º e º 'º e º 'º º tº tº º º & © e º 'º - e º 'º e º 'º e º e º e º e s tº a $18,830,631.88 1906 over 1905.......................................................... 29,456,746.28 1907 over 1906.......................................................... 27,851,985.13 1908 over 1907.......................................................... 9,467,166.54 1909 over 1908.......................................................... 11,431,799.71 1910 over 1909.......................................................... 26,907,719.16 1911 over 1910.......................................................... — 8,787:526.41 1912 over 1911.......................................................... – 21,550,630.53 1918 over 1912.......................................................... 37,766,057.80 From this statement it will be seen that with the exception of the years 1911 and 1912, each year showed a proportionately large increase in the net amount available for dis- tribution, thus demonstrating that the railroads were steadily becoming more prosperous since 1904. III. ATCHISON, TOPEKA AND SANTA FE RAILWAY COMPANY. The following chart shows in graphic form, for the Atchison, Topeka and Santa Fe Railway Company, a distribution of the increase in the earnings available either to capital because of additional investments in railway property or to labor because of increased efficiency, or to reserves during the period 1909–1913. It is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the pre- ceding five years: – Decrease. A. ZT & S. AZ. AP 7/. // § S $\.) Ñ } \， § § Qj R $ $ $ A ZZ 4244%.S Ży 7, Z4A/22 AZ) Avezzye Kºozå. 7/547% $ $ $ <Ş ş $ $ N) §§§） Ū>$ $ Z//7.5 ///P/WA AZ Ù È Ř S § NÈ È È A3 a'ymeºs fo F/ra //-2 $ $ $ $ $ S SŇ 3 // 4. (. 16 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the foregoing chart it will be seen that only 49.55 per cent of the average annual increase in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and better- ments to railway property, leaving the large proportion of 50.45 per cent available for com- pensation to increased labor efficiency or emergency reserves. This is an amount equivalent to 16 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. The large sum available for remun- erating employes for increased work and efficiency during the five years, 1909–1913, is at once apparent. The chart also shows what a small proportion of the amount available to pay advances in rates of pay to employes would be used if certain increases in wage payments to engineers and firemen were made. The amount available for additional pay- ments to labor is, by way of illustration, $3,577,544, while a 15 per cent advance in wage- payments to locomotive engineers and firemen, according to the 1913 reports of the rail- roads, would amount to only $670,500. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of the Atchison, Topeka and Santa Fe Railway Company: S. STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 Investment in road and equipment (excluding reseive for depreciation) on June 30, 1908 * * * * * * * * * * * * * * * * * * * * * * s e º e º e º ºs e s a s e s tº e º 'º e e s a e e º e s is a s * * * * * * * * * * * * * * * * * * * * * * * * * * * * * a s e º a s e º a s is e º e º ºs e s is a s is a $632,454,424.75 513,712,029.23 Net increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & sº a u e º u e º e a s = º e is a e º a tº GD $115,742,395.52 Analysis of the Increase in Property Investment Year Ending June 30 Expenditures for New Lines or Extensions Expenditures for Additions and Betterments From Current Assets Through Issue of Securities, Etc. From Appropriations of Income Total From Current Assets Through Issue of Securities, Etc. From Appropriations of Income Total Total $ 819,567.84 G) ºiáſi © tº e º g g tº º & sº ſº e º & E & & º f is º is a s tº gº & © & © tº gº (2) $ 819,56784 tº gº tº ſº tº $ tº ſº $ 3,036,980.36 e tº º is sº e º e º e º s 00 ,300,000 00 514,433 63 $ 3,036,980.36 25,115,145.88 $ 3,856,548.20 30,797,811.79 $ 11,027,837.0% * * g is 4 & © & $ 11,027,837.04 $ 76,817,631.44 te $ 22,874,433 63 $ 99,692,065.07 $110,719,902.11 (D Includes $3,232,312.64 due to an adjustment of accounts representing expenditures made prior to July 1, 1907, but not taken into property account until the year ending June 30, 1910 (2) Represents a credit. (3) Does not include $1,790,180.77 expenditures * for additions and betterments to property affiliated and auxiliary companies added to the “Expenditures July, 1907, to June 30, 1909,” in the 1910 report. 18 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The foregoing table shows that during the five years ending June 30, 1913, there was a total capital outlay of $110,719,902.11 ($11,027,837.04 for new lines or extensions, and $99,692,065,07 for additions and betterments), or an average yearly capital commitment of $22,143,980.42. Amount Available for Additional Remuneration to Labor. The table next presented shows the net increase in income and the net gain in the sur- plus for additional payments to labor during the five-year period 1908-1913, as compared with the preceding five years: STATEMENT SHOWING THE AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908-1918 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. Yearly Average for the Five Years Ending June 30 ITEM Increase 1913. Over 1908 1908 1913 Operating revenues ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 56,662,192.23 $88,170,659.78 $31,508,467.55 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,390,392.72 55,892,368.92 20,501,976.20 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,271,799.51 32,278,290.86 11,006,491.35 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,831,602.36 3,323,227.87 1,491,625.51 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,440,197.15 28,955,062.99 9,514,865.84 0ther income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,472,214.23 6,281,025.59 — 1,191,188.64 Gross corporate income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,912,411.38 35,236,088.58 8,323,677.20 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372,349.79 1,604,663.55 1,232,313.76 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . 7,091,363.43 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $110,719,902.11 Less amount appropriated from income. . . . . . . . . . . . . . . . . . . . . . . . . . 22,874,433.63 $ 87,845,468.48 Allowance for a fair return to capital for additional investments, * * * * * * * * * * * * * * * * * * * * * * * * * * * * is e s e s m e º 'º e s = e s e e s = e < e e < * * * 3,513,818.74 appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $3,577,544.69 It will be seen from the preceding table, that for operating revenues the average yearly increase was $31,508,467.55, while the increase for operating expenses was only $20,501,976.20, Taxes increased $1,491,625.51. Notwithstanding this showing, the net amount available for distribution to capital because of additional investments, to labor because of increased efficiency, and to reserves for emergency purposes, was $7,091,363.43. Thus by allowing a return of $3,513,818.74, or 4 per cent on the expenditures made for railway property during the five years ending with 1913, excluding expenditures made from income or surplus, there still remained $3,577,544.69 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent be allowed on the total labor costs of engineers and firemen of this road during the year ending June 30, 1913, it would amount approximately to only $447,000; and an advance of 15 per cent to only $670,500. Detailed Statement Tables. A study of the table which next follows shows how the $7,091,363.43, net amount avail- able for distribution, shown in the preceding table, was ascertained, and shows the figure for each of the years 1904 to 1913, inclusive: — (Minus) Denotes decrease. STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO Yearly average RESERVES. $ 21,271,799.51 1,831,602.36 19,440,197.15 $ 7,472,214.23 $ 26,912,411.38 372,349.79 || $ 26,540,061.59 June 30 RevenueS Expenses Revenue Taxes Net Income Other Income I1C0IIlê Deductions Available 1913. . . . . . . . . . . $ 98,090,754.41 $ 63,830,682.73 $ 34,260,011.68 4,067,431.90 30,192,639.78 $ 7,487,859.34 $ 37,680,499.12 2,015,719.62 $ 35,664,779.50 1912. . . . . . . . . . . 89,856,346.85 57,666,316.02 32,190,030.83 3,556,069.40 28,633,961.43 6,061,032.37 34,694,993.80 1,679,436.68 33,015,557.12 1911. . . . . . . . . . . 89,164,216.53 56,637,493.89 32,526,722.64 2,925,995.83 29,600,126.81 5,688,786.92 35,289,513.13 1,513,551.07 33,775,962.66 1910. . . . . . . . . . . 86,971,313.00 55,945,464.52 31,025,848.48 3,449,836.04 27,575,012.44 6,157,721.43 33,733,133.87 1,649,505.52 32,084,228.35 1909. . . . . . . . . . 76,770,668.10 45,381,887,44 31,388,780.66 2,616,806.17 28,771,974.49 6,009,727.88 34,781,702.37 1,165,104.88 33,616,597.49 Total...... $ 440,853,298.89 || $ 219,461,844.60 $ 161,391,454.29 16,616,139.34 144,775,314.95 $ 31,405,127.94 $ 176,180,442.89 8,023,317.77|| $ 168,157,125.12 Yearly Average | $ 88,170,659.78 $ 55,892,368.92 $ 32,218,290.86 3,323,227.87 28,955,062.99 || $ 6,281,025.59 $ 35,236,088.58 1,604,663.55 $ 33,631,425.02 1908........... . $ 75,574,381.94 || $ 48,100,629.23 $ 27,473,152.11 2,789,919.15 24,683,833.56 $ 2,273,612.93 || $ 26,957,446.49 1,049,404.95 $ 25,908,041.54 1907. . . . . . . . . . . 76,639,367.70 47,161,986.95 29,477,380.75 2,127,508.17 27,349,872.58 5,469,870.43 32,819,743.01 14,237.98 32,305,505.03 1906. . . . . . . . . . . 47,758,905.64 29,568,704.72 18,190,200.92 1,532,695.93 16,657,504.99 11,825,881.34 28,483,386.33 128,062.99 28,355,323.34 1905. . . . . . . . . . . 41,492,968.54 26,993,256.29 14,499,712.25 1,344,798.68 ,154,913.57 8,291,749.62 21,446,663.19 y s w w 3 21,352,896.72 1904. . . . . . . . 41,845,337.34 25,127,386.42 16,717,950.92 1,363,089,87 15,354,861.05 9,499,956.81 24,854,817.86 76,276.55 24,778,541.31 Total...... $ 283,310,961.16 $ 176,951,963.61 $ 106,358,997.55 9,158,011.80 97,200,985.75 $ 37,361,071.13 $ 134,562,056.88 1,861,748.94 || $ 132,700,307.94 $ 56,662,192.23 $ 35,390,392.72 30, 1913 TO 1904. Year Ending Operating Operating Total Net GroSS Corporate Net Amount YEARS ENDING JUNE 20 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. A comparison of the netſamount available year by year during the period 1904-1913, is illustrated in the following statement.: } Increase in the Net Years Amount Available 1905 over 1904. ....... 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . —$3,425,644.59 1906 over 1905........... * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * e 7,002,426.62 1907 over 1906.........!.................................................. 3,950,181.69 1908 over 1907. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — 6,397,463.49 1909 over 1908. . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * c e º 'º e º e º e º e º e 7,708,555.95 1910 over 1909.........; : * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * – 1,532,369.14 1911 over 1910......... is * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 1,691,734.31 1912 Over 1911................ ‘. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — 760,405.54 1913 over 1912. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,649,222.38 IV. CHICAGO, BURLINGTON AND QUINCY RAILROAD COMPANY. | The following chart shows in graphic form for the Chicago, Burlington and Quincy Railroad Company, a iºn of the increase in the earnings available to capital because of additional investments in railway property; to labor because of increased efficiency, and to emergency reserves during the period 1909-1913. It is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years: – Decrease. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 21 • I * ... " } • & A. ºf 49 AP AP C2 T … . . //ZAPA24.542 AAAEM/75 Al/4//AAAA A27 Aºzz/2M/ //v //v2.57//wz's Z//, 74% As7. 5 /3428, A24, 42% W,547//V 72 AAAOP AAAZZZZAZTV, AAZ /22 A*SAAPVAs. (3.asea oz &e 4227e A22-4, Z2//s ZºZº. Z/e Aºse 3 hºrs. as Zozoorea, wºº //e 2% erage fºr the 5 A*-ecea.ºrg . Mºors) Available For Corr perisaffon tº A//owarce For Peña/P/7 of I/7creased Labor Bfficiency º O” Increased Inves?”ze/7? a/7a. For Peserves. º 4/.2 The relative proportions of cerſarz percer/age lºoses of presertf wage payrnehy's 'fo Firemer, and Erigineers &re indica/ea. 22 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the preceding chart, it will be seen that only 41 per cent of the average annual in- crease in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and betterments to railway property, leaving the large proportion of 59 per cent available for compensation to increased labor efficiency and for emergency reserves. This amount is equivalent to 20 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. It is apparent that more than a sufficient net gain was made in earnings to compensate locomotive engineers and firemen for their additional work and productivity. The chart also shows the small proportion of this amount which would be used if certain increases in wage-payments were made to engineers and firemen. By way of illustration, the amount available to com- pensate employes for increased efficiency in 1913, after all capital requirements had been met was $1,950,785, while a 15 per cent advance in rates of pay to locomotive engineers and firemen employed by the railroad in 1913 would be only $627,000. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of the Chicago, Burlington and Quincy Railroad Company: STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. (O Includes $3,186,414.61 expended for property through income in 1908, but not added to property account until the year 1910. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 .................... $ $414,753,221.31 * * * * * * * * * * * * * * * * * * * e e º e s tº º is g º ºs º º Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 52,734,691.47 $ 42,333,731.06 © tº $ ſº º e dº º e º sº tº e º 'º tº ſº gº tº tº ſº º is tº tº e º E tº ſº e º 'º e º º ºs e º ſº tº e º e * * * e º 'º - e. 358,832,115.23 $ 18,234,801.63 $ 24,098,929.43 Net increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º e º ºs º is tº º ſº e º e º e º sº e e º e (D $ 55,921,106.08 $ 10,400,960.41 Analysis of the Increase in Property Investment $ 10,400,960.41 Expenditures for New Lines or Extensions Total. . . . . . . . . . . . . . . . . . . . . Expenditures for Additions and Betterments Year Ending Total June 30 From Current Assets From From Current Assets From Ot Through Issue of Appropriations Total Through Issue of Appropriations Total Securities, Etc. of Income Securities, Etc. of Income 1909........... tº e º e º ſº tº e º e ... . . . $ 1,021,045.51 | ....... e $ 1,021,045.51 $ 391,898 99 $ 2,237,080.86 $ 2,628,979.85 $ 3,650,025.36 1910. . . . . . . . . . . . . . e s tº e º 'º e o e º e e 3,189,235.47 ........ 3,189,235.47 2,468,951.46 3,329,006.47 ,797,957.93 8,987,193.40 1911. . . . . . . . . . . . . tº t e º e º e º 'º e º 'º º 4,134,261.97 & a tº e e 4,134,261.97 6,897,200 34 4,826,755.01 11,723,955.35 15,858,217.32 912. . . . . . . . . . . . . . . . . . . . . . . . . . 453,273.90 | ..... gº tº º 453,273.90 5,899,399 09 3,944,216.08 9,843,615.17 10,296,889.01 1918. . . . . . tº gº tº e º e º e º e º 'º e º º e º 'º e 1,603,143.56 | . . . . . . . . 1,603,143.56 8,441,479.55 3,897,743.21 12,339,222.76 13,942,366.32 * 24 REVENUE GAINS BY REPRESENTATIVE WESTERN, RAILROADS. The foregoing table shows that during the five years ending June 30, 1913, there was a capital outlay of $52,734,691.47 ($10,400,960.41 for new lines or extensions, and $42,333,- 731.06 for additions and betterments), or an average yearly investment of $10,546,938.29. Amount Available for Additional Remuneration of Labor. The table which follows shows, in a tondensed manner, for this railroad for the five years ending June 30, 1913, over the average for the preceding five years, the net gain in income, after all capital obligations had been paid, available to compensate labor for its advance in productive efficiency: STATEMENT SHOWING AMOUNT OF INCREASED INGOME DURING THE PERIOD 1908-1918 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY. AND TO RESERVES. | Yearly Average for the Five Years l Ending June 30 w Increase ITEM l 1913 over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -$72,035,748.46 $87,972,171.84 $15,936,423.38 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49,018,113.00 61,058,569.77 12,040,456.77 Total net revenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,017,635.46 26,913,602.07 3,895,966.61 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,198,269.65 3,078,383.45 880,113.81 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e 20,819,365.82 23,835,218.60 3,015,852.78 Other income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 541,019.07 1,945,139.82 1,404,120.75 Gross corporate income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,360,384.89 25,780,358.42 4,419,973.53 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396,781,50 1,485,974.16 1,089,192.66 Net amount available for distribution to capital because of additional investments; to labor because of increased, efficiency: and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . 3,330,780.87 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $52,734,691.47 Less appropriations from income. . . . . . . . . . . . . . . . . . . . . . . . . '• * * * * * 18,234,801.63 - $34,499,889.84 Allowance for a fair return to capital for additional investments, 0 e º e e s a • tº e º ºs e º e º e º a e e s is a tº e º e s a e s tº a e º e º ºs e s s e º e s e º º '• * * * * * 1,379,995 59 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . .............. . . . $1,950,785.28 From the preceding table for the five years ending June 30, 1913, it will be seen, for operating revenues the average yearly increase was $15,936,423, while the increase for operating expenses was $12,040,456. Taxes increased $880,113. Notwithstanding this showing, the net amount available for distribution to capital because of additional invest- ments, to labor because of increased efficiency, and to reserves for emergency purposes was $3,330,78087. Thus, by allowing a return of $1,379,995.59 or 4 per cent on the ex- penditures made for railway property during the five years ending with 1913, except the expenditures charged to income or surplus, there still remained $1,950,785.28 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent be allowed on the labor costs of engineers; and firemen of the railroad under consideration for the year 1913, it would amount approximately to only $418,000; and an advance of 15 per cent to only $627,000. A 20 per cent advance in the rates of pay to engine crews would be only $936,000. Detailed Basic Tables. A study of the table next presented, shows how the $3,330,780.87, net amount avail- able for distribution, shown in the preceding table, was arrived at and shows the figure for each of the years 1904 to 1913, inclusive: - i 'Ji STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. YEARS ENDING JUNE 30, 1913 TO 1904. Year Ending Operating Operating Total Net Gross Corporate Net Amount June 30 Revenues Expenses Revenue Taxes Net Income Other Income Income Deductions Available 1913........... $ 95,284,182.64 $ 63,880,279.17 | $ 31,403,903.47 $ 3,551,980.74 || $ 27,851,922.73 || $ 1,959,929.90 $ 29,811,852.63 $ 1,169,755.27 $ 28,642,097.36 1912. . . . . . . . . . . 87,629,242.62 61,675,824.32 25,953,418.30 3,303,058.11 22,650,360.19 2,151,044.15 24,801,404.34 1,482,548.50 23,318,855.84 1911. . . . . . . . . . . 88,993,747.87 60,370,554.39 28,623,193.48 3,049,124.17 25,574,059.31 2,174,698.87 27,748,768.18 1,614,338 61 26,134,429.57 1910. . . . . . . . . . . 88,649,999.48 63,955,729.27 24,694,270.21 2,970,736.78 21,723,533.43 2,523,693.81 24,247,227.24 1,765,590.85 22,481,636.39 1909. . . . . . . . . . . T9,303,686.59 55,410,461.71 23,893,224.88 2,517,017.52 21,376,207.36 916,332.35 22,292,539.71 1,397,637.58 20,894,902.13 Total...... $ 439,860,859.20 $ 305,292 848 8G | $ 134,568,010 34 $ 15,391,917.32 $ 119,176,093.02 || $ 9,725,699 08 $ 128,901,792.10 || $ 7,429,870.81 $ 121,471,921.29 Yearly average $ 87,972,171.84 || $ 61,058,569.77 $ 26,913,602.07 || $ 3,018,383.46 $ 23,835,218.60 $ 1,945,139.82 $ 25,780,358.42 $ 1,485,974.16 $ 24,294,384 26 ,455,988.13 $ 20,038,960.83 || $ 1,426,141.63 $ 21,465,102.46 || $ 1,657,003.49 $ 19,808.09837 1908........... $ 18,291,854.65 |$ 55,796,905.70 || $ 22,494,948.96 $ 2 1907. . . . . . . . . . . 80,951,635.71 57,430,823.37 23,520,812.34 2,814,057.06 20,706,755.28 443,262.16 21,150,017.44 | . . . . . . . . 21,150 017.44 1906. . . . . . . . . . . 72,803,349.95 50,045,125.50 22,758,224.45 2,018,494.16 20,739,730.29 410,682.54 21,150,412.83 ........ 21,150,412 83 1905. . . . . . . . . . . 64,644,306.58 40,960,617.99 23,683,688.59 1,840,627.35 21,843,081.24 302,206.00 22,145,267.24 | . . . . . . . . 22,145 267,24 1904. . . . . . . . . . . 63,487,595.41 40,857,092.43 22,630,502.98 1,862,181.53 20,768,321.45 122,803.03 20,891,124.48 326,903.99 20,564,220.49 Total. . . . . . $ 360,178,742.31 $ 245,090,564.99 || $ 115,088,177.32 $ 10,991,348.23 $ 104,095,829.09 || $ 2,705,095.36 || $ 106,801,924.45 $ 1,983,907.48 || $ 104,818,016.97 Yearly average $ 72,035,748.46 $ 49,018,113.00 $ 23,017,635.46 $ 2,198,263.65 $ 20,819,365.82 $ 541,018.01 s 21,380,384.89 |s 386,781,50 $ 20.963 60339 *— 26 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. A comparison of the net amount available, year by year, is illustrated in the following Statement: Increase in the Net Years Amount Available 1905 over 1904. ............ e - © tº e e º e º e º 'º - º e º e º & © tº e º ºs e - © e º 'º e º ºs e º ºs e º e º e e º e s e $1,581,046.75 1906 over 1905........................................................... — 994,8 1907 over 1906........................................................... - 395.39 1908 over 1907. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................. — 1,341,918.47 1909 over 1908. . . . . . . . . . . . . . . . . . . . . . . .................................... — 1,086,803.16 1910 over 1909........................................................... 1,586,734.2 1911 over 1910.......................... * e e º 'º e s s e s • * * * * * * * * e s e s • * * * * * e s m e 3,652,793.18 12 over 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . – 2,815,573.73 1913 over 1912........................................................... 5,323,241.52 W. GREAT NORTHERN RAILWAY COMPANY. The following chart shows, in graphic form, for the Great Northern Railway Com- pany, a distribution of the increase in its earnings available for capital because of addi- tional investments in railway property, to labor because of increased efficiency, and to re- serves, during the period 1909-1913. It is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 27 49. AZ A2/. CZ2 /VCAPA-45AZ2 AAAWWA's Al/4/ZAA/A AOA. Arºzz/P/V Zw /V/As7A/AWZs Z///w& 77% A457 5 /*A*s, AZ” 427/27/547///Z, ZAA0P 47/7//ZWZ), AAZ2/ZP AZSZPl/ZS (232sea oz Me Abezze /22/4, 427/s Z/2Z, the Aosé Jº Jéors as 42722-ea zoº &#e Abezzye Zºº &e 3 Arece” Mºors.) _^ ººzzº, º y & Kº Yº W º à º The re/a//ve Argoor//ons of cer/2/r_/oerce/7/29e ſacreoses of Aresenz wage Anayrººdrºš fo / frenze/7 arzaz &rzyſzzeers are //zoº/correa. 28 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the preceding chart it will be seen that only 20 per cent of the average annual increase in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and betterments to railway property. leaving the large, proportion of 80 per cent available for compensation to increased labbr efficiency or for reserves for the benefit of stockholders. This is an amount equivalent to over 66 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. The chart also clearly sets forth the very small portion of the increase in earnings, actually available for labor, which would be absorbed if certain increases in wage payments were made to remunerate engineers, and firemen for increased work and efficiency. By way of illustration, the amount, available for additional payments to labor is $9,558,052, while a 15 per cent advance in wage. payments to locomotive engineers and firemen would amount to $487,200, or only 5 per cent of the amount. that remained to compensate labor efficiency. & ... . Increase in Property Investment. * The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of the company under consideration: 2” : ***------rºys, v ∈º " STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. 1907, and not included in the property account until the year 1910. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 Q) Includes $2,004,157.23 apparently representing an adjustment of accounts prior to July 1, $364,939,241.03 tº es e º ſº tº º ſº tº e º 'º & e º 'º e º ſº tº dº ſº e ſº tº e º e º 'º g º ºs e º e º ºs e º e º 'º e º gº tº e g º O º $ 71,520,668.46 $ 39,709,369.06 Net increase 291,414,415.34 $ 10,794,733 27 a e e s e º e e s e º a 4 s e e a s a e s e º a e s e a s e s e s a s s e s m e º e s s e e º e s e s e a s is e s a ſe tº e e s is tº º e º e º e º e º º tº e º e º e º e o 'º e º e s e º a s e e º e s is e e ....GO $ 73,524,825.69 28,914,635.79 $ $ 31,811,299.40 Analysis of the Increase in Property Investment $31,811,299.40 Expenditures for Additions and Betterments Expenditures for New Lines or Extensions Year Ending Total. . . . . . . . . . . . . . . . . . . . . From Current Assets From From Current Assets From Through Issue of Appropriations Total Through ISSue of Appropriations Total Securities, Etc. of Income Securities, Etc. of Income 1909. . . . . . . . . . . . . . . . . . . . . . . . . . $ 5,836,310.86 e e e º e º 'º e $ 5,836,310.86 $ 4,095,496.65 | . . ........ $ 4,095,496.65 $ 9,931,807,51 1910.......... gº º e º 'º º ſº e º e º º ºs e º e 2,769,372.41 e e º e º e º 'º 2,769,372.41 5,935,338.09 $ 2,319,158.34 8,254,496 43 11,023,868.84 1911.......... tº ºn e º ſº tº e º ºs e º is tº e º sº 4,064,184.63 ce ºn tº tº ſº tº gº tº 4,064,184.63 6,389,445.22 4,078,436.78 10,467,882.00 14,532,066.63 912....... e º 'º e º 'º e º 'º - e º 'º º e º e º e 7,399,346.83 tº gº tº e º ſº tº e 7,399,346.83 3,059,396.55 1,178,071.61 4,237,468.16 11,636,814.99 1918. . . . . . . . . . . . . . . . . . . . . . . . . . 11,742,084.67 *— tº ſº e º 'º e & © 11,742,084.67 9,434,959.28 3,219,066.54 12,654,025.82 24,396,110.49 . Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 30 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The foregoing table shows, that during the five years ending June 30, 1913, there was expended a total of $71,520,668.46 for property, ($31,811,299.40 for new lines or extensions, and $39,709,369.06 for additions and betterments) or an average yearly expenditure of $14,304,133.69. Also, it will be noted that capital outlay for property investment increased from $9,931,807.51 in 1909 to $11,636,814.99 in 1912 and to $24,396,11049 in 1913, or the cap- ital outlay in the year 1913 was more than twice as great as the expenditure in the pre- ceding year. Amount Available for Additional Remuneration to Locomotive Engineers and Firemen. The following table shows clearly the amount of increased income, during the period 1908-1913, available after the payment of all operating costs and capital obligations, to pay increases in wages to locomotive engineers and firemen to compensate them for their increased work and productive efficiency. It has also been compiled from the annual reports of the railroads to the Interstate Commerce Commission: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY. AND TO RESERVES. Yearly Average for the Five Years Ending June 30 Increase 1913 over 1908 ITEM 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $45,447,359.43 $65,865,860.85 $20,418,501.42 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,189,591.92 39,394,450.43 14,204,858.51 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,257,767.51 26,471,410.42 6,213,642.91 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,686,688.21 3,432,060.06 1,745,371.85 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,571,079.30 23,039,350.37 4,468,271.07 Other income . . . . . . . . . . . . . . . . . . . . . . . . e is e a e º e s e o g º e s ∈ G e s is tº e º e º º 5,028,268.54 7,393,109.13 2,364,840.59 Gross corporate income . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e s is a tº º 23,599,347.85 30,432,459.50 6,833,111.65 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,541,850,65 1,387,872.89 |— 5,153,977.76 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserves for emergency purposes...................... 11,987,089.41 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $71,520,668.46 Less appropriations from income. . . . . . . . . . . . . . . . . . . . . . . . . . . . ſº tº e 10,794,733.27 t $60,725,935.19 Allowance for a fair return to capital for additional investments, G - e s • * * * * * * * * * * * * * * * * * * * * : . . . . . . . . ; , . . . . . . . . . . . . . . . . . 2,429,037.41 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $9,558,052.00 From the preceding table it will be seen, that for operating revenues the average yearly increase during the period 1909-1913 was $20,418,501.42, while the increase for operating expenses was $14,204,858.51. The advance in taxes was $1,745,371.85. Notwithstanding this showing, the increase in the net amount available for distribution to capital because of addi- tional investments, to labor because of increased efficiency, and to reserves for emergency purposes was $11,987,089.41. By allowing a return of $2,429,037.41, or 4 per cent, on the expenditures made for railway property during the five years ending with 1913, excluding expenditures made from income or surplus, there still remained $9,558,052 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent be allowed on the labor costs of engineers and firemen of the road under consideration for the year 1913, it would amount to only $324,800; an advance of 15 per cent to only $487,200; of 20 per cent to $649,600; and of 25 per cent to $812,000. Thus, it is clear that after all — Decrease. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 31 operating costs and capital obligations had been paid, there was an ample amount avail- able to meet the reasonable wage-requests of locomotive engineers and firemen. Detailed Basic Table. The purpose of the following table is to show how the $11,987,089.41 net amount avail- able for distribution, shown in the preceding table, was ascertained; giving the figures of all items for each of the years 1904 to 1913, inclusive. Again, the very large net income available for distribution is clearly shown; this table presenting in detailed form the sub- stantial increase in the yearly average amount available of $29,044,586.60 for the five-year period ending June 30, 1913, as compared with the yearly average of $17,057,497.19 for the preceding five-year period; the healthy gains from year to year reflecting the prosperity of this company and establishing its ability to set aside the small proportion of the amount available that would be needed to remunerate labor for increased work and efficiency, and to do so without materially reducing the total amount available to pay a fair return on capital and to make an appropriation for reserves for the benefit of the stockholders: § EFFICIENCY, AND TO RESERVES. STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED YEARS ENDING JUNE 30, 1913 TO 1904. Year Ending Operating Operating Total Net Gross Corporate Net Amount June 30 Revenues Expenses Revenue Taxes Net Income Other Income Income Deductions Available 1913. . . . . . . . . . . $ 80,016,330.64 $ 47,068,837.02 || $ 32,941,473.62 $ 4,276,898.00 || $ 28,610,575.62 $ 7,787,122.76 $ 36,458,298.38 1,545,893.72 $ 34,912,404.66 1912. . . . . . . . . . . 67,315,302.33 38,649,389.93 28,665,912.40 3,486,571.97 23,179,340.43 8,321,309.06 33,500,649.49 2,134,950.92 31,365,698.57 1911. . . . . . . . . . . 62,413,875.09 38,545,146.82 23,868,728.27 3,298,116.44 20,570,611.83 8,067,309.08 28,637,920.91 2,113,927.12 26,523,993.79 1910. . . . . . . . . . . 65,403,577.31 39,856,225.18 25,547,352.13 545,277.13 22,002,074,40 5,553,873.13 27,555,947.53 74,473.40 26,781,474,13 1909. . . . . . . . . . . 54,180,218.90 32,852,633.21 21,327,585.69 2,553,436.14 18,774,149.55 7,235,331.62 26,009,481.17 370,119.31 25,639,361.86 Total. . . . . . $ 329,329,304.27 | $ 196,972,252.16 $ 132,357,052.11 || $ 17,160,300.28 $ 115,196,751.83 $ 36,965,545.65 $ 152,162,297.48 6,939,364.47 $ 145,222,933 01 Yearly Average $ 65,865,860.85 $ 39,394,450.43 || $ 26,471,410.42 $ 3,432,060.06 $ 23,039,350.37 $ 7,393,109.13 $ 30,432,459 50 1,387,872.89 $ 29,044,586.60 1908. . . . . . . . . . . $ 54,978,162.47 $ 36,442,480.04 || $ 18 535,682.43 $ 2,276,074.18 || $ 16 259,608.25 || $ 7,965,839.21 $ 24,225,447.46 1,903,247.24 $ 22 322 200 22 1907. . . . . . . . . . . 50,208,035.10 29,446,866.30 20,761,168.80 1,882,699.31 18,878,469.49 5,239,180.54 24,117,650.03 6,542,091.96 17,575,558 07 1906. . . . . . . . . . . 46,368,411.03 23,007,265.57 23,361,145.46 1,605,801.09 21,755,344.37 4,106,548.18 25,861,892.55 6,996,632.82 18865,259.73 1905. . . . . . . . . . . 39,471,903.68 19,048,579.64 20,423,324.04 1,384,988.26 19,038,335.78 4,294,221.58 23,332,557.36 9,136,821.26 14,195,736.10 1904. . . . . . . . . . . 36,210,284.85 18,002,768.03 18,207,516.82 1,283,878.19 16,923,638.63 3,535,553.20 20,459,191.83 8,130,459.99 12,328,731.84 Total. . . . . . $ 227,236,797.13 $ 125,947,959.58 || $ 101,288,837.55 $ 8,433,441.03 || $ 92,855,396.52 $ 25,141,342 71 || $ 117,996,739 23 32,709,253.27 $ 85,287,485.96 Yearly Average $ 45,447,359.43 $ 1,686,688.21 $ 18,571,079.30 $ 5,028,268.54 $ 23,599,347.85 6,541,850 65 $ 17,057,497.19 $ annºn $ 20,257,767.51 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 33 The following statement summarizes the data presented in the preceding table and sets forth more clearly the increase in the net amount available to compensate increased labor efficiency. An increase of $9,993,468.38 is shown in the amount available in the year 1908 as com- pared with the amount available in 1904, while the net amount available increased from $12,328,731.84 in 1904 to $34,912,404.66 in 1913, or a gain of $22,583,672.82. The second tabulation shows that the average yearly net amount available, during the period ending June 30, 1913, was $29,044,586.60 as compared with $17,057,497.19 for the preceding five-year period; or, an increase of $11,987,089.41 in the amount, for each year of the later period, available to remunerate locomotive engineers and firemen for increased work and efficiency: Increase in the Net Years Amount Available 1908 over 1904. . . . . . . . . . . . . . . . .......................................... $ 9,993,468.38 1918 over 1904. . . . . . . . . . . . . . . . . . . . . ..................................... $22,583,672 82 INCREASED INCOME AWAILABLE. (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $17,057,497.19 $29,044,586.60 $11,987,089.41 VI. NORTHERN PACIFIC RAILWAY COMPANY. The following chart shows, in graphic form, for the Northern Pacific Railway Com- pany, a distribution of the increase in the earnings during the period 1909–1913, available for capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves. It is based on the increased average yearly earnings for the five years cnding June 30, 1913, over the yearly average for the preceding five years: £VENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. /V AZ A2). ZZ2 //Z/PA/45ZZ 4244%.S AVA/Z4A/A /ø/P APA 74/Pay Ow /vvZ's 7///v7s /M/P/vº 77% As7 5 M4A/PS, AOA' 42%;472/7Z Z4A/22 A/7ZZAZ), AM/, /øP/ZSZPlz's (Azsed on the Averøe /?ony Azz/nys Z//zy rhe Aost 4 Kors as 4.2”2area' &//? &e Alezaze /?r e ſº /// /o/− Azef Z//~/7 /7 e/7/ /OVV&/7Ce ef O/7 IP7creasea! ves?/77 42 I ..? *o 22 o *7c*eo's 62 / S.2 Increase /O.ZIn – REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 35 From the preceding chart it will be seen that only 42 per cent of the average annual in- crease in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and betterments to railway property, leaving the large proportion of 58 per cent available for compensation to increased labor efficiency, or, for reserves for the benefit of stock- holders. This is an amount equivalent to 27 per cent of the average yearly amount ex- pended during the five years, both for new lines or extensions and for additions and betterments. The large sum available for remunerating employes for increased work and efficiency is at once apparent. The chart also clearly sets forth the small proportion which would be absorbed if certain increases in wage payments were made to engineers and firemen. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of the Northern Pacific Railway Company: 3. STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Net increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $431,121,398.10 378,781,651.71 Q) $ 52,339,146.39 Analysis of the Increase in Property Investment Year Ending Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Total June 30 From Current Assets From From Current Assets From Through Issue of Appropriations Total Through Issue of Appropriations Total Securities, Etc. of Income Securities, Etc. of Income 1909. . . . . . . . . . . . . . . . . . . . . $ 10.489,323,10 | . . . . . . . . $ 10,489,323.10 $ 1,801,851.11 . . . . . . . . . $ 1,801,851.11 $ 12,291,174.21 1910. . . . . . . . . . . . . . . . . . . . . (2) 2,064,715.79 | . . . . . . . . (2) ,064,715.79 11,929,646.87 | ........ 11,929,646.87 9,864,931.08 1911. . . . . . . . . . . . . . . . . . . . . (3) 432 539.71 . . . . . . . . (2) 432,539.71 7,438,036 78 . . . . . . . . 7,438,036.78 7,005,497.07 1912. . . . . . . . . . . . . . . . . . . . . 742 340 28 | . . . . . . . . 742,340.28 5,239,475 05 | . . . . . . . . 5.239,475.05 5,981,815.33 1913. . . . . . . . . . . . . . . . . . . . . 828,293.28 . . . . . . . . 828,293.28 13,226,041.56 | . . . . . . . . 13,226,041.56 14,054,334.84 Total. . . . . . . . . . . . . . . . . $ 9,562,701.16 . . . . . . . . $ 9,562,701.16 $ 39,635,051.37 | . . . . . . . . $ 39,635,051.37 $49,197,752.53 G) Includes a net amount of $3,141,993.86 representing increase in so-called Land Department Assets ($3,196,525.51) and adjustment of investment to June 30, 1907 ($54,531.65 deficit). (2) Represents a credit. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 37. An increased capital outlay in property is clearly shown by the foregoing table. Dur- ing the five years ending June 30, 1913, there was expended a total of $49,197,752.53 ($9,562,701.16 for new lines or extensions, and $39,635,051.37 for additions and better- ments), or an average yearly investment of $9,839,550.51. A mount Available for Additional Remuneration to Locomotive Engineers and Firemen. The table next presented shows a large balance of $2,663,281.31 available from increased net income, during the period 1908-1913, to pay increases in wages to locomotive engineers and firemen to compensate them for their increased work and productive efficiency: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLF FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE. Yearly Average for the Five Years Ending June 3 Increase ITEM 1913 over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $º ſº tº e º 'º e º e g º º ſº tº $59,402,913 83 $70,761,945 33 $11,359,031 50 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32,180,094.95 42,856,802.64 10,616,107.69 Total net revenue ...... * * * * * * * * e º g º º º • * * * * > e º ſº º ºs tº e º e º e º 'º º 27,222,818.88 27,905,142.70 682,323.82 Taxes . . . . . . e e º e º s e º e º ºs e º us e e tº e º ſº tº e º º ſº tº e - © tº e º & © tº e º 'º & & & © tº e e º & © tº 2,078,604.00 3,440,947.88 1,362,343.88 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º ºs s tº e º ºr e º & e s º ºs e º e º e º ſº tº º e 25,144,214.88 24,464,194.82 – 680,020.06 Other income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº ºn tº º ºs e e 3,108,464.82 8,725,583.77 5,617,118.95 Gross corporate income . . . . . . . . . . . . . . . . . . . . … 28,252,679.71 33,189,718.58 4,937,098.87 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188,459.87 494,367.34 305,907.47 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . 4,631,191.41 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $49,197,752.53 Allowance for a fair return to capital for additional investments, O . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 1,967,910.:0 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $2,663,281.31 It will be seen from the preceding table that for operating revenues the average yearly increase was $11,359,031.50, while the increase for operating expenses was $10,676,707.69. The advance in taxes was $1,362,343.88. Notwithstanding this showing, the increase in the net amount available for distribution to capital because of additional investments, to labor because of increased efficiency and to reserves for emergency purposes was $4,631,191.41. By allowing a return of $1,967,910.10 or 4 per cent on the expenditures made for railway property during the five years ending with 1913, there still remained $2,663,281.31 to com- pensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent be allowed on labor costs of engineers and firemen of the railroad under con- sideration for the year 1913 it would amount approximately to only $360,400; an advance of 15 per cent to only $540,600; of 20 per cent to $720,800; and of 25 per cent to $901,000. It is clear that even if capital, including commitments made from earnings during the five years 1908-1913, were allowed a much larger return than 4 per cent, there would still be an ample amount of net revenues remaining to meet the reasonable wage-requests of locomotive engineers and firemen. — Decrease or deficit. 38 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. Detailed Basic Table. The purpose of the following table is to show how the $4,631,191.41, net amount avail- able for distribution shown in the preceding table, was ascertained; giving the figures of all items for each of the years 1904 to 1913, inclusive. The very large net income avail- able for distribution is again clearly shown; this table presenting in detailed form the substantial increase in the average yearly amount available during the five-year period ending June 30, 1913, as compared with the yearly average for the preceding five-year period. The healthy gains from year to year reflect the prosperity of this company and establish its ability to set aside the small proportion of the balance of net income available that would be needed to remunerate labor for increased work and efficiency, and to do so without materially reducing the total amount available to pay a fair return on capital and to make an appropriation for reserves for the benefit of the stockholders: 3 EFFICIENCY, AND TO RESERVES. STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED YEARS ENDING JUNE 30, 1913 TO 1904. Year Ending Operating Operating Total Net GroSS Corporate º Net Amount June 30 ReyenueS Expenses Revenue Taxes Net Income Other Income Income Deductions Available 1913. . . . . . . . . . . $ 74,599,130.84 $ 46,281,469.99 28,311,660.85 $ 3,999,028.08 || $ 24,312,632.77 $ 8,871,818.11 || $ 33,184,510.94 $ 537,303.22 || $ 32,647,207.72 1912. . . . . . . . . . . 65,253,606.57 39,675,423.03 25,578,180.54 3,739,079.37 21,839,101.17 9,256,444.85 31,095,546.02 526,319.96 30,569,226.06 1911. . . . . . . . . . . 66,912,318.77 41,287,444.56 25,624,874.21 3,296,797.49 22,328,076.72 9,516,585.83 31,844,662.55 561,149.26 31,283,513.29 1910. . . . . . . . . . . 76,870,150.34 47,729,254.59 29,140,895.75 3,621,999.80 25,518,895.95 8,113,130.46 33,632,026.41 509,927.90 33,122,098.51 1909. . . . . . . . . . . 70,174,520.15 39,304,418.01 30,870,102.14 2,547,834.67 28,322,267.47 7,869,879.53 36,192,147.00 337,136.34 35,855,010.66 Total..... $ 353,809,726.67 $ 214,284,013.18 139,525,713.49 $ 17,204,739.41 $ 122,320,974.08 || $ 43,627,918.84 $ 165,948,892.92 $ 2,471,836.68 $ 163,477,056.24 Yearly Average $ 70,761,945.33 $ 42,856,802.64 27,905,142.70 || $ 3,440,947.88 $ 24,464,194.82 $ 8,725,583.77 |$ 33,189,778.58 $ 494,367.34 $ 32,695,411.25 1908. .......... $ 70,023,092.13 || $ 41,011,715.40 29,011,316.73 $ 2,717,485.67 $ 26,293,891.06 || $ 8,412,009.44 |$ 34,705,900.50 $ 302,522.13 $ 34,403,378.37 1907........... 68,447,453.65 37,601,938.12 30,845,515.53 2,398,719.00 28,446,796.53 2,203,597.21 30,650,393.74 160,469.30 30,489,924.44 1906. . . . . . . . . . . 61,132,655.47 31,029,612.10 30,103,043.37 2,213,040.00 27,890,003.37 1,731,105.78 29,621,109.15 160,469.30 29,460,639.85 1905........... ,771,070. 6,881,943.77 23,889,127.18 1,601,000.00 22,288,127.18 1,687,257.30 23,975,384.48 160,469.30 23,814,915.18 1904. . . . . . . . . . . 46,640,296.96 24,375,265.35 22,265,031.61 1,462,775.33 20,802,256.28 1,508,354.38 22,310,610.66 158,369.30 22,152,241.36 Total...... $ 297,014,569.16 || 5 160,900,414.74 136,114,094.42 || $ 10,393,020.00 || $ 125,721,074,42 $ 15,542,324.11 $ 141,263,398.53 $ 942,299.33 || $ 140,321,099.20 Yearly Average $ 59,402,913.83 $ 32,180,094.95 27,222,818.88 $ 2,078,604.00 $ 25,144,214.88 $ 3,108,464.82 $ 28,252,679.71 $ 188,459.87 $ 28,064,219.84 1900. . . . . . . . . . . $ 30,001,036.67 || $ 14,374,347.26 15,626,689.41 $ 850,590.09 $ 14,776,099.32 $ 685,521.30 $ 15,461,620.62 $ 112,851.86 $ 15,348,768.76 40 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The following statement summarizes the data presented in the preceding table and sets forth more clearly the increase in the net amount available to compensate increased labor efficiency. The yearly average net amount available, during the five-year period ending June 30, 1913, was $32,695,411.25, as compared with $28,064,219.84 for the preceding five-year period; or an increase of $4,631,191.41 in the average amount, for each year of the later period, available to remunerate locomotive engineers and firemen for increased work and effi- C1ency: INCREASED INCOME AVAILABLE. (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $28,064,219.84 $32,695,411.25 $ 4,631,191.41 VII. OREGON SHORT LINE RAILROAD COMPANY. The following chart shows, in graphic form, for the Oregon Short Line Railroad Company, a distribution of the increase in the earnings during the period 1909-1913, available for capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves. It is based on the increased average yearly earn- ings for the five years ending June 30, 1913, over the yearly average for the preceding five years: R E V E N U E 9. A Y | R SEP R ºESE N T. A T I V E W E ST T E R N R. \ I L R O /VA DS O/Vg A/P/V/VGS 7S ZX/P/ 70 ZAAO /2 e £7/. 7% 7%e //e/er £º. -> W I N S I} ) /7ce for /Pez Cºrz7 orz 4/e,S//77e/77° º º /a/b/e for Cozz/oe/7sa/ eo' Zaaor Ajºcze/7c6, &/€ z. 42 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the preceding chart it will be seen that only 58 per cent of the average annual increase in earnings for the two five-year periods was required for a fair allowance for return on the amount expended for new lines or extensions and for additions and better: ments to railway property, leaving 42 per cent available for compensation to increased labor efficiency, or for reserves for the benefit of stockholders. This is an amount equivalent to 14 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. The chart also clearly sets forth the por- tion of the increased earnings available for labor which would be absorbed if certain increases in wage payments were made to engineers and firemen. By way of illustration, the amount available for additional payments to labor is $838,640.51, while a 15 per cent advance in wage payments to locomotive engineers and firemen would amount to only $142,500, or only 17 per cent of the amount that remained to compensate labor efficiency. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: 3. STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 .................................................... $ 95,986,726.69 Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 .................................................... 66,477,712.82 Net increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $29,509,013.87 Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending Total June 30 From Current Assets From From Current Assets From Through Issue of Appropriations Total Through Issue of Appropriations Total Securities, Etc. of Income Securities, Etc. of Income 1909. . . . . . . . . . . . . . . . . . . . . . . . . . $ 5,479.94 | ........ $ 5,419.94 $ 645,222.22 e e s = * * * * $ 645,222.22 $ 650,702.16 1910. . . . . . . . . . . . . . . . . . . . . . . . . . 45.33 ........ 45.33 1,799,540.89 ........ 1,799,540.89 1,199,586.22 1911. . . . . . . . . . . . . . . . . . . . . . . . . . 9,262,268.24 ........ 9,262,268.24 7,486,286.27 | . . . . . . . . 7,486,286.27 16,748,554.51 1912. . . . . . . . . . . . . . . . . . . . . . . . . . 1,187,035.24 ........ 1,187,035.24 947,724.66 | . . . . . . . . 47,724.66 2,134,759.90 1913. . . . . . . . . . . . . . . . . . . . . . . . . . 5,252,440.69 ........ 5,252,440.69 2,922,970.39 . . . . . . . . 2,922,970.39 8,175,411.08 Total. . . . . . . . . . it tº e º ſº tº $ 15,707,269.44 | ........ $ 15,707,269.44 $ 13,801,744.43 | ........ $ 13,801,744.43 $ 29,509,013.87 44 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The foregoing table shows that during the five years ending June 30, 1913, there was a total capital outlay of $29,509,013.87 in property investment, or an average yearly expendi- ture of $5,901,802.77. A mount Available for Additional Compensation to Locomotive Engineers and Firemen for Increases in Work and Productive Efficiency. * The table next presented shows a large balance of $838,640.52 available from increased net income, during the period 1908-1913, to pay increases in wages to locomotive engineers and firemen to compensate them for their increased work and productive efficiency. At the same time, showing the average yearly increases in operating revenues, operating expenses, taxes, etc., for the five years ending June 30, 1913, over the average for the preceding five years: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. Yearly Average for the Five Years - Ending June 30 * ITEM 1913 over 1908 Increase 1908 1913 Operating revenues ........................................... $14,575,889.7i $20,581,812 43 $6,005,922.72 Operating expenses . . . . . . . . . . . . . . . . . . . . ....................... 6,467,387.64 10,149,228.37 3,681,840.73 Total net revenue .................................... . . . . 8,108,502.07 10,432,584.06 2,324,081.99 * ........................................................ 391,459.35 964,728.60 573,269.25 Net * * * * * * * * tº e º e º e g º e º ſe •. * * * * * * * * * * * * * * * * * g e º 'º e < * * * * g e º e º & 7,717,042.72 9,467,855.46 1,750,812.74 Other income * * * * * * * * * * * * * c e º e º e s g g g e * @ tº dº º e º is s e e º 'º e tº g º is ſº tº $ tº s e 13,521,206.95 14,663,216.68 1,144,009.73 Gross corporate income .......... * * * * * * * * * * * * * * e s is e º e s a e s a 21,238,249.67 24,133,072.15 2,894,822.48 Deductions except interest on funded debt and appropriations for **Serves, etc. . . . . . . . . . . . . . . . . . . . . . ........................ 2,354,311.44 3,230,132.85 875,821.41 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency: and to reserve for emergency purposes...................... 2,019,001.07 Expenditures for property (road and equipment) during the past *-*-*msºmº * years . . . . . . . . . . . . . . . ................................. $29,509,013.87 Allowance for a fair return to capital for additional investments, O ~ * * * * * * * * * * * * * * * * * * * * * * * * * * * & © tº e º e º ºs tº e º is is e e º s º ºs e º e º ºs s a 1,180,360.55 Balance remaining to compensate increased labor efficiency and to appropriate for reserves .......... tº e º & & © tº e º e º 'º e º e g º ºs e e s s e s e $ 838,640.52 It will be seen from the preceding table that for operating revenues the average yearly increase during this period was $6,005,922.72; the increase for operating expenses was $3,681,840.73; while taxes increased $573,269.25. Notwithstanding this showing, the increase in the net amount available for distribution to capital because of additional investments, to labor because of increased efficiency, and to reserves for emergency purposes was $2,019,001.06. By allowing a return of $1,180,360.55, or 4 per cent, on the expenditures made for railroad property, during the five years ending with 1913, there remained $838,640.51 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent be allowed on the total labor costs of engineers and firemen on this railroad during the year ending June 30, 1913, it would amount approximately to only $95,000; an advance of 15 per cent to only $142,500; of 20 per cent to $190,000, and of 25 per cent to only $237,500. Thus, it is clear, that even if capital, including commitments made from REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 45 earnings during this period, were allowed a much larger return than 4 per cent, there would still be an ample balance of net revenues available to meet the reasonable wage- requests of locomotive engineers and firemen. Detailed Basic Tables. The purpose of the following table is to show how the $2,019,001.06, net amount avail- able for distribution, was ascertained; giving the figures of all items for each of the years 1904 to 1913, inclusive. This table presents in detailed form the substantial increase in the average yearly amount available during the five year period ending June 30, 1913, as com- pared with the yearly average for the preceding five-year period, the healthy gains from year to year reflecting the prosperity of this company and establishing its ability to set aside the small proportion of the balance of net income available that would be needed to remunerate labor for increased work and efficiency, and to do so without materially reducing the total amount available to pay a fair return on capital and to make an appro- priation for reserves for the benefit of the stockholders: 15–4 # STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. YEARS ENDING JUNE 30, 1913 TO 1904. v- Year Ending Operating Operating Total Net GroSS Corporate Net Amount June 30 Revenues Expenses Revenue Taxes Net Income 0ther Income Income Deductions Available 1913. .......... $ 22,453,540 27 | $ 11,863 782 23 $ 10 589,758.04 1,438,893.50 || $ 9,150,864 54 || $ 12,412,588 63 $ 21,563,453.17 | $ 5,036,505 32 $ 16,526,947.85 1912........... 21,051,731.43 10,706,130.16 10 345,601 27 1,184,465.15 9,161,136.12 13,122,134 52 22,283,270.64 3,224,610.34 19,058,660.30 1911. . . . . . . . . . . 20,243,971.12 10,758,484.01 9,485,487.11 825,548.07 8,659,939 04 14,100,754.59 22,760,693.63 2,501,735.78 20,258,957.85 1910.......... 21,171,550.56 9,899,551.10 11271,999 46 776,688 33 10,495,311.13 18,910 230 14 29,405,541.27 1,475,202.59 27,930,338 68 1909........... 17,988,268.75 T,518,194.33 10,470,074 42 598,047.94 9,872,026.48 14,780,375.54 24,652,402.02 3,912,610 24 20,739,791.78 Total...... $ 102,909 052 13 $ 50,746,141.83 $ 52,162,920.30 4,823,642.99 || $ 47.339 277.31 $ 73,326,083 42 $ 120 665,360.73 $ 16,150,664.27 | 5 104,514,696 45 Yearly Average $ 20 581,812.43 $ 10,149,228.37 || $ 10,432,584.06 964,728.60 $ 9,457,855 45 $ 14,665,216 68 || $ 24 133 072.15 $ 3,230 13285 $ 20,902,939 29 1908. . . . . . . . . . . 5 16,418,338 57 $ 7,952,250 47 $ 8,466,088.10 591,128.96 || $ 7,874,959 14 $ 41,440,184 93 |S 49,315 144 OT || $ 3,719 210.94 || $ 43 533,333.13 1907. . . . . . . . . . . 17,196,118 71 7,352,328 94 9,843,789.77 409,641.27 9,434,148 50 10 930,346.52 20 364 495.02 2,305,897.78 18,058,597.24 1906. . . . . . . . . . . 14,564,036.16 6,426,864.91 8,137,171.25 335,394 04 7,801,777 21 7,716,447.14 15 518,224.35 1,927,788 91 13,590,435 44 1905. . . . . . . . . . . 13,010 450.91 5,660,17286 7,350,278 05 302,328.05 7,047,950.00 4,549,864.61 11597,814 61 1,855,836 84 9,741,977 77 1904. . . . . . . . . . . $1,690,504.21 4,945,321.04 6,745,183.17 318,804.44 6,426,378.73 2,969,191.55 9,395,570.28 1,902,822.73 7,492,747.55 Total...... $ 72,879,448 56 $ 32,336,938 22 || $ 40,542,510.34 1,957,296 76 s 38 585,213 53 || $ 67 605 03415 || $ 106 191248 33 $ 11,771,557 20 $ 94 419,691 13 Yearly Average $ 14,575,889.71 $ 6,467,387.64 $ 8,108,502.07 391,459.35 $ 7,717,042.72 $ 13,521,206.95 $ 21,238,249 67 || $ 2,354,311.44 $ 18,883 938.22 1900........... $ 8,578,397.35 | $ 3,823,737.51 || $ 4,754,659.84 281,196.01 || $ 4,473,463.83 || $ 282,148.00 $ 4,755 611.83 | . . . . . . . . $ 4,735 611.83 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 47 The following statement summarizes the data presented in the preceding table and sets forth more clearly the increase in the net amount available to compensate increased labor efficiency. Ö During the five year period ending June 30, 1913, the average yearly net amount avail- able was $20,902,939.29 as compared with the yearly average of $18,883,938.23 for the pre- ceding five-year period; or an increase of $2,019,001.06 in the average amount, for each year of the later period, available to remunerate locomotive engineers and firemen for increased work and efficiency: INCREASED INCOME AWAILABLE. (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $18,883,938.23 $20,902,939.29 $ 2,019,001.06 VIII. SOUTHERN PACIFIC COMPANY. The following chart shows, in graphic form, for the Southern Pacific Company, a dis- tribution of the increase in the earnings available to capital because of additional invest- ments in railway property; to labor because of increased efficiency, and to reserves, or other benefits to the stockholders, during the period 1909–1913. It is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years: 48 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. J. A.P. C2 //TA’AASAZ) AAA%.5 AUZA/ZAA/A /242 APA 7z/P/V Oy //l/Z.57/7A/V7's Z2/PA/4 7/Z A4sy 5 XZ4A5, AOA' C/2M/24//5472/72 ZAA/MP AZZZZAZ), A/vo /24 A*S*A*MAs. (Aosed on the 49erage Mºor& Zozz//s Z/772 the Azs? 3 Mºors as 4ozoorez azáž &e Auerage for Zºe 5 A*-ece.”z Pézrs/ Avai/ob/e For Compensation of ~º C//7C/ / Or Ave Serves. *> S4.7 º ºf A//owarzce FO/* Re Increased Labor £fficiency <2%. Increased Invesfme The re/o//ve proporſions of cerraia perce”fage increases of 2resen/ wage paymenys’ fo Firemen and Erigineers are indicated. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 49 From the preceding chart it will be seen that only 6 per cent of the average annual increase in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and better- ments to railway property, leaving the large proportion of 94 per cent available for compen- sation to increased labor efficiency, or for reserves for the benefit of stockholders. This is an amount equivalent to 298 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. The chart also clearly sets forth the very small portion of the amount actually available for labor which would be used if certain increases in wage-payments were made to engineers and firemen. By way of illustration, the amount actually available for additional payments to labor is $10,394,526.22, while a 15 per cent advance in wage-payments would amount to only $640,200, or only 6 per cent of the balance that remained to compensate labor efficiency. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of the Southern Pacific Company: 35 STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 Net increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . s e º ºs e º e º is g º 'º e s e º º e º e º & tº tº tº e º 'º is e º ºs e º g tº e º ºs e º ſº e º 'º e º g tº e º is s & g g g g g º e º a g º e º is e s tº e º s º & e º 'º e º 'º º º e º e g º ºs e g º C tº e º 'º s e º is tº & $ 37,697,649.77 8,676,586.81 (l) $29,021,062.96 Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending Total June 30 From Current Assets From From Current Assets From Through Issue of Appropriations Total Through Issue of Appropriations Total Securitjes, Etc. of Income Securities, Etc. of Income 1909. . . . . . . . . . . . . . . . . . . . . . . . . . $ 402,245 14 | . . . . . . . . $ 402,245 14 $ 194 223 63 $ 469,745 90 $ 663,969.53 $ 1,066,214.67 1910. . . . . . . . . . . . . . . . . . . . . . . . . . 947,547.94 | . . . . . . . . 947,547.94 339,848 15 . . . . . . . . 339,848.15 1,287,396.09 1911. . . . . . . . . . . . . . . . . . . . . . . . . . 15,457,794.45 | . . . . . . . . 15,457,794.45 93.994 89 | . . . . . . . . 93,994.89 15,551,789.34 1912. . . . . . . . . . . . . . . . . . . . . . . . . . 68,677.16 | . . . . . . . . (2) 68,677.16 20,837.62 | . . . . . . . . 20,837.62 (2) 47,839.54 1913. . . . . . . . . . . . . . . . . . . . . . . . . . (2) 24,824.11 . . . . . . . . . (2) 24,824.11 84,546 07 | . . . . . . . . 84,546 07 59,721.96 Total. . . . . . . . . . . . . . . . . . . . . $ 16,714,086.26 . . . . . . . . $ 16,714,086.26 $ 733,450.36 $ 469,745.90 1,203,196.26 $ 17,917,282.52 Q) Includes an apparent adjustment of $11,573,526.34 made in 1910 affecting investment to June 30, 1907, and excludes $469,745.90 expended in 1909 and charged to special funds Or income and which apparently has never been included in the property investment. (2) Represents a credit. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 51 The foregoing table shows that during the five years ending June 30, 1913, there was expended a total of $17,917,282.52 in property investment, ($16,714,086.26 for new lines or extensions, and $1,203,196.26 for additions and betterments). It should be understood, how- ever, that substantially all the operations conducted by this company are of leased prop- erty. The amount paid for lease of railroads for 1908 was $29,829,495.94, and for 1913 the amount paid was $39,552,133.74, or an increase of $9,722,637.80. Amount Available for Additional Remuneration to Locomotive Engineers and Firemen. The table next presented shows the large balance of $10,394,526.22 available from increased net income to pay increases in wages to locomotive engineers and firemen to compensate them for their increased work and productive efficiency. Besides the increased net income available for distribution, the average yearly increases in operating revenues, operating expenses and taxes for the five years ending June 30, 1913, over the average for the preceding five years, are also clearly set forth in the following table : STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. - Yearly Average for the Five Years * $. Ending June 30 1913 over 1908 ITEM Increase 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $73,170,198.64 $100,755,758.46 $27,585,559.82 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45,612,001.53 60,873,557.37 15,261,555.84 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27,558,197.11 39,882,201.09 12,324,003.98 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128,925.02 189,226.92 60,301.90 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27,429,272.10 39,692,974.17 12,263,702.07 Other income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,884,086.02 27,117,940.03 10,233,854.01 Gross corporate income . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * 44,313,358.11 66,810,914.19 22,497,556.08 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27,257,146.31 38,662,274.71 11,405,128.40 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . 11,092,427.68 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $17,917,282.52 Less amount appropriated from income. . . . . . . . . . . . . . . . . . . . . . . . . . $17,447,536.62 Allowance for a fair return to capital for additional investments, % . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 697,901.46 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $10,394,526.22 It will be seen from the preceding table that for operating revenues the average yearly increase was $27,585,559.82, while the increase for operating expenses was $15,261,555.84; while taxes increased $60,301.90. Notwithstanding this showing, the increase in the net amount available for distribution to capital because of additional investments, to labor because of increased efficiency, and to reserves for emergency purposes was $11,092,427.68. By allowing a return of 4 per cent on the total capital outlay, made for railway property during the five years ending with 1913, excluding expenditures made from income or sur- plus, there still remained $10,394,526.22 to compensate increased labor efficiency and to appro- priate for reserves. If an advance of 10 per cent was allowed on the total labor costs of engineers and firemen on this railroad during the year ending June 30, 1913, it would amount approximately to only $426,800; an advance of 15 per cent to only $640,200; of 20 per cent to $853,600; and of 25 per cent to only $1,067,000. It is clear that even if capital, including 52 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. commitments made from earnings during this period, were allowed a much larger return than 4 per cent, there would still be an ample balance of net revenues obtainable to meet the reasonable wage-requests of locomotive engineers and firemen. Detailed Basic Table. The purpose of the following table is to show how the $11,092,427.68, net amount avail- able for distribution shown in the preceding table, was ascertained; giving the figures of all items for each of the years 1904 to 1913, inclusive. The very large net income available for distribution is again clearly shown ; this table presenting in detailed form the sub- stantial increase in the average yearly amount available during the five-year period ending June 30, 1913, as compared with the yearly average for the preceding five-year period. The healthy gains from year to year, reflect the prosperity of this company and establish its ability to set aside the small proportion of the balance of net income available that would be needed to remunerate labor for increased work and efficiency, and to do so without materially reducing the total amount available to pay a fair return on capital and to make an appropriation for reserves for the benefit of the stockholders. £: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LAB01: FOR INCREASED EFFICIENCY, AND TO RESERVES. YEARS ENDING JUNE 30, 1913 T() 1904. Year Ending Operating Operating Total Net Gross Corporate Net. Amount June 30 - Revenues Expenses Revenue Taxes Net Income Other Income Income Deductions Available 1913. . . . . . . . . . . $ 106,866,613.57 $ 64,700,606.60 $ 42,166,006,97 $ 186,523.12 $ 41,979,483.85 $ 31,658,604.60 $ 73,638,088.45 $ 41,748,870.66 $ 31,889,211.19 1912. . . . . . . . . . . 100,895,206.93 62,096,036.10 38,799,170.83 193,816.15 38,605,354.68 24,684,751.06 63,290,105.74 37,754,828.10 25,535,277.64 1911. . . . . . . . . . . 101,006,540.80 62,037,564.92 38,968,975.88 182,044.41 38,786,931.47 28,605,954.97 67,392,886.44 37,719,673.04 29,673,213.40 1910. . . . . . . . . . . 104,807,903.06 61,683,517.57 43,124,385.49 132,207.85 42,992,177.64 28,939,538.64 71,931,716.28 40,914,773.76 31,016,942.52 1909. . . . . . . . . . . 90,202,527.93 53,850,061.66 36,352,466.27 251,543.07 36,100,923.20 21,700,850.86 57,801,774.06 35,173,228.02 22,628,546.04 Total. . . . . . $ 503,778,792.29 || $ 304,367,786.85 $ 199,411,005.44 $ 946,134.60 $ 198,464,870.84 $ 135,589,700.13 $ 334,054,570.97 || $ 193,311,373.58 || $ 140,743,197.39 Yearly average $ 100,755,758.46 $ 60,873,557.37 $ 39,882,201.09 || $ 189,226.92 $ 39,692,974.17 $ 27,117,940.03 || $ 66,810,914.19 $ 38,662,274.71 $ 28,148,639.48 1908. . . . . . . . . . . $ 91,567,773.57 $ 60,562,620.56 $ 31,005,153.01 || $ 197,353.36 $ 30,807,799.65 $ 39,709,772.26 $ 70,517,571.91 $ 30,730,825.48 $ 39,786,746.43 1907. . . . . . . . . . . 82,414,293.90 49,038,939.76 33,375,354.14 172,375.14 33,202,979.00 19,571,043.51 52,774,022.51 31,846,748.15 20,927,274.36 1906. . . . . . . . . . . 69,068,814.70 41,947,648.19 27,121,166.51 64,635.21 27,056,531.30 11,504,392.46 38,560,923.76 26,521,163.21 12,039,760.55 1905. . . . . . . . . . . 62,150,536.34 38,197,477.50 23,953,058.84 150,151.00 23,802,907.84 10,665,356.67 34,468,264.51 23,446,851.01 11,021,413.50 1904. . . . . . . . . . . 60,649,574.70 38,313,321.64 22,336,253.06 60,110.37 22,276,142.69 2,969,865.19 25,246,007.88 23,740,143.70 1,505,864.18 Total...... $ 365,850,993.21 || $ 228,060,007.65 $ 137,790,985.56 $ 644,625.08 || $ 137,146,360.48 $ 84,420,430.09 || $ 221,566,790.57 $ 136,285,731.55 $ 85,281,059.02 Yearly average $ 73,170,198.64 $ 45,612,001.53 $ 27,558,197.11 $ 128,925.02 || $ 27,429,272.10 || $ 16,884,086.02 || $ 44,313,358.11 || $ 27,257,146.31 $ 17,056,211.80 1900. . . . . . . . . . . $ 50,129,567.31 $ 30,554,514.59 $ 19,575,052.72 $ 27,463.17 | $ 19,547,589.55 $ 1,796,284.87 || $ 21,343,814.42 $ 20,060,867.31 $ 1,283,007.11 Js ºn 54 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The following statement summarizes the data presented in the preceding table and sets forth more clearly the increase in the net amount available to compensate increased labor efficiency. During the five-year period ending June 30, 1913, the average yearly net amount available was $28,148,639.48, as compared with the yearly average of $17,056,211.80 for the preceding five-year period; or, an increase of $11,092,427.68 in the average amount, for each year of the later period, available to remunerate locomotive engineers and fire- men for increased work and efficiency. INCREASED INCOME AVAILABLE. (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $17,056,211.80 $28,148,639.48 $11,092,427.68 FX. UNION PACIFIC RAILROAD COMPANY. The following chart shows, in graphic form, for the Union Pacific Railroad Com- pany, a distribution of the increase in the earnings available to capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves, or other benefits to the stockholders, during the period 1909-1913. This distribution is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years: REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 55 AZ / 2 AH2 AP CO //XP/24.542 A.24.4%:5 A/4/Z4AZZ /ZZAP APAzz/P/V Ow //wz.57//ZA/7′s Z/2ZZ 7/4 As7 5 PZAA’s, AOA. &//w,5472/72 ZAA22 AZ//c/AWar, AAZ /ø A/SA/PVA’s /*ased on Me 4/eroye Pºor/y Zozzº's Zorzºg the Arse 3 hºars as Zompared with the Auerage fºr ſhe 3 Areced”y Pears.) Avai/ab/e For compensation of Increased Labor Efficiency and for Areserves. S6.7% -22Z% Allowance For Re % -- º 2” & on Increased. Irzves/merz *zzZ4% ººzzº The rela#ive proportion of a 20. Per cent increase of #he Aresen/ wage paymerifs fo Firemen and En;/neers is ſna/cafea. 56 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the foregoing chart it will be seen that only about 4 per cent of the average annual increase in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and betterments to railway property, leaving the large proportion of 96 per cent available for compensation to increased labor efficiency, or for reserves. This is an amount equivalent to 424 per cent of the average yearly amount expended during the five years, both for new lines and for additions and betterments. The chart also clearly sets forth the very small portion of the amount actually available for labor which would be absorbed if certain increases in wage-payments were made to engineers and firemen. By way of illustration, the amount actually available for additional payments to labor, after deducting an allowance for a fair return on capital outlay in property investment, is $22,955,054.52. A 20 per cent advance in wage-payments to engineers and firemen would amount to only $418,800, or absorb only 1.8 per cent of the balance available to compensate labor efficiency. The statistical basis for this chart and these statements is to be found in the following detailed tables: e Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: - - Š STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... • * * * * * * * $279,084,962.61 Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 .................................................... 252,046,784.82 Net increase . . . . . . . . . gº tº e º gº tº º ſº tº e º gº tº º e º 'º e º & º º is g º ºs º dº y º e º e º e º 'º º & & º e º e º & tº * * * * * * * * * * * * © tº e º 'º - e º 'º e º 'º º tº º 'º º º & tº e º ºs e º 'º * * * * * * * tº e º º ºs . $27,038,177.79 Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending June 30 Total From Current Assets From From Current Assets From Through Issue of Appropriations Total Through Issue of Appropriations Total Securities, Etc. of Income Securities, Etc. of Income 1909. . . . . . . . . . . . . . . . . . . . . . . . . . $ 2,538,967.14 | ........ $ 2,538,967.14 $ 4,683,420.72 | ........ $ 4,683,420.72 $ 7,222,387.86 1910. . . . . . . . . . . . . . . . . . . . . . . . . . 3,778,131.33 ........ 3,778,131.33 5,654,949.01 | ........ 5,654,949.01 9,433,080.34 1911. . . . . . . . . . . . . . . . . . . . . . . . . . 1,086,922.55 ........ 1,086,922.55 4,127,730.98 || . . . . . . . . 4,127,730.98 5,214,653.53 1912......... * @ e tº e º e g º gº tº e º 'º e º s 1,261,458.11 . . . . . . . . . ,261,458.11 2,081,115.08 || . . . . . . . . 2,081,115.08 3,342,573.19 1913. . . . . . . . . . . . . . . . . . . . . . . . . . 639,335.24 s e º e º e º º 639,335.24 1,186,147.63 | ........ 1,186,147.63 1,825,482.87 Total. . . . . . . . . . . . . . . . . . . . . $ 9,304,814.37 $ 9,304,814.37 $17,733,363.42 $ 17,733,363.42 $ 27,038,177.79 5 8 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The foregoing table shows that, during the five years ending June 30, 1913, there was a total capital outlay of $27,038,177.79 in property investment, ($9,304,814.37 for new lines or extensions and $17,733,363.42 for additions and betterments), or an average yearly ex- penditure of $5,407,635.56. Amount Available to Compensate the Increased Productive Efficiency of Locomotive Engineers and Firemen. The following table shows the amount of increased income actually available during the period 1908-1913, after the payment of all operating costs and capital obligations, to pay increases in wages to locomotive engineers and firemen to compensate them for their increased work and productive efficiency: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. Yearly Average for the Five Years ITEM Ending June 30 Increase r - 1913 over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $39,732,277.79 $50,845,904.38 $11,113,626.59 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,300,531.02 27,475,460.02 5,174,929.00 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 17,431,746.77 23,370,444.36 5,938,697.59 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,105,625.38 1,808,610.40 702,985.02 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,326,121.39 21,561,833.96 5,235,712.57 0ther income ...... e is g g c e s tº e º e º e º ſº e º e º ºs e s tº e º a tº e º sº e º 'º e º e º 'º e º e º & 14,929,356.22 34,481,718.48 19,552,362.26 Gross corporate income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31,255,477.61 56,043,552.45 24,788,074.84 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . e s is e º e º sº as tº e º ºs e º º is tº e º e º ºs e º e º e º ºs º º is © tº e 787,699.55 1,539,192.76 752,493.21 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposés. . . . . . . . . . . . . . . . . . . . . . - 24,036,581.63 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $27,038,177.79 Allowance for a fair return to capital for additional investments, - O e s e e s e e s e e s s e s - e. e. e s e > * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 1,081,527.11 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $22,955,054.52 —- It will be seen from the preceding table, that for operating revenues the average yearly increase during the period 1908-1913, was $11,113,626.58, operating expenses in- creased $5,174,928.99, while the advance in taxes was $702,985.01. Notwithstanding this showing, the net amount available for distribution to capital because of additional invest- ments, to labor because of increased efficiency, and to reserves for emergency purposes was $24,036,581.63. By allowing a return of $1,081,527.11, or 4 per cent, on the expenditures made for railway property during the five years ending with 1913, there still remained $22,955,054.52 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent was allowed on labor costs of engineers and firemen of the railroad under consideration for the year 1913 it would amount approximately to only $209,- 400; an advance of 15 per cent to $314,100, of 20 per cent to $418,800, of 25 per cent to only $523,500. Thus, this table and preceding chart clearly set forth the comparatively small proportion of the large balance of available net revenue that would be absorbed in meeting the reasonable wage-requests of locomotive engineers and firemen. Detailed Basic Table. The purpose of the following table is to show how the $24,036,581.63, the net amount available for distribution shown in the preceding table, was ascertained ; giving the figures REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 59 of all items for each of the years 1904 to 1913, inclusive. Substantial increases, from year to year, are shown in the items of net revenues, net income, gross corporate income, and net amount available for distribution. The healthy gains in these items, secured largely by increased productive efficiency of employes, reflect the prosperity of this company and establish its ability to meet the reasonable wage requests of locomotive engineers and fire- men, and to do so without materially reducing the total amount available to pay a fair return on capital and make an appropriation for reserves for the benefit of stockholders: 2. STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. YEARS ENDING JUNE 30, 1913 TO 1904. Year Ending Operating Operating Total Net GroSS Corporate * , Net. Amount June 30 Revenues Expenses Revenue Taxes Net Income 0ther Income Income Deductions Available 1913. . . . . . . . . . . $ 52,520,098.07 29,389,824.56 $ 23,130,273.51 2,036,285.45 $ 21,093,988.06 $ 24,166,891.24 |$ 45,260,879.30 1,978,890.84 s 43,281,888. 1912. . . . . . . . . . . 48,144,098.64 28,308,838.88 19,835,259,76 2,041,156.05 17,794,103.71 23,577,584.53 41,371,688.24 2,034,996.07 $ ###; # 1911. . . . . . . . . . . 52,261,829.62 28,308,682.60 23,953,147.02 1,858,940.76 22,094,206.26 (D 79,808,746.03 101,902,952.29 1,245,098.28 100,657,854.01 1910. . . . . . . . . . . 53,593,233.16 27,807,413.83 25,785,819.33 1,774,966.72 24,010,852.61 25,838,173.32 49,849,025.93 858,069.67 48,990,956.26 1909. . . . . . . . . . . 47,710,262.39 23,562,540.21 24,147,722.18 1,331,703.00 22,816,019.18 19,017,197.29 41,833,216.47 1,578,808.82 40,254,407.55 Total...... $ 254,229,521.88 137,377,300.08 || $ 116,852,221.80 9,043,051.98 || $ 101,809,169.82 $ 172,408,592.41 $ 280,217,762.23 1,695,953.18 |s 212,521,198.45 Yearly Average $ 50,845,904.38 27,475,460.02 || $ 23,370,444.36 1,808,610.40 $ 21,561,833.96 || $ 34,481,718.48 || $ 56,043,552.45 1,539,192.76 $ 54,504,359.69 1908. . . . . . . . . . . $ 44,938,191.13 25,884,789.36 $ 19,053,401.77 1,410,812.19 $ 17,642,529.58 || @$ 41,546,468.64 $ 59,188,998.22 3,938,497.77| s 55,250,500.45 1907. . . . . . . . . . . 45,512,933.54 25,834,134.74 19,678,798.80 1,355,437.01 18,323,361.79 13,615,993.07 31,939,354.86 . . . . . . . . . . . . . . 31,939,354.86 1906. . . . . . . . . . . 39,795,870.50 22,175,094.44 17,620,776.06 1,026,520.15 16,594,255.91 6,895,010.99 23,489,266.90 | . . . . . . . . . . . . . . 23,489,266.90 1905. . . . . . . . . . . 35,175,124.53 19,009,730.82 16,165,393.71 879,206.14 15,286,187.57 6,336,591.11 21,622,778.68 . . . . . . . . . . . . . . 21,622,778.68 1904. . . . . . . . . . . 33,239,269.25 18,598,905.74 14,640,363.51 856,091.39 13,784,272.12 6,252,717.28 20,036,989.40 | . . . . . . . . . . . - - - 20,036,989.40 Total...... $ 198,661,388.95 111,502,655.10 $ 87,158,733.85 5,528,126.88 $ 81,630,606.97 $ 74,646,781.09 || $ 156,277,388.06 3,938,497.77|| $ 152,338,890.29 Yearly Average $ 39,732,277.79 22,300,531.02 || $ 17,431,746.77 1,105,625.38 $ 16,326,121.39 $ 14,929,356.22 || $ 31,255,477.61 787,699.55 $ 30,467,778.06 1900. . . . . . . . . . . $ 23,046,907.33 12,539,366.50 || $ 10,507,540.83 782,856.32 $ 9,724,684.51 $ 2,303,126.33 $ 12,027,810.84 .............. $ 12,027,810.84 (1) Includes approximately $58,680,000 extra dividend received on St0ck of 0. S. L. R. R. (2) Includes approximately $27,350,700 extra dividend received on Stock of 0. S. L. R. R. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 61 The following statement summarizes the data presented in the preceding table and sets forth clearly the increase in the net amount available to compensate increased labor efficiency. & During the five-year period ending June 30, 1913, the average yearly net amount avail- able was $54,504,359.69 as compared with the yearly average of $30,467,778.06 for the pre- ceding five-year period; or an increase of $24,036,581.63 in the average amount, for each year of the 1913 period, available to remunerate locomotive engineers and firemen for increased work and efficiency: f INCREASED INCOME AVAILABLE. (Yearly Average Net Amount Available.) © Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $30,467,778.06 $54,504,359.69 $24,036,581.63 x. CANADIAN PACIFIC RAILWAY COMPANY (CANADIAN LINES). The following chart shows, in graphic form, for the Canadian Pacific Railway Com- pany (Canadian Lines), a distribution of the increase in the earnings available for capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves, or other benefits to the stockholders, during the period 1909-1913. This distribution is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years: 62 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. C AP AP}~ C/2 ///P/ASAZ2 A244%.S. Al/ZAAZZ /24 A*72/AP/v Zw //pZ.577-7A/v7.5 Z/2/va 77% AS7 f, X-24A5, Azº ÆZ/2ZA45.477//w 72 ZZA/22 AZZZZZAZy”, AM/, /Zºº APASAA"/Zs (230sed on z/e 4/eage Mºor/y Zozz”ys Z/7% z/e Azse 3 Pºzºs as Zozoorea w/º/, //e 4/erage for the 3 Areced/ ×ons.) Available For Comperasafion Of Increased labor Efficiency 24/7a: / or Are...se/~ves. © 6.2 Alloyvo/7ce For Refurry O/7 Increass: gºvestment º y . The reložive proportions of certain perce//oge frºcreases of a reser”. wage poºmehrs to a remen oma Engineers are indicarea. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 63 From the preceding chart it will be seen that only 34 per cent of the average annual in- crease in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and betterments to railway property (except on the amount appropriated from income or surplus), leaving the large proportion of 66 per cent available for compensation to increased labor efficiency, or for reserves. This is an amount equivalent to 38 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. The chart also clearly sets forth the very small portion of the amount actually available for labor which would be absorbed if certain increases in wage-payments were made to engineers and firemen. By way of illustration, the amount actually available for additional payments to labor, after deducting an allowance for a fair return on capital outlay in property investment, is $13,024,359.96. A 15 per cent advance in wage-payments to engineers and firemen would amount to only $1,047,300, or absorb only 8 per cent of the bal- ance available to compensate labor efficiency. The statistical basis for this chart and these statements is to be found in the following detailed table: Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: $º STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road Investment in road and equipment (excluding reserve for depreciation) On June 30, 1913 . . . . . . . . . . .......................................... $475,370,063.81 and equipment (excluding reserve for depreciation) on June 30, 1908 ...................................... * . . . . . . . . . . . . . 302,915,082.57 Net increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (D $172,454,981.24 Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending - - Total June 30 From Current Assets From From Current Assets From Through Issue of Appropriations Total Through Issue of Appropriations Total Securities, Etc. of Income Securities, Etc. of Income 1909. . . . . . . . . . . . . . . . . . . . . . . . . . $ 4,335,720.52 tº º ºs e e º ſº tº $ 4,335,720.52 $ 13,031,721.00 $ 5,353,934.98 $ 18,385,655.98 $ 22,721,376 50 1910. . . . . . . . . . . . . . . . . . . . . . . . . . 4,903,443.63 | ........ 4,903,443.63 10,500,459.47 4,235,078.85 14,735,538.32 19,638,981.95 1911. . . . . . . . . . . . . . . . . . . . . . . . . . 5,325,312.98 ........ 5,325,312.98 22,263,163.61 6,616,135.29 28,939,298.90 34,264,611.88 1912. . . . . . . . . . . . . . . * g º gº º tº $ tº º ſº tº 7,523,584.46 e tº e º e º ſº tº 7,523,584.46 33,369,537.21 3,583,573.50 36,953,110.71 44,476,695.17 1913. ............... tº e º 'º e º e g tº º 9,566,054.60 tº e º e º 'º º tº 9,566,054.60 61,635,983.76 10,493,338.59 72,129,322.35 81,695,376.95 Total. . . . . . . . . . gº º º ji º º tº e º 'º $31,654,116.19 e gº º gº e g º º $ 31,654,116.19 - $140,800,865.05 $ 30,342,061.21 $171,142,926.26 $202,797,042.45 GD Excludes $30,342,061.21 expended for additions and betterments and charged to appropriations of income during the period July 1, 1908, to June 30, 1913, and which have not been added to the property investment. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 65 The foregoing table shows that during the five years ending June 30, 1913, there was a total capital outlay of $202,797,042.45 in property investment, ($31,654,116.19 for new lines or extensions, and $171,142,926.26 for additions and betterments), or an average yearly expenditure of $40,559,408.49. - - wº Amount Available to Compensate Increased Productive Efficiency of Locomotive Engineers and Firemen. The following table shows what amount of increased net income was actually avail- able, during the period 1908-1913, after the payment of all operating costs and capital obliga- tions, to pay increases in wages to locomotive engineers and firemen: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. Yearly Average for the Five Years ITEM Ending June 30 Increase 1913. Over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $60,970,402.72 $118,244,974.28 $57,274,571.56 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40,467,975.03 79,288,553.06 38,820,578.03 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,502,427.69 38,956,421.22 18,453,993.53 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556,244.25 1,032,805.14 476,560.89 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,946,183.44 37,923,616.08 17,977,432.64 0ther income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,061,340.46 4,690,729.67 2,629,389 21 Gross corporate income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,007,523.90 42,614,345.75 20,606,821.85 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,173,337.45 2,857,600.09 684,262.64 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . 19,922,559.21 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $202,197,042.45 Less appropriations from income. . . . . . . . . . . . . . * - e º 'º e º ºs e e is s e º e s e 30,342,061.21 $172,454,981.24 Allowance for a fair return to capital for additional investments, O - - - - - - - - - - - - - - - * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 6,898,199.25 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $13,024,359.96 It will be seen from the preceding table that for operating revenues the average yearly increase was $57,274,571.56, the increase for operating expenses was $38,820,578.03, while the advance in taxes was $476,560.89. Notwithstanding this showing, the increase in the net amount available for distribution to capital because of additional investments, to labor because of increased efficiency, and to reserves for emergency purposes, was $19,922,559.21. By allowing a return of $6,898,199.25, or 4 per cent, on the expenditures made for railway property during the five years ending with 1913 (excluding expenditures made from income or surplus), there remained $13,024,359.96 to compensate increased labor efficiency, and to appropriate for reserves. If an advance of 10 per cent be allowed on the total labor costs of engineers and firemen on this railroad during the year ending June 30, 1913, it would amount approximately to only $698,200; an advance of 15 per cent to $1,047,300; of 20 per cent to $1,396,400, and an advance of 25 per cent to only $1,745,500. In other words, while the increase in the balance of net income available has been due largely to the increased work and productive efficiency of employes, it is evident that the reasonable wage-requests of engineers and firemen would absorb only a small proportion of the surplus thus gained and remaining to remunerate labor efficiency. Detailed Basic Table. The purpose of the following table is to show how the $19,922,559.21, net amount available for distribution shown in the preceding table, was ascertained. This table presents 66 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. in detailed form the substantial increase in the average yearly amount available, during the five-year period ending June 30, 1913, as compared with the yearly average for the preceding five-year period. The healthy gains from year to year reflect the prosperity of this company and establish its ability to meet the reasonable wage requests of its locomotive engineers and firemen without materially reducing the total amount available to pay a fair return on capital, make an appropriation for reserves and remunerate increased labor efficiency: S. STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. YEARS ENDING JUNE 30, 1913 TO 1904. Year Ending 0perating Operating Total Net Gross Corporate Net Amount June 30 ReyenueS Expenses Revenue Taxes Net Income Other Income Income Deductions Available 1913. . . . . . . . . . . $ 154,503,993.09 || $ 104,819,247.44 49,624,745.65 1,382,419.85 48,242,325.80 $ 6,641,700.07 || $ 54,884,025.87 $ 3,693,875.71 51,190,150.16 1912. . . . . . . . . . . 136,264,697.85 89,678,689.99 46,586,007.86 1,187,763.70 45,398,244.16 5,194,560.04 50,592,804.20 3,247,253.66 47,345,550.54 1911. . . . . . . . . . . 115,965,081.26 76,794,135.15 39,170,946.11 922,277.22 38,248,668.89 6,639,401.68 44,888,070.57 2,650,110.87 42,237,959.70 1910. . . . . . . . . . . 105,189,503.80 69,566,454.82 35,623,048.98 864,530.24 34,758,518.74 2,636,434.34 37,394,953.08 2,393,441.93 35,001,511.15 1909. . . . . . . . . . . 79,301,595.40 55,524,237.89 23,777,357.51 807,034.72 22,970,322.79 2,341,552,21 25,311,875.00 2,303,318.29 23,008,556.71 Total. . . . . . $ 591,224,871.40 $ 396,442,765.29 194,782,106.11 5,164,025.73 189,518,080.38 $ 23,453,648.34 || $ 213,071,728.72 $ 14,288,000.46 198,783,728.26 Yearly average $ 118,244,974.28 $ 79,288,553.06 38,956,421.22 1,032,805.14 37,923,616.08 $ 4,690,729.67 $ 42,614,345.75 $ 2,857,600.09 39,756,745.66 1908. . . . . . . . . . . $ 74,013,713.33 $ 51,513,963.19 22,499,750.14 733,647.89 21,766,102.25 $ 2,696,842.23 $ 24,462,944.48 || $ 2,208,223.68 22,254,720.80 1907. . . . . . . . . . . 72,217,527.64 46,189,731.82 26,027,795.82 724,487.01 25,303,308.81 2,364,480.26 27,667,789.07 2,186,725.27 25,481,063.80 1906. . . . . . . . . . . 61,669,758.16 38,101,037.71 23,568,720.45 595,407,82 22,973,312.63 1,969,447.84 24,942,760.47 2,187.869.66 22,754,890.81 1905. . . . . . . . . . . 50,481,882.25 34,604,545.96 15,877,336.29 402,247.83 15,475,088.46 1,584,663.47 17,059,751.93 2,192,052.82 14,867,699.11 1904. . . . . . . . . . . 46,469,132.24 31,930,596.50 14,538,535.74 325,430.71 14,213,105,03 1,691,268.51 15,904,373.54 2,091,815.83 13,812,557.71 Total. . . . . . $ 304,852,013.62 $ 202,339,875.18 102,512,138.44 2,781,221.26 99,730,917.18 $ 10,306,702.31 || $ 110,037,619.49 || $ 10,866,687.26 99,170,932.23 Yearly average $ 60,970,402.72 $ 40,467,975.03 20,502,427.69 556,244.25 19,946,183,44 $ 2,061,340.46 $ 22,007,523.90 $ 2,173,337.45 19,834,186.45 1900..... tº e º ſº º ge $ 30,709,473.03 || $ 18,081,391.74 12,628,081.29 142,222.18 12,485,859.11 $ 1,197,710.35 | $ 13,683,569.46 $ 2,257,639.94 11,425,929.52 68 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The following statement summarizes the data presented in the preceding table and sets forth clearly the increase in the net amount available to compensate increased iabor efficiency: ; During the five-year period ending June 30, 1913, the average yearly net amount available was $39,756,745.66, as compared with the yearly average of $19,834,186.45 for the preceding five-year period, or an increase of $19,922,559.21 in the average amount for each year of the 1913 period, available to remunerate locomotive engineers and firemen for increased work ! and efficiency: ! INCREASED INCOME AVAILABLE. } (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908. June 30, 1913 1913 over 1908 $19,834,186.45, $39,756,745,66 $19,922,559.21 | XI. COLORADo AND souTHERN RAILWAY COMPANY. The following chart shows, in graphic form, for the Colorado and Southern Railway Company, a distribution of the increase in the earnings available for appropriation to capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves, or other benefits to the stockholders, during the period 1909-1913. This distribution is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years: REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. Ö9 " j . . f AZZZZZ 2 5% AP). CZ . . . . //creaseo &ºwaas Alazaelz zoº A&zzºw ow. ///Z.57///v7.5 Z/P/Wa 7% As7. 5 ×AA5,A27 C2////5477// 72 ZZAZAP ZZZZZA/WCX, AAZ AC/P/2.5A/P/AS. (Aased oz &e Abezze M3224. Azzºps Z//zy Że A&se 3 ×ors as «ozoorea/ 4/6% &e Moerage fºr &e 3 A2-ece o/ny Years.) " . _T) : Avoi/oble For , Compensahon of Increaseo' Lobor £fficienc ºz ſº A//owance For Rehurr, 24/7′ſ for Aº 2s 2/~ves. ſ zº% OP7 increasºnvestment º So/.% *z, % The re/o//ve proportions of Gerº Aercer”22g.ºcreoses of presemº. wage poiſmears fé Firemen and Engineers are : a/cafea. 70 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the preceding chart it will be seen that only 9 per cent of the average annual in- crease in earnings for the two five-year periods was required for reasonable allowance for returns on the amount expended for new lines or extensions and for additions and better- ments to railway property, leaving the large proportion of 91 per cent available for compen- sation to increased labor efficiency or for reserves. This is an amount equivalent to over 206 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. There is also indicated the portion that would be used if certain increases in wage payments were made to engineers and firemen. The chart also sets forth clearly the very small portion of the amount actually available for labor which would be absorbed if certain increases in wage payments were made to engineers and firemen. By way of illustration, the amount actually available for additional payments to labor, after deducting an allowance for a fair return on capital outlay in property investment, is $1,210,446.76. A 15 per cent advance in wage-payments to engineers and firemen would amount to only $84,300, or absorb only 7 per cent of the balance available to compensate labor efficiency. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: N STATEMENT SHOW IN, ; T : 1F, NV. T. UN('let \si I 1 tº "Y INVESTMENT (ROAD AND EQUIPMENT) I)URING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 .................................................... $ 77,737,578 25 Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72,044,644 65 Net increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G) $ 5,692,933.60 Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending Total June 30 From Current ASSets From From Current Assets From Through Issue of Appropriations Total Through Issue of Appropriations Total Securities, Etc. of Income Securities, Etc. Of Income 1909. . . . . . . . . . . . . . . . . . . . . (2) $ 5,205.09 e e o e º e º e (2) $ 5,205.08 $ 207,639.16 o e º e º 'º º & $ 207,639.16 $ 202,434.07 1910. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278,225.21 ..... tº ſe º 278,225.21 278,225.21 1911. . . . . . . . . . . . . . . . . . . . . 4,697.97 | ........ 4,697.97 1,916,318.12 | ........ 1,916,318.12 1,921,016.09 1912. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174,217.40 | . . . . . . . . 174,217.40 174,217.40 1913. . . . . . . . . . . . . . © tº º ºs º º ºr e º a e º sº a tº e e º e º e º e tº e º a e s • * * * * 361,882.64 © & & e º 'º e de 361,882.64 361,882.64 Total............... (3) 5 507.12 | . . . . . . . . (2) $ 507.12 $ 2,938,282.53 ........ $ 2,938,282.53 $ 2,937,775.41 Q) Includes $1,677,205.02 added in 1911 to cost of road to July 1, 1907, to include (2) Represents a credit. unextinguished discounts to that date and $1,077,953.17 added in 1911 to cost Since June 30, 1907, to include unextinguished discounts since that date. 72 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The foregoing table shows that during the five years ending June 30, 1913, a total capital outlay of $2,937,775.41 in property investment (a credit of $507.12 for new lines or extensions, and expenditures of $2,938,282.53 for additions and betterments), or an average yearly expenditure of $587,555.08. ſ ! i Amount Available to Compensate Increased Productive Efficiency of Locomotive Engineers and Firemen. } The following table shows the amount of increased income actually available, during the period 1908-1913, after the payment of all operating costs and capital obligations, to pay increases in wages to locomotive engineers and firemen: : : t STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AWAILABLE FOR COMPENSATION TO ADDITIONAL NVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVE. ! Yearly Average for the Five Years ITEM Ending June 30 Increase § 1913 over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $7,202,545.57 $8,915,003.54 $1,712,457.97 Operating expenses ...................... . . . . . . . . . . . . . . . . . . . 5,117,253.95 6,122,871.83 1,005,617.88 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,085,291.62 2,792,131.71 706,840.09 Taxes .............. tº e e s tº e e º e o e s p → ~ e º 'º e º 'º e º t e º e s tº e º a © tº e º e º tº e º 'º 244,055.82 306,368.95 62,313.13 Net .......... © e º e º 'º tº e s tº e º ºs e a s e º e º 'º e º e º e º 'º e º 4 & a e º e º e º t e º e 1,841,235.80 2,485,762.76 644,526.96 Other income . . . . . . . . . . . . . . . . . . . . . . . . . . © & e º e º ſº e g º g º º ºs e º e º e s is e e 409,832.06 1,244,060.53 834,228.47 Gross corporate income . . . . . . . . . . . tº e º e s tº e º 'º e º 'º º e º ſo s e s e º e s e 2,251,067.86 3,729,823.29 1,478,755.43 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . e e º e º e s is a º sº. tº º tº e º 'º º º º $ tº gº tº 80,551.70 231,349.35 150,797.65 f Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . 1,327,951.18 Expenditures for property (road and equipment) during the past *=mmº-mºmºmºmºsºme five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $2,937,775.41 Allowance for a fair return to capital for additional investments, 4% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117,511.02 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . p e e s a e e s is a e $1,210,446.76 It will be seen from the preceding table that for operating revenues the average yearly increase was $1,712,457.97; the increase for operating expenses was $1,005,617.88, while taxes increased $62,313.14. The increase in the net amount available for distribution to capital because of additional investments, to labor because of increased efficiency, and to reserves for emergency purposes was $1,327,957.78. By allowing a return of $117,511.02, or 4 per cent, on the expenditures made for railway property during the five years ending with 1913 there remained $1,210,446.76 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent was allowed on the labor costs of engineers and firemen on this railroad during the year ending June 30, 1913, it would amount approximately to only $56,200, an advance of 15 per cent to $84,300, an advance of 20 per cent to $112,400, and an advance of 25 per cent to only $140,500. In other words, while the increase in the balance of net income available for distribution has been due largely to the increased work and productive efficiency of employes, it is evident that the reasonable wage requests of REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. ** 73 locomotive engineers and firemen would absorb only a small proportion of the surplus thus gained and remaining to remunerate labor, efficiency. i | $ Detailed Basic Table. , | The purpose of the following table is to show how the $1,327,957.78, net amount available for distribution shown in the preceding table, was ascertained. This table presents in detailed form the substantial increase in the yearly average amount available, during the five- year period ending June 30, 1913, as compared with the yearly average for the preceding five-year period. The healthy gains from year to year reflect the prosperity of this company and establish its ability to meet the reasonable wage requests of its locomotive engineers and firemen, and to do so without materially reducing the total amount available to pay a fair. return on capital, make an appropriation for reserves and remunerate increased laboº efficiency: t i 74 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. • • • • • • • • • • • • • • * 80'ſ gºſſº$80'!ºgºļºß$ | ZO’CZ$'8890’844°806ZZ'ELL'į0Z8Z'168°04'ſ $8 | 9€'9LL'8Z!‘$ $ | $9’ı99'cezº $ | · · · · · · · · · · ·006I 91'949'OL!“Z $ | OL'ſ GG'0898'190‘įgzºz $ | 90'Z$8'60№08'GEZ‘ſſº'||Z8'GGO‘，Z9°16′Z'$80% $ | G6'$$Z'L!!‘G $ | 1ç'gyg‘ZOzºl s | affelade ſpreax 81°08′Gºzg8'04 $ | !g'8GL‘ZOý6Z'6€'GGZ‘į į $ | 8Z’091°6‘0“Z|0’6LĮ“90Z'660'6LZ‘OZZ‘į04’88－‘9Zº'0ļ Ș | $1'69z‘989'gz $ | #8’ızlºz10'9$ $ | · · · · · ·luſo I. 8G’9G!‘ŌZ‘įſz’808“gºZ8:$$$$$$$$2:$$$$Z!!！！!!!!!!!！!!§§§§§），96°!$$$$$$$16'640'lºz'ſ£6'11?'$01‘g• • • • • • • • • • •#0ȘI IZº088‘9yy'ſ6G"|9$'99Q8:ſſae??！!!ZĘŹŹŽŽ;§§§§§:ſ88，9%ſ'，9€$£§:889;ſ0Z"6Z9'98 Gºſſy9gºggſ ºg ZZ‘9· · · · · · · · · · ·gOGI €L’ºfflºzº'z00’66€'91£!?!!?!!???ŻĘŚĆºſilº!8!!!$$$$]]§§§§§ęć$$$$$$$$$Zºg” yy8ºCZZºgffºſylºl zº'L· · · · · · · · · · · 906I !$$$$$$$$$Z8g"G99'64§§§{{#954;&!$$ZZ$$$$$,$$$$$$$$$Z}}]}}:¿?£§!}{889$Gl’691'980'8· · · · · · · · · · · 105I G€'68į“ įſ į“C & | 01’6ZGºſ：6Z§§"8ļLºg&ty'$ $ | 88'$2$'000"|1g'ſ GZ’g&#"Z68'&$1'88Z99°8，0'$19? $ | 01'09L‘G68‘G $ | 91°58'1'59ş'8 $ | * * * * * * * * * * * 3051 $6'<'86 º'c $ | G€'6țeºlºz6Z°CZ8‘62L'$ $ | €G'090'ſſz‘į91'Z9LºgºtºzG6'899'90€!L'181'Z6L? $ | £8'ſ 18‘ZZ!‘9 $ | №g'C00'$1$'$ $ | 038.10Ag Áſbºk 89°69€'Z$$'LĮ $ | 91'98 Lºggſ'ı$$'9ļ ļº6ț9'8|| $ | g9"ZOG'Ozz'961'C18‘82$'Zį81'ſ ſººſºg'!15:859'096'cı $ | #4’6çe'y19'0£ €!L'L}0'GIG'$$ $• • • • • •īgļoſ, !!!!$$$$$$$ξ'102$$$$ZZ$$$$ZG“Z1€‘LĮ Įºſ&#"ZZ$$$Zy'z06'6gz'ſ GZ&& && !$19?{{!}}{{{5}:$§§ZZ$$$$• • • • • • • • • • • 8051 18!89 ！!!?9L$$$$$$$§$%];$$()ſy#8'10€'yſyſºp6L'OZLºș06‘Zſy!"OĻz‘018£§§§5?!?!?§§§49; %£1091$$$$• • • • • • • • • • • OIĞI ¿??¿ $$$$88.188$$$??!!!$$$$$†Cºggº'ſ 10"|86°120‘899'Z!ſy'Gºz‘Z6Z§§ 192.9953}}:$3|$3$4$.!$$$$$$$$· · · · · · · · · · ·IIGI §§ 19&lºſſº{}}:.024§§ 50138&&94* 189’eſſºſ#L"8.Žgºwlſ ‘z£8º018‘9Z$1$’668!!!!$$Z11:580; $£§§§§!8· · · · · · · · · · · zīgſ 08°968'188‘$ $ | $8，606‘cyſ$9'50€“ į80'ſ $ | 6Lºg89‘CL1',g8°6'19"1sz‘Z0$"8$2"|99G€"818"809"Z $ | 88’L9g‘9LZ‘9 $ | £1'Gyffºgºººº $ | * * * * * * * * * * *$IĞI ø[qeĮĮ8AySu0ņ0npºq00100uI0ū100ūI Jºqą00uI00ūI 40NS0x8J,ônuôA9ſº SÐSuºđxqSºnu9A9;ſ08 0unſ ļum0uly 40N946JOd 100 Ss015)49.N. [840）,ºu!!!8！!0d0ſuļļBJØđ0ºuĮpuſ reºſ CIGISVG[{{ONI \{0\}}[ {{0{{VT 0M, ‘ĀJIHĀĀ08ðI NI SINGIWLSGIANI TIVNOIL � *06I OL 8I6T '08 GINQT ĐNIGINGI SHVGA ‘SGARIGISGIH OL QINW ‘AONGIOIHIGI ICICIW 0J, NOIJWSNGHāIN00 H0,H º'I8IVIIVAW SI JAWHJ GHINOONI CIGISWCHŁONI JO INIMOWW ONIMOHS MENGIWGIJ WIS REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 75 The following statement summarizes the data presented in the preceding table and sets forth clearly the increase in the net amount available to compensate labor efficiency: During the five-year period ending June 30, 1913, the average yearly net amount available was $3,498,473.94, as compared with the yearly average of $2,170,516.16 for the preceding five-year period, or an increase of $1,327,957.78 in the average amount for each year of the 1913 period, available to remunerate locomotive engineers and firemen for increased work and efficiency. INCREASED INCOME AWAILABLE. (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $ 2,170,516.16 $ 3,498,473.94 $ 1,327,957.75 XII. DULUTH, MISSABE AND NORTHERN RAILWAY COMPANY. The following chart shows, in graphic form, for the Duluth, Missabe and Northern Railway Company, a distribution of the increase in the earnings available for capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves, or other benefits to the stockholders, during the period 1909-1913. It is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years: 76 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. . . . . . Z/Z. //5. Z” /MM A2). C2 AZMA24,542 AAA%.5 A/42AA/A AZ72 APA 7z/P/V 2// ///Z.57/ZZV7.5 Z////, 77% A457 3 XZ24/75, AZ72 4.2%54//w 72.4%02 AAAZZwax, Awo zºº AESA/P/AS (Žased or Me Ave.ºpe Mºor/y Zozºs // Zºe Aºse 3 ×o's as 42% area &/64 &e Average fºr the 5’ Areceo/ X&ars) Ava/~4%. For Compensor/or” A/za/ /o/* Aescarves. - % Oz Increased. Irzves/me/7 872 % J3.2 à º Q} §§ 7he re/a//we proporºoms of cerfo/27 aercenfoge increases of are semy wage payme”/s fo Fremen coa Arzgineers cºe ina/earea. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 77 From the preceding chart it will be seen that only 13 per cent of the average annual in- crease in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and better- ments to railway property (except on the amount appropriated from income or surplus), leaving the large proportion of 87 per cent available for compensation to increased labor efficiency or for reserves. This is an amount equivalent to 129 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. The chart also clearly sets forth the very sn.all portion of the amount actually available for labor which would be absorbed if certain increases in wage- payments were made to engineers and firemen. By way of illustration, the amount actually available for additional payments to labor, after deducting an allowance for a fair return on capital outlay in property investment, is $1,151,886.45. A 15 per cent advance in wage- payments to locomotive engineers and firemen would amount to only $38,100, or absorb only 3 per cent of the balance available to compensate labor efficiency. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: & STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, TO JUNE 30, 1913. , Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 ......................................... tº e º e s is tº e º it is Net increase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º & tº gº * c e º º * * * * * * * * * * * g e º g º g g g g tº º ſº º 'º e º 'º e º e º & © e º e º sº gº tº e s tº º tº e e º e º & $ 29,523,071.94 23,771,812.27 $ 5,751,259.67 Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending Total June 30 From Current Assets From From Current Assets From Through Issue of Appropriations Total Through Issue of Appropriations Total Securities, Etc. of Income Securities, Etc. Of Income 1909. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e $ 728,138.61 $ 90,845.34 $ 818 983 95 $ 818,983.95 1910. . . . . . . . . . . . . . . . . . . . . . . . $ 313,592.86 | ........ $ 313,592.86 969,341.34 252,481.47 1,221,822.81 1,535,415.67 1911. . . . . . . . . . . . . . . . . . . . . . . . . . 441,898.55 ........ 441,898.55 1,126,569.47 937,727.43 2,064,296.90 2,506,195.45 1912. . . . . . . . . . . . . . . . . . . . . . . . . . 186,438.56 ........ 186,438.56 G) 83,149 90 | ........ (D 83,149.90 103,288.66 1913. . . . . . . . . . . . . . . . . . . . . . . . . . º e º 'º e º 'º e tº e s ºr m e º e º ºs e e º 'º º te g 787,375.94 | ........ 787,375.94 787,375.94 Total... . . . . . . . . . . . . . . . . . . $ 941,929.97 ........ $ 941,929.97 $ 3,528,275.46 $ 1,281,054.24 $ 4,809,329.70 $ 5,751,259.67 Q Represents a credit. TEVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 79 The foregoing table shows that during the five years ending June 30, 1913, there was a total capital outlay of $5,751,259.67 in property investment ($941,929.97 for new lines or extensions, and $4,809,329.70 for additions and betterments), or an average yearly ex- penditure of $1,150,251.93. Amount Available to Compensate Increased Productive Efficiency of Locomotive Engineers and Firemen. The following table shows the amount of increased income actually available, during the period 1908–1913, after the payment of all operating costs and capital obligations, to pay increases in wages to locomotive engineers and firemen. This table also shows the average yearly increase, in the items going to make up the net amount available for dis- tribution, for the five years ending June 30, 1913, over the average for the preceding five- year period: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. Yearly Average for the Five Years Increase E - ITEM nulng Juile 3U 1913 over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $7,754,950.58 $10,101,253.35 $2,346,302.77 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,971,036.47 3,820,996.15 849,959.68 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,783,914.11 6,280,257.20 1,496,343.09 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295,611.79 462,636.73 167,024 94 Net . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 4,488,302.32 5,817,620.47 1,329,318.15 0ther income . . . . . . . . . . . . . . . . . . • * e e s s a e º e e e º e º 'º e º 'º e e e º e º sº e e s s a 151,784.75 198,643.98 46,859.23 Gross corporate income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,640,087.07 6,016,264.45 1,376,177.38 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . e - e º e º is e º e s a e º e º 'º e º e 17,039.48 62,522.19 45,482.71 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . © º º 1,330,694.67 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $5,751,259.67 Less appropriations from income. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,281,054.24 º $4,470,205.43 Allowance for a fair return to capital for additional investments, 178,808.2 • * * * * * * * * * * * * * * * s e s e e s e s e s e s e º e o e º s • * * * * * * * * * * * * * * * * * * ,808.22 Balanč remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $1,151,886.45 It will be seen from the preceding table that for operating revenues the average yearly increase was $2,346,302.77, the increase for operating expenses was $849,959.68, while taxes increased $167,024.94. Notwithstanding this showing, the increase in the net amount avail- able for distribution to capital because of additional investments, to labor because of in- creased efficiency, and to reserves for emergency purposes was $1,330,694.67. By allowing a return of $178,808.22, or 4 per cent, on the expenditures made for railway property during the five years ending with 1913, except on the portion charged to income, there remained $1,151,886.45 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent be allowed on the total labor costs of engineers and firemen on this railroad during the year ending June 30, 1913, it would amount approximately to only $25,400; an advance of 15 per cent to $38,100, an advance of 20 per cent to $50,800, and an advance of 25 per cent to only $63,500. In other words, while the increase in the balance of net income available for distribution has been due largely to the increased work and productive efficiency of its employes, it is evident, that the reasonable wage-requests 80 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. of locomotive engineers and firemen would absorb only a small proportion of the surplus thus gained and available to compensate labor efficiency. Detailed Basic Table. The purpose of the following table is to show how the $1,330,694.67, net amount available for distribution, shown in the preceding table, was ascertained. This table pre- sents in detailed form the substantial increase in the yearly average amount available, during the five years ending June 30, 1913, as compared with the yearly average for the preceding five-year period. The healthy gains from year to year reflect the prosperity of this company and establish its ability to meet the reasonable wage requests of its locomotive engineers and firemen; and to do so without materially reducing the total amount available to pay a fair return on capital and make an appropriation for reserves. 2? STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. YEARS ENDING JUNE 30, 1913 TO 1904. Year Ending Operating Operating Total Net Gross Corporate Net Amount June 30 Revenues Expenses Revenue Taxes Net Income Other Income Il COdie Deductions Available 1913. . . . . . . . . . . 8,555,434.42 3,853,593.31 $ 4,701,841.11 || $ 422,240.39 $ 4,279,600.72 119,451.18 $ 4,399,051.90 26,546.69 $ 4,372,505.21 1912. . . . . . . . . . . 7,536,837.41 3,461,068.53 4,075,768.88 347,077.14 3,728,691.74 107,217.00 3,835,908.74 40,473.80 3,795,434.94 1911. . . . . . . . . . . 10,233,143.45 4,158,871.72 6,074,271.73 484,277.27 5,589,994.46 85,105.58 5,675,100.04 67,278.54 5,607,821.50 1910. . . . . . . . . . . 14,055,994.68 4,231,965.54 9,824,029.14 650,274.59 9,173,754.55 342,669.12 9,516,423.67 80,926.02 9,435,497.65 1909. . . . . . . . . . . 10,124,856.82 3,399,481.69 6,725,375.13 409,314.26 6,316,060.87 338,777.05 6,654,837.92 97,385.89 6,557,452.03 Total...... 50,506,266.78 19,104,980.79 $ 31,401,285.99 || $ 2,313,183.65 $ 29,088,102.34 993,219.93 $ 30,081,322.27 312,610.94 || $ 29,768,711.33 Yearly average 10,101,253.35 3,820,996.15 $ 6,280,257.20 $ 462,636.73 $ 5,817,620.47 198,643.98 || $ 6,016,264.45 62,522.19 || $ 5,953,742.26 1908. . . . . . . . . . . 9,389,135.93 3,542,634.40 $ 5,846,501.53 $ 375,519.02 $ 5,470,982.51 296,138.15 $ 5,767,120.66 85,197.42 $ 5,681,923.24 1907. . . . . . . . . . . 10,981,893.61 4,215,170.34 6,766,723.27 438,133.93 6,328,589.34 137,188.76 6,465.778.10 | . . . . . . . . . . . . . . 6,455,778.10 1906. . . . . . . . . . . 8,368,489.01 2,977,746.83 5,390,742.18 360,811.00 5,029,931.18 187,343.05 5,217,214.23 . . . . . . . . . . . . . . 5,217,274.23 1905. . . . . . . . . . . 6,333,817.49 2,283,146.29 4,050,671.20 190,362.23 3,860,308.97 38,658.08 3,898,967.05 | . . . . . . . . . . . . . . 3,898,967.05 1904. .... & e º & © e 3,701,416.85 1,836,484.51 1,864,932.34 113,232.75 1,751,699.59 99,595.74 1,851,295.33 . . . . . . . . . . . . . . 1,851,295.33 Total. . . . . tº 38,774,752.89 14,855,182.37 $ 23,919,570.52 $ 1,478,058.93 $ 22,441,511.59 758,923.78 $ 23,200,435.37 85,197.42 $ 23,115,237.95 Yearly average T,754,950.58 2,971,036.47 $ 4,783,914.11 $ 295,611,79 $ 4,488,302.32 151,784.75 $ 4,640.087.07 17,039.48 $ 4,623,047.59 1900. . . . . . . . . . º 3,640,312.84 1,615,802.88 $ 2,024,509.96 || $ 74,672.89 $ 1,949,837.07 85,952.51 || $ 2,035,789,58 .............. $ 2,035,789.58 82 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The following statement summarizes the data presented in the preceding table and clearly sets forth the net amount available to compensate labor efficiency. During the five-year period ending June 30, 1913, the average yearly net amount available was $5,953,742.26, as compared with the yearly average of $4,623,047.59 for the preceding five-year period, or an increase of $1,330,694.67 in the average amount for each year of the five-year period available to remunerate locomotive engineers and firemen for increased work and efficiency: INCREASED INCOME AWAILABLE. (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $ 4,623,047.59 $5,953,742.26 $ 1,330,694.67 XIII, FORT WORTH AND DENVER CITY RAILWAY COMPANY. The following chart shows, in graphic form, for the Fort Worth and Denver City Railway Company, a distribution of the increase in the earnings available for capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves, or other benefits to the stockholders, during the period 1909-1913. This distribu- tion is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years: REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 83 A 7 MZ & Z)//V Cº A-2). ZZ2 /VCAPAASZZ, 4.44%.5 AUZ4/Z4A/A AOAP APA 72/7/w ow /vvZ-57//Z/v7.5 Z//P/V6 7//A A4s 7 3 }Z4A's, FOA' Cozzasazow zo ZABox 4/7ZZwar, 2/2/2+ A*3&v43. (Aosed 27 &e Average hear/y Zzz/s Z//zz &e Ast 3 Kears as Zozoozed 4/4 ſhe 49erage zor &e 5 A*reced/z kors/ Ava//a4/e Aor Com/ae/252//orz a A// For A2/4/r/7 o,Izzcreosea lobo, ‘Afficiency <º º % % 7he re/a//ve Aproporºozs of cer/27 aerce”22e ºzºrezºes of 2rese” wage Poymen’s % Afrezzer, ozza 4:/7%zzeers are ſmazcz/ea. 84 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the preceding chart it will be seen that only 17 per cent of the average annual in- crease in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and better- ments to railway property, leaving the large proportion of 83 per cent available for compen- sation to increased labor efficiency, and for reserves. This is an amount equivalent to 101 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. The chart also clearly sets forth the very Small portion of 83 per cent, the amount available for labor, which would be absorbed by certain increases in wage-payments to engineers and firemen. By way of illustration, the amount actually available for additional payments to labor, after deducting an allowance for a fair return on capital outlay in property investment, is $487,733.07. A 15 per cent advance in wage payments to engineers and firemen would amount to only $36,300, or, absorb only 7 per cent of the balance available to compensate labor efficiency. Increase in Property Investment. The following table represents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: gº STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 and equipment (excluding reserve for depreciation) on June 30, 1908 .................................................... Net increase . . . . . . . . . . . . . . . . . . . . . . . . tº ºn tº e º º ºs e º 'º e º is tº e º e ºp tº e º ºs º & & © tº 8 e º & © & e º is tº e º e º e º e º ºs e e º a s tº s m e º is is e º e s e s tº º e º ºs e g º e º e º º e º ºs e e () $ 2,270,971.69 Investment in road * @ tº $ & © tº s is tº e º is e e º 'º e º e º ºs tº º e g º sm is e º e º e o e º ºs e º ºs e º ºs e º dº º ºs e º º $ 23,244,790.74 20,973,819.05 Analysis of the Increase in Property Investment Year Ending June 30 Expenditures for New Lines or Extensions Expenditures for Additions and Betterments From Current Assets Through Issue of Securities, Etc. From Appropriations Of Income Total From Current Assets Through Issue of Securities, Etc. From Appropriations of Income Total Total 1909. . . . . . . . . . . . . is ſº º º º * @ & © tº º is e 191 is is © tº gº tº tº ſº tº gº tº e it is ſº e º s º º ºs e º e º a is e º e º ºr s º e º gº tº tº e º 'º e g º 'º e º e e * * * * * g e g º e º sº e is tº e s e º º º ſº º º tº tº e º e g º ºs º e º 'º 4 º' tº tº º º ſº in dº º º º tº tº º e º 'º tº e º 'º e tº $ 1,056,818.70 434,958.88 529,531.97 253,636.03 145,263.38 $ 1,056,818.70 434,958.88 529,531.97 253,636.03 145,263.38 $ 1,056,818.70 434,958.88 529,531.97 253,636.03 145,263.38 $ 2,420,208.96 tº e º e º e º ºs $ 2,420,208.96 $ 2,420,208.96 Q) Includes a credit of $149,237.27 due to an adjustment of accounts during the fiscal year 1910. 86 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The foregoing table shows that during the five years ending June 30, 1913, there was a total capital outlay of $2,420,208.96 in property investment (all for additions and better- ments), or an average yearly expenditure of $484,041.79. Amount Available to Compensate Increased Productive Efficiency of Locomotive Engineers and Firemen. The following table shows the amount of increased net income actually available, during the period 1908-1913, after the payment of all operating costs and capital obligations, to pay increases in wages to locomotive engineers and firemen: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. Yearly Average ſor the Five Years ITEM Ending June 30 Increase 1913 over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $3,426,286.63 $5,130,068.26 $1,703,781.63 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,344,173.67 3,354,383.94 1,010,210.27 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,082,112.96 1,775,684.32 693,571.36 Taxes . . . . . . . . . . e & e º e s tº t e º e º e º s e º s a e º & e º e s e e s tº e º º e s º e º e º 'º º e º e a 69,437.76 122,592.41 53,154.65 Net . . . . . . . . . . . . . . . . tº sº e º ſº e º sº e º ºs e º e s tº º a º e º 'º a tº e e º ºs e º … 1,012,675.20 1,653,091.91 640,416.71 0ther income . . . . . . . . . . . . . . . . . * tº e º dº e º 'º º ſº tº º º ſº tº dº ſº & © tº gº tº ſº tº & e e º e º º º 28,108.40 54,866.82 26,758.42 Gross corporate income . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº ºs e º 'º - º 1,040,783.60 1,707,958.73 667,175.13 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . g º e º ºs e º e º ºs e e º e s tº e º 'º e º is a e º e º e º 'º e º 29,467.23 112,100.93 82,633.70 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . * 584,541.43 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $2,420,208.96 Allowance for a fair return to capital for additional investments, 96,808.36 Balané remaining to compensate increased iabor emciency and to y www - appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º º $487,733.07 It will be seen from the preceding table that for operating revenues the average yearly increase was $1,703,781.63, the increase for operating expenses was $1,010,210.27, while taxes increased $53,154,65. Notwithstanding this showing, the increase in the net amount available for distribution to capital because of additional investments, to labor because of increased efficiency and to reserves for emergency purposes was $584,541.43. By allowing a return of $96,808.36, or 4 per cent, on the expenditures made for railway property during the five years ending with 1913 there remained $487,733.07 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent be allowed on the labor costs of engineers and firemen of the railroad under consideration for the year 1913 it would amount approximately to only $24,200; an advance of 15 per cent to only $36,300; an advance of 20 per cent to $48,400, and an advance of 25 per cent to only $60,500. In other words, while the increase in the balance of net income available has been due largely to the increased work and productive efficiency of employes, it is evident that the reasonable wage requests of locomotive engineers and firemen would absorb only a small proportion of the surplus thus gained and available to remunerate labor efficiency. **, * •rt"; .# REVENUE GAINS BY REPRESENTATIVE WESTEßILRUADs. 87 Detailed Basic Table. The purpose of the following table is to show how the $584,541.43, net amount available for distribution, shown in the preceding table, was ascertained. This table presents in detailed form the substantial increase in the yearly average amount available, during the five years ending June 30, 1913, as compared with the yearly average for the preceding five- year period. The healthy gains from year to year reflect the prosperity of this company and establish its ability to meet the reasonable wage requests of its locomotive engineers and firemen; and to do so without materially reducing the total amount available to pay a fair return on capital and make an appropriation for reserves. 33 STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AWAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. YEARS ENDING JUNE 30, 1913 TO 1904. Year Ending Operating Operating Total Net GroSS Corporate Net Amount June 30 Revenues Expenses Revenue Taxes Net Income Other Income Income Deductions Available 1913. . . . . . . . . . . $ 5,369,672.14 |$ 3,790,164.29 1,579,501.85 128,919.94 $ 1,450,587.91 45,044.16 1,495,632.07 $ 91,935.66 1,403,696.41 1913. . . . . . . . . . . 4,814,014.98 3,207,568.02 1,606,446.96 135,275.03 1,471,171.93 63,026.52 1,534,198.45 120,216.37 1,413,982.08 1911. . . . . . . . . . . 5,188,114.31 3,226,725.62 1,961,388.69 123,131.03 1,838,257.66 54,556.66 1,892,814.32 133,205.02 1,759.609.30 1910. . . . . . . . . . . 5,285,103.62 3,160,471.53 2,124,632.09 117,549.27 2,007,082.82 57,517.80 2,064,600.62 102,257.99 1,962,342.63 1909. . . . . . . . . . . 4,993,436.27 3,386,990.28 ,606,445.99 108,086.76 1,498,359.23 54,188.98 1,552,548.21 112,889.60 1,439,658.61 Total. . . . . . $ 25,650,341.32 $ 16,771,919.74 8,878,421.58 612,962.03 || $ 8,265,459.55 274,334.12 8,539,793.67 $ 560,504.64 7,979,289.03 Yearly average $ 5,130,068.26 $ 3,354,383.94 1,775,684.32 122,592.41 $ 1,653,091.91 54,866.82 1,707,958.73 |$ 112,100.93 1,595,857.80 1908. . . . . . . . . . . $ 4,576,510.68 |$ 3,028,441.24 1,548,069.44 137,387.05 $ 1,410,682.39 83,252.90 1,493,935.29 || $ 97,409.70 1,396,525.59 1907. . . . . . . . . . . 4,341,669.30 2,934,215.03 1,407,454.27 58,500.00 1,348,954.27 17,161.07 1,366,115.34 10,000.00 1,356,115.34 1906. . . . . . . . . . . 3,318,856.50 2,140,815.12 1,178,041.38 54,233.86 1,123,807.52 14,520.53 1,138,328.05 10.000.00 1,128,328.05 1905. . . . . . . . . . . 2,461,258.01 1,906,500.06 554,757.95 52,157.65 502,600.30 14,359.48 516,959.78 10,000.00 506,959.78 1904. . . . . . . . . . . 2,433,138.65 1,710,896.88 722,241.77 44,910.27 677,331.50 11,248.00 688,579.50 19,926.46 668,653.04 Total...... $ 17,131,433.14 || $ 11,720,868.33 5,410,564.81 347,188.83 || $ 5,063,375.98 140,541.98 5,203,917.96 || $ 147,336.16 5,056,581.80 Yearly average $ 3,426,286.63 $ 2,344,173.67 1,082,112.96 69,437.76 $ 1,012,675.20 28,108.40 1,040,783.60 $ 29,467.23 1,011,316.37 1900. . . . . . . . . . . $ 1,578,726.46 $ 1,207,426.67 371,299.79 49,223.40 $ 322,076.39 17,586.51 339,656.90 || $ 13,966.22 325,690.68 PEVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 89 The following statement summarizes the data presented in the preceding table and clearly sets forth the net amount available to compensate labor efficiency. During the five-year period ending June 30, 1913, the average yearly net amount available was $1,595,857.80, as compared with the yearly average of $1,011,316.37 for the preceding five-year period, or an increase of $584,541.43 in the average amount for each year of the five-year period available to remunerate locomotive engineers and firemen for their increased work and efficiency: INCREASED INCOME AVAILABLE. *…* (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $ 1,011,316.37 $ 1,595,857.80 $ 584,541.43 XIV. KANSAS CITY SOUTHERN RAILWAY COMPANY. The following chart shows, in graphic form, for the Kansas City Southern Railway Company, a distribution of the increase in the earnings available either to capital because of additional investments in railway property or to labor because of increased efficiency, or to reserves, during the period 1909-1913. This distribution is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years: REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. Q1 From the preceding chart it will be seen that 75 per cent of the average annual increase in earnings for the two five-year periods was required for a fair allowance for return on the amount expended for new lines or extensions and for additions and betterments to railway property, leaving the ample amount of 25 per cent available for compensation to increased labor efficiency, or for reserves. The chart also sets forth the portion of the amount actually available for labor which would be absorbed if certain increases in wage payments were made to locomotive engineers and firemen. It is clear, that the amount available for distribution is sufficient to meet increased outlays to remunerate the increased work and productive efficiency of the locomotive engineers and firemen, and leave a balance for reserves, or other appropriations for the benefit of stockholders. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: § STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 ...................................... * - - - - - - - - - - - - $ 84,298,340.81 Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 .................................................... 73,007,755.41. Net increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº G & º e º 'º e º º ºs e º e º 'º º e º ſº tº gº º e º e º 'º gº © tº e º 'º e º 'º e º ºs e º ºs e º ſº tº e º e º e º e s tº e º 'º tº $ tº $ tº e º e º º is º e e $ 11,290,585.40 , Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending Total June 30 From Current Assets From From Current Assets From Through Issue of Appropriations Total Through Issue of Appropriations Total Securities, Etc. of Income Securities, Etc. of Income 1909 e e tº e º ſº e º º e e e e e º e º ºs e º 'º e º 'º & © ge e º 'º º º ſº e º sº tº º • * * * * * * * * * g e • * g º ºs e º e s is wº gº $ 64,549.38 e is ſº tº e º e º e º 'º º $ 64,549.38 $ 64,549.38 1910. . . . . . . . . . . . . . . tº º & º ºs e º 'º e º 'º e º e º 'º e º ºs e e º ºs I e g º ºs e º e º e º e º tº e º 'º e º e ºs e is is a 1,642,223.50 | ............ 1,642,223.50 1,642,223.50 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº tº º tº e º e º e º 'º e ºs 2,504,875.27 | ............ 2,504,875.27 2,504,875.27 1912............ e e º e e º e º º ºs e º e º e e º & & & e º e º e º ºs I & © e e * * * tº e º 'º e e º e e º e g g º e º ſº 4,518,053.19 | ............ 4,518,053. 4,518,053.19 1913. . . . . . . . . . . . . . . . . . . . . . . . . . * * * * e º e tº ſº tº º º tº tº e tº tº º e º Gº º © tº º ſº e º º ºs e º 'º º 2,560,884.06 * * * * * * * * g e º ſº 2,560,884.06 2,560,884.06 Total. . . . . . . . . . . . . . . . . . . . . $ 11,290,585.40 $ 11,290,585.40 $ 11,290,585.40 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 93 The foregoing table shows that during the five years ending June 30, 1913, there was expended a total capital outlay of $11,290,585.40, all for additions and betterments, or an average yearly expenditure of $2,258,117.08. Amount Available to Compensate the Increased Productive Efficiency of Locomotive Engineers and Firemen. The following table shows the amount of increased income actually available during the period 1908-1913, after the payment of all operating costs and capital obligations, to pay increases in wages to locomotive engineers and firemen to compensate them for their in- creased work and productive efficiency: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. Yearly Average for the Five Years Ending June 30 ITEM Increase 1913 over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $7,578,023.82 $9,668,191.86 $2,090,168.04 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,128,008.20 6,220,527.58 1,092,519.38 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,450,015.62 3,447,664.28 997,648.66 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * 187,373.41 380,727.16 193,353.75 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,262,642.21 3,066,937.12 804,294.91 0ther income . . . . . . . . . . . . . tº e g g e e s e g º e e s e e s e e º e º e s e º s º is s gº º is ſº e º s 118,125.05 136,811.97 18,686.92 Gross corporate income . . . . . . . . . . . . . e e º a e e º e º e º 'º a º a s is e º e tº s 2,380,767.26 3,203,749.09 822,981.83 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30,488.32 252,876.79 222,388.47 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . tº ſº tº º º 'º - † tº º e º $ tº º º 600,593.36 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $11,290,585.40 Allowance for a fair return to capital for additional investments, O = • , , , e. • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 451,623.42 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C $148,969.94 By allowing a return of $451,623.42, or 4 per cent, on the expenditures made for rail- way property during the five years ending with 1913, there remained, as shown by the above table, $148,969.94 to compensate increased labor efficiency, and to appropriate for reserves. If an advance of 10 per cent be allowed on the total labor costs of engineers and firemen on this railroad during the year ending June 30, 1913, it would amount approximately to only $50,400, and an advance of 15 per cent to $75,600. XV. LOUISIANA AND ARKANSAS RAILWAY COMPANY. The following chart shows, in graphic form, for the Louisiana and Arkansas Railway Company, a distribution of the increase in the earnings available, to capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves, or other benefits to the stockholders, during the period 1909-1913. It is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years: REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 95 From the preceding chart it will be seen that about 72 per cent of the average annual increase in earnings for the two five-year periods was required for a reasonable allowance for returns on the amount expended for new lines or extensions and for additions and betterments to railway property, leaving 28 per cent available for compensation to increased labor efficiency, or for reserves. The chart also sets forth the portion of the amount actually available for labor which would be absorbed if certain increases in wage-payments were made to locomotive engineers and firemen. By this distribution, as indicated on the chart, it is clearly shown that the amount available is amply sufficient to meet additional outlays to remunerate the increased work and productive efficiency of engineers and firemen. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: § STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 ..................... º e º is a c e s a e º ºs e e º e º 'º e º e º e º ºs e º e º is a $ 10,672,400.61 Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 .................................................... 8,332,455.93 Net increase . . . . . . . . . . . . . . . . . . . & e e s s a s e s e e s a s e s is a s e a s e e º e º e º e s e s s e º 'º e s tº e º e s s e º a e e s e * * * * * * * * * * * * * * > * > gº º e º e º º tº º e º º e º ſº º ...(I) $ 2,339,944.68 Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending Total June 30 From Current ASSets From From Current Assets From Through Issue of Appropriations Total Through Issue of Appropriations Total Securities, Etc. of Income Securities, Etc. Of Income 1909. . . . . . . . . . . . . . . . . . . . . . . . . . $ 742,144.29 e e g º e º e º e º & C $ 742,144.29 $ 53,848.49 tº ſº tº º ºs e º e º ºs º º $ 53,848 49 $ 795,992.78 1910. . . . . . . . . . . . . . . . . . . . . . . . . . 12.18 ſº e º 'º e º 'º º 'º e º º & 102,431.00 tº º ſº e º e º ſº tº e º e 102,431 00 102,443.18 1911 is sº * * * * * * * * * * * * g e º 'º e º 'º tº e º is e 1,097,445.42 e e e o 'º e º º e e o e 1,097,445.42 165,358.40 tº º e º ºs ºs º º º tº º 165,358.40 1,262,803 82 1912. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e g º 'º e º 'º e º 'º & tº e º e º ºs e º ºs e tº * 29,128.24 tº e º ºs e º e º a tº º ºs 29,128.24 29,128 24 1913. . . . . . . . . . . . e e g tº ſº tº e º 'º ſº tº ſº tº e 5,878.26 ge e º e º ºs e º e º e º 5,878.26 212,612.07 º e g º ºs e º e º 'º 212,612.07 218,490.33 Total. . . . . . . . . . . . . . . . . . . . . $ 1,845,480.15 ............ $ 1,845,480.15 $ 563,378.20 | ............ 563,378.20 $ 2,408,858.35 (D Excludes $68,913.67 apparently due to an adjustment of accounts. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 97 The foregoing table shows that during the five years ending June 30, 1913, there was a total capital outlay of $2,408,858.35 in property investment, ($1,845,480.15 for new lines and extensions, and $563,378.20 for additions and betterments), or an average yearly expenditure of $481,771.67. Amount Available to Compensate Increased Productive Efficiency of Locomotive Engineers and Firemen. The following table shows clearly the amount of net income actually available, during the period 1908–1913, to pay increases in wages to locomotive engineers and firemen to compensate them for their increased work and productive efficiency: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVES1MENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. Yearly Average for the Five Years ITEM Ending June 30 Increase --- 1913 over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $993,618.25 $1,422,074.06 $428,455.81 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 656,700,16 908,866.17 252,166.01 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336,918.09 513,207.90 176,289.81 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,053.17 36,043.22 23,990.05 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324,864.92 477,164.68 152,299.76 0ther income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,258.60 48,137.47 18,878.87 Gross corporate income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354,123.52 525,302.15 171,178.63 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . º, e º e º e º G & º e º e º e º e º ºs e º º ºs... . . . . . . . . . . . . 1,708.56 39,717.63 38,009.07 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reSerye for emergency purposes. . . . . . . . . . . . . . . . . . . . . . 133,169,56 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $2,408,858.35 Allowance for a fair return to capital for additional investments, G e º e º e e s e e s e e s a e s e s s tº & © & ſº tº C tº gº © tº e g º O ſº tº ſº e º e º is tº e e º 'º º e º e º e a 96,354.33 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $36,815.23 It will be seen from the preceding table that for operating revenues the average yearly increase was $428,455.81, operating expenses increased $252,166.01, while taxes in- creased $24,990.05. The net amount available for distribution to capital because of addi- tional investments, to labor because of increased efficiency, and to reserves for emergency purposes was $133,169.56. By allowing a return of $96,354.33, or 4 per cent, on the ex- penditures made for railway property during the five years ending with 1913 there still remained $36,815.23 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent be allowed on the labor costs of engineers and firemen of the railroad under consideration for the year 1913, it would amount approximately to only $7,200; an advance of 15 per cent to $10,800, and an advance of 20 per cent to only $14,400. The surplus revenue thus gained and available to compensate labor efficiency is more than amply sufficient to meet the reasonable wage-requests of locomotive engineers and firemen. Detailed Basic Table. The purpose of the following table is to show how the $133,169.56, the net amount available for distribution, shown in the preceding table, was ascertained. This table presents in detailed form the substantial increase in the yearly average amount available during the five-year period ending June 30, 1913, as compared with the yearly average for the preceding five-year period. The healthy gains from year to year reflect the pros- perity of this company and establish its ability to meet the reasonable wage-requests of its locomotive engineers and firemen: 3 STATEMENT SHOWING AMOUNT OF INCREASED INC"ME THAT IS AVAILABLE FOR COMPENSATION T0 ADDITIONAL INVESTMENTS IN PROPERTY. T0 LAB0B F0B INCREASED EFFICIENCY. AND TO RESERVES. YEARS ENDING JUNE 30, 1913 T0 1904. GroSS Corporate Net Amount Year Ending Operating Operating Total Net Net Income Other Income Income Deductions Available º, u.e 30 Revenues Expenses Revenue Taxes 1913. . . . . . . . . . . $ 1,673,459.26 || 3 1,059,717.80 $ 613,741.46 50,235.10 563,506.36 43,830.55 $ 607,336.91 71,346.52 535,990.39 1912. . . . . . . . . . . 1,495,110.97 962,368.21 532,742.76 45,302.70 487,440.06 38,461.32 525,901.38 61,411.30 464,490.08 1911. . . . . . . . . . . 1,432,638.10 908,884.24 523,753.86 37,009.30 486,744.56 49,527.57 536,272.13 37,175.55 499,096.58 1910. . . . . . . . . . 1,322,761.44 807,473.15 515,288.29 27,785.15 487,503.14 53,346.58 540,849.72 15,073.84 525,775.88 1909. . . . . . . . . . . 1,186,400.55 805,887.44 380,513.11 19,883.85 360,629.26 55,521.33 416,150.59 13,580.93 402,569.66 Total. . . . . . $ 7,110,370.32 $ 4,544,330.84 $ 2,566.039.48 180,216.10 2,385,823 38 240,687.35 | $ 2,526,510.73 198,588.14 2,427,922.59 Yearly average $ 1,422,074.06 $ 908,866.17 | $ 513,207.90 36,043.22 477,164.68 48,137.47 $ 525,302.15 39,717.63 485,584.52 1908. . . . . . . . . . . $ 1,144,521.87 $ 790,674.42|| $ 353,847.45 14,969.04 338,878.41 49,113.14 $ 387.991.55 8,542.79 379,448 76 1907. . . . . . . . . . . 1,216,837.25 837,018.29 379,818.96 11,740.79 368,078.17 32,364.99 400,443.16 | . . . . . . . . . . . . . . 400,443.16 1906. . . . . . . . . 1,057,525.64 676,383.17 381,142.47 9,798.7 371,343.74 20,981.31 392,325.05 | .............. 392,325.05 1905. . . . . . . . . . . 844,535.68 507,445.49 337,090.19 14,266.66 322,823.53 20,050.44 342,873.97 | .............. 342,873 97 1904. . . . . . . . . . 704,670.81 471,979.44 232,691.37 ,490.63 223,200.74 23,783.11 246,983.85 | . . . . . . . . . . . . . . 246,983.85 Total...... $ 4,968,091.25 || $ 3,283,500.81 $ 1,684,590 44 60,265.85 1,624,324.59 146,292.99 || $ 1,770,617.58 8,542.79 1,762,014.79 Yearly average $ 993,618.25 || $ 656,700.16|| $ 336,918 09 12,053.17 324,864.92 29,258.60 || $ 354,123.52 1,708.56 352,414.96 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 99 The following statement summarizes the data presented in the preceding table and sets forth clearly the increase in the net amount available to compensate labor efficiency. During the five-year period ending June 30, 1913, the yearly average net amount avail- able, was $485,584.52, as compared with the yearly average of $352,414.96 for the preceding five-year period, or an increase of $133,169.56 in the average amount for each year of the 1913 period available to remunerate locomotive engineers and firemen for their increased work and productive efficiency. INCREASED INCOME AvAILABLE. (Yearly Average Net Amournt Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $ 352,414.96 $ 485,584.52 $ 133,169.56 XVI. MIN NEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY CoMPANY. The following chart shows, in graphic form, for the Minneapolis, St. Paul and Sault Sainte Marie Railway Company, a distribution of the increase in the earnings available for capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves, or other benefits to the stockholders, during the period 1909-1913. It is based on the increased average yearly earnings for the five years ending June 30, 1913. over the yearly average for the preceding five years: //~/.S. SZ A2 aſ S. S7A. AZ Aſ’). CZ2 Ap/, AAAEM/V6s Alz/ZAA/A AZA' AA 7///PA/ (2 y y º º: & Cº A-Z 456& Zº A. /* / * /zzy"e2se zºo/m 2erce/7”ge //7 62 Z7 za way 472/7eers are //747/6. /na/&zzºea. * REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 101 From the preceding chart it will be seen that only 47 per cent of the average annual increase in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and betterments to railway property, leaving 53 per cent available for compensation to increased labor efficiency, or for reserves. This is an amount equivalent to 23 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. The chart also sets forth clearly the very small portion of the amount actually available for labor which would be absorbed if certain increases in wage- payments were made to locomotive engineers and firemen. By this distribution, as indicated on the chart, it is clearly shown that the surplus available is amply sufficient to meet additional outlays to remunerate the increased work and productive efficiency of engineers and firemen. By way of illustration, the amount actually available for additional payments to labor, after deducting an allowance for a fair return on capital outlay in property investment, is $1,185,561.69. A 15 per cent advance in wage-payments to engineers and fire- men would amount to only $237,300, or would absorb only 20 per cent of the balance avail- able to compensate labor efficiency. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: § STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 .................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º Net increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $110,571,063.74 76,274,626.86 . (D$ 34,296,436.88 Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending & Total June 30 From Current Assets From From Current Assets From Through Issue of Appropriations Total Through Issue of Appropriations Total Securities, Etc. of Income Securities, Etc. of Income 1909. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 471,524 09 $ 125,083.86 $ 596,607.95 $ 596,607.95 1910. . . . . . . . . . . . . . . . . . . . . . $ 5,321,126.70 | . . . . . . . . . . . . $ 5,321,126.70 889,064.38 . . . . . . . . . . . . 889,064.38 6,210,191.08 1911. . . . . . . . . . . . . . . . . . . . . . 14,238,983.84 | . . . . . . . . . . . . 14,238,983.84 (2) 6,768,165.04 | . . . . . . . . . . . . (2) 6,768,165.04 7,470,818.80 1912. . . . . . . . . . . . . . . . . . . . . . 3,804,750.78 | . . . . . . . . . . . . 3,804,750.78 371,003.11 | ............ 371,003.11 4,175,753.89 1913. . . . . . . . . . . . . . . . . . . . . . 2,393,183.43 | . . . . . . . . . . . . 2,393,183.43 5,080,712.87 ............ 5,080,712.87 7,473,896.30 Total. . . . . . . . . . . . . . . . . $ 25,758,044.75 ............ $ 25,758,044.75 $ 44,139.41 $ 125,083.86 $ 169,223.27 $ 25,927,268.02 GD Includes $8,369,168.86 apparently representing an adjustment of accounts affecting investment prior to July 1, 1908. (2) Represents a credit. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 103 The foregoing table shows that during the five years ending June 30, 1913, there was a total capital outlay of $25,927,268,02 in property investment, ($25,758,044.75 for new lines or extensions, and $169,223.27 for additions and betterments), or an average yearly expendi- ture of $5,185,453,60. Amount Available to Compensate Increased Productive Efficiency of Locomotive Engineers and Firemen. The following table shows clearly the amount of net income actually available, during the period 1908-1913, to pay increases in wages to locomotive engineers and firemen to compensate them for their increased work and productive efficiency: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. Yearly Average for the Five Years Ending June 30 Increase ITEM 1913 over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $10,386,666.88 $23,581,236.87 $13,194,569.99 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,877,756.60 14,327,625.95 8,449,869.35 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & 4,508,910.28 9,253,610.92 4,744,700.64 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 552,334.76 1,008,556.29 456,221.53 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,956,575.52 8,245,054.63 4,288,479.11 0ther income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114,013.98 767,251.97 653,237.99 Gross corporate income . . . . . . . . tº e º e e g º e o e s e º e e º e is e s is tº e º ºs e e 4,070,589.50 9,012,306.60 4,941,717.10 Deductions except interest on funded debt find appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,623.40 2,750,691.44 2,724,068.04 Net amount available for distribution to capital because Of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes. . . . . . . . . . . . . . . . . . . . . . 2,217,649.06 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $25,927,268.02 Less amount appropriated from income. . . . . . . . . . . . . . . . . . . . . . . . . . 125,083 º & $25,802,184.16 Allowance for a fair return to capital for additional investments, % . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -1,032,087.37 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $1,185,561.69 It will be seen from the preceding table that for operating revenues the average yearly increase was $13,194,569.99, the increase for operating expenses was $8,449,869,35, while taxes increased $456,221.53. The increase in the net amount available for distribution to capital because of additional investments, to labor because of increased efficiency, and to reserves for emergency purposes was $2,217,649.06. By allowing a return of $1,032,087.37, or 4 per cent on the expenditures made for railway property during the five years ending with 1913 (less the amount appropriated from income), there remained $1,185,561.69 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent be allowed on total labor costs to engineers and firemen on this railroad during the year ending June 30, 1913, it would amount approximately to only $158,200, an advance of 15 per cent to $237,300, an advance of 20 per cent to $316,400, and an advance of 25 per cent to only $395,500. In other words, the increase in the amount of net income available for distribution has been due largely to the increased work and productive efficiency of employes. The surplus revenue thus gained and available to com- pensate labor efficiency is more than sufficient to meet the reasonable wage-requests of locomotive engineers and firemen. * Defailed Basic Table. The purpose of the following table is to show how the $2,217,649.06, the net amount available for distribution, shown in the preceding table, was ascertained. This table presents 104 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. in detailed form the substantial increase in the yearly average amount available, during the five-year period ending June 30, 1913, as compared with the yearly average for the preceding five-year period. The healthy gains from year to year reflect the prosperity of this company and establish its ability to meet the reasonable wage requests of its locomotive engineers and firemen, and to do so without materially reducing the total amount available to pay a fair return on capital outlay: REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 105 * C9ºZOZ'02Z‘Z $ | 60’66!$ | 21°10″′ºzzºz00’ş91‘ZZL’9€9‘GZZ'z92'600‘!!！!06’gwiyºſºff'z 2 | 92，919'CZ1'zºžºzz!‘164 ºg• • • • • • • • • • •005I 01°996'�'ſ) $ | Off"CZ9'92$ | Og'689'010'y06°C10'，1ZG'GIG'996's9.Lºſ Cº'zgaeBZ'016'00Gº G | 09'951'118'）08º999'90€‘Oſ038I8A0 & ſae0A Zg'OC8'612'0Z $ | 66°944‘CCſ$ | Įg'L√5'Zgº'OZ26°690'OEG6G'LLS“Z$1'$!Zº'$19'191%įſ'ſ GG'ſ gºzz $ | ZO'$81'08€'$Z€'y'，'$$$$6'įg• • • • • •ț¢,0L €yºyºO‘L16ºz● ● ● ● ● © © ® © £ € © § ©:14$%Gy"9ff6'68§§180:1.48%į Lºſ：81°12€§§§§§§§ſſſſſſsſſ?£!?!!?!!?!:::::::::::#ffffſ 8gº ſºz‘OLL'S& & e & Ō Ō Ō Ō Ō Ō Ō Ō Ō &§§!!！!!!!!88gºg&&'9900’906"801"$39:29!!1!！§§§30:ſſy!§§§§§§§§ 588.1613:::::::::::90ffſ 19°01&ºſCſºgæ Œ œ • • • • • • • • • • •Ig"OLE"!C!‘GZZ"G96‘Z9§§§0，390$04’586'8||9§§§§239;s81.198$£§§&Zºſ:88%;}}· · · · · · · · · 906I 8L’001'969'ſ...…...…”§!!!!!!!$$$$$98-9L0'ZGŻĘZºſiºſ£3.848$01§§ZĘ05€$03:56$.1$$ſ.§§§§§?!:::::::::::}}ſ}} 9ļ’88 y‘WOL'S $ | 66'9] ſº&£!$ | G!'009'188‘$18‘gyL'86ZșCºſyg8º88.gºº01"|106"96910'791'G$Z'ſ $ | 60’GO$"$1?'L£1"|190°6′′;" |}· · · · · · · · · · 308L 91 ºg 19‘ļ92‘9 $ | №vº 169°0glºz $ | 09’90€“Zļ0‘616' ſ.gz‘191$9'ºgO‘gyz‘86.Zº9gg‘800'ſZ6'019'$GZ'$ $ | G6’GZ9’LZ€'y!18‘9&ºſ:8g‘CZ338.10A8 ÂȚIEQA !8'GLO‘80€“19 $ | 14°LGy'ÉGL'$1 $ | 86°ZEG‘ļ90‘gy£8'6gz‘9£8ºCG!'ELZ'GZZ'];Ly'181'Z#0‘GZ9’yg0'89z‘9; $ | WL:ßZļº8£9'ſ L9€'#81'906'14'];• • • • • •īgļoſ, §§!$$$ZZ$$98’CGlº9CZZß’ſ G!‘6G6'y88'GOL‘OZE$0'68 ſººſ:9’y#G”$60‘CL8$$$$$$$$$$§§ 9!!!!$@!!14:654509?!• • • • • • • • • • • 8051 £5%8;ο#G’8ļZ'yōgºLL'IWO'Cºz‘OſG€'Z6|| '088Zººgg8‘Zſº“SGL’81Z‘806!!??!!!??!!!!8:$3&#!!!!!!$$$$$$$£§！• • • • • • • • • • • OLGI §§§§§§§8gºz81°0'19"Z£Z'8ZZ'6 W6°9Z8"#6Z'y!8ķī£$$$$$$50，90€$£§,§§§§§§§&3&&366?!8!!!!$$1$.4%· · · · · · · · · · ·TIĞI §§§§!:#889£1.180$$${{{3}{3!}{0!!9!!$$$8ļņ‘ſ,!！!！!!!!!$$$$0$ $£§!!!!!$$$$$$£§!{{!!!$$$ZZ$$£§0;'9%· · · · · · · · · · ·.gIGI 8ff"º 19‘CZL'8 $ | 9g"G9z‘OLL ‘$ $ | y0'088‘$6$ºz!Lļ’669"Z6L18°08!" |0|Lºſ į6G'L96'86Z“,Srºy|'000'ci s | y0 yıs'toc'sı0G"Z99'$0£"Z8• • • • • • • • • • • grşı ø[qt’IſæAySu0!!0npº01atuoouſºuI00uI JOU!!00uI00uI 39NS9XEJ,ônū3A3}I.SØSuºđx{HSºnu9A98||08atmp !un0uW ļ0N0ņeJ0d.J00 SS01940N (840）,ºuļņeJ0d0ºuĮqeJºď0ºuļpuſi ngºK ‘ý06I 0J 8I6T ‘08 GIN[\[' ĐNIGINGI SSIVQHĀ CIGISWCH HONI $10,8 {{0{IWI 0J, ‘ĀJÄIGIRIO?II NI SINGHWLSCHANI TVNOILIGIOIV OJ, NOIJEVSNG!&IW00 H0,H GITAVIIVAV SI LVHJ, GIW00NI CIGISWCHŁONI HO LNQ OWW 0NIMOHS NINGIWGALVIS ‘SCIA HASG{\{ 0,L (INW ‘XONGHIOI, HĀGĀ 106 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The following statement summarizes the data presented in the preceding table and sets forth clearly the increase in the net amount available to compensate labor efficiency. During the five-year period ending June 30, 1913 the yearly average net amount available was $6,261,615.16, as compared with the yearly average of $4,043,966.10 for the preceding five-year period, or an increase of $2,217,649.06 in the average amount for each year of the 1913 period available to remunerate locomotive engineers and firemen for their increased work and productive efficiency: INCREASED INCOME AWAILABLE. (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $ 4,043,966.10 $ 6,261,615.16 $ 2,217,649.06 XVII. ST. LOUIS AND SAN FRANCISCO RAILROAD COMPANY. The following chart shows, in graphic form, for the St. Louis and San Francisco Railroad Company, a distribution of the increase in the earnings available to capital because of additional investments in railway property, to labor because of increased efficiency, and to reserves, or other benefits to the stockholders, during the period 1909-1913. This distribution is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years. REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 107 J7. Z. & J.4/V AZ24/V Aº AP CO. /VCAPAA,542 AAAEM/V4's Alž/ZAAAA A2F AP-72/2/y ow /vvZ.57///v7.s ZZ/P/V< 7% As7. 3 W2.4/75, Aoº 47%/0,5472/72 ZAA/P 477%/AW2), AA/2 /22 A*SAA’ves (Æosed on 4/e 4/eroze /32-4, 42//mys Zorzºg &e Azse 3 kors as 4ozzozzed & the Average /ø/ 2%e 3 Areceo/r2 Vºorsy ///ovvazzee A or Are?.2//~/7 º or Izzczecz, sea. Irzveszazzezz/ Avai/a/b/e A or , Corrae-zsoyºor” of Azzcreasea, 4-260- Zºff/c/erºcy 2%aza! / or Aeserves 72.2 28.2 d5% - € zoºm" co” ... y C Cſ tº” 4.9% W & 7/7e re/afive /proporºzs of cer/227 Aerce/7/29e ſºcagoşes of Ayreser” wage A22%rner//s #o A7Perzer, ozza' Arºff/neers are ima/cafea. 108 * REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the preceding chart it will be seen that about 28 per cent of the average annual increase in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and betterments to railway property, leaving the large proportion of 72 per cent available for compensation to increased labor efficiency, or for reserves. This is an amount equivalent to 53 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. The chart also clearly sets forth the small portion of the amount actually available for labor which would be absorbed if certain increases in wage-payments were made to locomotive engineers and firemen. By this distribution, as indicated on the chart, it is evident that the surplus available is more than sufficient to pay the reasonable wage requests of this company's locomotive engineers and firemen. The amount available for additional payments to labor, after deducting an allowance for a fair return on capital outlay, is $3,238,113.88, while a 15 per cent advance in wage-payments to engineers and firemen would amount to only $379,200, or absorb only 12 per cent of the balance available to compensate labor efficiency. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: 3. STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, TO JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 .................................................... $253,348,740.97 Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 ........................... * . . . . . . . . . . . . . . . . . . . . . . . . 174,379,404.97 Net increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º e º e º 'º e e e º a tº t e º is e * * * * is s a e s e e s a e s a e º s e º e s e s a s m e º e s is a e e º e º e a e s e s e s s a e e s tº (D$ 83,969,336.00 Analysis Of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions at d Betterments Year Ending Totai June 30 From Current Assets From From Current Assets From Through Issue of Appropriations Total Through Issue of Appropriations Total Securities, Etc. of Income Securities, Etc. of Income 1909..... • e º e g º e s e s a w is a s e s e e s e ] e s e s s = e s e e s = | * * * * * * * * * * * * | * * * * * * * * * * * * $ 17,510,908 89 | . . . . . . . . . . . . $ 17,510,908.89 $ 17,510,908.89 1910. . . . . . . . . . . . . . . . . . . . . . . . . . $ 258,846.13 | . . . . . . . . . . . . $ 258,846.13 5,349,293.32 ............ 5,349,293 32 5,608,139.45 1911. . . . . . . . . . . . . . . . . . . . . . . . . . 26,710.68 | . . . . . . . . . . . . 26,710 68 3,161,401.28 ............ 3,161,401.28 3,188,111.96 1912. . . . . . . . . . . . . . . . . . . . . . . . . . 904.40 | ............ 904.40 2,408,815.88 ............ 2,408,815.88 2,409,720.28 1913. . . . . . . . . . . . . . . . . . . . . . . . . . 103,309.94 | ............ 103,309.94 1,936,428,61 | ............ 1,936,428.61 2,039,738.55 Total. . . . . . . . . . . . . . . . . . . . . $ 389,771.15 | . . . . . . . . . . . . $ 389,771.15 $ 30,366,847.98 | ............ $ 30,366,847.98 $ 30,756,619.13 Q) Includes $53,212,716.87 apparently representing an adjustment of accounts affecting investment prior to July 1, 1907. 110 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The foregoing table shows that during the five years ending June 30, 1913, there was a total capital outlay of $30,756,619.13 in property investment ($389,771.15 for new lines or extensions and $30,366,847.98 for additions and betterments), or an average yearly expenditure of $6,151,323.83. Amount Available to Compensate Increased Productive Efficiency of Locomotive Engineers and Firemen. The following table shows clearly the amount of increased income actually available during the period 1908-1913, after the payment of all operating costs and capital obligations, to remunerate labor for its increased work and productive efficiency: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. Yearly Average for the Five Years Increase ITEM - Ending June 30 1913 over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $31,279,294.20 $39,728,974.36 $8,449,680.16 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,308,275.86 26,499,174.06 6,190,898.20 Total net revenue ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,971,018.34 13,229,800.30 2,258,781.96 Taxes .................. * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 476,274.97 1,209,538.69 733,253.72 Net ................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,494,743.37 12,020,261.62 1,525,518.25 Other income ................................................. 771,055.66 2,488,256.97 1,717,201.31 Gross corporate income ................................... 11,265,799.03 14,508,518.59 3,242,719.56 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,255,941.54 3,030,282.45 – 1,225,659.09 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes.....................; e. 4,468,378.65 Expenditures for property (road and equipment) during the pas five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $30,756,619.13 Allowance for a fair return to capital for additional investments, mº-ºº-ºº-ººmsºmºsºmeº 4% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,230,264.77 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $3,238,113.88 — Decrease. It will be seen from the preceding table that for operating revenues the average yearly increase was $8,449,680.17, operating expenses increased $6,190,898.21, while taxes increased $733,263.72. Notwithstanding this showing, the net amount available for distribution to capital because of additional investments, to labor because of increased efficiency, and to reserves for emergency purposes was $4,468,378.65. By allowing a return of $1,230,264.77, or 4 per cent on the expenditures made for railway property during the five years ending June 30, 1913, there still remained $3,238,113.88 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent be allowed on the labor cost of firemen and engineers of the railroad under consideration for the year 1913 it would amount approximately to only $252,800, an advance of 15 per cent to only $379,200, of 20 per cent to $505,600, and an advance of 25 per cent to only $632,000. In other words, while the increase in the amount of net income available has been due largely to the increased work and productive efficiency of employes, the surplus thus gained and available to compensate labor efficiency is more than sufficient to meet the reasonable wage-requests of locomotive engineers and firemen. Detailed Basic Table. The purpose of the following table is to show how the $4,468,378.65, the net amount available for distribution, shown in the preceding table, was ascertained. This table pre- sents in detailed form the substantial increase in the yearly average amount available, during the five-year period ending June 30, 1913, as compared with the yearly average for the preceding five-year period. The healthy gains from year to year in the items of income which go to make up the net amount available for distribution reflect the prosperity of this company and establish its ability to meet the reasonable wage-requests of its locomotive engineers and firemen, and to do so without materially reducing the total amount available to pay a fair return on capital outlay and to make an appropriation for reserves: E STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. YEARS ENDING JUNE 30, 1913 TO 1904. Year Ending Operating Operating • Total Net Gross Corporate Net Amount June 30 Revenues Expenses Revenue Taxes Net Income Other Income Income Deductions Available 1913. . . . . . . . . . . 43,401,116.01 || $ 28,593,620.22 || $ 14,802,095.79 $ 1,426,253.19 $ 13,375,842.60 1,743,073.53 $ 15,118,916.13 $ 3,229,953.84 11,888,962.29 1912. . . . . . . . . . . 39,618,188.33 26,611,473.29 13,006,715.04 1,380,475.93 11,626,239.11 1,974,486.16 13,600,725.27 2,849,244.19 10,751,484.08 1911. . . . . . . . . 40,842,519.45 27,230,368.09 13,612,151.36 1,267,594.18 12,344,557.18 2,197,730.81 15,142,287.99 2,039,789.27 13,102,498.72 1910........ * * * 39,131,058.27 26,885,491.61 12,245,566.66 946,288. 11,299,278.35 3,560,430.04 14,859,708.39 2,309,927.71 12,549,780.68 1909. . . . . . . . . . . 35,651,389.77 23,168,917.11 12,482,472.66 1,027,081.82 11,455,390.84 2,365,564.31 13,820,955.15 4,722,497.22 9,098,457.93 Total...... 198,644,871.83 || $ 132,495,870.32| $ 66,149,001.51 $ 6,047,693.43 $ 60,101,308.08 12,441,284.85 $ 72,542,592.93 $ 15,151,412 23 57,391,180.70 Yearly average 39,728,974.36 $ 26,499,174.06 || $ 13,229.800.3G | $ 1,209,538.69 $ 12,020,261.62 2,488,256.97 || $ 14,508,518.59 $ 3,030,282.45 11,478,236.14 1908........... 33,905,028.64 $ 23,443,814.92 $ 10,461,053.72 || $ 548,531.64 || $ 9,912,522.08 2,651,961.87 $ 12,564,483.95 $ 4,787,758.95 7,776,725.00 1907........... 37,190,857.78 23,422,356.67 13,768,501.11 516,195.09 13,252,306.02 197,917.97 13,450,223.99 4,180.910.44 9,269.253.55 1906........... 30,752,337.96 19,434,142.72 11,318,195.24 521,697.01 10,796,498.23 343,603.07 11,140,101.30 3,934,182.49 7,205,918.81 1905.......... 28,713,325.12 18,302,289.60 10,411,035.52 414,174.18 9,996,861.34 408,730.23 10,405,591.57 4,573,692.95 5,831,898.62 1904. . . . . . . . . . * 25,834,921.52 16,938,615.40 8,896,306.12 380,776.94 8,515,529.18 253,065.16 8,768,594.34 3,803,102.86 4,965,491.48 Total...... 156,396,471.02 || $ 101,541,379.31|| $ 54,855,091.71 $ 2,381,374.86 || $ 52,473,716.85 3,855,278.30 $ 56,328,995.15 $ 21,279,707.69 35,049,287.46 Yearly average 31,279,294.20 $ 20,308,275.86|| $ 10,971,018.34 $ 476,274.97 || $ 10,494,743.37 771,055.66 s 11,265,799.03 $ 4,255,941.54 7,009,857.49 1900. . . . . . . . . . . 7,983,246.06 || $ 4,715,109.66 || $ 3,268,136.40 || $ 227,479.39 || $ 3,040,657.01 122,080.74 || $ 3,162,737.75 $ 12,143.98 3,150,593.77 112 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The following statement summarizes the data presented in the preceding table. The com- parison here made sets forth the large increase in the average amount available for each year of the 1913 period, over the yearly average for the preceding five-year period: INCREASED INCOME AVAILABLE. (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $ 7,009,857.49 $11,478,236.14 $ 4,468,378.65 XVIII. ST. LOUIS SOUTHWESTERN RAILWAY COMPANY. The following chart shows, in graphic form, for the St. Louis Southwestern Railway Company, a distribution of the increase in the earnings available for distribution to capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves, or other benefits to the stockholders, during the period 1909-1913. This distribution is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years: 114 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the preceding chart it will be seen that only 43 per cent of the average annual in- crease in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and better- ments to railway property, leaving the large proportion of 57 per cent available for compen- sation to increased labor efficiency, or for reserves. This is an amount equivalent to 28 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. The chart also clearly sets forth the very small portion of the amount actually available-for labor which would be absorbed if certain increases in wage-payments were made to locomotive engineers and firemen. By way of illustration, the amount actually available for additional payments to labor, after deducting an allowance for a fair return on capital outlay in property investment, is $322,393.97. A 20 per cent advance in wage-payments to the engineers and firemen of this company would amount to only $66,000, or would absorb only 20 per cent of the balance available to com- pensate labor efficiency. ~~~~. º * ~ Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: : & TATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº ſº e º tº gº tº tº Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 65,248,549.61 52,571,935.39 Net increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... ... (D$ 12,676,614.22 Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending - Total June 30 From Current Assets From From Current ASSets From Through Issue of Appropriations Total Through Issue of Appropriations Total Securities, Etc. of Income Securities, Etc. of Income 1909 tº º ſº e º e º E & tº e g e º ſº e º is 9 º' s : º g º e s s a tº * s tº $ e º e < * * * * * * * * * * * * * e is a s & e º e i º e º e º 'º e º e º a e & © tº ſº º tº e º tº e º 'º º º º te e º $ tº $ e º 'º tº e º e º e º ºs tº $ $ tº 1910. . . . . . . . . . . . . . . . . . : - - - - - - - I - - - - - - - - - - - - - - - - - - - - - - - - . . . . . . . . . . . . $ 659,408.48 ............ $ 659,408 48 $ 659,408.48 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,732,292.97 & ſº tº is e s tº e g g g s 1,732,292 97 1,732,292.97 1912..... * * * * * * * * * * * * * * * * * s • e º e º is º e e s e º s e a s e a s s a s s e o e s a e s a e s s a e 2,552,042.67 . . . . . . . . . . . . 2,552,042.67 2,552,042.67 1918. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,176,445 25 ............ 1,176,445.25 1,176,445.25 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 6,120,189 37 | . . . . . . . . . . . $ 6,120 18937 $ 6,120,189 37 Q) Includes $6,556,424.85 apparently representing an adjustment of accounts made in 1910 and representing expenditures made prior to July 1, 1908. 116 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The foregoing table presents an analysis of the increase in property investment, 1909 to 1913, inclusive. It is to be noted that during the five years ending June 30, 1913, there was a total capital outlay of $6,120,189.37, all for additions and betterments. Amount Available to Compensate Increased Productive Efficiency of Locomotive Engineers and Firemen. The following table shows clearly the amount of net income actually available, during the period 1908-1913, to pay increases in wages to locomotive engineers and firemen to compen- sate them for this increased work and productive efficiency: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. Yearly Average for the Five Years Ending June 30 Increase ITEM 1913 over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $5,987,042 70 $7,641,814.18 $1,654,771.48 Operating expenses ........................................... 3,698,289.87 4,538,195.52 839,905.65 Total net revenue .......................... . . . . . . . . . . . . tº o 2,288,752.83 3,103,618.66 814,865.83 Taxes ....... © tº e º e º s & tº 9 tº e º ºs e s tº e º is e º is e s a tº e e º e º e º e º e s tº e º ſº e º ſº tº ſº e e 152,465.11 273,239.50 120,774.39 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,136,287.72 2,830,379.16 694,091.44 Other income ................................................. 828,288.97 919,219.32 90,930.35 Gross corporate income ................................... 2,964,576.69 3,749,598.48 785,021.79 Deductions except interest on funded debt and appropriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130,167.97 347,988.21 217,820.24 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes...................... 567,201.55 Expenditures for property (load and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $6,120,189.37 Allowance for a fair return to capital for additional investments, 4% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244,807.58 Balance remaining to compensate increased labor efficiency and to appropriate for reserves ................................... $322,393 97 It will be seen from the preceding table that for operating revenues the average yearly increase was $1,654,771.48, the increase for operating expenses was $839,905.65, while taxes increased $120,774.39. Notwithstanding this showing, the increase in the net amount available for distribution to capital because of additional investments, to labor because of increased efficiency and to reserves for emergency purposes was $567,201.55. By allowing a return of $244,807.58, or 4 per cent, on the expenditures made for railway property during the five years ending with 1913 there remained $322,393.97 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent be allowed on the total labor costs of engineers and firemen on this railroad during the year ending June 30, 1913, it would amount approximately to only $33,000; an advance of 15 per cent to $49,500; of 20 per cent to only $66,000, and an advance of 25 per cent to only $82,500. In other words, the increase in the amount of net income available for distribution has been due largely to the increased work and productive efficiency of employes. The surplus revenue thus gained and available to compensate labor efficiency is therefore more than sufficient to meet the reasonable wage-requests of locomotive engineers and firemen. Detailed Basic Table. The purpose of the following table is to show how the $567,201.55, the net amount avail- able for distribution, shown in the preceding table, was ascertained. This table presents in detailed form the substantial increase in the yearly average amount available, during the five-year period ending June 30, 1913, as compared with the yearly average for the preceding five-year period. The healthy gains from year to year reflect the prosperity of this company and establish its ability to meet the reasonable wage-requests of its locomotive engineers and firemen, and to do so without materially reducing the total amount available to pay a fair return on capital outlay and make an appropriation for reserves: s: STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. YEARS ENDING JUNE 30, 1913 T0 1904. l Year Ending Operating Operating Total Net Gross Corporate Net Amount June 30 Revenues, Expenses Revenue Taxes Net Income Other Income Income Deductions Available 1913. . . . . . . . . . . . $ 8,631,730.62 $ 4,927,530.41 $ 3,704,200.21 $ 337,619.73 $ 3,366,580.48 1,235,820.84 $ 4,602,401.32 $ 482,798.57 $ 4,119,602.75 1912. . . . . . . . . . . 7,781,265.47 4,669,676.09 3,111,583.38 330,135.14 2,781,454.24 1,050,191.41 3,831,645.65 396,650.55 3,434,995.10 1911. . . . . . . . . . . 7,715,066.91 4,578,461.95 3,136,604.96 253,565.44 2,883,039.52 813,147.04 3,696,186.56 312,318.47 3,383,868.09 1910. . . . . . . . . . . 7,354,788.31 4,351,660.20 3,003,128.11 264,435.83 2,738,692.28 806,318.67 3,545,010.95 286,464.40 3,258,546.55 1909. . . . . . . . . . . 6,726,219.61 4,163,648.96 2,562,570.65 180,441.36 2,382,129.29 690,618.64 3,072,747.93 261,709.05 2,811,038.88 Total. . . . . . $ 38,209,070.92 || $ 22,690,977.61 $ 15,518,093.31 || $ 1,366,197.50 $ 14,151,895.81 4,596,096.60 |$ 18,747,992.41 $ 1,739,941.04 || $ 17,008,051.37 Yearly average $ 7,641,814.18 $ 4,538,195.52| $ 3,103,618.66 $ 273,239.50 $ 2,830,379.16 919,219.32 $ 3,749,598.48 || $ 347,988.21 $ 3,401,610.27 1908. . . . . . . . . . . . $ 6,283,382.36 || $ 3,920,336.43| $ 2,363,045.93 $ 183,643.22 $ 2,179,402.71 812,894,01 || $ 2,992,296.72 $ 291,963.93 $ 2,700,332.79 1907. . . . . . . . . . . 6,873,665.60 4,062,864.95 2,810,800.65 161,242.94 2,649,557.71 858,028.61 3,507,586.32 263,668.08 3,243,918.24 1906. . . . . . . . . . e 6,039,712.06 3,765,117.73 2,274,594.33 167,160.92 2,107,433.41 856,496.49 2,963,929.90 25,466.53 2,938,463.37 1905. . . . . . © tº e º ºs 5,781,956.11 3,753,604.54 2,028,351.57 147,400.42 1,880,951.15 877,380.95 2,758,332.10 29,083.15 2,729,248.95 1904. . . . . . tº tº e º 'º 4,956,497.38 2,989,525.70 1,966,971.68 102,878.06 1,864,093.62 736,644.77 2,600,738.39 40,658.14 2,560,080.25 Total. . . . . . $ 29,935,213.51 $ 18,491,449.35 | $ 11,443,164.16 || $ 762,325.56 $ 10,681,438.60 4,141,444.83 $ 14,822,883.43 $ 650,839.83 || $ 14,172,043.60 Yearly average $ 5,987,042.70 || $ 3,698,289.87 $ 2,288,752.83 $ 152,465.11 $ 2,136,287.72 828,288.97 $ 2,964,576.69 || $ 130,167.97 $ 2,834,408.72 1900........... $ 3,518,922.60 $ 2,074,628.18 $ 1,444,294.42 $ 78,172.96 || $ 1,366,121.46 455,165.04 || $ 1,821,286.50 $ 17,966.42 $ 1,803,320.08 E 118 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The following statement summarizes the data presented in the preceding table. This comparison clearly sets forth the large increase in the average amount available each year of the 1913 period over the yearly average for the preceding five-year period. INCREASED INCOME AVAILABLE. (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $ 2,834,408.72 $ 3,401,610.27 $ 567,201.55 XIX. SAN PEDRO, LOS ANGELES AND SALT LAKE RAILROAD COMPANY. The following chart shows, in a graphic form, for the San Pedro, Los Angeles and Salt Lake Railroad Company, a distribution of the increase in the earnings available for distribution to capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves, or other benefits to the stockholders, during the period 1909-1913. This distribution is based on the increased average yearly earnings for the five years ending June 30, 1913, over the yearly average for the preceding five years: 34// AZZP2, Z/25 A/2,& 5.4/7 ZA: A2 A2 £2 Azºszz, Zººs 2442/3/4 Aze Aºzzºw ow //Z.57/12/v7:S Z2/2/V< 77% As7 3 XZ24/PS, AZ” 42%577.2V 72 ZZAZ2 ZZZZZAzy”, AMZ Zºº A&SAA/Z's (&ased on 2/e 4/erzye Mézá. Azz//'s Z/2, ºe Azsz & Józ's as 4ozoorea aº (/e 4/eaſe for z/e 3 Aereo/g ×ors/ §§ Avo//ab/e For s Compensation. Of Increased § Labor £fficiency And ~ FOP A&SørvøS 8 5 § 2O.7% is § TS - S. - S. Q § º º ) 120 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the preceding chart it will be seen that 80 per cent of the average annual increase in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and betterments to railway property, leaving 20 per cent available for compensation to increased labor efficiency, or for reserves. There is also indicated the portion that would be used if certain increases in wage-payments were made to engineers and firemen. The chart also clearly sets forth the portion of the amount actually available for labor which would be absorbed if certain increases in wage-payments were made to engineers and firemen. By this distribution, as indicated on the chart, it is evident that the surplus available is more than sufficient to pay the reasonable wage-requests of this company's locomotive engineers and firemen. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: S STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 .................................................... $ 75,790,565.05 Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 .................................................... 68,424,253.60 Net increase © e º 'º & © tº e e g tº e º 'º e º E tº dº º is * * * * * * * * * * * 0 & 0 & 0 tº a tº £ tº e º e º e º e º e º a e º e e s ∈ e º e º e º e º e e o e s e s a e º e º a s e º e s is a e s e e º e º e g º e s a s a s e º s $ 7,366,311.45 Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments June 30 Total Year Ending From Current Assets From From Current Assets From Through Issue of Appropriations Total Through ISSue of Appropriations Total Securities, Etc. of Income Securities, Etc. of Income 1909. * G tº ſº tº º º e e g º e º e º e º º is tº e º 'º e e $ 550,000.00 gº º ºs e º is º tº gº tº e º $ 550,000.00 $ 420,198.52 tº e º ºs e º 'º e º e º e $ 420 198.52 970 198.52 1910...... e - e º e º e e º 'º e º 'º e º e º is e e 52,173.57 | ....... tº e º ſº º 52,173.57 1,013,182.71 | ............ 1,073, 182.71 $ 1,065.356.23 1911. . . . . . . . . . tº gº a º e º 'º º tº s p * * * * * 3,991.70 | ........... e 3,991.70 377,507.87 ............ 377,507.87 381,499.57 1912. . . . . . . . . . . . . º, e º 'º e º 'º º e º e º º 274,450.93 | ............ 214,450.93 498,574.05 | . . . . . . . . . . . . 498,574.05 TT3,024.98 1913. . . . . . . . . . . . . . . . . . . . . . . . . . 2,052.50 e e º e º e º 'º e º 'º º 2,052.50 4,646,172.75 tº e º e º e º e º e º e 4,646,172.75 4,648,225.25 Total. . . . . . . . . . . . . . . . . . . . . $ 882,668.70 e tº e º e º 'º tº e º 'º e $ 882,668.70 $ 6,955,635.90 | . . . . . . . . . . . . $ 6,955,635.90 GD$ 7,838,304.60 G.) The difference between this, amount, and the net increase of $7,366,811.45, viz., $471,993.15, is due to fact that in June, 1911, the road transferred $471,993.15 from “Road and Equip- ment” to “Investment in Physical Property” to June 30, 1907, thus reducing the net, increase, by that amount. The total property investment since July 1, 1908, of $7,838,304.60, includes the following, which were entered on the books of the company subsequent to June 30, 1907, but which should have been entered prior to that date, viz.: Account 35. Net earning during construction (deficit)....... t e º e º e s tº e º e º a tº e º 'º tº e s e e s e • * * * * * * * * * * * * * * * * * c s e º e s e s e e s e s e e s e o e º 'º e s a e s e o e * I e º 'º e º te tº º $3,934,779.52 Account 36. Deferred payment on account of road purchased prior to June 30, 1907................................................ . . . . . . . . . . 100,000.00 Account 47. Interest accrued to June 30, 1907, and discount on bonds issued July 1, 1907................................................... 5,210,433.67 $1,375,654.15 The above $1,375,654.15 was transferred from investment since June 30, 1907, to investment prior to June 30, 1907, during the year 1911. 122 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The foregoing table shows that during the five years ending June 30, 1913, there was a total capital outlay of $7,838,304.60 in property investment, ($882,668.70 for new lines or extensions, and $6,955,635.90 for additions and betterments), or an average yearly ex- penditure of $1,567,660.92. The table next presented shows in a condensed manner the average yearly increase in the operating revenues, operating expenses, taxes, etc., for this railroad company for the five years ending June 30, 1913, over the average for the preceding five years: Amount Available to Compensate Increased Productive Efficiency of Locomotive Engineers and Firemen. The following table shows clearly the amount of increased income actually available, during the period 1908-1913, after the payment of all operating costs and capital obligations, to remunerate labor for its increased work and productive efficiency: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AWAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY. AND TO RESERVES. Yearly Average for the Five Years ITEM Ending June 30 Increase 1913 over 1908 1908 1913 | Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $4,692,757.95 $8,452,910.01 $3,760,152.06 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,468,815.50 6,398,610.47 2,929,794.97 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a • * * * * * * * * * 1,223,942.45 2,054,299.54 830,357.09 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188,136.81 320,867.35 i32,730.54 Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,035,805.64 1,733,432.19 697,626.55 Other income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................... 7,201.33 68,756.03 61,554.70 Gross corporate income . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,043,006.97 1,802,188.22 759,181.25 Deductions except interest on funded debt and applopriations for reserves, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105,323.48 472,224.86 366,901.38 Net amount available for distribution to capital because on additional investments; to labor because of increased efficiency; § --- — — 4 —— — and to reserve for emergency purposes...................... 392,279.87 Expenditures for property (road and equipment) during the past five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $7,838,304.60 Allowance for a fair return to capital for additional investments, O s • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * ~ e tº º te e 313,532.18 Balance remaining to compensate increased labor efficiency and to appropriate for reserves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $78,747.69 It will be seen from the preceding table that for operating revenues the average yearly increase was $3,760,152.06, the increase of operating expenses was $2,929,794.97, while taxes increased $132,730.54. Notwithstanding this showing, the increase in the net amount available for distribution to capital because of additional investments, to labor because of increased efficiency, and to reserves for emergency purposes was $392,279.87. By allowing a return of $313,532.18, or 4 per cent, on the expenditures made for railway property during the five years ending with 1913, there remained $78,747.69 to compensate increased labor efficiency and to appropriate for reserves. Detailed Basic Table. The purpose of the following table is to show how the $392,280.87, the net amount available for distribution, shown in the preceding table, was ascertained. This table pre- sents in detailed form the substantial increase in the yearly average amount available for distribution, during the five-year period ending June 30, 1913, as compared with the yearly average for the preceding five-year period. The healthy gains, from year to year, in the items of income which go to make up the net amount available for distribution, reflect the prosperity of this company and establish its ability to pay the reasonable wage-requests of its locomotive engineers and firemen: º § STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. YEARS ENDING JUNE 30, 1913 TO 1904. Year Ending Operating Operating Total Net GroSS Corporate Net Amount June 30 Revenues Expenses Revenue Taxes Net Income Other Income Income Deductions Available 1913........... $ 10,442,975.48 || $ 7,035,508.14 3,407,467.34 $ 437,596.17 2,969,871.17 46,397.49 3,016,268.66 $ 440,958.86 2,575,309.80 1912. . . . . . . . . . . 9,361,098.91 7,527,029.04 1,834,069.87 300,086.93 1,533,982.94 37,356.96 1,571,339.90 564,937,68 1,006,402.22 1911. . . . . . . . . . . 8,651,265.06 6,840,828.05 1,810,437.01 288,741.14 1,521,695.87 26,677.37 1,548,373.24 401,460.52 1,146,912.72 1910........... 6,238,553.97 5,469,462.15 769,091.82 292,458.89 476,632.93 191,933.13 668,566.06 375,269.75 293,296.31 1909. . . . . . . . . . . 7,570,656.61 5,120,224.95 2,450,431.66 285,453.61 2,164,978.05 41,415.20 2,206,393.25 578,497.47 1,627,895.78 Total...... $ 42,264,550.03 || $ 31,993,052.33 10,271,497.70 || $ 1,604,336.74 8,667,160.96 343,780.15 9,010,941.11 || $ 2,361,124.28 6,649,816.83 Yearly average $ 8,452,910.01 || $ 6,398,610.47 2,054,299.54 $ 320,867.35 1,733,432.19 68,756.03 1,802,188.22 || $ 472,224.86 1,329,963.36 1908........... $ 7,747,123.22 || $ 6,247,708.19 1,499,415.03 $ 244,663.26 1,254,751.77 36,006.66 1,290,758.43 $ 526,617.42 I64,141.01 1907........... 6,761,050.04 4,653,556.19 2,107,493.85 238,314.16 1,869,179.69 .......... 1,869,179.69 | .......... 1,869,179 69 1906........... 4,800,139.57 3,449,954.48 1,350,185.09 185,224.12 1,164,960.97 | .......... 1,164,960.97 | . . . . . . . . . . 1,164,960 97 1905........... 2,405,655.79 1,757,619.97 648,035.82 141,446.19 506,589.63 tº e e º e º e s s e 506,589.63 .......... 506,589 63 1904. . . . . . . . . . . 1,749,821.14 1,235,238.68 514,582.46 131,036.31 383,546.15 .......... 383,546.15 • * * * * * * * > * 383,546.15 Total...... $ 23,463,789.76 $ 17,344,077.51 6,119,712.25 $ 940,684.04 5,179,028.21 36,006.66 5,215,034.87 || $ 526,617.42 4,688,417.45 Yearly average $ 4,692,757.95 || $ 3,468,815.50 1,223,942.45 $ 188,136.81 1,035,805.64 7,201.33 1,043,006.97 $ 105,323.48 937.683.49 1900. . . . . . . . . . . Organized March 20, 1901. 124 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The following statement summarizes the data presented in the preceding table and sets forth clearly the increase in the net amount available to compensate increased labor efficiency. INCREASED INCOME AWAILABLE. (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 $ 937,683.49 $ 250,337.11 $ 392,279.87 XX. SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS. | The following chart shows, in graphic form, for the Southern Kansas Railway Com- pany of Texas, a distribution of the increase in the earnings available for distribution to capital because of additional investments in railway property; to labor because of increased efficiency, and to reserves, or other benefits to the stockholders, during the period 1909-1913. This distribution is based on the increased average yearly earnings for the five years ending June 30, 1913, over * yearly average for the preceding five years: REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. 125 3W. A24/V.S. AP). CZ2 ZZ 72.2% ///Z.43AZ2 ZZAPM/2S 24//ZAAZZ Az/º APA 7z/PA/ ZY /wz.57%WZ5 Z//, 7% As7. 5 XZ4A5,Aze 4%/647//w Z ZAZ2 AZZZZZZx, Awo /ø A/S/W/3 (3.asea oz //e 4/ºrage 232/4, 42%gs Z/2 //e Aºsé & Mºors as Zozozrez w/ ſhe Azzye ſºr &e 3 Areced/ Mºors) Avai/ob/e For Compensafjor, of Increased Labor Efficiency A/7a: Aor A. eScrves 84% ) % § The relafive prºportion of a 20. Ayer cenf increase of, #Ae preser” wage paymen's fo Firemen and Engineers is indicarea. 126 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. From the preceding chart it will be seen that only 16 per cent of the average annual in- crease in earnings for the two five-year periods was required for a reasonable allowance for return on the amount expended for new lines or extensions and for additions and better- ments to railway property, leaving the large proportion of 84 per cent available for com- pensation to increased labor efficiency or for reserves. This is an amount equivalent to over 104 per cent of the average yearly amount expended during the five years, both for new lines or extensions and for additions and betterments. The chart also clearly sets forth the small portion of the amount actually ayailable for labor which would be absorbed if certain increases in wage-payments were made to engineers and firemen. By this distribu- tion, as indicated on the chart, it is evident that the surplus available is more than suffi- cient to pay the reasonable wage-requests of this company's locomotive engineers and firemen. By way of illustration, the amount actually available for additional payments to labor, as shown by the following tables, is $266,366.88, while a 15 per cent advance in wage- payments to engineers and firemen would amount to only $7,800, that is, would absorb only 3 per cent of the amount that remained to compensate labor efficiency. Increase in Property Investment. The following table presents an analysis of the increase in property investment, 1909 to 1913, inclusive, of this company: i § STATEMENT SHOWING THE NET INCREASE IN PROPERTY INVESTMENT (ROAD AND EQUIPMENT) DURING THE PERIOD JULY 1, 1908, T0 JUNE 30, 1913. Investment in road and equipment (excluding reserve for depreciation) on June 30, 1913 . . . . . . . . . . . . . . . . . . ........................... tº dº ſº tº º º sº Investment in road and equipment (excluding reserve for depreciation) on June 30, 1908 ............................................. tº tº º te e º gº Net increase e e s a e º e º e e s m e o e e e s = e s e e s e e s is e s e e s e e s a e e s e e s a e s a e e s s s a s e º e s s e s s is e º 'º a s = e s s a e s s s is a s e e s is e s a e s e s p & s e * * * * * * * * * * $ 4,811,327.59 3,536,137.57 $ 1,275,190.02 Analysis of the Increase in Property Investment Expenditures for New Lines or Extensions Expenditures for Additions and Betterments Year Ending Total June 30 From Current Assets From From Current ASSets From Through Issue of Appropriations Total Through ISSue of Appropriations Total Securities, Etc. Of Income Securities, Etc. of Income 1909 g is e s ∈ e º ºs ºs e º e s s a tº e º e º 'º e º is s e * * * * * * * * * * * * tº º ºs e º 'º e g tº e º e tº º t e º 'º e º 'º e º 'º $ 252,667.33 tº e º 'º e º 'º e º e º º $ 252,667.33 $ 252,667.33 1910. . . . . . . . . . . . . . . . . . . . . . . . . . * † tº dº º ſº tº e º ſº tº e g g g g ſº e º ſº gº tº º tº gº tº tº º ſº º º ºs ºn tº tº 492,259.23 ........... e 492,259.23 492,259.23 1911. . . . . . . . . . . . . . . . . . . tº e º 'º e º s tº e º º ºs e º e º e º gº «» º e º ſº tº e º & © & © tº € e º 'º e º ºs º º $ in 351,014.33 . . . . . . . . . . . tº 351,014.33 351,014.33 1912. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º ºs e g to tº e º ºs e º 'º dº e º 'º tº tº gº tº º tº tº e º e º 'º 125,358.81 | . . . . . . . . . . . . 125,358.81 125,358.81 1913. tº e g º 'º e º 'º º tº $ tº º & tº º & & e º 'º º tº e tº gº e º ſº e º gº tº gº tº º gº tº C. e º 'º is tº º ſº e º & © & tº gº tº a e º 'º 53,890.32 & © º gº dº º dº ſº tº gº tº e 53,890.32 53,890.32 Total * * * * * * * * * * * * * * * * * * * * * * * * > * * * * ~ * tº º te © v e º ºs e º ºs e tº tº e tº e º e º e º e º e º e $ 1,275,190.02 tº e º º tº e º e º e º tº $ 1,275,190.02 $ 1,275,190.02 128 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The foregoing table shows that during the five years ending June 30, 1913, there was a total capital outlay of $1,275,190.02, for additions and betterments, or an average yearly expenditure of $255,038.00. Amount Available to Compensate Increased Productive Efficiency of Locomotive Engineers and Firemem. The following table shows clearly the amount of increased income actually available, during the period 1908–1913, after the payment of all Operating costs and capital obligations, to remunerate labor for its increased work and productive efficiency: STATEMENT SHOWING AMOUNT OF INCREASED INCOME DURING THE PERIOD 1908–1913 THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY, AND TO RESERVES. Yearly Average for the Five Years nzli Increase ITEM Ending June 30 1913. Over 1908 1908 1913 Operating revenues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $567 859.10 $1,431,506.36 $863,647.26 Operating expenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 533,394 31 983,291.48 418,897.17 Total net revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,464.79 446,214.88 444,750.09 Taxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,181.72 25,436.93 13,255.21 Nºt ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . — 10,715.93 420,777.95 431,494 88 Other income ................................................. 118 10 990.18 872.08 Gross corporate income ................................... – 10,598.83 421,768.13 432,366.96 Deductions except interest on funded debt and appropriations for TeServes, etc. . . . . . . . & 0 e o 'º - e s e º 'º e º a s º e s e º e º e s s a s e o e a s e e º e s a 56,437.94 171,430.42 114,992.48 Net amount available for distribution to capital because of additional investments; to labor because of increased efficiency; and to reserve for emergency purposes................ tº e º e º º 317,374.48 Expenditures for property (road and equipment) during the pas five years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............ $1,275,190.02 Allowance for a fair return to capital for additional investments, *-*-*s- 4% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............. 51,001.60 Balance remaining to compensate increased labor efficiency and to appropriate for reselves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $266,366.88 — Decrease or deficit. It will be seen from the preceding table that for operating revenues the average yearly increase was $863,647.26, the increase for operating expenses was $418,897.17, while taxes increased $13,255.21. The increase in the net amount available for distribution to capital because of additional investments, to labor because of increased efficiency and to reserves for emergency purposes was $317,374.48. By allowing a return of $51,007.60, or 4 per cent on the expenditures made for railway property during the five years ending with 1913 there remained $266,366.88 to compensate increased labor efficiency and to appropriate for reserves. If an advance of 10 per cent be allowed on the total labor costs of engineers and firemen on this railroad during the year ending June 30, 1913, it would amount approximately to only $5,200, an advance of 15 per cent to $7,800, of 20 per cent to $10,400, and an advance of 25 per cent to only $13,000. In other words, while the increase in the amount of net income available for distribution has been due largely to the increased work and productive efficiency of employes, the surplus thus gained and available to compensate labor efficiency is more than sufficient to meet the reasonable wage requests of locomotive engineers and firemen and still leave a relatively large balance for distribution. Detailed Basic Table. The purpose of the following table is to show how the $317,374.48, the net amount available for distribution, shown in the preceding table, was ascertained. This table presents in detailed form the substantial increase in the yearly average amount available for distri- bution, or to remunerate increased labor efficiency, during the five-year period ending June 30, 1913, as compared with the yearly average for the preceding five-year period. The healthy gains, from year to year, in the items of income which go to make up the net amount available for distribution, reflect the prosperity of this company and establish its ability to pay the reasonable wage requests of its locomotive engineers and firemen, and to do so without materially reducing the total amount available for distribution or appropriation for benefits to the stockholders: § STATEMENT SHOWING AMOUNT OF INCREASED INCOME THAT IS AVAILABLE FOR COMPENSATION TO ADDITIONAL INVESTMENTS IN PROPERTY, TO LABOR FOR INCREASED EFFICIENCY. AND TO RESERVES. YEARS ENDING JUNE 30, 1913 TO 1904. Year Ending Operating Operating Total Net GroSS Corporate Net Amount June 30 Revenues ExpenSes Revenue Taxes Net Income 0ther Income Income Deductions t Available 1913. . . . . . . . . . . $ 1,503,104.25 937,095.51 $ 566,608.74 31,159.15 $ 535,449.59 662.66 |$ 536,112.25 212,688.84 $ 323,423.41 1912. . . . . . . . . . . 1,391,579.40 1,042,852.24 348,721.16 31,023.56 317,703.60 910.94 318,614.54 221,023.65 97,590.89 1911. . . . . . . . . . . 1,460,489.67 1,065,519.77 394,969.90 20,826.21 374,143.69 933.58 375,077.27 151,901.62 223,175.65 1910. . . . . . . . . . . 1,576,229.03 1,085,107.12 491,121.91 30,978.50 460,143.41 1,391.65 461,535.06 142,987.07 318,547.99 1909. . . . . . . . . . . 1,225,529.46 795,882.76 429,646.70 13,197.24 416,449.46 1,052.06 411,501.52 128,550.91 288,950.61 Total...... $ 7,157,531.81 4,926,457.40 || $ 2,231,074.41 127,184.66 $ 2,103,889.75 4,950.89 $ 2,108,840.64 857,152.09 || $ 1,251,688.55 Yearly average $ 1,431,506.36 985,291.48 $ 446,214.88 25,436.93 || $ 420,777.95 990.18 $ 421,768.13 171,430.42 $ 250,337.71 1908. . . . . . . . . . . $ 861,727.74 1,126,982.80 –$ 265,255.06 16,654.90 | –$ 281,909.96 215.92 | –$ 281,694.04 106,460 52 | –$ 388,154,56 1907. . . . . . * * * * * 723,598.32 631,909.98 91,688.34 22,194.74 69,493.60 308.78 69,802.38 43,932.30 25,870.08 1906. . . . . . . . . . . 522,242.06 427,694.40 94,547.66 7,605.66 86,942.00 | .......... 86,942.00 43,932.30 43,009.70 1905. . . . . . . . . . . 358,543.78 359,001.69 || – 457.91 7,243.13 || – 7,701.04 tº º e º 'º e e g º e e- 7,701.04 43,932.30 || – 51,633.34 1904. . . . . . . . . . l, 373,183.62 286,382.T0 86,800.92 7,210.18 79,590.74 65.81 79,656.55 43,932.30 35,724.25 Total...... $ 2,839,295.52 2,831,971.57 $ 7,323.95 60,908.61 | –$ 53,584.66 590.51 || –$ 52,994.15 282,189.72 | –$ 335,183.87 Yearly average $ 567,859.10 566,394.31 $ 1,464.79 12,181.72 10,716.93 118.10 | –$ 10,598.83 56,437.94 || –$ 67,036.77 1900........... $ 214,616.98 217,078.54 –$ 2,461.56 9,120.00 | –$ 11,581.56 | .......... —$ 11,581.56 | .......... —$ 11,581.56 — Decrease Or deficit. 130 REVENUE GAINS BY REPRESENTATIVE WESTERN RAILROADS. The following statement summarizes the data presented in the preceding table and sets forth clearly the increase in the net amount available to compensate increased labor efficiency. INCREASED INCOME AWAILABLE. (Yearly Average Net Amount Available.) Five Year Period Ending Five Year Period Ending Increase June 30, 1908 June 30, 1913 1913 over 1908 —$67,036.77 $ 250,337.71 $ 317,374.48 — Decrease or deficit. Effect of Certain Designated Wage Increases to Locomotive Engineers and Firemen Upon Operating Revenues and Expenses and Accumulated Surpluses of Western Railroads. Prepared Under Supervision of W. J. LAUCK Exhibit Number Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. <>ve Effect of Certain Designated Wage Increases to Locomotive Engineers and Firemen Upon Operating Revenues and Expenses and Accumulated Surpluses of Western Railroads. Composition and Makeup by Superior Typesetting Co., Chicago, Ill. EFFECT OF CERTAIN DESIGNATED WAGE INCREASES TO LOCOMOTIVE ENGINEERS AND FIREMEN UPON OPERATING REVENUES AND EXPENSES AND ACCUMULATED SURPLUSES OF WESTERN RAILROADS. CONTENTS section PAGE 1. General Analysis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2. Diagrams—Effect of Increased Wage Payments on Operating Revenues. . . . . . . . . . . 2 Totals for Fifty-nine Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . 3 Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Atchison, Topeka and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Chicago, Milwaukee and St. Paul Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Illinois Central Railroad...................................................... 11 Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Union Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 3. Diagrams—Effect of Increased Wage Payments on Accumulated Surpluses. . . . . . . . 16 Totals for Fifty-three Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . 17 Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Atchison, Topeka and Santa Fe Railway...................................... 19 Chicago, Burlington and Quincy Railroad..................................... 20 Chicago, Milwaukee and St. Paul Railway... .................................. 21 Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Illinois Central Railroad. . . . . . . . . . . . . . ....................................... 23 Great Northern Railway............... . . . . . . . . ... • * * * * * s • e º e e º e º e s e e º s s a e s. . . . . . 23 Northern Pacific Railway.................................................... 24 Oregon Short Line Railroad.................................................. 25 Southern Pacific Company.................................................... 26 4. Detailed Tables According to Railroads........................................... 27 Totals for Eighty-one Representative Western Railroads.... . . . . . . . . . . . e o e e < * * * 29 Totals for Fifty-nine Representative Western Railroads........................ 31 Totals for Ten Representative Western Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Arizona and New Mexico Railway........................ tº $ tº º º ſº tº e º 6 & e º e º ºs e º 'º 32 Atchison, Topeka and Santa Fe Railway...................................... 33 Canadian Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Canadian Pacific Railway (Canadian Lines).................................. 34 Chicago and Alton Railroad................................................. 34 SECTION PAGE Chicago, Burlington and Quincy Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Chicago, Great Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Chicago, Milwaukee and St. Paul Railway.................................... 36 Chicago and North Western Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Chicago, Rock Island and Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Chicago, St. Paul, Minneapolis and Omaha Railway. . . . . . . . . . . . . . . . . . . . . . . . . . 37 Colorado Midland Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Colorado and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Columbia and Puget Sound Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Denver and Rio Grande Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Duluth, Missabe and Northern Railway....................................... 40 Duluth, South Shore and Atlantic Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 El Paso and Southwestern Company......................................... 41 Fort Smith and Western Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Fort Worth and Denver City Railway......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Gulf, Colorado and Santa Fe Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Houston, East and West Texas Railway......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Houston and Texas Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Illinois Central Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 International and Great Northern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Kansas City Southern Railway................................................ 45 Louisiana and Arkansas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........ 46 Midland Valley Railroad. . . . . . . . . . . . . . . . . . . . . . . . . ............................ 46 Mineral Range Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Minneapolis and St. Louis Railroad. .......................................... 47 Minneapolis, St. Paul and Sault Ste. Marie Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Minnesota and International Railway......................................... 48 Missouri, Kansas and Texas Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Missouri and North Arkansas Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Missouri Pacific Railway....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Northern Pacific Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Northwestern Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Oregon Short Line Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Pecos and Northern Texas Railway... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 St. Joseph and Grand Island Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 St. Louis, Iron Mountain and Southern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 St. Louis and San Francisco Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 St. Louis, Southwestern Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 San Antonio and Aransas Pass Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 San Pedro, Los Angeles and Salt Lake Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Spokane International Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Spokane, Portland and Seattle Railway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Southern Kansas Railway Company of Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Southern Pacific Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . *& e º & © . . . . . . . . . . . . . . 57 Texas and Pacific Railway.............. e e e s e e s e a e e a e s e e s e e e s • * * * * * * * * * * * * * * 57 ii SECTION * PAGE Trinity and Brazos Valley Railway............................................ 58 Union Pacific Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Wabash Railroad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Wabash, Chester and Western Railroad....................................... 59 Wichita Valley Railway................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........ 60 Wisconsin and Michigan Railway..................... . . . . . . . . . . . . . . . . . . . . . . . . 60 i Effect of Certain Designated Increases in Wages to Engineers and Firemen Upon Operating Revenues, Expenses and Accumulated Surpluses of Western Railroads. I. General Analysis. The small effect which certain designated wage-increases ranging from 5 to 25 per cent would have upon the finances of Western railroads is clearly set forth in the series of tables which follow. The figures from which these tables have been compiled have been taken from the annual reports of the Western railroads to the Interstate Commerce Commission for the fiscal year 1913. Summarily stated, they set forth by individual railroads and by total for eighty-one railroads, the following facts: 1. Amount of money required to make certain specified wage increases to engineers and firemen, ranging from 5 to 25 per cent. 2. Proportion of operating revenues which would be absorbed by each specified wage-increase. 3. Proportion of accumulated surplus which would be absorbed by each specified wage-increase. 4. Proportion of total operating expenses which each specified wage-increase would be. Succinctly stated in actual figures the totals for eighty-one representative railroads considered as one system show, on the basis of the foregoing analysis, the following results: The Money Required Represents the Following Per Cent of Increase in Wages to Amount of Operating Operating Accumulated Engineers and Firemen of Money Required Revenue Expenses Surplus 5 per cent.......... $ 3,888,400 0.2680 0.3980 0.5805 10 per cent.......... 7,776,800 .5360 .7960 1.1610 15 per cent.......... 11,665,200 .8040 1.1940 1.7415 20 per cent.......... 15,553,600 1.0720 1.5920 2.3220 25 per cent.......... 19,442,000 1.3400 1,9900 2.9025 A compilation based upon the returns of 59 representative railroads shows the fol- lowing results: The Mºured Represents Each Specified Per Cent of Increase in Wages to Amount of Operating 0perating Accumulated Engineers and Firemen of Money Required Revenue Expenses Surplus 6 per cent.......... $ 3,746,700 0.2680 0.4005 0.5730 10 per cent.......... 7,493,400 .5350 .8010 1.1460 15 per cent.......... 11,240,100 .8040 1.2015 1.7190 20 per cent.......... 14,986,800 1.0720 1.6020 2.2920 25 per cent........ © e 18,733,500 1.3400 2.0025 2.8550 A further compilation based upon the returns of ten of the leading Western railroads is as follows: The Money Required Represents Each Specified Per Cent of Increase in Wages to Amount of Operating Operating Accumulated Engineers and Firemen of Money Required Revenue Expenses Surplus 5 per cent.......... $ 1,889,900 0.2545 0.3965 0.3680 10 per cent.......... 3,779,800 ,5090 .7930 .7360 15 per cent.......... 5,669,700 .7635 1.1895 1.1040 20 per cent.......... 7,559,600 1.0180 1.5860 1.4720 25 per cent.......... 9,449,500 1.2T25 1.98.25 t.8400 2 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. The small effect which reasonable wage advances would have upon the finances of the railroad companies is at once apparent from the foregoing tables. By way of illus- tration an increase of 15 per cent in payments to engineers and firemen on eighty-one Western railroads would amount to only $11,665,200 and would absorb only 804 thou- Sandths of one per cent of the total operating revenues, or, on the other hand, only one and seventy-four hundredths per cent of the accumulated surplus of these transportation systems. An advance of even 25 per cent to engineers and firemen upon these eighty-one Western railroads would require the payment of only $19,442,000 and would take only one and thirty-four hundredths per cent of total operating revenues for 1913, or would absorb slightly less than three per cent of the accumulated surplus held at the close of that fiscal year. When the compilation for the ten leading Western railroads is examined it is seen that the proportion of operating revenue and of surplus which would be absorbed by certain wage increases is even smaller than when the eighty-one companies are shown as one System. II, DIAGRAMS-EFFECT OF INCREASED WAGE-PAYMENTS ON OPERATING REVENUES. The following diagram, which has been based upon the figures for fifty-nine railroads® shows graphically the effect upon operating revenues of specified wage advances to engi- neers and firemen ranging from 5 to 25 per cent. The large cube represents total operating revenue, and each of the Smaller cubes, representing specified wage-increases, are drawn to scale. Q) These railroads are as follows: Arizona and New Mexico Railway. Mineral Range Railroad. Atchison, Topeka and Santa Fe Railway. Minneapolis and St. Louis Railroad. Canadian Northern Railway. Minneapolis, St. Paul and Sault Ste. Marie Railway. Canadian Pacific Railway (Canadian Lines). Minnesota and International Railway. * Chicago and Alton Railroad. MissOuri, Kansas and Texas Railway. (2) Chicago, Burlington and Quincy Railroad. Missouri and North Arkansas Railroad. Chicago Great Western Railroad. Missouri Pacific Railway. Chicago, Milwaukee and St. Paul Railway. Northern Pacific Railway. Chicago and North Western Railway. Northwestern Pacific Railroad. Chicago, Rock Island and Pacific Railway. Oregon Short Line Railroad. Chicago, St. Paul, Minneapolis and Omaha Railway. Pecos and Northern Texas Railway. Colorado Midland Railway. - St. Joseph and Grand Island Railway. Colorado and Southern Railway. St. Louis, Iron Mountain and Southern Railway. Columbia and Puget Sound Railroad. St. Louis and San Francisco Railroad. Denver and Rio Grande Railroad. St. Louis Southwestern Railway. Duluth, Missabe and Northern Railway. San Antonio and Aransas Pass Railway. Duluth, South Shore and Atlantic Railway. - San Pedro, Los Angeles and Salt Lake Railroad. El Paso and Southwestern Company. Spokane International Railway. Fort Smith and Western Railroad. Spokane, Portland and Seattle Railway. Fort Worth and Denver City Railway. - Southern Kansas Railway Company of Texas. Great Northern Railway. Southern Pacific Company. Gulf, Colorado and Santa Fe Railway. Texas and Pacific Railway. Houston, East and West Texas Railway. Trinity and Brazos Valley Railway. Houston and Texas Central Railroad. Union Pacific Railroad. Illinois Central Railroad. Wabash Railroad. International and Great Northern Railway. Wabash, Chester and Western Railroad. Kansas City Southern Railway. Wichita Valley Railway. Louisiana and Arkansas Railway. Wisconsin and Michigan Railway. Midland Valley Railroad. (2) Includes operations of the Texas Central Railroad for 1913 and of the Wichita Falls and Northwestern Railway for eight months of 1913. EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. 3 TOTAL OPERATING REVENUE FOR 1913 OF FIFTY-NINE RAILROADS COMPARED WITH DESIGNATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN, BASED ON COMPENSATION FOR THE SAME YEAR. (Figures Represent Millions of Dollars.) : $ * i ſ | i 4 EFFECT of CERTAIN DESIGNATED WAGE INCREASEs. The following chart makes the same showing for the following ten representative Western railroads considered as one system: Atchison, Topeka and Santa Fe Railway. * Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 5 T0TAL OPERATING REVENUE FOR 1913 OF THE TEN SELECTED RAILROADS, COMPARED WITH DESIGNATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN, BASED ON COMPENSATION FOR THE SAME YEAR. : (Figures Represent Millions of Dollars.) 5 .. Q-e QD O. tº) Gº tº @ +2 $º $3. © # # à é | i 6 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. The diagram next submitted shows the total operating revenue for 1913 of the Atchison, Topeka and Santa Fe Railway compared with designated increases in payments to engi- neers and firemen, based on compensation for the same year: —r- § Pl: © g- =&º © Cº. O CNN sº § § •rſ s a # &-Q © O ; : as a Uſ? C § g- •ºs 5 § 3 a. stºlz #Un: i | ~ 1.2 . ** EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. The next diagram presented shows the total operating revenue for 1913 of the Chicago, Burlington and Quincy Railroad compared with designated increases in payments to engineers and firemen based on compensation for the same year: -•e•r•ç-çº<！-- •••• • •-***• •••- #-#z*$ oºtęgºſ;9• $ [L][] [] %02%STſotſg 3 ſo sºļuºtųKeď uț est29.row I uſ %92șºț6% æmueAeſſ ºuţţe, rød o ("SIBIĻOGI JO SUOȚIIĻW \u0S0Jđ9ȘI SØJn?!）) ‘’IVOIX RINVS GHL HOJ NOILVSNGIJW00 NO CIGISWA “NGHINGI HIJ CINV SHQIGIN -IÐNI OL SINGINXvā. NI SEISVGIRIONI GIGIVNOISSIOI HLIM QIQIvāWOO (Ivo HTIV H XONIQð (INV. NOLONITRI08 ‘00V0IHO AHL H0 &t6I H0H 0InNGAGIH ÐNIJVHĀd0 TWLOJİ EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. The following diagram shows the total operating revenue for 1913 of the Chicago, Milwaukee and St. Paul Railway compared with designated increases in payments to engineers and firemen based on compensation for the same year: șºtę %sz --I9NGI OL SINGIWĀVĀ NI SGISWAHONI CIQIVNOISGHCI HLIM QIQIHVāW00 AVMTIV H Invā “LS CINW GQXQVMTIW ‘00W0IH0 GIHI, H0 8I6T H0H 0H0NGHAGIH ONI LWH&d0 TWJ10J, tºtęgºſgºſsº #, © £!}£țg : go Bºļuet， Kaaſ uţ esa 9.xou I uſ 9°28# ºmue aoſ ºuţqe.rodo (‘sueIĻ001 JO SUOȚIII W \u080idaſ SºlnºțJ) “HWGIÀ GIWWS GIHI, HOH N0IJIWSNGHđIW00 N0 GIGISW8 ‘NGIWGIHI H (INV SHQIGIN EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 9 The diagram next submitted shows the total operating revenue for 1913 of the Chicago and North Western Railway compared with designated increases in payments to engineers and firemen based on compensation for the same year: * º i i r-3 3. i $$.g-© . 3.# | i 10 EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. The next diagram submitted shows the total operating revenue for 1913 of the Great Northern Railway compared with designated increases in payments to engineers and firemen based on compensation for the same year: 9°#gºșeºſ zºģ gºș [] [] [] £ € ?g2%02ſot ?gT : go sºļu&q&eaLººſ,$ uţ esag.row I uſ enue aeg ºuţţe.redo ("SIBIĻ0(I JO Sf{0ȚIIŲJŲ quâS0JČaſſ S0lnīIJI) ‘’IVOIA GRINVS GIHI, HOH NOIJEVSNGI IW00 NO CIGISWA “NGIWE –GIHIJ GINV SHQIGINIONGH OI, SINGHWĀVĀ NI SEISVAHONI QIQLVNOISGIGI HALIM QIQIHVāIN00 KVAATIVAI NEIGHH LHOÑ J.V.GIH0 GIHJ, 30 8I6T H0，H GI0NGHAGHH 0NIJIWHAă0 TWJ10J, EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. 11 tºtę6°#9°{#*$gºș [] £; £ € £ € ©sºț9ș :30 squem ſaa uţ 963,0·10uI uſ anuaaeg ºuţqaxedo –| **IWGIà GHINVS GIHJ, H0,H N0IJLVSNGIJWOO NO CIGSWAH ‘NGIWE -CIRII H GNV SHQIGINIONGH 0I SINGHINĀVI NI SGISWAHONI CIGAJIVNOISGHCI HLIAA OIGHRIVAVN00 QV08TIVA TVRIJNGIO SIONITTI GHJ, JO £I6I HOÀ GIANGHAGIAI ĐNI LWYIEIąo rĪy LOJ, The diagram which follows shows the total operating revenue for 1913 of the Illinois Central Railroad compared with designated increases in payments to engineers and firemen based on compensation for the same year: ("SIBII0OI JO SĒĻ0ĮIIĻIN QU9S0Jđ08 SºlnºțJI) 12 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. The diagram next presented shows the total operating revenue for 1913 of the Northern Pacific Railway compared with designated increases in payments to engineers and firemen based on compensation for the same year: | i ... 3 I- 3. i i § º i | EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 13 The following diagram shows the total operating revenue for 1913 of the Oregon Short Line Railroad compared with designated increases in payments to engineers and firemen based on compensation for the same year: *z*# 6tº # # tº # 60°; goº# [] [] [] © £552 ºst ſot?g :30 sºļu 9m/ſeae uț esae） ou I uſf enue Aeg ºuţțe.ređO （， ， （…）-—w •） (‘sueII0OI go su0ĮĮĮĮJN \u0Sºldaſſ Sºmºț¢) ‘HVGIK GIÑWS GIHJ, H0,H N0IJEVSNGIJW00 NO CIGISW8 ‘NGIWE -{{HI}， OINV SHQIGINIONGH OI, SINGIINĀVI NI SEISVGIRIONI GIGI LVN OISGHCI HLIMA GIGIHW IW00 CIV08ATIVłI GINIT L'H0HS N0ÐGIH0 GHHJ JH0 8I6T H0H 0HÍNGHAGHH ONIJIWłIGHď0 TWALOJ, 14 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. The diagram next submitted shows the total operating revenue for 1913 of the Southern Pacific Company compared with designated increases in payments to engineers and firemen based on compensation for the same year: tºtę€ºș9°ș#*șzºș [] [] [] © ff02ſ'st¡OT %%s. %92 çº G6$ 3 go sąvºm Køg uț ºsøerou I try onusaegºuțąe.redo （， ） __，_，_，__ -- ("SIBII0OI JO Su0țIII W QuØsØJđøH89.Inºſ,H) "{{WGIK GIWWS GIHUL HOQI NOIJIWSNGIJWOO NO CIGISWA “NGHW -{{HI H CINV SHQIĞINIÐ NEI 0J SINGIWĀVA NI SEISVAHONI GIRLVNOISEGI HLIAA OIGHyāW 00 ‘ĀNVIW00 0IJIOVI NHGHLnOS GIHJ, JO ĶIĢI （IOJGI0NGAGIH, ONIJIWRIGHā0 TVI,0L EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 15 The next diagram presented shows the total revenue for 1913 of the Union Pacific Railroad compared with designated increases in payments to engineers and firemen based on compensation for the same year: gºșţºşcºķ2•ę tºſ [] [] [] © Ę £ 7， ſst ſot?G = xo 84，901&aq uț egaexou I uŲ 9*TG! emwºaeg ºuţąe redo -））））））））））））………………--" ("SIBIĻ001 JO SUOȚIIĻŅ ņu8891d08. Sºmºſſ) ‘HVGA GIWWS GIHI, HOH NOILYSNGHIIŇ00 NO CIGISW8 ‘NGIIN -OIRII H GINV SHQIGINIONGH OJ, SINGIWĀVI NI SGISWAHONI GIGILWNSISTICI HLIM QIQIHVāIW00 CIW08TIVA OIHIOWĄ N0INQ GHHJ, H0 8I6T H0,H (HONGHAGHH ONIJIWRIGHd0 TWALOJ, 16 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. III. DIAGRAMS-EFFECT OF INCREASED WAGE-PAYMENTS ON ACCUMULATED SURPLUSES. The diagram which is next presented shows for fifty-three Western railroads@ con- sidered as one system, by the same method used in the preceding charts, the small effect of certain wage increases upon the accumulated surplus of these companies. The cubes are drawn to a mathematical scale and show relative proportions. Because of technical difficulties involved in the drawing only two comparisons are made—a 10 and 15 per cent increase in compensation to engineers and firemen with accumulated surplus: (i) These railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Canadian Pacific Railway. Chicago and Alton Railroad. Chicago, Burlington and Quincy Railroad. Chicago and Eastern Illinois Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railroad. Colorado and Southern Railway. Columbia and Puget Sound Railway. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railroad. Duluth, South Shore and Atlantic Railway. El Paso and Southwestern Company. Fort Smith and Western Railroad. Fort Worth and Denver City Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. Houston and Texas Central Railroad. Illinois Central Railroad. Kansas City Southern Railway. Louisiana and Arkansas Railway. Midland Valley Railroad. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Minnesota and International Railroad. Missouri and North Arkansas Railroad. Northern Pacific Railway. Northwestern Pacific Railway. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St, Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. St. Louis Southwestern Railway. San Antonio and Aransas Pass Railway. San Pedro, Los Angeles and Salt Lake Railroad. Southern Kansas Railway Company of Texas. Southern Pacific Company. Spokane, Portland and Seattle Railway. Spokane International Railway. Texas and Pacific Railway. Trinity and, Brazos Valley Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Wichita Valley Railway. Wisconsin and Michigan Railway. EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 17 ACCUMULATED SURPLUS of FIFTY-THREE RAILROADS, AS OF JUNE 30, 1913, COMPARED WITH DESIGNATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN, BASED ON COMPENSATION FOR 1913. (Figures Represent Millions of Dollars.) An Increase in Payments of: Accumulated Surplus $684.7 The diagram next submitted makes a comparison between wage increases of 10 and 15 per cent to engineers and firemen as compared with accumulated surplus, for the following ten representative Western railroads considered as one system : Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. 18 EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. ACCUMULATED SURPLUS OF THE TEN REPRESENTATIVE RAILROADS. AS OF JUNE 30, 1913, COMPARED WITH DESIGNATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN, BASED ON COMPENSATION FOR 1913, (Figures Represent Millions of Dollars.) Accumulated Surplus An Increase in Payments of: 15? 10% $562.3 $5.7 $3.8 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 19 The following chart shows the accumulated surplus of the Atchison, Topeka and Santa Fe Railway as of June 30, 1913, compared with wage increases of 10 and 15 per cent to engineers and firemen, based on outlay for these two classes of employes for the fiscal year 1913: ACCUMULATED SURPLUS OF THE ATCHISON, TOPEKA AND SANTA FE RAILWAY, AS OF JUNE 30, 1913, COMPARED WITH DESIGNATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN, BASED ON COM- PENSATION FOR 1913. (Figures Represent Millions of Dollars.) Accumulated Surplus An Increase in Payments of: 15f. 10% fj fºſ $.7 $.4 20 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. The chart next submitted shows the accumulated surplus of the Chicago, Burlington and Quincy Railroad, as of June 30, 1913, compared with wage increases of 10 and 15 per cent to engineers and firemen, based on outlay for these two classes of employes for the fiscal year 1913: ACCUMULATED SURPLUS OF THE CHICAGO, BURLINGTON AND QUINCY RAILROAD, AS OF JUNE 30, 1913, COM- PARED WITH DESIGNATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN, BASED ON COMPEN- SATION FOR 1913. (Figures Represent Millions of Dollars.) Accumulated Surplus An Increase in Payments of: 15% 10% ſ $.6 #.4 $91.0 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 21 The next chart presented shows the accumulated surplus of the Chicago, Milwaukee and St. Paul Railway, as of June 30, 1913, compared with wage increases of 10 and 15 per cent to engineers and firemen, based on Outlay for these two classes of employes for the fiscal year 1913: - - ACCUMULATED SURPLUS OF THE CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY, AS OF JUNE 30, 1913, COM- IPARED WITH DESIGNATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN, BASED ON COMPEN- SATION FOR 1913. (Figures Represent Millions of Dollars.) Accumulated Surplus An Increase in Payments of: 15% loſſ. fj $.8 $.5 $43.4 22 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. The following chart shows the accumulated surplus of the Chicago and North Western Railway, as of June 30, 1913, compared with wage increases of 10 and 15 per cent to engineers and firemen, based on outlay for these two classes of employes for the fiscal year 1913: ACCUMULATED SURPLUS OF THE CHICAGO AND NORTH WESTERN RAILWAY, AS OF JUNE 30, 1913, COMPARED WITH DESIGNATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN, BASED ON COMPENSATION FOR 1913. (Figures Represent Millions of Dollars.) | Accumulated Surplus An Increase in Payments of: $36.4 EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. 23 The chart next presented shows the accumulated surplus of the Illinois Central Railroad, as of June 30, 1913, compared with wage increases of 10 and 15 per cent to engineers and firemen, based on outlay for these two classes of employes for the fiscal year 1913: ACCUMULATED SURPLUS OF THE ILLINOIS CENTRAL RAILROAD, AS OF JUNE 30, 1913, COMPARED WITH DESIG- NATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN BASED ON COMPENSATION FOR 1913. (Figures Represent Millions of Dollars.) An Increase in Payments of: Accumulated Surplus à 10% $2.0 $.6 $.4 The chart which follows shows the accumulated surplus of the Great Northern Rail- way, as of June 30, 1913, compared with wage increases of 10 and 15 per cent to engineers and firemen, based on outlay for these two classes of employes for the fiscal year 1913: ACCUMULATED SURPLUS OF THE GREAT NORTHERN RAILWAY, AS OF JUNE 30, 1913, COMPARED WITH DESIG- NATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN BASED ON COMPENSATION FOR 1913. (Figures Represent Millions of Dollars.) Accumulated Surplus An Increase in Payments of: 15% 10% fj $.5 $.3 $61.5 24 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. The following chart shows the accumulated surplus of the Northern Pacific Railway, as of June 30, 1913, compared with wage increases of 10 and 15 per cent to engineers and firemen, based on outlay for these two classes of employes for the fiscal year 1913: ACCUMULATED SURPLUS OF THE NORTHERN PACIFIC RAILWAY, AS OF JUNE 30, 1913, COMPARED WITH DESIG- NATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN, BASED ON COMPENSATION FOR 1913. (Figures Represent Millions of Dollars.) Accumulated Surplus An Increase in Payments of: 15% 10% fiſ f, 3.5 $ 4 $83.7 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 25 The chart next submitted shows the accumulated surplus of the Oregon Short Line Railroad, as of June 30, 1913, compared with wage increases of 10 and 15 per cent to engineers and firemen, based on outlay for these two classes of employes for the fiscal year 1913: ACCUMULATED SURPLUS OF THE OREGON SHORT LINE RAILROAD, AS OF JUNE 30, 1913, COMPARED WITH DESIGNATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN, BASED ON COMPENSATION FOR 1913. (Figures Represent Millions of Dollars.) Accumulated Surplus An Increase in Payments of: 15% 107. ſº fj $,14 $.09 26 EFFECT of CERTAIN DESIGNATED WAGE INCREASES. The next diagram presented shows the accumulated surplus of the Southern Pacific Company, as of June 30, 1913, compared with wage increases of 10 and 15 per cent to engineers and firemen, based on outlay for these two classes of employes for the fiscal year 1913: ACCUMULATED SURPLUS OF THE SOUTHERN PACIFIC COMPANY, AS OF JUNE 30, 1913, COMPARED WITH DESIG- NATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN, BASED ON COMPENSATION FOR 1913. (Figures Represent Millions of Dollars.) Accumulated Surplus An Increase in Payments of : * * $.6 $.4 $75.9 , EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 27 The following chart shows the accumulated surplus of the Union Pacific Railroad, as of June 30, 1913, compared with wage increases of 10 and 15 per cent to engineers and firemen, based on outlay for these two classes of employes for the fiscal year 1913: ACCUMULATED SURPLUS OF THE UNION PACIFIC RAILROAD, AS OF JUNE 30, 1913, COMPARED WITH DESIG- NATED INCREASES IN PAYMENTS TO ENGINEERS AND FIREMEN, BASED ON COMPENSATION FOR 1913. (Figures Represent Millions of Dollars.) Accumulated Surplus An Increase in Payments of : 15% loſ. º fj fºL $.3 $.2 $122.9 IV. DETAILED TABLES ACCORDING TO RAILROADS. The following series of tables constitute the statistical basis for the foregoing State- ments. The first table presented considers eighty-one representative Western railroads as one system. These railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. Beaumont and Great Northern Railroad. Beaumont, Sour Lake and Western Railway. Canadian Northern Railway. Canadian Pacific Railway (Canadian Lines). Chicago and Alton Railroad. Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Gulf Railway. 28 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Columbia and Puget Sound Railroad. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. El Paso and Southwestern Company. Fort Smith and Western Railroad. Fort Worth and Denver City Railway. Fort Worth and Rio Grande Railway. Galveston, Harrisburg and San Antonio Railway. Grand Canyon Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Gulf and Interstate Railway of Texas. Houston East and West Texas Railway. Houston and Shreveport Railroad. Houston and Texas Central Railroad. Illinois Central Railroad. - International and Great Northern Railway. Kansas City, Clinton and Springfield Railway. Kansas City Southern Railway. Louisiana and Arkansas Railway. Louisiana Western Railroad. Midland Valley Railroad. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Minnesota and International Railway. Missouri, Kansas and Texas Railway.G.) Missouri and North Arkansas Railroad. Missouri, Oklahoma and Gulf Railway. Missouri-Pacific Railway. Morgan's Louisiana and Texas Railroad and Steamship Company. Northern Pacific Railway. Northwestern Pacific Railroad. Orange and Northwestern Railroad. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Brownsville and Mexico Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. Q) Includes operations for the Texas Central Railway for 1913 and of the Wichita Falls and Northwestern Railway for eight months of 1913. * EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 29 St. Louis, San Francisco and Texas Railway. St. Louis Southwestern Railway. St. Louis Southwestern Railway Company of Texas. San Antonio and Aransas Pass Railway. San Pedro, Los Angeles and Salt Lake Railroad. Spokane International Railway. Spokane, Portland and Seattle Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Tacoma Eastern Railroad. Texas and Gulf Railway. Texas and New Orleans Railroad. Texas and Pacific Railway. Trinity and Brazos Valley Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Weatherford, Mineral Wells and Northwestern Railway. Wichita Valley Railway. Wisconsin and Michigan Railway. Wyoming and North Western Railway. Yazoo and Mississippi Valley Railway. The table which is based upon the foregoing companies is submitted below: TOTALS FOR EIGHTY-ONE REPRESENTATIVE WESTERN RAILROADS. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $1,450,930,683. Q) Amount Per Cent of Per Cent of Per Cent of Increase in Wages of— of Specified Operating Operating Accumulated Wage Increase Revenue Expenses Surplus 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 2,386,700 0.1645 0.2440 0.3560 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,501,700 .1035 .1540 .22.45 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,888,400 .2680 .3980 .5805 10 Per Cent— - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,773,400 .3290 .4880 .7120 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,003,400 .2070 .3080 .4490 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,776,800 .5360 .7960 1.1610 15 Per Cent— Engineers . . . . . . . . . . . . . . . . ..................... 7,160,100 .4935 .7320 1.0680 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,505,100 .3105 .4620 .6735 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,665,200 .8040 1.1940 1.7415 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,546,800 .6580 .9760 1.4240 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,006,800 .4140 .6160 .8980 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,553,600 1.0720 1.5920 2.3220 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,933,500 .8225 1.2200 1.7800 Firemen . . . . . . . . . . . . . . . ....................... 7,508,500 .5175 .7700 1.1225 Total. . . . . . . . . . . . . . . . . . . .................. 19,442,000 1.3400 1.9900 2.9025. (D Last two figures dropped and ciphers inserted. This applies to the totals and to each individual railroad in this exhibit. 30 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. The following table represents fifty-nine representative Western railroads as one sys- tem. These railroads are as follows: Arizona and New Mexico Railway. Atchison, Topeka and Santa Fe Railway. . Canadian Northern Railway. Canadian Pacific Railway (Canadian Lines). Chicago and Alton Railroad. Chicago, Burlington and Quincy Railroad. Chicago Great Western Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Chicago, Rock Island and Pacific Railway. Chicago, St. Paul, Minneapolis and Omaha Railway. Colorado Midland Railway. Colorado and Southern Railway. Columbia and Puget Sound Railroad. Denver and Rio Grande Railroad. Duluth, Missabe and Northern Railway. Duluth, South Shore and Atlantic Railway. El Paso and Southwestern Company. Fort Smith and Western Railroad. Fort Worth and Denver City Railway. Great Northern Railway. Gulf, Colorado and Santa Fe Railway. Houston East and West Texas Railway. Houston and Texas Central Railroad. Illinois Central Railroad. International and Great Northern Railway. Kansas City Southern Railway. Louisiana and Arkansas Railway. Midland Valley Railroad. Mineral Range Railroad. Minneapolis and St. Louis Railroad. Minneapolis, St. Paul and Sault Ste. Marie Railway. Minnesota and International Railway. Missouri, Kansas and Texas Railway.Q) Missouri and North Arkansas Railroad. Missouri Pacific Railway. Northern Pacific Railway. Northwestern Pacific Railroad. Oregon Short Line Railroad. Pecos and Northern Texas Railway. St. Joseph and Grand Island Railway. St. Louis, Iron Mountain and Southern Railway. St. Louis and San Francisco Railroad. (1) Includes operations of the Texas Central Railway for 1913 and of the Wichita Falls and Northwestern Railway for eight months of 1913. EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 31 St. Louis Southwestern Railway. San Antonio and Aransas Pass Railway. San Pedro, Los Angeles and Salt Lake Railroad. Spokane International Railway. Spokane, Portland and Seattle Railway. Southern Kansas Railway Company of Texas. Southern Pacific Company. Texas and Pacific Railway. Trinity and Brazos Valley Railway. Union Pacific Railroad. Wabash Railroad. Wabash, Chester and Western Railroad. Wichita Valley Railway. Wisconsin and Michigan Railway. The table based upon the foregoing companies as a whole follows: TOTALS FOR FIFTY-NINE REPRESENTATIVE WESTERN RAILROADS. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $1,398,072,160. Amount Per Cent of Per Cent Of Per Cent of Increase in Wages of of Specified 0perating 0perating Accumulated Wage Increase Revenue Expenses Surplus 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 2,292,800 0.1640 0.2455 0.3510 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,453,900 .1040 .1550 .2220 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 3,746,700 .2680 .400.5 .5730 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,585,600 .3280 .4910 .7020 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,907,800 .2080 .3100 .4440 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,493,400 .5360 .8010 1.1460 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,878,400 .4920 .7365 1.0530 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,361,700 .3120 .4650 .6660 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,240,100 .8040 1.2015 1.7190 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . to e º e º e º e a e º e 9,171,200 .6560 .9820 1.4040 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,815,600 .4160 .6200. .8880 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,986,800 1.0720 1.6020 2.2920 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,464,000 .8200 1.2275 1.7550 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,269,500 .5200 ..T750 1.1100 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,733,500 1.3400 2.0025 2.86.50 The table next submitted represents the following 10 selected roads considered as one system : Atchison, Topeka and Santa Fe Railway. Chicago, Burlington and Quincy Railroad. Chicago, Milwaukee and St. Paul Railway. Chicago and North Western Railway. Great Northern Railway. Illinois Central Railroad. Northern Pacific Railway. Oregon Short Line Railroad. Southern Pacific Company. Union Pacific Railroad. 32 - EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. TOTALS FOR TEN REPRESENTATIVE WESTERN RAILROADS. Amount and Per Cent of 0perating Revenue and Per Cent of 0perating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $742,639,658. Amount Per Cent of Per Cent of Per Cent of of Specified Operating Operating Accumulated Increase in Wages Of- Wage Increase Revenue Expenses Surplus 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 1,162,200 0.1565 0.2435 0.2260 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 727,700 .0980 .1530 .1420 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,889,900 .2545 .3965 .3680 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,324,400 .3130 .4870 .4520 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,455,400 .1960 .3060 .2840 . Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,779,800 .5090 ..T930 .7360 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,486,600 .4695 .7305 .6780 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,183,100 .2940 .4590 .4260 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,669,700 .7635 1.1895 1.1040 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,648,800 .6260 .9740 .9040 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,910,800 - .3920 .6120 .5680 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,559,600 1.0180 1.5860 1.4720 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,811,000 .7825 1.2175 1.1300 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,638,500 .4900 .7650 .7100 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,449,500 1.2725 1.9825 1.8400 Fifty-seven of the Western railroads are shown separately in the following series of. tables. They are arranged in alphabetical order: ARIZONA AND NEW MEXICO RAILWAY. Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to LOCOmotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $1,060,292. AmOunt Per Cent of Per Cent of Increase in Wages of— of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 600 0.0595 0.1295 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 .0400 .0875. Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000 .0995 .2170 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,200 .1190 .2590 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 .0800 .1750 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,000 .1990 - .4340 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,800 .1785 .3885 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,200 .1200 . .2625 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,000 .2985 .6510 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,400 .2380 .5180 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,600 .1600 .3500 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,000 .3980 .8680 25 Per Cent— - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,000 .2975 .6475 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,000 .2000 .4375 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,000 .4975 1.0850 EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. 33 & ATCHISON, TOPEKA AND SANTA FE RAILWAY. Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to LOCOmotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of 0perating Revenue, 1913, $98,090,754. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating sº Wage Increase Revenue Expenses 5 Per Cent— . Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 138,700 0.1415 0.2175 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84,800 .0865 .1330. Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223,500 .2280 .3505 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277,400 2830 .4350 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169,600 1730 .2660 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447,000 4560 .T010 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 416,000 .4245 .6525 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254,400 .2595 .3990 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 670,500 .6840 1.0515 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 554,800 .5660 .8700 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339,200 . .3460 .5320 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 894,000 .9120 1.4020 25 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 693,500 .7075 1.0875 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424,000 .4325 .6650 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,117,500 1.1400 1.7525 CANADIAN NORTHERN RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $24,277,478. Amount Per Cent of Per Cent of Increase in Wages of— of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 44,900 0.1850 0.2620 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,100 .1200 .1700 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74,000 .3050 .4320 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89,800 .3700 .5240 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58,200 2400 .3400 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148,000 6100 .8640 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134,700 .5550 .7860 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £7,300 .3600 .5100 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222,000 .9150 1.2960 20 Per Cent— Fºngineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179,600 .7400 1.0480 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116,400 .4800 .6800 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296,000 1.2200 1.7280 25 Per Cent— Fingineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224,500 .9250 1.3100 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145,500 .6000 .8500 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,000 1.5250 2.1600 34 EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. CANADIAN PACIFIC RAILWAY. (CANADIAN LINES.) Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $130,769,708. - Amount Per Cent of Per Cent of Increase in Wages Of- of Specified 0perating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 213,100 0.1630 0.2430 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136,000 .1040 .1550 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 349,100 2670 .3980 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 426,200 .3260 4860 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272,000 .2080 3100 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 698,200 .5340 7960 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 639,300 .4890 .7290 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408,000 .3120 .4650 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,047,300 .8010 1.1940 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 852,400 .6520 .97.20 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 544,000 .4160 .5200 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,396,400 1.0680 1.5920 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,065,500 .8150 1.2150 Firemen ....... * e s e s s a e s - e. e. e. e. w a s e º e º 'º e < e < * * * * * * * * * * * * * * * 680,000 .5200 ..TT50 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 1,745,500 1.3350 1.9900 Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to CHICAGO AND ALTON RAILROAD. Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $15,254,865. Amount Per Cent Of Per Cerá, of Increase in Wages of of Specified 0perating Operating Wage Increase Revenue Expenses 5 Per Cent— jºr e e º e º 'º e º e º e º e º e º e s e º e tº e e º e º e º e º a c e s e º & t e = * * * * * * $ 27,900 0.1835 0 2180 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,600 .1160 .1380 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45,500 .2995 3560 10 Per Cent— *.… 55,800 .3670 4360 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,200 2320 2760 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . y 5990 7120 15 Per Cent— *.… 83,700 .5505 .6540 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52,800 .3480 .4140 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136,500 8985 1.0680 20 P t— - #ºn e e s e s e e s e s e a e e s e e s e e º e e s a s e º e º e s e º e º e º 'º e º e º 'º e º a 111,600 .7340 .8720 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70,400 .4640 .5520 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182,000 1.1980 1.4240 25 P - r 5 #ºn s s a s a e º e s s is a e º e s a e º s v e a e s s a e s - e s s e º e º e º e º 'º e º e º 'º' 139,500 91.75 1.0900 iremen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88,000 .5800 .6900 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227,500 1.4975 1.7800 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 35 CHICAGO, BURLINGTON AND QUINCY RAILROAD. - Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to • Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $94,374,486. - Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 130,700 0.1385 0.2075 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78,300 .0830 .1250 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i. .2215 .3325 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261,400 2770 4150 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156,600 1660 2500 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 418,000 .4430 .6650 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392,100 .4155 6225 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234,900 .2490 3750 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 627,000 .6645 99.75 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 522,800 5540 .8300 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313,200 .3320 .5000 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 836,000 8860 1.3300 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 653,500 .6925 1.0375 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391,500 .4150 .6250 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,045,000 1.1075 1,6625 CHICAGO GREAT WESTERN RAILROAD. Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $14,000,618. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 22,800 0.1635 0.2230 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,000 .1075 .1465 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,800 .2710 3695 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45,600 .3270 4460 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30,000 .2150 2930 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75,600 5420 T390 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68,400 .4905 .6690 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45,000 .3225 .4395 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113,400 .8130 1.1085 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91.200 .6540 .8920 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60.000 .4300 .5860 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151,200 1.0840 1.4780 25 Per Cent— Fingineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114.000 .8175 1.1150 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T5.000 .5375 .7325 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189,000 1.3550 1.8475 36 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY. Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. " Amount of Operating Revenue, 1913, $82,585,463. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 165,900 0.2010 0.2915 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105,200 .1275 .1845 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271,100 .3285 4760 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331,800 4020 5830 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210,400 2550 3690 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 542,200 6570 9520 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 497,700 .6030 .8745 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315,600 .3825 .5535 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 813,300 9855 1.4280 © 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 663,600 .8040 1.1660 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420,800 .5100 .7380 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,084,400 1.3140 1.9040 25 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 829,500 1.0050 1.4575 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526,000 .6375 .9225 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,355,500 1.6425 2.3800 CHICAGO AND NORTH WESTERN RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $83,035,921. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 159,800 0.1925 0.2745. Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103,300 .1245 .1775 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263,100 - .3170 .4520 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319,600 .3850 .5490 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206,600 .2490 .3550 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526,200 .6340 .9040 15 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 479,400 .5775 .8235 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309,900 .3735 .5325 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 789,300 .9510 1.3560 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 639,200 .7700 1.0980 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413,200 .4980 .7100 'Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,052,400 1.2680 1.8080 25 Per Cent— Pºngineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 799.000 .9625 1 3725 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516.500 .6225 .8875 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,315,500 . 1.5850 2.2600 EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. 37 CHICAGO, R00K ISLAND AND PACIFIC RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $67,968,961. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue ExpenSeS 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 126,700 0.1865 0.2320 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84,900 .1250 .1333 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211,600 .3115 .4205 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253,400 .3730 .5040 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169,800 .2500 .3370 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423,200 .6230 .8410 15 Per Cent— 4. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - e º ºs º g º ºr $ tº gº & º ºs º º 380,100 .5595 .7560 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254,700 .3750 .5055 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 634,800 .9345 1.2615 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506,800 .7460 1.0080 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339,600 .5000 .6740 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 846,400 1.2460 1.6820 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . g 633,500 .9325 1.2600 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424,500 .6250 .8425 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,058,000 1.5575 2.1025 CHICAGO, ST. PAUL, MINNEAPOLIS AND OMAHA RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $16,993,005. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating , . Wage Increase Revenue Expenses 5 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 32,100 0.1890 0.2705 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,200 .1190 .1705 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52,300 .3080 .4410 10 Per Cent— & Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64,200 .3780 .5410 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40,400 - .2380 .3410 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104,600 .6160 .8820 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96,300 .5670 .8115 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60,600 .3570 .5115 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156,900 .9240 1.3230 20 Per Cent— * Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128,400 .7560 1.0820 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80,800 .4760 .6820 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209,200 1.2320 1.7640 25 Per Cent— Fngineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160,500 .9450 1.3525 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101,000 .5950 .8525 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261,500 1.5400 2.2050 38 EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. COLORAD0 MIDLAND RAILWAY. Amount and Per Cent of 0perating Revenue and Per Cent of 0perating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on 0perating Revenue for 1913. Amount of Operating Revenue, 1913, $1,828,335. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 5,900 0.3235 0.3570 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,900 .2160 .2380 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,800 .5395 5950 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,800 .6470 .7140 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,800 .4320 .4760. Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,600 1.0790 1.1900 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,700 .9705 1,0710 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,700 .6480 .714 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,400 1.6185 1.7850 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,600 1.2940 1.4280 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,600 .8640 .9520 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,200 2.1580 2.3800 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,500 1.6175 1.7850 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,500 1.0800 ,1900 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49,000 2.6975 2.9750 COLORAD0 AND SOUTHERN RAILWAY. Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $8,827,773. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 17,100 0.1945 0.2770 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,000 .1255 .1785 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e g 28,100 3200 4555 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34,200 .3890 .5540 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,000 .2510 .3570 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56,200 .6400 9110 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51,300 .5835 .8310 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33,000 .3765 .5355 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84,300 .9600 1.3665 20 Per Cent— * Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68,400 .7780 1.1080 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44,000 .5020 .7140 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112,400 1.2800 1.8220 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85,500 .9725 1.3850 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55,000 .6275 .8925 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140,500 1.6000 2.2775 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 39 COLUMBIA AND PUGET SOUND RAILROAD. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $595,324. Amount Per Cent, of Per Cent of Increase in Wages of— of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 800 0.1460 0.2390 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 .0910 .1485 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . © tº 1,300 .2370 .3815 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º is tº tº tº º 1,600 .2920 .4780 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000 .1820 .2970 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,600 .4740 .7750 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,400 .4380 .7170 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,500 .2730 .4455 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & C & s 3,900 .7110 1.1625 20 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,200 .5840 .9560 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,000 .3640 .5940 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * † tº e 5,200 .9480 1.5500 25 Per Cent— tº º Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,000 .7300 1.1950 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,500 .4550 .7425 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,500 1.1850 1.9375 DENVER AND RIO GRANDE RAILROAD. Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $24,452,965. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 53,000 0.2170 0.3115 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,300 .1445 .2075 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88,300 .3615 .5190 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106,000 .4340 .6230 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70,600 .2890 .4150 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176,600 .7230 1.0380 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159,000 .6510 & .9345 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105,900 .4335 .6225 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº gº tº e 264,900 1.0345 1.5570 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212,000 .8680 1.2460 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141,200 .5780 8300 al. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353,200 1.4460 2.0160 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265,000 1.0850 1.5575 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176,500 .7225 1.0375 Total. . . . . . . . . . . . . . ... • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 441,500 1.8075 2.5950 40 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. DULUTH, MISSABE AND NORTHERN RAILWAY. Amount and Per Cent of 0perating Revenue and Per Cent of 0perating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based On Operating Revenue for 1913. Amount of Operating Revenue, 1913, $8,476,105. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— - g Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 7,800 0.0925 0.2060 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,900 .0585 .1305 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º º ſº tº 12,700 ..1510 .3365 10 Per Cent— Engineers......................................... tº g º O ſº tº 15,600 .1850 .4120 Firemen ................................................ 9,800 .1170. .2610 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,400 .3020 .6730 15 Per Cent— g Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,400 .2775 .6180 Firemen . . . . . . . . . . . . .................................... 14,700 .1755 .3915 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * 38,100 .4530 Q 1.0095 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º º 31,200 .3700 .8240 Firemen ................................................ 19,600 .2340 .5220 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,800 6040 1.3460 25 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,000 4625 1.0300 iremen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,500 2925 6525 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63,500 T550 1.6825 DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $3,412,832. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 7,900 0.2335 0.2925 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,800 .1415 .1775 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • e º a 12,700 .3750 ,4700 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,800 .4670 5850 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,600 .2830 3550 otal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,400 .7500 94.00 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,700 .7005 .8775 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,400 .4245 .5325 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e 38,100 1.1250 1.4100 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * g ∈ G & © tº a tº 31,600 .9340 1.1700 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , s 19,200 .5660 . .71 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,800 1.5000 1.8800 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,500 1.1675 1.4625 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,000 .7075 8875 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63,500 1.8750 2.3500 EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. 41 - EL PASO AND SOUTHWESTERN COMPANY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $8,657,716. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 13,300 0.1540 0.2600 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,300 .1075 .1820 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º º 22,600 .2615 .4420 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • e º is 26,600 . .3080 .5200 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,600 .2150 .3640 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45,200 .5230 .8840 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,900 .4620 .7800 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27,900 .3225 .5460 - Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º 67,800 .7845 1.3260 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53,200 .6160 1.0400 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37,200 .4300 2 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90,400 1.0460 1.7680 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66,500 7700 1.3000 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46,500 5375 9100 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113,000 1.3075 2.2100 FORT SMITH AND WESTERN RAILROAD. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to LOCOmotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $726,308. Amount Per Cent of Per Cent 0: Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 1,300 0.1875 0.2250 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 .1130 1355 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº 2,100 .3005 3605 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,600 3750 4500 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,600 2260 2710 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,200 6010 T210 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,900 .5625 .6750 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,400 .3390 .4065 Total. . . . . . . . . . . . . . . . . . . . . . . . 4 e s & e º e s e s e e s s a s e < e < e º is 6,300 .9015 1.0815 20 Per Cent— Engineers....... • - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5,200 .7500 .9000 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,200 .4520 .5420 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,400 1.2020 1.4420 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,500 - .9375 1.1250 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,000 .5650 .6775 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,500 1.5025 1.8025 42 EFFECT of CERTAIN DESIGNATED WAGE INCREASES. - FORT WORTH AND DENVER CITY RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $5,334,556. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating 0perating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 7,400 0.1390 0.1980 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,700 0.895 1270 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,100 2285 3250 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,800 .2780 .3960 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,400 .1790 .2540 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,200 .4570 6500 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,200 .4170 .5940 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,100 .2685 .3810 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36,300 .6855 9750 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,600 .5560 .7920 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,800 .3580 .5080 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48,400 9140 1.3000 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . ‘. . . . . . . . . . . . . . . . . . . . . . . . 37,000 .6950 .9900 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,500 .4475 .6350 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60,500 1.1425 1.6250 GREAT NORTHERN RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on 0perating Revenue for 1913. Amount of Operating Revenue, 1913, $78,654,591. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 98,700 0.1255 0.2150 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63,700 .0810 .1395 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e ſº tº e 162,400 .2065 .3545 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº gº is 197,400 .2510 .4300 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127,400 .1620 .2790 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * tº e 324,800 .4130 .7090 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296,100 .3765 .6450 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191,100 .2430 .4185 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487,200 .6195 1.0635 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394,800 .5020 .8600 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254,800 .3240 .5580 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 649,600 .8260 1.4.180 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 493,500 .6275 1.0750 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318,500 .4050 ,6975 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 812,000 1.0325 1.7725 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 43 GULF, COLORAD0 AND SANTA FE RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $13,701,534. g Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................. $ 21,100 0.1540 0.2075 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................ 13,300 0975 f Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................ 34,400 2515 .3385 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................ 42,200 .3080 .4150 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................... - 26,600 .1950 .2620 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68,800 .5030 .6770 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63,300 .4620 .6225 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,900 .2925 .3930 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103,200 .7545 1.0155 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84,400 .6160 .8300 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................. 53,200 .3900 .5240 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137,600 1.0060 1.3540 25 Per Cent— ” Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105,500 .7700 1.0375 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............ 66,500 .4875 .6550 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172,000 1.2575 1.6925 HOUSTON, EAST AND WEST TEXAS RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of 0perating Revenue, 1913, $1,403,271. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating 0perating § Wage Increase Revenue Expenses 5 Per Cent— Éiºn & e º º ſº tº e º º is tº & e º e tº e º & © tº e º 'º e º 'º e º tº e º e º 'º & © tº ſº & tº $ & © tº º & $ 2,400 0 1740 0.2305 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,400 .1045 .1385 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................. 3,800 .2785 .3690 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,800 .3480 .4610 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,800 .2090 .2770 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,600 .5570 7380 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,200 5220 6915 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,200 1 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,400 8355 1.1010 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,600 .6960 .9220 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,600 .4180 .5540 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,200 1.1140 1.4750 25 Per Cent— Fºr tº e º 'º e º E tº e º 'º º e º e º 'º º e º e g º e º 'º e º 'º º a tº e s tº tº e º ºn tº a tº * * * * * 12.000 .8700 1.1525 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,000 .5225 .6925 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,000 1.3925 1.8450 44 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. HOUSTON AND TEXAS CENTRAL RAILROAD. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $6,828,648. Amount Per Cent of Per Cent of Increase in Wages of . of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 12,600 0.1850 0.2305 Firemen.............. “s º º e e s e e º 'º e º e º ºs e º 'º - tº e º 'º - © tº º º e º e º e º & 7,600 ..1115 .1390 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,200 .2965 .3695 10 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,200 .3700 .4610 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,200 .2230 .2780 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40,400 .5930 .7390 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37,800 5550 6915 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,800 3345 4170 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,600 8895 1.1085 20 Per Cent— iſiºn e e s e a e s s a e e º e e e e º 'º e e s ∈ e s a s is is º º º & e º e º e s e a e º e º 'º e & 50,400 7400 9220 Firemen............. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30,400 5560 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30,800 1.1860 1.4780 P **ś............. * * * * * * * * *e e s s a s e e s a s is a • * * * * * * * * * * * * 63,000 .9250 1.1525 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38,000 .5575 .6950 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101,000 1.4825 1.8475 ILLINOIS CENTRAL RAILROAD. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount. of Operating Revenue, 1913, $64,280,903. Amount Per Cent. Of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase - Revenue Expenses 5 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 128,500 0.2000 0.2565 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86,100 .1340 .1720 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214,600 .3340 .4285 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257,000 .4000 .5130 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172,200 .2680 .3440 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429,200 .6680 .8570 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385,500 .6000 .7695 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258,300 .4020 .5160 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 643,800 1.0020 1.2855 2) Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514,000 .8000 1.0260 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * 344,400 .5360 .6880 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e º e º e o e º a tº & 858,400 1.3360 1.7140 25 Per Cent—a Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 642,500 1.0000 1.2825 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430,500 .6700. - Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,073,000 1.6700 2.1425 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 45 INTERNATIONAL AND GREAT NORTHERN RAILWAY. Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to LOCOmotive Engineers and Firemen Would Be, Based on 0perating Revenue for 1913. Amount of Operating Revenue, 1913, $11,260,565. - tº Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 18,800 0.1670 0.2210 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .......... 11,500 1025 355 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º e ,300 2695 3565 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e º tº º 37,600 .3340 .4420 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,000 .2050 .2710 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60,600 ,5390 T130 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56,400 .5010 .6630 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34,500 .3075 .4065 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & © to tº 90,900 8085 1.0695 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 75,200 .6680 .8840 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46,000 .4100 .5420 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121,200 1.0780 1.4260 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94,000 .8350 1.1050 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57,500 .5125 .6775 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151,500 1.3475 1.7825 KANSAS CITY SOUTHERN RAILWAY. Amount and Per Cent of 0perating Revenue and Per Cent of 0perating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $10,706,309. º Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating - Wage Increase . Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e $ 15,700 0.1475 0.2340 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,500 .089 1420 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . © ſº tº a ,200 .2370 3760 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º º º is 31,400 .2950 .4580 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19,000 .1790 2840 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,400 .4740 & T520 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47,100 4.425 7020 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,500 2685 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº ºn tº 75,600 7110 1.1280 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62,800 .5900 .9360 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38,000 .3580 .5680 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100,800 .9480 1.5040 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78.500 .7375 1.1700 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47,500 .4475 * - Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126,000 1.1850 1.8800 46 EFFECT of CERTAIN DESIGNATED WAGE INCREASEs. LOUISIANA AND ARKANSAS RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of 0perating Revenue, 1913, $1,673,459. Amount Per Cent of Per Cent of Increase in Wages of Of Specified Operating Operating - Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º e º 'º º e e º tº e $ 2,300 0.1425 0.2250 Firemen. tº gº e º 'º & © e s is e º e º e º ºs º o tº e º e º 'º º e e e g º ºs e º ſº tº e º e º e º is e e º 'º º 1 ,300 {}825 1305 Total. . . . . . . . . . . . º º e < e º 'º g º e º 'º gº e º º is g º ºs e º ſº tº e º ºs e º e º e g º º 3,600 2250 3555 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº 4,600 .2850 .4500 Firemen. . . . . . . . . . . . . . . . . . . . º e s e s tº e g º e s s tº e º & º ſº tº * & © C & © tº e tº tº 2,600 .1650 .2610 Total.... is g g g º e º e º 'º e tº tº is e º º ºs e e s e s tº it tº gº tº gº tº ſº º e º is tº tº º e º e º e 7,200 .4500 .7110 15 Per Cent— r. Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . te e g º º e 6,900 .4275 . .6750 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº tº 3,900 .2475 .3915 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº g º ºs 10,800 .6750 1.0665 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • e. e. g. g º º 9,200 5700 9000 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . gº º º ,200 3300 5220 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e 14,400 9000 1.4220 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,500 .7125 1.1250 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,500 .4125 .6525 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,000 1.1250 1.7775 MIDLAND WALLEY RAILROAD. Amount and Per Cent of Operating Revenue and Per Cent of 0perating Expenses Which Certain Designated Increases to LOCOmotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of 0perating Revenue, 1913, $1,511,166. Amount Per Cent of Per Cent of Increase in Wages of of Specified 0perating 0perating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e tº º $ 2,700 0.1790 0.2135 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,700 .1180 .1405 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * < e º e º º ºs e º s & ºt 4,400 .2970 .3540 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,400 ,3580 .4270 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,400 .2360 .2810 Total. . . . . . . c. * * * > e e º 'º e º is a tº º tº e s tº º e º 'º e º e º s m tº e s tº t e e s ∈ C & 8,800 5940 7080 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,100 .5370 - .6405 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,100 .3540 .4215 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,200 8910 1,0620 20 Per Cent— : Engineers . . . . . . . . . . . . . . * * * g º e º 'º e º e º is is tº e e º u ę & © ſº tº gº tº º ſº tº e º ſº º 10,800 .7160 .8540 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,800 .4720 .5620 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º º 17,600 1.1880 1.4160 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . tº º sº tº e º 'º $ tº a e º º a tº a tº $ tº e º e g º ºt 13,500 .8950 1.0675 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . gº º ,500 .5900 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e º 'º ,000 1.4850 1.7700 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 47 MINERAL RANGE RAILROAD. Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $844,457. Amount Per Cent of Per Cent of Increase in Wages of of Specified 0perating 0perating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 2,100 0.2555 0.3175 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,300 . .1585 .1965 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * 3,400 .4140 .5140 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,200 5110 .6350 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,600 3170 .3930 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,800 8280 1,0280 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,300 7065 95.25 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,900 5895 Total. . . . . . . . . . . . . . . . . * tº tº e º e º ºs e º 'º e * - - - - - - - - - e e º 'º e º e 10,200 1.2420 1.5420 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . © e º e º 'º - e º e - - - * * * - e s e e s - e º 'º 8,400 1.0220 1.2700 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,200 .6 T860 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,600 1,6560 2.0560 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,500 1.2775 1.5875 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,500 .7925 .98.25 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,000 2,0700 2.5700 MINNEAPOLIS AND ST. LOUIS RAILROAD. - Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to - Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $9,707,004. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating - Wage Increase Revenue Expenses 5 *::::::: e e e s e e s e e s = e º e s e e s - - * * * * * e e º e e º e º e g º e º e º e º e > * e ‘º $ 18,600 0.1925 0.2785 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e s a s - e º e s - - - - - - - e º e 11,700 .1215 ..1760 Total..... e e º e º dº e s tº e º e e s e e º e º e e e o e s e e < e º e º 's e e º e s © & © e 30,300 .3140 .4545 Per Cent— 10 ºrs • * e e a s e s e e s s a e º 'º e º º e º 'º º º e e s e e a e º e º e º e s tº e º 'º e º 'º º e 37,200 .3850 .5570 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,400 .2430 3520 Total e e s e e º e s ∈ e º e º e º 'º e e s a se e s e e º e e º 'º e s e s s e º 'º - e º a º tº e º & ,600 .6280 9090 Per Cent— 15 jºr º e º 'º e º a e e º sº tº º e º e • e º e º e e a e s a n e s e e s a s a e º 'º e º e º a s • * 55,800 5775 8355 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,100 3645 .5280 Total. . . . . . . . . . . . . . . . . . e e s a e s e e e s e s m e ºs e s e s a • e s e º 'º e º 'º 90,900 9420 1.3635 Per Cent— 20 º © e º ſº tº º e º 'º º 0. • e s e o e o e o e e e s e º e º e º e º 'º e s e º 'º e º e º 'º e º 'º º 74,400 .7700 1.1140 Firemen. . . . . . . . . . . . . . . . . . e e º e º 'º º e & e is e º e s e e a s a e º e º e o e º 'º e e 46,800 .4860 ..T040 Total. . . . . e - e. e º e - e º O - • e e s e e s e e s e º e a e º e s e e o e º e º e s e e º 'º 121,200 1.2550 1.8180 25 Per Cent— 5 Hºrs ºr º e º 'º e º & e º 'º e e º e tº e e e is e e e º e º e º e º e º 'º & © e º e º a e e º e º 'º e 93,000 .9625 1.3925 Firemen. . . . . . . . . . . . . . . e - e º us tº º is tº e º e º tº e - e º e º 'º s º º e º 'º e º º e e º e 58,500 .6075 .8800 Total • * * * e s e s m e s e e is a tº º e º º º tº e º e º 'º e º e º 'º - - e º ſº º º tº tº e - © 2 & 3 151,500 1.5700 2.2725 48 EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. MINNEAPOLIS, ST. PAUL AND SAULT STE. MARIE RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $31,763,787. Amount Per cent Of Per Cent of Increase in Wages of of Specified 0perating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * - e º e º s e º ºs e º ſº º is $ 48,200 0.1520 0.2555 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30,900 .0975 .1640 - Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79,100 .2495 .4195 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96,400 .3040 5110 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61,800 .1950 3280 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,2 .4990 8390 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144,600 .4560 .7665 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92,700 .2925 .4920 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237,300 .7485 1.2585 20 Per Cent— g Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192,800 .6080 1.0220 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123,600 .3900 .6560 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316,400 .9980 1.6780 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241,000 .7600 1.2775 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154,500 .4875 .8200 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395,500 1.2475 2.0975 MINNESOTA AND INTERNATIONAL RAILWAY. Amount and Per Cent of Cºercting Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $927,968. Amount Per Cent of Per Cent of Increase in Wages of— of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Pºngineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 1.700 0.1860 0 0°25 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000 .1165 1770 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,700 .3025 .4595 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 400 .3720 5650 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.000 .2330 3540 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,400 .6050 91.90 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.100 .5580 .8475 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 000 .3495 .5310 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,100 .90.75 1.3785 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,800 .7440 1.1300 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.000 4660 .7080 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,800 1 2100 1.8380 25 Per Cent— - F^gineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,500 ,9300 1.4125 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.000 587's .8850 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 13,500 1.5.125 2.2975 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 49 MISS0URI, KANSAS AND TEXAS RAILWAY.G.) * Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $32,346,258. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating - Wage Increase Revenue Expenses 5 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 54,900 0.1700 0.2415 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34,100 .1055 .1495 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89,000 .2T55 .3910 10 Per Cent— Engineers. . . . . . . . * * * * * * s e º 'º e º e º s e º 'º e s tº e s tº a tº e º a tº e º ºs e º te e º e 109,800 .3400 .4830 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68,200 .2110 .2990 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178,000 .5510 .1820 15 Per Cent— - - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164,700 .5100 .7245 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102,300 .3165 .4485 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267,000 .8265 1.1730 20 Per Cent— - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219,600 .6800 .9560 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136,400 .4220 .5980 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356,000 1.1020 1.5640 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ". . . . . . 274,500 .8500 1.2075 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170,500 .5275 .7475 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445,000 1.3775 1.9550 (1) Includes operations of the Texas Central Railway for 1913 and of the Wichita Falls and Northwestern Railway for 8 months of 1913. MISSOURI AND NORTH ARKANSAS RAILROAD. Amount and Per Cent of Operating Revenue and Per Cent of 0perating Expenses Which Certain Designated Increases to LOCOmotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. - Amount of Operating Revenue, 1913, $1,236,145. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 2,300 0.1930 0.1985 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,300 .1095 .1125 Total. . . . . . . . . . . . . . . . . . . º º e º e º º is © e. tº ſº tº e º e º tº º º tº e o 'º tº ſº tº e 3,600 .3025 .3110 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,600 .3860 .3970 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,600 2190 .2250 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,200 .6050 .6220 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,900 .5790 .5955 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,900 .3285 .3375 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,800 .90.75 .9330 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,200 .7720 .7940 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,200 .4380 .4500 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,400 1.2100 1.2440 25 Per ('ent— • Pngineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,500 .9650 .9925 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,500 .5475 .5625 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,000 1.5125 1.5550 50 EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. MISSOURI PACIFIC RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of 0perating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $28,018,909. Amount Per Cent. Of Per Cent of Increase in Wages of - of Specified 0perating Operating - Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • - - - - - - - - & © º e & $ 55,100 0.1970 0.2510 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,100 .1255 .1595 Total. . . . . . . . . . . . . . . . . . tº e º s e g º e s is e º e º e º 'º e º s e º 'º - • e º e is 90,200 .3225 .4105 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110,200 .3940 .5020 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70,200 • .2510 .3190 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180,400 .6450 .8210 15 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . wº 165,300 .5910 .7530 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º & 105,300 .3765 .4785 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º e º - G - e tº 270,600 .9675 1.2315 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 220,400 .7880 1.0040 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140,400 .5020 .6380 Total. . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 360,800 1.2900 1.6420 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275,500 .9850 1.2550 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175,500 .6275 .7975 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451,000 1.6125 2.0525 NORTHERN PACIFIC RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $72,676,139. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $109,000 0.1500 0.2435 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71,200 .0980 .1595 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º 180,200 .2480 .4030 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º 218,000 .3000 .4870 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º ſe e º 'º º 142,400 .1960 - .3190 Total........ • . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 360,400 .4960 .8060 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327,000 .4500 .7305 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213,600 .2940 ,4785 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º O & 540,600 .7440 1.2090 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e in s e º e < * * 436,000 .6000 .3740 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284,800 .3920 .6380 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T20,800 .9920 1.6120 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 545,000 .7500 1.2175 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356,000 .4900 .7975 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 901,000 1.2400 2.0150 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 51 NORTHWESTERN PACIFIC RAILROAD. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $3,709,766. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 4,700 0.1280 0.1825 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,000 .0565 .0805 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,700 .1845 .2630 10 Per Cent— - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,400 .2560 .3650 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,000 .1130 .1610 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,400 .3690 5260 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,100 .3840 .5475 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,000 .1695 .2415 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,100 .5535 .7890 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,800 .5120 .7300 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,000 .2260 .3220 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,800 7380 1.0520 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,500 .6400 .91.25 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,000 .2825 .402 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33,500 .9225 1.3150 OREGON SHORT LINE RAILROAD. Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $22,019,856. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 28,600 0.1300 0.2510 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,900 .0850 .1660 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e 47,500 .2160 .4170 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57,200 .2600 .5020 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37,800 .1720 .3320 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95,000 .4320 .8340 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85,800 .3900 .7530 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56,700 .2580 .4980 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142,500 .6480 1.2510 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114,400 .5200 1.0040 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75,600 .3440 .6640 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190,000 .8640 1,6680 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143,000 .6500 1.2550 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94,500 .4300 .8300 Total. . . . . . . . . . . . . . . . . . . . . . . . . .* * * * * * * * * * * * * * * * * * * * * * 237,500 1.0800 2.0850 52 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. PEC0S AND NORTHERN TEXAS RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $2,513,173. Amount Per Cent ()f Per Cent of Increase in Wages of of Specified Operating Uperating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 4,200 0.1675 0.2400 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,600 ..1065 .1525 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,800 2740 3925 10 Per Cent— - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,400 .3350 .4800 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,200 .2130 .3050 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,600 5480 7850 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,600 .5025 .7200 iremen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,800 .3195 4575 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,400 8220 1.1775 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,800 .6700 .9600 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,400 .4260 .6100 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27,200 1.0960 1.5700 25 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,000 .8375 1.2000 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,000 .5325 .7625 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34,000 1.3700 1.9625 ST. JOSEPH AND GRAND ISLAND RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $1,553,465. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,900 0.1890 0.2080 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,400 .0910 ..1000 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,300 .2800 .3080 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,800 .3780 .4160 Firemen . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * 2,800 .1820 .2000 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,600 .5600 .6160 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,700 .5670 .6240 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,200 .2730 .3000 Totai. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,900 .8400 .9240 20 Per Cent— | Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,600 .7560 .8320 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,600 .3640 .4000 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,200 1.1200 1.2320 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,500 .9450 1.0400 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,000 .4550 .5000 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,500 1.4000 1.58:00 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 53 * ST. LOUIS, IRON MOUNTAIN AND SOUTHERN RAILWAY. - Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $34,136,598. g Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating - Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 51,500 0.1510 0.2280 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32,900 .0965 .1455 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84,400 .2475 .3735 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º ºs º is 103,000 .3020 .4560 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............ 65,800 .1930 .2910 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * e º e º 'º 168,800 .4950 .7470 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154,500 .4530 .6840 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ......... 98,700 .2895 .4365 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253,200 7425 1.1205 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206,000 .6040 .9120 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131,600 .3860 .5820 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337,600 .9900 1.4940 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257,500 .7550 1.1400 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164,500 .4825 .7275 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422,000 1.2375 1,8675 ST. LOUIS AND SAN FRANCISCO RAILROAD. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $43,401,716. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 18,300 0.1805 0.2740 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48,100 .1110 .1685 Total. . . . . 5..…. • & Q tº 126,400 .2915 - .4425 10 Per Cent— x- Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº tº ſº tº 156,600 .3610 .5480 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96,200 .2220 .3370 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252,800 .5830 .8850 15 Per Cent— - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234,900 ,5415 .8220 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144,300 .3330 .5055 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e s tº 379,200 .8745 1.3275 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313,200 .7220 1.0960 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192,400 .4440 .6740 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 505,600 1.1660 - 1.7700 25 Per Cent— - ; a s s a w s a t < * * g g g g e º sº e º e º 'º e º sº a sº e º º sº e º s = e º e º e º gº is sº tº ſº 391,500 .9025 1.3700 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * 240,500 .5550 .8425 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 632,000 1.4575 2.2125 54 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. ST. LOUIS SOUTHWESTERN RAILWAY. Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of 0perating Revenue, 1913, $8,596,109. Amount Per Cent of Per Cent of Increase in Wages of Of Specified 0perating 0perating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 10,200 0.1195 0.2105 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,300 .0740 .1305 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,500 .1935 .3410 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,400 .2390 .4210 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,600 .1480 .2610 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33,000 .3870 .6820 15 Per Cent— - Pngineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 30,600 .3585 .6315 Firemen. . . . . . . . . . . . . . . . . . . .............................. 18,900 .2220 . .3915 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49,500 .5805 1,0230 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............. 40,800 .4780 ,8420 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . ...................... 25,200 .2960 .5220 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66,000 .7740 1.3640 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51,000 5975 1.0525 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31,500 3700 6525 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82,500 96.75 1.7050 SAN ANTONIO AND ARANSAS PASS RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $5,109,279. Amount Per Cent of Per Cent of Increase in Wages of of Specified 0perating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 8,400 0.1645 0 2225 iremen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,000 .0985 .1330 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,400 .2630 3555 § 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,800 3290 4450 iremen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,000 1970 2660 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,800 5260 7110 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,200 .4935 .6675 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,000 .2955 .3990 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . w w e s e s e s a • * * * * * * * * * * 40,200 7890 1.0665 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33,600 .6580 .8900 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,000 .3940 .5320 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53,600 1.0520 1.4220 25 Per Cent— Engineers...................... . . . . . . . . . . . . . . . . . . . . . . . . . 42,000 .8225 1.1125 Firemen. . . . . . . . . . . . . . . . ................................. 25,000 .4925 .6650 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67,000 1.3150 1.7775 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 55 SAN PEDRO, LOS ANGELES AND SALT LAKE RAILROAD. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $10,238,050. & Amount Per Cent of Per Cent of Increase in Wages of— of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . ....................... $ 14,200 0.1395 0.2100 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,000 .0885 .1330 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,200 .2280 .3430 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . ....................... 28,400 2790 .4200 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,000 1770 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...... 46,400 4560 6860 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............. 42,600 .4185 .6300 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27,000 .2655 .3990 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69,600 .6840 1.0290 20 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56,800 .5580 .8400 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,000 .3540 .5320 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92,800 .9120 1.3720 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71,000 .6975 1.0500 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45,000 .4425 .6650 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116,000 1.1400 1.7150 SPOKANE INTERNATIONAL RAILWAY. Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $1,148,051. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 1,300 0.1145 0.1910 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ......... 900 .0790 .1325 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ſº 2,200 .1935 .3235 10 Per Cent— 2 - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,600 .2290 .3820 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . ..................... tº e de 1,800 .1580 .2650 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,400 .3870 .6470 15 Per Cent— - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............ 3,900 .3435 .5730 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............ 2,700 .2370 3975 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº s tº 6,600 .5805 .9705 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............. 5,200 .4580 .7640 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................... 3,600 .3160 .5300 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ......... 8,800 ..TT40 1.2940 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.50ſ) .5725 .9550 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,500 .39;n .6625 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,000 .9675 1.6175 56 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. SPOKANE, PORTLAND AND SEATTLE RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to LOCOmotive Engineers and Firemen Would Be, Based on 0perating Revenue for 1913. Amount of Operating Revenue, 1913, $5,341,466. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers * * * * * * * * * * * * * * * * * * * * * * * * * e º O & © to a tº e e º e º e o e o 'º e o is e $ 5,700 0.1085 0.2150 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e º º tº º O & tº G & 3,700 .0705 .1395 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,400 1790 3545 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,400 .2170 .4300 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,400 .1410 .2790 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,800 .3580 7090 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . ............... tº tº G is 17,100 .3255 .6450 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 11,100 .2115 .4185 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,200 .5370 1.0635 20 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . ............ • * - e º e e e s e 22,800 .4340 .8600 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................. 14,800 .2820 .5580 Total - - - - a tº a tº tº e º tº tº e º 'º - - - - - - - - : * * * * * * * * * * * - - - - - - - - • Q & 37,600 .7160 1.4180 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,500 5425 1.0750 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,500 3525 .697 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47,000 8950 1.7725 SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $1,503,704. Amount Per Cent Of Per Cent of Increase in Wages of of Specified 0perating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . © e s e º e s tº is a $ 1,600 0.1105 0.1770 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000 .0710 .1145 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,600 .1815 .2915 10 Per Cent— * - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,200 .2210 .3540 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,000 .1420 .2290 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,200 .3630 .5830 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,800 .3315 .5310 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * 3,000 .2130 .3435 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,800 .5445 .8745 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,400 .4420 .7080 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,000 .2840 .4580 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,400 .7260 1.1660 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,000 .5525 .8850 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,000 .3550 .5725 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 13,000 .90.75 1.4575 O EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. 57 SOUTHERN PACIFIC COMPANY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of 0perating Revenue, 1913, $95,335,315. Amount Per Cent of Per Cent of Increase in Wages of— of Specified Operating Operating • Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 137,200 0.1440 0.2515 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,200 .0800 1395 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213,400 .2240 3910 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274,400 .2880 .5030 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152,400 .1600 .2790 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 426,800 .4480 .7820 15 Per Cent— * Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411,600 .4320 .7545 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228,600 .2400 .4185 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 640,200 .6720 1.1730 20 Per Cent— * Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 548,800 .5760 1.0060 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304,800 .3200 .5580 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 853,600 .8960 1.5640 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 686,000 .7200 1.2575 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381,000 .4000 .6975 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,067,000 1.1200 1.9550 TEXAS AND PACIFIC RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. - Amount of Operating Revenue, 1913, $18,078,783. Amount Per Cent of Per Cent of Increase in Wages of— of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • s • * * * * * * * $ 35,000 0.1940 0.2375 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,900 .1215 1485 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,900 .3155 3860 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º gº tº e º º ſº tº dº tº 70,000 .3380 4750 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43,800 .2 2970 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113,800 6310 TT20 15 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105,000 .5820 .7125 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65,700 .3645 4455 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170,700 9465 1.1580 20 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140,000 .7760 .9500 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87,600 .4860 .5940 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227,600 1.2620 1.5440 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175,000 .9700 1.1875 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109,500 .6075 .7425 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284,500 1.5775 1.9300 58 EFFECT of CERTAIN DESIGNATED WAGE INCREASES. TRINITY AND BRAZOS WALLEY RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of 0perating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $2,835,818. Amount Per Cent Of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . e e º 'º - e. e. e. e º e º e º 'º e º 'º e º 'º º $ 4,200 0.1490 0.1595 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,600 1010 Total. . . . . . . . . . . . . . . . . . . . . . . . . . tº e º 'º e e is e is e e tº e º 'º - e. e. e. e. g. 6,800 2430 2605 10. Per Cent— Engineers........................... © tº e º a tº e & e e º e º e º s e º ºs & 8,400 .2980 .3190 Firemen................................................. 5,200 .1880 .2020 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,600 .4860 .5210 & 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,600 .4470 4785 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,800 2820 3030 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . * - © tº e º te & g º C e º 'º tº e º 'º e e 20,400 7290 7815 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,800 .5960 .6380 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,400 .3760 .4040 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27,200 .97.20 1.0420 25 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,000 7450 7975 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,000 4700 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34,000 1.2150 1.3025 UNION PACIFIC RAILROAD. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and . Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $51,586,230. Amount Per Cent of Per Cent of Increase in Wages of of Specified 0perating 0perating Wage Increase Revenue Expenses 5 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 63,700 0.1235 0.224.5 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41,00 .0795 .1445 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104,700 .2030 .3690 10 Per Cent— Ergineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127,400 .2470 .4490 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82,000 .1590 .2890 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209,400 .4060 .7380 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191,100 .3705 .6735 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123,000 .2385 .4335 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314,100 .6090 1.1070 20 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254,800 .4940 .8980 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164,000 .3180 .5780 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 418,800 .8120 1.4760 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318,500 .6175 1.1225 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . 205,000 .3975 .7225 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . { 523,500 1,0150 1.8450 | EFFECT OF CERTAIN DESIGNATED WAGE INCREASES. 59 * WABASH RAILROAD. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to - Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $31,769,287. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 67,000 0.2110 0.2710 Firemen. . . . . . . . . . . . . . . . . . . . . . . - a s a e e º e º s is s e < e º e a s a e º s e e 41,400 .1305 .1675 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108,400 .3415 .4385 10 Per Cent— Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134,000 .4220 .5420 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82,800 .2610 .3350 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216,800 .6830. .8770 15 Per Cent— - - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201,000 .6330 .8130 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . # & ºr ºf ºf 124,200 .3915 .5025 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325,200 1.0245 1.3155 20 Per Cent— º Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268,000 .8440 - 1.0840 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165,600 .5220 .6700 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 433,600 1.3660 1.7540 25 Per Cent— - Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335,000 1.0550 1.3550 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207,000 .6525 .8375 Total. . . . . . . . . . . . . . . . . . . . . 9 • - - - - - - * e º tº e º ºs e º e º ºr º º gº tº 542,000 1.7075 2.1925 WABASH, CHESTER AND WESTERN RAILROAD. Amount and Per Cent of Operating Revenue and Per Cent of 0perating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. - Amount of Operating Revenue, 1913, $117,360. - Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 200 0.2430 0.2350 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 .1400 .1355 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 .3830 .3705 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 .4860 .4700 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 .2800 .2710 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 .7660 .7410 15 Per Cent— g Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 .7290 .7050 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 .4200 .4065 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * e o e s e s a * 900 1.1490 1.1115 20 Per Cent— . Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 .9720 .9400 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 .5500 .5420 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,200 1.5320 1.4820 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000 1.2150 - 1.1750 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 .7000 .6775 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,500 1.9150 1.8525 60 EFFECT OF CERTAIN DESIGNATED WAGE INCREASEs. WICHITA WALLEY RAILWAY. - Amount and Per Cent of 0perating Revenue and Per Cent of Operating Expénses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of Operating Revenue, 1913, $698,286. - Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating 0perating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e - © º e º e º tº $ 1,000 0.1445 0.2025 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e º ºs e º e º e 500 .0845 .1.185 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . © e º o 1,500 .2290 .3210 10 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * ºn tº e º 'º e º 'º e º 'º a 2,000 .2890 .4050 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000 .1690 .2370 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * > * * * * * * 3,000 .4580 .6420 15 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . "a s a 3,000 .4335 .6015 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,500 .2535 .3555 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,500 .6870 .9630 20 Per Cent— e Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,000 5780 .8100 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,000 3380 .4740 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,000 9160 1.2840 25 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,000 .7225 1.0125 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,500 .4225 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,500 s 1.1450 1.60.50 WISCONSIN AND MICHIGAN RAILWAY. Amount and Per Cent of Operating Revenue and Per Cent of Operating Expenses Which Certain Designated Increases to Locomotive Engineers and Firemen Would Be, Based on Operating Revenue for 1913. Amount of 0perating Revenue, 1913, $115,270. Amount Per Cent of Per Cent of Increase in Wages of of Specified Operating Operating Wage Increase Revenue Expenses 5 Per Cent— Engineers. . . . . . . . . . . . . . . . . . . . . . . • e º e s a e s tº e s e e s a s e e º e º a s a $ 200 0.2275 0 2320 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 .1275 .1300 Total. . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * 300 .3550 .3620 10 Per Cent— Engineers. . . . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 400 .4550 .4640 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 .2550 .2600 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 .1100 .7240 15 P t— - *…~. 600 .6825 .6960 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 - .332; .3900 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900 1.0650 1.0360 20 Per - #: e e s - a s s = • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 800 .9100 .9280 Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 .5100 .5200 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,200 1.4200 1.4480 **....................… 1,000 1.1375 1.1600 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 .6375 .6500 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,500 1.TT50 1stoo Instances of Continuous Service on the Western Railroads By Engineers and Firemen In Excess of 16 Hours (July 1, 1912 to December 31, 1913) Prepared Under Supervision of W. J. LAUCK Exhibit Number Presented by Witness W. J. LAUCK Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. - Composition and Makeup by Superior Typesetting Co., Chicago, Ill. INSTANCES OF CONTINUOUS SERVICE BY ENGINEERS AND FIREMEN ON 76 WESTERN RAILROADS, JULY 1, 1912, TO DECEMBER 31, 1913. The following table shows for each of 76 Western railroads the number of instances in which engineers and firemen were on duty more than 16 consecutive hours, and the period of such continuous service in hours, from July 1st, 1912, to December 31st, 1913, both inclusive. These data were compiled from the sworn reports of the Railroads to the Division of Safety Appliances of the Interstate Commerce Commission. From an examination of this table it will be seen that from July 1st, 1912, to December 31st, 1913, both inclusive, the total number of instances of continuous service in excess of 16 hours by both engineers and firemen on the 76 roads under consideration, was 49,286. There were 24,235 instances among the engineers and 25,051 among the firemen. The detailed showing by individual railroads follows: SUMIMARY OF INSTANCES IN WEHICH ENGINEERS AND IFIREMEN WERE ON DUTY MORE THAN SIXTEEN to CONSECUTIVE HOURS, FROM JULY 1, 1912, TO DECEMBER 31, 1913. Number RAILROAD }. ----------------- - ----- - - -- -- - - - - --T----- - -- - ------- "...” | 16-17 | 17-18 18–19 19-20 20-21 ------------ - - - ––––– Arizona and New Mexico Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2 1 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 3 - 1 Atchison, Topeka and Santa Fe Ry.() Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,607 248. 228 179 68 45 Firemely . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,680 243 233 123 70 43 Baltimore and ()hio Chicago Terminal R. R. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 14 28 10 5 3 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 13 28 10 5 4 Canadian Northern Ry. (Lines in U. S.) (2) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 6 13 12 3 5 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 6 14 12 3 5 Canadian Pacific Ry. (Lines in U. S.) Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) ſ 9 7 5 2 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) 1 9 T 5 2 Chicago and Alton R. R. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351 144 133 T5 44 33 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373 143 132 74 45 31 Chicago, Burlington and Quincy R. R. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,693 463 418 204 101 62 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,646 461 414 201 99 66 Chicago and Eastern Illinois R. R. º Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) 361 271 146 94 51 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) 360 270 143 91 50 Chicago, Great Western R. R. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284 76 49 26 15 9 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283 74 49 2T 15 10 Chicago Junction Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 2 1 1 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 2 1 1 Chicago, Milwaukee and St. Paul Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,987 447 325 174 123 T5 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,854 466 374 203 162 83 Chicago and North Western Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,802 79 47 25 21 10 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,903 72 45 24 21 11 2 1–22 } |(}UIRS 22–23 1 1 1 22 24 23 24 4 2 3 3 ſ 2 1 2 3 4 3 4 14 9 14 10 34 16 35 18 38 12 38 12 1 l 1 2 4ſ. 25 60 31 8 3 8 3 23–24 24–25 15 18 } 15 16 19 19 ; 17 25 : | 13 12 : : i8 13 22 23 25–26 26–30 30–35 ;} : : : } ſ 18 17 43 21 ; ; ; 10 11 |s-ºl ; ; 40 or () wer ; } TOTAL ; 818 822 67 66 42 43 34 34 473 470 1,342 1,339 1,036 1,026 188 189 : 1,292 1,475 203 194 tº * : * "..." | 16-17 | 17-18 |18-19 | 19-20 20-21 21-22 || 22-28 |23-24|24-25 |25-26 ||26-30 |30-35 |<-0 §: in air y k $ : e g ‘. . . : ... * . . ~ : -- -- - - - cºlºrº. 1,549° 136 || 1:1" | 3 || 3 || 23° 20' | 1 || 8 || 3 || 3 || 6 || 3 | 1 || 565 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,617 193 167 101 6t) 31 23 9 8 11 3 T 2 1 $49 hicago, St. Paul, Minneapolis and 0m. g : _; . chºi.º.º.º.º.º. ii. 2. 3 1 1 1 2 1 11 Firemen ...........'........................ 306 2 3 1 1 1 2 1 11 Chicago, West Pullman and Southern R. R. . - . Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 1 1 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 1 t Col Midland Ry. : . . . . : . > '. • ºlº. 43 36 51 31 , || 25 21 | 12 12 || 5 || 3 || 7 || 8 || 3 || 1 215 * Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 33 51 31 25 21 12 1 | 5 3 7 G 3 1 214 Color and Southern Ry. 3. - - - - gº.º.º. 221 86 53 36 | 16 || 23 14 9 || 11 || 7 || 8 || 17 | 15 || 5 | 19 || 319 Firemen .................................. 248 87 52 36 16 24 14 9 10 7 8 19 15 4 17 318 Columbia and Puget sound R. R. - .. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e 12 9 : 2 1 1 : 1 14 Firemen . . . . . . . . . . . * . . . . . . . . . . . . . . . . . . . . . . 12 10 2 1 1 e & © 14 Denver, North Western and Pacific Ry.G.) 2. . * .. l, . - . . . Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B) 49 33 - 24 12 | | 10 9 9 7 5 7 9 4 7 22 207 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3) 50 33 22 12 10 9 9 7 5 3 T 4 7 22 200 Denver and Rio Grande R. R. - * - - - - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511 93 169 ; 108 60 . . . 48 37 14 16 9 6 12 6 3 4 585 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516 92 170 111 57 52 38 t? 18 10 6 12 6 3 5 59T Duluth, Missabe and Northern Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 # * $ & & 9. it s & Firemen . . . . . . . . . . . . . ., *.* - - - - - - - - - - - - - - - - - - - 101 1 1 2 Duluth, South Shore and Atlantic Ry. - - - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 6 23 20. 9. 19 . 8 6 5 1 3 . 5 96 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 7 23 . 20 9 10 8 6 5 1 3 6 98 El Paso and South Western Co. . Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 60 21 12 10 l 8 tº º 1 2 4 1 1 $19 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 60 21 12 10 l - 6 1 * . 2. 4 1 1 120 Fort Smith and Western R. R. - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 4 2. • 1 3 ſ f 12 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 3 2 1 3 1 1 11 gº ſº SUMMARY OF INSTANCES IN WHICH ENGINEERS AND FIREMEN werE ON DUTY MéRE THAN SIXTEEN * * * * * CONSECUTIVE HOURS, FROM JULY 1. 1912, TO DECEMBER 31, 1913–(Continued). SUMMARY OF INSTANCES IN WHICH ENGINEERS AND FIREMEN WERE ON DUTY MORE THAN SIXTEEN -- CONSECUTIVE HOURS, FROM JULY 1, 1912, TO DECEMBER 31, 1913–(Continued). Number .IOURs RAILROAD ; TOTAL "#"| 16-17 | 17-18 | 18-19 | 19-20 |20-21 21-22 || 22-28 || 23-24, 24-25 |25-28 ||26-30|30-35|35–0|*. r | Fort Worth and Denver City Ry. Engineers . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * 80 25 23 15 16 14 5 2 1 2 2 1 1 1 108 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 24 21 17 14 14 6 3 1 3 1 1 2 107 Great Northern Ry. }- Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,505 142 254 183 125 89 25 12 10 19 6 5 2 4 876 Z Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,649 140 267 189 134 98 29 14 14 19 6 8 1 5 924 Uſ) 1-3 Gulf, Colorado and Santa Fe Ry. > Engineers ......... tº dº e s tº G & º is e º & d e º 'º e º ºs e g » e. e. e 234 167 144 79 42 32 17 15 9 6 7 24 9 2 553 2. Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271 168 146 78 43 32 17 15 9 6 T 2T T 2 557 G Houston East and west Texas Ry. Oſ, Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2T 10 5 ... I 5 2 1 1 2 33 O Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 10 5 7 5 2 1 1 2 33 H: Houston and Texas Central R. R. . O Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 12 19 5 9 2 © tº ſº 3 | . . . 1 4. 55 O Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 12 19 6 9 1 1 4 2 5 59 Ž Illinois Central R. R.(?) 2 Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,571 887 1,456 725 39T 233 163 104 77 50 28 59 16 1 4,196 c Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,814 881 1,462 T45 397 245 165 112 82 49 29 64 17 1 1 ,250 O Illinois Southern Ry. - 5. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 25 11 2 2 2 2 1 1 46 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 26 11 2 3 2 2 1 1 48 ‘ſ International and Great Northern Ry. : Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 11 9 T 2 6 5 1 1 42 H Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 11 9 T 2 6 5 1 1 42 § Kansas City Southern Ry. tº Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253 87 64 48 26 14 11 12 2 5 1 3 1 tº º - tº e e 274 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261 86 64 48 26 12 12 13 2 5 1 2 e - ſº e º e tº ſº 271 Kansas City Terminal Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 i 1 * * * tº s º 1 3 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 1 1 & e 8 tº gº º 1 3 Kansas City, Mexico and Orient Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 41 4 5 3 2 1 1 1 tº 58 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 41 4 5 3 2 1 1 1 58 Kansas City, Mexico and Orient Ry. Co. of Texas. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 10 20 16 11 14 6 9 4 6 3 6 7 • * * 1 113 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 10 19 16 11 14 6 9 4 6 3 | 6 8 . . . . 1 113 SUMMARY OF INSTANCES IN WEHICH ENGINEERS AND FIREMEN WERE ON DUTY MORE THAN S1DXTEEN 1,860 CONSECUTIVE HOURS, FROM JULY 1, 1912, TO DECEMBER 31, 1913–(Continued). 11 1 i 5 Number HOURS 1,069 RAILROAI) Emplyd June 30, 1913 Louisiana and Arkansas Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Midland and Valley R. R. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Mineral Range R. R. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Minneapolis and St. Louis R. R. gineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e 236 Minneapolis, St. Paul and Sault Ste. Marie Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 Firemen . . . . . . . . . . . . . . . . . . . . . * c e s a sº e º e s - e s e 500 Minnesota and International Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & 25 Mississippi River and Bonne Terre Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... [G) Missouri, Kansas and Texas Ry. * . Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 610 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62? Missouri, Kansas and Texas Ry. Co. of Texas. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) Missouri and North Arkansas R. R. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º 34 Missouri Pacific Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 696 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 838 Northern Pacific Ry. Engineers .......... 0 & 0 & 0 & 8 4 & 6 s & e s a º º is 6 & 6 & e e 1,069 Firemen . . . . . . . . . . . . . . . . . .................. * - TOTAL 16–17 17–18 18–19 || 19–20 | 20–21 || 21-22 || 22–23 || 23–24 24–25 25–26 26–30 ** 35–40 .. 1 1 3 1 1 e 34 i2 11 5 & e e 1 3 1 1 & © 34 19 19 11 8 3 9 7 4 e 9 4 1 94 22 20 10 8 3 9 T 5 © e. 9 5 1 99 1 e © 1 1 e e © tº 1 37 65 31 19 18 8 2 5 4 3 3 (95 38 74 37 26 18 9 3 5 T 4 4 225 73 84 57 30 20 11 9 7 4 1 5 2 f 306 T4 TI 60 28 22 10 11 T 5 2 5 2 1 1 305 8 9 1 2 1 2 23 T 10 1 2 1 2 23 1 1 1 1 44 41 24 8 14 6 6 1 1 1 4 150 43 41 26 8 15 6 6 1 1 1 4 152 78 69 47 '' 30 23 13 5 6 1 T 5 1 2 289 77 69 45 30 25 13 4 6 1 7 5 1 2 286 26 16 7 5 5 1 3 2 2 2 69 27 16 6 5 5 1 2 2 2 2 68 151 131 78 38 31 17 15 15 6 2 3 487 152 132 77 35 32 17 14 13 7 2 4 488 480 459 257 180 109 69 38 34 28 15 28 15 5 4 || || 721 499 480 282 205 120 84 40 33 39 19 34 17 3 5 CN SUMMARY OF INSTANCES IN WHICH ENGINEERS AND FIREMEN WERE ON DUTY MORE THAN SIXTEEN CONSECUTIVE HOURS, FROM JULY 1, 1912, TO DECEMBER 31, 1913—(Continued). Number HOURS RAILROAD Emplyd. - —| TOTAL ";"| 16-17 | 17–18 | 18-19 19–20 20–21 21-22 || 22-23 | 23–24 || 24–25 25–26 ** 30-35|35–0|º North Western Pacific R. R. ! . ":Engineers . . . . . . . . . . . . . . . . . . . 's e e s = * * * * * * * * * ‘. 51 2 2 2 | ... 2 9 . . . . - Firémen, ... “ . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . 37 2 2 ... 2 1 2 9 Oregon Short Line R. R. (8) • : - : # Engineers . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * 333 58 50 31 20 13 11 4 3 4 4 3 1 * 202 . . ... Firemen *** * * • * • * * * * * * • *. tº t e º ſº e º 'º e º e º º a lº e ºs tº tº º (9) 339 58 51 29 19 15 11 4 3 4 5 2 1 202 Oregon–Washington R. R. and Navigation Co. : Engineers . . . . . . . . . . . . . . . . . . . . ‘. . . . . . . . . . . . . . 272 60 68 38 29 15 11 2 5 7 T 2 1 253 remen * ... • * * *, * * * * u, º, ø. *: º e º ºs e ºs e tº • * * * * * * e e º e s e > . 262 62 83 44 39 2| 13 1 | 5 6 10 T 7 1 304 Pecos; and Northern Texas Ry. t - j - } Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . {32 ... 3 8 2 4 1 18 r ... ::Firemen. * * * '• * * * * * ...'... ... . . . . . . . . . . . . . . . . . . 39 3 § 2 4 f 18 Quincy, Omaha and Kansas City R. R. -- # 4. º - s - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . *26 : 6 # 4 | 1 3. 1 12 . . . Firemen. . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 6 4 1 9 * 1 12 St. Joseph and Grand Island Ry. • * : . ; ! * 3 º * tºº." º 38 || 14 8 4 || || 4 || 3 3 || | 1 2 34 3. Firemen. ** . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 15 I 4 7 3 2 2 40 St. Louis, Brownsville and Mexico Ry. . gºº. 44 || 108 || 133 || 51 || 34 18 13 10 || 1 || 10 || 5 || 6 || 2 || 2 395 #iremes *** - - -* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * tº º 41 108 134 52 33 19 1 I 10 3 10 5 wº 2 2 405 St. Louis; Iron Mountain and Southern Ry. . - : º : 3 3. : : . . - - gº ºn.” ºn ... 804 || |18 || 132 95 5 33 22 || 19 || | 5 || 8 || 7 || | 1 1 496 ... Firemen a.º................................ 957 124 134 92 55 31 23 22 4 6 6 2 1 500 St. Louis and San Francisco R. R. - . . - . - - g i : kº. - - - - - - - - - - - * * * 798 379 273 145 80 48 25 17 20 * 9 3 9 & - - 1 CD8 ... Firemen............................ . . . . . . . . 807 383 284 175. 88 59 35 19 22 12 5 13 • 1,099 St. Louis South Western Ry, | - – - r - Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 13 25 ||... 14 | . . T 5. * 3 1 . . . . 2 . . . 1 1. . . . . 72 Firemen ............................. . . . . . . . . . 123 13 -25 || 44 7 5 3 1 - || 2 t 1 • . . . T2 St. Louis South Western Ry. Co. of Texas. ... "... }. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 96. 45 38 16 || 10 || 10 5 || 6 || 2 || 2 1 6 1 | 142 Firemen . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . 96 45 F- 38 |- sº – 10 10 5 5 .” 2 2 1. | 6 || 1 142 San Antonio and Aransas Pass Ry. * | . . . . . . r - Engineers. . . . . . . . . . . . . ... s. A $ e º e º e º e º e º 'º - e º a s s a s 14. 130. 89 . 62 40 25 || 15 21 I | 13 || 6 16 5 429 * Tiremen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 130 90 62 40 26 15 21 T 13 6 16 5 431 SUMMARY OF INSTANCES IN WEHICH ENGINEERS AND FIREMEN 14 WERE Fºngineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 7 | DUTY #. ON MORE Firemen . . . . . . . . . . . . . . . . . . . . . . tº tº ºn tº e º dº ſº e s is e e 659 || 29 20 || 15 || 9 2 6 2 4 || 2 || 7 || 1 4 || 1 || 102. wabash R. R. Engineers........ tº G & º e g º e º e º & © tº e ............. 658 || 30 20 || 12 7 3. fi 2 2 2 7 1 4 1 # THAN SIXTEEN Firemen ...................... . . . . . . . . . . . . . . #2 22 |& 23 9 4 6 2 2 5 1 2 76 Union Pacific R. R. - CONSECUTIVE HOURS, FROM JULY 1, 1912, TO DECEMBER 31, 1913–(Continued). Engineers ..................... . . . . . . . . . . . . . 37 |. 20 24 9 4 6 2 2 5 f 2 75 \ . Number IIOURS RAILROAD ; 40 TOTAL une 30, *y - Or 1913 16-17 17–18 18–19 19–20 | 20–21 | 21–22 22–23 23-2: 24–25, 25–26] 26-30 || 30–35, 35–40l over l - Firemèn'........................... • * ~ * ~ & C G tº 421 ||. 80 | 60 45 42 32 16 20 7 8 5 7 3 1 32T Trinity and Brazos Valley Ry. - § San Pedro, Los Angeles and Salt Lake R. R. } Engineers.............. & a tº dº e º e º O e º 'º e º e º e s is a s 409 80 # 60 47 43 32 16 20 7 8 5 8 3 328 Firemen.... tº e º te tº º e * @ e º e º 'º e º e º 'º - e º 'º e º ºs e a e e s a e (3) - - 26 19 5 8 3 1 e 1 1 1 65 Texas and Pacific Ry. 4%. Firemen . . . . . . . . . . . . . . . . Engineers, tº º º te tº gº *~ tº ºr & ſº tº tº a e (3) - 27 19 5 8 3 1 © tº 1 1 65 . . . . . . . . . . . . . . . . . . . 160 26 35 34 18 11 7 6 7 5 4 1 1 e e gº 155 Santa Fe, Prescott and Phoenix Ry.() - Firemen .................... e º e º e º sº e º a sº a sº a • 1,380 125 114 87 56 26 14 13 | 12 6 6 11 5 tº º ºs ... • * 475 Texas central R. Rø Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J. (3) 4 7 4 4 1 1 2 2 25 Engineers...... . . . . . . e -tºrtº - 9 s tº e e * * * * * * * * * * * * * * * - 25 2. H 1 1 4 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) 4 8 4 4 1 1 2 2 e 26 Spokane International Ry. Firemen . . . . . . . . . . .3:.....'....;:8... . . . . - 10 | 10, 5 8 7 4. 2 2 1 2 1. 42 Southern Kansas Ry. Co. of Texas. - - - - - Engineers ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 11 5 8 7 4 2 2 1 2 1 43 . . . . . . . . . . . 14 2 2 3 1 8 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 2 2 3 1 8 Spokane, Portland and Seattle Ry. . tº . ~ |& Engineers ... . . . . . . . e º sº tº e º 'º e s a s a s e e s tº e < e s - e a 164 26 35 35 17 9 7 5 7 5 - 4 1 1 : . . . 152 - - Engineers . . . . . . . . . . . . . . . . . . . . . . Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 2 1 1 4, Southern Pacific Co. ºr -- - - - * - t - ... • - ... . . . Engineers.…. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,454 125. . 107. 84 53 25 14 12 11 6. 7 10 4 | . . . * * * 458 Engineers ....... 0 & 0 & G & Q & © tº dº tº e s - 6 - G - 6 tº 6 e º ºs e e T07 1 ſ 25 606 293 186 105 R4 35 | 18 13 8 9 , 1 ...] 2.332 • * * * * * * * e º a tº e º e < * * * * * * * * * is tº $ tº e e s e º º 707 1,045 652 317 ° 178 117 54 38 20 15 8 12 t 2,458 Wabash, Chester and Western R. R. ... . . . . º ... l. 15 4. 3 t * g e - - - * * *. - Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 6 4 3 1 SUMMARY OF INSTANCES IN WHICH ENGINEERS AND FIREMEN WERE ON DUTY MORE THAN SIXTEEN 0° CONSECUTIVE HOURS, FROM JULY 1, 1912, TO DECEMBER 31, 1913—(Concluded). Number IICURS RAILROAD *::: .*— T0TAL *| 16-17 | 17-18 |18-19 |19–20 |20-21 |21-22 || 22-28 |28-24 |24-25 |25-28 ||26-30 |20-35' 35-40 |*: | - •– “- – -- ºd •- *---—— -------> | Western Pacific Ry. | Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 31 24 20 23 16 5 10 3 5 4 4 3 2 1 151 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113 3| 24 20 23 16 5 1U 3 5 4 4 3 2 1 151 Wichita Falls and North Western Ry. (3 Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . @ 35 9 6 3 2 3 1 24 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . @ 50 9 6 2 2 3 1 23 Wichita Valley Ry. Engineers ..... * † º 'º g is a s ºr e º ºs e e s tº s e º e º e º ºs e e º is tº 10 3 1 2 1 2 1 10 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 3 1 2 1 2 1 10 Wisconsin and Michigan Ry. Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 1 1 2 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 1 1 2 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,111 || 14,180 13,582 7,597 || 4,616 2,999 1,792 1,200 | 868 683 406 811 309 98 145 || 49,286 Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 581 7,059 6,695 3,720 || 2,251 1,457 864 579 419 327 201 388 153 51 71 || 24,235 Firemen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 25,530 7,121 6,887 || 3,877 2,365 1,542 928 621 449 356 205 423 156 47 14 |23,051 J (D Eastern, Western and Coast Lines and Pauls Valley, Lindsay and Sulphur Districts. Duluth, Winnipeg and Pacific Ry. Information not available. 3) Information not available th proper form. @ Composed of First, Second and Third Districts. First District includes St. Paul, Kansas City Short Line from Nov. 1, 1913 G) Now Denver and Salt Lake R. R. (?) Includes Indianapolis Southern. Includes Idaho Northern Ry. from Jan. 6, 1913. Does not include Idaho Northern Ry. (ſ) Merged in 1912 with the California, Arizona and Santa Fe. (ſ) Operations for 1913 included in report of the Missouri, Kansas and Texas. (9) Includes Wichita Falls and North Western Ry. Co. of Texas. @ As of 0ct. 31, 1912. Proportion of Deaths and Disabilities of Members of the Brotherhood of Locomotive Firemen and Enginemen Caused by Railroad Accidents Prepared Under Supervision of A. H. HAWLEY Exhibit Number 42 Presented by Witness A. H. HAWLEY Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Composition and Makeup by Superior Typesetting Co., Chicago, Ill. tºys Proportion of Deaths and Disabilities of Members of the Brotherhood of Locomotive Firemen and Enginemen Caused by Railroad Accidents Exhibit Number Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Composition and Makeup by Superior Typesetting Co., Chicago, Ill. CONTENTS Number of Deaths and Disabilities. . . . . . . . . . . . . . . . . . . . . . . . . . Causes of Death.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Employment at Time of Death. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Causes of Death, 1894-1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Causes of Disability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Employment at Time of Disability. . . . . . . . . . . . . . . . . . . . . . . . . . . Disabilities Resulting from Amputation and Loss of Eyesight Causes of Amputation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Summary of Causes of Amputation Causes of Loss of Eyesight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Summary of Causes of Loss of Eyesight. . . . . . . . . . . . . . . . . . . . Benevolent Claims and Causes of Injury, 1909-1913 * @ e º e º ºs e e g º sº sº º e º te tº e º 'º e º º e i Proportion of Deaths and Disabilities of Members of the Brother- hood of Locomotive Firemen and Enginemen Caused by Railroad Accidents This statement has been prepared for the purpose of showing the high percentage of deaths and disabilities directly resulting from Railroad Accidents. Approximately 47 per cent of all Deaths of Members are from Railroad Accidents, and it is believed that in no other occupation will the record show the hazard of employment SO great. Of 1,224 Disabilities reported herein, including those resulting from Bright's Disease of the Kidneys, Consumption of the Lungs, Locomotor Ataxia, Paralysis, Blindness and Amputation of Hand or Foot, 691 resulted from Blindness and Amputation. During the year 1913, of 30 Amputations, 24 were the results of Railroad Accidents, and of 20 cases of Blindness, 10 resulted from Railroad Accidents. NUMBER OF DEATHS AND DISABILITIES. The º table shows the number of death and disability claims paid from January 1st, 1904, to December 31st, 1913, y years. Year Death | Disability | }; 43% . . . . . . . . . . . . . . . . . . . . . . . .................................. 453 104 557 ; * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * ; # #: iðū ......................................................... 581 111 692 1908 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436 121 557 1999 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..................... 411 136 547 1919 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................. 519 139 658 1911 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................. 522 140 662 1914 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 558 139 697 1918 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 589 144 733 Total . . . . . . . . . . . . . . . . . . . . . . . ............................. 5,026 1,224 6,250 CAUSES OF DEATHS. º The following table shows the number of deaths from disease, deaths from railroad accidents, and deaths from other causes for which the organization paid claims from January 1st, 1904, to December 31st, 1913. Year Disease R. R. Accidents 0ther Causes() All Causes 1904 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 235 35 453 1905 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 260 33 496 1906 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196 234 31 461 1907 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260 287 34 581 1908 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199 195 42 436 1909 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 182 34 411 1910 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227 263 29 519 1911 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 214 58 522 1912 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251 253 54 558 1913 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295 243 51 589 (D Includes such as suicides, drowned, murdered, accidents other than railroad accidents, etc. 1. 2 PROPORTION OF DEATHS AND DISABILITIES. EMPLOYMENT AT TIME OF DEATH. The following table shows the number of men who were employed as engineers, firemen, hostlers and others, for whom the organization paid death claims from January 1st, 1904, to December 31st, 1913. Year EngineerS' Firemen Hostlers 0thers() All Employments 1904. . . . . . . . . . . . . . . . . . . . 122 260 6 65 453 1905.................... 140 265 6 85 496 1906. . . . . . . . . . . . . . . . . . . . 143 224 9 85 461 1907. . . . . . . . . . . . . . . . . . . . 156 299 12 $14 581 1908. . . . . . . . . . . . . . . . . . . . 119 237 8 72 436 1909. . . . . . . . . . . . . . . . . . . . 99 225 9 T8 411 1910.................... 129 273 15 - 102 519 1911. . . . . . . . . . . . . . . . . . . . 116 270 12 124 522 1912. . . . . . . . . . . . . . . . . . . . 121 315 11 111 558 1913. . . . . . . . . . . . . . . . . . . . 147 295 17 130 589 Total .............. 1,292 2,663 105 866 5,026 (D Includes many VOcations. PROPORTION OF DEATHS AND DISABILITIES, 1894–1913. 3 CAUSES OF DEATH. The following table will show the total number of deaths for which the organization paid claims from January 1, 1904, to December 31, 1913; the number of deaths from railroad accidents; the number of deaths irom disease; the number of deaths from other causes; and the percentage of each to the total number of deaths. . Year Cause Number Per Cent, 1904 Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236 52–H Disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 42— Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 7+ Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453 1905 Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260 52-i- Disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • - - - - - - - - - - - - - 203 41— 0ther causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 7— Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 496 1906 Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 51— Disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196 42-H Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 6–H Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461 1907 Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287 49–H Disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260 44-H. Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 5-H Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 581 1908 Railroad accidents ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 * 44-4- Disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199 45+ Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 10— Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436 1909 & Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 44-H Disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 47–H 0ther causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 8-H Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411 1910 Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263 50-- Disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227 43–H Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 5-H Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 519 1911 Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214 41– Disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 47–H Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 11+ Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 522 1912 Railroad accidents ...................................................... 253 45–H Disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251 45— Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 9-H Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 558 1913 Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243 41+ Disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295 50–H Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 8-H Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 589 4 PROPORTION OF DEATHS AND DISABILITIES. CAUSES OF DISABILITY. The following table will show the number of disability claims paid for the several different causes from January 1, 1904, to December 31, 1913. Year 1904 || 1905 || 1906 || 1907 || 1908 || 1909 || 1910 || 1911 || 1912 1913 || Total 104 87 103 111 121 136 139 140 139 144 1224 Cause 1904 || 1905 || 1906 1907 | 1908 1909 | 1910 1911 || 1912 | 1913 || Total Amputation .......... 60 37 60 56 43 56 63 54 64 51 544 Bright’s disease....... 2 4 6 8 11 8 1 8 5 9 62 Blindness(I) .......... 1 2 * * . 2 1 19 22 31 34 34 147 Consumption .......... 19 22 14 19 36 20 23 19 16 30 218 Locomotor ataxia...... 6 7 10 10 T 12 8 9 3 6 78 Paralysis ............ 16 14 13 16 23 21 22 19 47 14 175 Total . . . . . . . . . . . . 104 8T 103 111 | Tizi 136 139 140 139 144 1224 (1) Prior to January 1st, 1909, the organization paid for total and permanent blindness in both eyes only. Since January 1, 1909, the laws of the organization provide ſo, the payment of total and permanent blindness in one or both eyes. EMPLOYMENT AT TIME OF DISABILITY. The following table will show the number of men employed as engineers, firemen, hostlers and others for whom the Organization paid disability claims from January 1st, 1904, to December 31st, 1913. Year Engineers Firemen Hostlers 0thers(D All Employments 1904 ..................... 30 52 1 21 104 1905 . . . . . . . . . . . . . . . . . . . . . 15 37 4 31 87 1906 . . . . . . . . . . . . . . . . . . . . . 28 41 T 27 103 1907 . . . . . . . . . . . . . . . . . . . . . 25 52 4 30 111 1908 ... . . . . . . . . . . . . . . . . . . 33 55 1 32 121 1909 ..................... 32 71 5 28 136 1910 . . . . . . . . . . . . . . . . . . . . . 32 65 T 35 139 1911 . . . . . . . . . . . . . . . . . . . . . 35 65 6 34 140 1912 . . . . . . . . . . . . . . . . . . . . . 38 68 4 29 139 1913 . . . . . . . . . . . . . . . . . . . . . 60 2 48 144 Total . . . . . . . . . . . . . . . . 302 566 41 315 1,224 Q) Includes those who were engaged in various occupations. PROPORTION OF DEATHS AND DISABILITIES. 5 DISABILITIES RESULTING FROM AMPUTATION AND LOSS OF EYESIGHT. The following figures will show the number of amputations and loss of eyesight by engineers, firemen and others. For the years 1909, 1910, 1911, 1912 and 1913. 1909 Of the 136 disability claims paid in 1909, 56 were for amputations, 19 loss of eyesight and 51 other causes. of the amputations 0f the loss of eyesight 12 were suffered by engineers 7 were suffered by engineers 38 were suffered by firemen 10 were suffered by firemen 6 were suffered by Others 2 were suffered by others 1910 Of the 139 disability claims paid in 1910. 63 were for amputation, 22 loss of eyesight and 54 other causes. Of the amputations Of the loss of eyesight 13 were suffered by engineers 8 were suffered by engineers 41 were suffered by firemen 8 were suffered by firemen 9 Were Suffered by others 6 were suffered by others 1911 Of the 140 disability claims paid in 1911, 54 were for amputation, 31 loss of eyesight and 55 other causes. Of the amputations 0f the loss of eyesight 6 were suffered by engineers 18 were suffered by engineers 38 were suffered by firemen 10 were suffered by firemen 10 were suffered by others 3 were suffered by others 1912 Of the 139 disability claims paid in 1912, 64 were for amputation, 34 loss of eyesight and 41 other causes. Of the amputations Of the loss of eyesight 10 were suffered by engineers 17 were suffered by engineers 51 were suffered by firemen 12 were suffered by firemen 3 were Suffered by others 5 were suffered by others 1913 Of the 144 disability claims paid in 1913, 51 were for amputation, 34 loss of eyesight and 59 other causes. Of the amputations Of the loss of eyesight 7 were suffered by engineers | - 6 were suffered by engineers 23 were suffered by firemen 14 were suffered by ſiremen 21 were suffered by others 14 were suffered by others 6 PROPORTION OF DEATHS AND DISABILITIES. - CAUSES OF AMPUTATION. - The following tables show the cºises of amputation for engineers and firemen, for the years 1909, 1910, 1911, 1912 and 1913. 1909 * º Engineers and CauSe Engineers Firemen Firemen Collisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2 4 liull over by engine or car. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 11 16 Railroad wreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº tº º tº º 2 2 Scalded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . g 1 1 Crushed between cars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 Crushed between cab and coal chute................................... * * 1 1 Crushed between engine and tank................ . . . . . . . . . . . . . . . . . . . . . . is º 1 1 Caught by engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * > * 1 1 Falling from engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e 3 3 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 15 20 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 38 50 1910 Collision . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 4 2 6 Run over by engine or car. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 9 12 Scalded in wreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 1 3 Jumping from engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - e. 1 Derailment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e 2 2 Caught between cab and coal bin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 Caught between engine and caboose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 Caught between tank and boiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 Crushed between engine and car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 Falling under engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 5 Hit by Side rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & e 1 1 Hit by obstruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • e 1 1 Hit by engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * > 2 2 Boiler explosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - e. 1 1 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 13 16 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 41 54 1911 Collisions . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 1 1 2 Run over by engine or car. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 15 17 Crushed in cab of engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . f 1 2 Crushed between engine and tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - * 2 2 Falling from engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... • * * * * * * * * * * * 1 3 4 Falling under engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... • * * * * * * * * * * * * * * * * * * * * 2 2 I}erailment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 Explosion of fusee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 Hit by broken main rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * - - - - - - - - 1 1 Jumping from engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 10 11 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 38 44 1912 Collisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 * 5 6 Run over by engine or car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 14 16 Derailment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 3 Crushed in engine cab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - - 1 6 7 Coupling engine and tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ** 1 - e. 1 Falling from engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . © & 3 3 Falling under engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - e. 3 3 Hit by engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - 1 1 Struck by water Spout . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * tº s 1 1 ‘Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e- - - - - - - - - 4 16 20 10 51 61 PROPORTION OF DEATHS AND DISABILITIES. 7 CAUSES OF AMPUTATION.—Continued. . The following tables show the causes of amputation for engineers and firemen, for the years 1909, 1910, 1911, 1912 and 1913 —Continued. y 1913 - * Cause * N; Engineers and Engineers . Firemen Firemel) Collisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i 5 § Run over by engine or car. . . . . . . . . . . . . . . . . . . .......................... 2 12 14 Derailment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 is 1 Falling irom engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i ! 2 3 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 4 6 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7. 23 33 SUMMARY OF CAUSES OF AMPUTATION. Cause 1909 1910 1911 1912 1913 Collisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 6 2 6 6 Run over by engine or car . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 12 17 16 14 Railroad Wreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 e ‘º Sealded . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3 Crushed between cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Crushed between cab and coal chute. . . . . . . . . . . . . . . . . . . . 1 tº s Crushed between engine and tank . . . . . . . . . . . . . . . . . . . . . . 1 * * 2 Crushed between engine and car . . . . . . . . . . . . . . . . . . . . . . . tº º 1 * * • * Crushed in cab of engine ... . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * 2 T Caught by engine . . . . . . . . . . . "s e s a e s - e. e. a s m = • * * * * * * * * * * `s 1 e e Caught between cab and coal bin. . . . . . . . . . . . . . . . . . . . . . 1 * tº Caught between engine and caboose. . . . . . . . . . . . . . . . . . . . 1 - & Caught between tank and boiler. . . . . . . . . . . . . . . . . . . . . . . . 1 - a Coupling engine and tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e 1 Falling under engine or car. . . . . . . . * * * * * * * * * * * * * * * * * * * s 5 4 3 Falling from engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 tº e 2 3 3 Jumping from engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e 3 1 * * - * Derailment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 3 1 Hit by side rod ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - = - * Hit by obstruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - - Hit by engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . is tº 1 e tº f Hit by broken main rod. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e e tº a 1 . . . Boiler explosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . s e 1 • * Explosion of fusee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º gº º 1 - * Struck by Water Spout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º gº º - sº 1 Miscellaneous ........ • a e s • e a s = e s e = * * * * * * * * * * * * * * * * * * * 20 16 11 20 6 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 54 44 si 30 § 8 PROPORTION OF DEATHS AND DISABILITIES. CAUSES OF LOSS OF EYESIGHT. The following tables will show the causes of loss of eyesight of engineers and firemen for the years 1909, 1910, 1911, 1912 and 1913. 1909 * e Engineers and Cause Engineers Firemen Firemen Bursting Water glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2 4 Bursting lubricator glass ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 1 3 Bursting blower pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $º º 1 1 Struck by Splinter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 tº $. 1 Struck by lump of coal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º 3 3 Hit by obstruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº & 1 1. Hit by Sliver of steel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e 1 1. Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 1 3 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T 10 17 1910 Bursting Water glass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2 4 Collapsed flue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . s & 1 1 Hit by hot cinder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 g & 1 Hit by piece of Steel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 Hit by piece of glass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & ºt ſ 1 Hit by object from passing train. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº is 1 1 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3 7 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 8 16 1911 Bursting water glass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 4 7 Bursting lubricator glass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 tº & 3 Hit by piece of coal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º 2 2 Hit by hot cinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 Hit by piece of Steel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . g 1 1 Hit by obstruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a & 1 ſ Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 1 13 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 10 28 1912 Bursting water glass................................................... 2 2 4 Bursting lubricator glass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 tº & 2 Collapsed flue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . gº º 1 1 Hit by reverse lever latch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 * * 1 Hit by hot cinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 3 Hit by whistle lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 tº e 1 Heat from fire box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º 1 f Falling from engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & © 1 1 Struck by object from passing train . . . . . . . . tº e º te a tº e º us tº e º a tº a s is e s is e e s º e s 2 g tº 2 Struck by piece of Steel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 5 10 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 12 29 1913 Bursting water glass ....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 5 Bursting lubricator glass ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * - 2 2 Hit by piece 0° steel . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 2 Explosion in fire box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº ge 1 1 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 6 10 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 14 20 PROPORTION OF DEATHS AND DISABILITIES. 9 SUMMARY OF CAUSES OF LOSS OF EYESIGHT-ENGINEERS AND FIREMEN. Cause 1909 1910 1911 1912 1913 Bursting lubricator glass .................................... 3 & e. 3 2 2 Bursting Water glass. . . . . . . . . . . . . . . . . . . ....................... 4 4 T 4 5 Bursting blower pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 tº º tº º tº a e e Collapsed flue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... - - 1 tº e 1 Struck in eye by Splinter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 tº º tº º gº tº Struck by lump of coal...................................... 3 e - tº ſº gº º Heat from fire box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • * * * * * * - - tº - - sº 1 Hit by obstruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 tº - 1 3 Hit by Sliver of steel......................................... 1 f 1 tº a 2 Hit by hot cinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - 1 1 3 Hit by piece of glass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Hit by object from passing train... . . . . . . . . . . . . . . . . . . . . . . . . . . & tº 1 tº gº 2 Hit by piece of coal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * - 4 & 2 tº e Hit by reverse lever latch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - tº - • & 1 Hit by Whistle lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº - tº e tº e f Falling from engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e - 1 o Explosion in fire box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & - tº e tº º 1 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 T 13 10 10 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 16 28 29 20 BENEVOLENT CLAIMS AND CAUSES OF INJURY. During the five (5) years ending December 31, 1913, there were 514 disability claims filed wherein the alleged disability was not one for which the organization pays the full amount of the beneficiary certificate, but which were paid in full or part as benevolent claims. The following figures will show the nature of these disabilities, the cause of same, and whether they were caused on a railroad, or whether the afflictions were the result of disease. 10 PROPORTION OF DEATHS AND DISABILITIES. tº BENEVOLENT CLAIMS AND CAUSES OF INJURIES, 1909-1913. Number of Cases Character and Cause of Injury A. Č. Partial Amputation—. Portion of foot, railroad accidents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 ... ſº Portion of foot, other causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº & 2 Portion of hand, railroad accidents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 tº & Portion of hand, other causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º 3 Blind in One Eye— - Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 § & Striking Water crane. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 * * Heat from fire b0X. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * g e g g g g tº e º 'º e < * * * * * * g e º e s is s 1 tº º Burned by Steam. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 * * Struck by piece of steel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 gº tº Struck by piece of coal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Falling from engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . t 1 Boiler explosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 g Hit by hot cinder... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • & e º º ºs e g º ºs e º º ºs e g º e g º gº e º e 17 * sº Bursting Water glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 tº wº Hot Sand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 tº º Bursting lubricator glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 * * Pisease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & e 42 No report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e tº 12 Partial Blindness— Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T Disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a tº 8 No report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º 5 Sundry Injuries— Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 tº º Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e is 31 Various Afflictions— Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 & sº Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº ſº. 34 Deafness— Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 * * Other causes (disease) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . gº º 23 Injury to Hand or Arm— Railway accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 & is Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * = 5 Injury to Foot or Leg— Railway accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 tº ſº Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . © tº 9 Injury to Back— Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T tº dº Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e G 1 Injury to Hip— Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T tº dº Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * 1. - Injury to Shoulder— Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 © tº Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e is Injury to Head— * Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 e º Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e tº tº º Injury to Spine— Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº a g º g º te & is m e º e 13 * @ Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº º 4 Partial Paralysis— Railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 & ſº Other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . & & 28 Total railroad accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................. 307 & E - Total other causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a tº e 208 The Occupation Hazard of Locomotive Engineers Prepared Under Supervision of H. J. HARRIS Exhibit Number Presented by Witness H. J. HARRIS Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive -” Firemen and Enginemen. The Occupation Hazard of Locomotive Engineers By Henry J. Harris, Ph. D. Formerly Statistical Expert, United States Department of Commerce and Labor. Composition and Makeup by Superior Types:tting Co., Chicago, Ill. THE OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERS. CONTENTS SECTION PAGE 1. Extent of the Occupation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2. The Mortality of Locomotive Engineers........................................ 2 3. Fatal Accidents to Locomotive Engineers...................................... 7 4. Risk of Bodily Injury. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 5. Diseases Causing Death of Locomotive Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 6. Length of Trade Life of Locomotive Engineers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 7. General Conclusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 8. List of Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 i The Occupation Hazard of Locomotive Engineers BY HENRY J. HARRIS, PH. D. Formerly Statistical Expert, United States Department of Commerce and Labor. The occupation hazard of locomotive engineers is a subject which has been discussed frequently, but on which no comprehensive study has as yet been published. The various discussions on the subject have, however, thrown considerable light on many of its phases, and from a study of this material it is possible to secure an estimate of the general hazard and of the special risks of the occupation. Some of the best sources of information on the hazard of the locomotive engineer give the data in such form that this occupation is com- bined with others, especially with the fireman's occupation. Thus, the German studies have usually combined the engineers, firemen and hostlers into the group of “locomotive per- sonnel,” while the Interstate Commerce Commission's reports of accidents combine the data for all, train employes. There is sufficient detailed information available to show the death rates, the accident rates, some of the special diseases to which engineers are subject, and the trade life or average number of years during which engineers work at their occupation. In such a study of the hazard of the engineer, emphasis must be placed on the fact that the persons composing it are a selected body of men, both as regards mental and physical capacity. Practically all locomotive engineers have served in the preliminary occupation of fireman, usually for a period of several years (on the Pennsylvania Lines east, the average is six years), a system of examinations rigorously eliminates those with physical defects. while the examinations on the technical operation of the locomotive and the general man- agement of a railroad division obviously demand a degree of intelligence distinctly above that of the average skilled workman. The engineers’ death rate and accident rate should, therefore, be much more favorable than, for instance, the rates of brakemen or firemen, who have not had the experience or training of the engineer. I. EXTENT OF THE OCCUPATION. The occupation report for the census of 1910, gives for the first time in the history of the Census, a statement of the number of locomotive engineers on steam railways in the United States. The following table gives the data for both locomotive engineers and loco- motive firemen: 2 OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERS. L000MOTIVE ENGINEERS AND FIREMEN IN THE CENSUS OF 1910. Source: Thirtee.ith Census 0, the United States, 1910, \ 0l. iv, Population—uccupation Statistics, pp. 416, 417. - L0comotive Locomotive Laigialet. TS I'll emel) Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96,229 76,381 Age groups: 14 to 15 years. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 16 to 20 years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 891 6,627 21 to 44 years (including age unknown)........................ 66,505 6b,251 45 years and over. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28, 133 3,478 Native White: *-ā- Native parentage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62,672 49,674 Foreign or mixed parentage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,062 15,108 Foreign-born white .................................................... 10,133 6,395 Negro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 355 5,188 Indian, Chinese, Japanese and all other.................................. T 16 The number of locomotive engineers is shown by the census to have been 96,229. The report contains the warning that the census enumerators did not always distinguish the locomotive engineers and firemen from the stationary engineers and firemen, and that the above number may be slightly in excess of the actual number. The average monthly membership of the Brotherhood of Locomotive Engineers in 1910 was 59,582, while in 1911 it was 63,028.G.) The general characteristics of the group of locomotive engineers are that it is com- posed entirely of males, only a very small number are below the age of 20, about 69 per cent are from 21 to 44 years of age and about 30 per cent are 45 years of 'age or over. About two-thirds of the group are native born of native parents and about one-tenth are foreign born. II. THE MORTALITY OF LOCOMOTIVE ENGINEERS. \ The death rates of persons engaged in various occupations is one of the most definite indications we possess of the hazard of these occupations, especially since most of our in- formation on this subject is secured from life insurance practice, where a careful selection of the persons admitted to insurance eliminates special causes of physical weakness. This careful selection by the life insurance companies results in securing a class of persons who are distinctly above the normal as far as health is concerned. In the case of locomotive engineers there is a double selection, first, from the examination by the rail- road and second, from the examination by the insurance company, so that the mortality rates for the engineers ought to be unusually favorable. As a rule, it may be said that only men of more than average prudence will assume the burden of life insurance, thus adding a third basis of selection for insured persons in the locomotive engineers’ group. The Medico-Actuarial Investigation. The most recent study of the mortality of hazard- ous occupations in America is that, entitled “Medico-Actuarial Mortality Investigation.” It was made by the Association of Life Insurance Medical Directors and the Actuarial Society of America and included the experience of the leading American life insurance companies. Only those occupations were included for which the number of deaths was large enough to form the basis of a rate. The following table gives a summary of the data for all the railroad occupations included in this investigation : (1) Proceedings of Arbitration between Brotherhood of Locomotive Engineers and Eastern Railroads. Appendix, p. 229. OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERs. 3 ACTUAL AND EXPECTED NUMBER CF DEATHS OF LOCOMOTIVE ENGINEERS AND OTHER RAILWAY EMPLOYES ACC0RDING TO THE MEDICO-ACTUARIAL INVESTIGATION. Source: Medico–Actuarial Mortality Investigation, 1913, Vol. III, pp. 132–141. Railway Check Clerks, Railway Railway Freignt linspectors, Railway Railway Locomotive Locomotive r Car inspectors, Car Passenger Track Supervisors Engineers Firemen Sealers, Yard Clerks Trainmen and Foremen, Ages. and Yard Masters (Not Conductors) Section Foremen at . Entry Actual | Expected Actual Expected | Actual | Expected Actual Expected - Actual | Expected Deaths DeathS Deaths Deaths Deaths Deaths Deaths Deaths Deaths Deaths 15–29 . . . . . . . . . . 86 45.00. 141 70.28 58 43.87 40 24.56 74 64.85 30–39 . . . . . . . . . . 243 150.74 42 24.96 71 52.46 24 18.04 170 129, 15 40–49 . . . . . . . . . . 147 94.08 T 5.67 62 34.03 T 8 03 111 86.38 50–59 . . . . . . . . . . 62 42.64 3 .93 29 2308 4 4.09 55 40.99 60 and over..... 3 4.92 * * * | E e g g tº 1 3.48 1 .80 10 11.70 Total....... 541 337.38 193 101.84 221 156.92 76 55.52 421 333.07 sº Ratio of Actual to Expected Deaths .. 15–29 . . . . . . . . . . 191 1000 201 & 100 0 . 132 1000 183 400.0 114 100.0 30–39 . . . . . . . . . . 161 100.0 168 100.0 135 100.0 133 100.0 132 100.0 40–49 . . . . . . . . . . 156 100.0 123 100.0 | 182 | 100 0 8T 100.0 129 100.0 50–59 . . . . . . . . . . 145 100 0 323 100 0 126 100 0 98 100 0 137 100.0 60 and over 61 100.0 tº e e 100.0 29 100.0 125. 100.0 85 100.0 Total. . . . . . . 160 100.0 | 190 100.0 141 100.0 137 || 100.0 125 100.0 It should be stated that the “expected deaths” in the preceding table are those calculated by the M. A. Table, which will be found in the reports in Vol. I, page 89 and Vol. III, page 27. The committee in charge of the investigation states that “generally the excess of the mortality ratio over 100 per cent indicates the extent of the extra mortality due to the particular occupation in question” (Vol. III, page 6). * * * The hazard of the engineer's occupation is shown by the preceding table to be about 60 per cent above the average of persons accepted by the larger American life insurance com- panies. It should again be stated that the above table includes all railroad occupations re- ported in this investigation, but that certain occupations, such as brakemen, are not in- cluded in the report because they undoubtedly have a higher occupation risk and are accepted in such small numbers that there were not enough cases to form the basis for the computation of a rate. With the exception of the locomotive firemen, the engineers have the highest death rate of any of the occupations connected with railroading given in this report. As stated above, the engineer group is a carefully selected one, and the difference between the rate for the engineers and the firemen is the natural result of the elimination of those with weaker physiques during their service as firemen. The Specialized Mortality Investigation. An earlier investigation of the mortality of hazardous occupations, generally referred to as the “Specialized Mortality Investigation,” which was conducted by the Actuarial Society of America, shows the same general ten- dencies among the railway employes.G.) Because of the omission of certain types of risks, this study does not give as accurate results as the Medico-Actuarial Investigation, but the data are . of value as showing the relative hazard of the occupations included, which com- prise some not given in the later investigation. The following table summarizes the re- turns for all the occupations in this study connected with railroading: © Experience of thirty-four life companies unnº ninety-eight special classes of risk. Comiled and published by the Actuarial Society of America. New York, 1903. * - - 4 OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERs. ACTUAL AND EXPECTED NUMBER OF DEATHS 0F L000MOTIVE ENGINEERS AND OTHER RAILWAY EMPLOYES - AS COMPUTED BY THE ACTUARIAL SOCIETY OF AMERICA. Source: Experience of Thirty—lour Lie Companies Upon Ninety-eight Special Classes of Risk, p. 473. Railway Railway Railway Railway Railway Railway L0comotive Locomotive EXpress Mali Passenger Passenger A Englileers Firemen Messengers Clerks Trainmen Conductors geS àt Entry Actual | Expected Actual | Expected | Actual | Expected Actual | Expected | Actual | Expected | Actual | Expected Deaths Deaths Deaths | Deaths Deaths | Deaths Deaths Deaths Deaths Deaths |Deaths | Deaths 15–28 . . . . . 29 22.9 37 21.2 13 16.5 24 28.9 9 5.5 33 30.2 29–42 ..... 135 108.7 20 14.0 13 17.8 31 37.3 12 8.4 122 136.3 43–56 ..... 55 31.3 3 2.T 1 3.9 9 13.0 3 2.2 49 35.7 57–70 ..... 1 43 1 .2 1 .1 1 1.5 .3 3 4.6 15–70 ..... 220 173.2 61 38.1 34 38.3 65 80.7 24 16.4 207 206.8 Ratio of Actual to Expected Deaths. 15–28 . . . . . 126.6 100.0 175.9 || 100.0 78.8 || 100 0 83 0 || 100.0 163.6 || 100.0 109.3 100 0 29–42 . . . . . 1422 100.0 142.8 || 100.0 T3.0 | 100 0 83 || || 100.0 142.9 || 100.0 $9.5 100.0 43–56 . . . . . 147.5 100 0 111.1 100.0 179.5 | 100.0 69.2 | 100.0 136.4 100.0 137.3 || 100.0 57–70 . . . . . 23.2 || 100.0 500.0 100.0 1000.0 100.0 66.7 || 100.0 - - - - 100.0 65.2 100 0 15–70 . . . . . 127.0 1000 160.1 || 100.0 88.0 100.0 80.5 | 100.0 146.3 100.0 100.1 || 100.0 The expected deaths in the above table are practically identical with Farr's Healthy English Male Table; the revised form of this table (as used in this study) will be found on page 14 of the report. While the engineers do not show the highest death rate in the preceding table, atten- tion should again be drawn to the fact that the ratio of actual to expected deaths increases with the advancing age of the engineer. There is also reason to believe that the specia selection made by this study influenced the results to some degree. - Earperience of the New York Life Insurance Company. The actuary of this company, Mr. Arthur Hunter, has tabulated its experience with certain classes of occupations; a summary of the data presented by him is as follows: “There were 3,770 men insured, who stated their occupation as ‘Locomotive Engi- neer.’ The expected and actual deaths were as follows: Ratio. 145% Actual Deaths. 146 Expected Deaths. 101 “An analysis of the deaths shows that 73 out of the 146—or exactly 50 per cent due to accident or other violent causes, although there were no deaths stated to be from suicide. Were “The Specialized Investigation showed 173 expected, and 220 actual deaths, a ratio of actual to expected of 127 per cent. The lower ratio was probably largely due to the more severe selection exercised by the thirty-four companies, the policies taken into account in that investigation having been issued without extra premium or other discrimination.”0 Change of Occupation. In all of these actuarial studies, where the occupation is given as locomotive engineer, it means that such was the occupation when the policy was taken out, and this designation is retained in computing the death rate, even though the insured person was actually employed otherwise; e.g., as a master mechanic, at the time Mortality among Insured Lives engaged in Certain 0ccupations Involving Additional Hazard, Such as Source: * () Transactions Actuarial Liquor Dealers, Railroad Men, Miners, Policemen and Electricians, by Arthur Hunter. Society of America, May, 1907. Volume X, No. 37. OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERS. 5 of his death. This fact, however, does not have much influence on the rates computed, because of the well known fact of the high death rate of insured persons in the first few years after the policy has been issued. The following table shows the usual tendencies in this respect: ACTUAL AND EXPECTED DEATHS OF LOCOMOTIVE ENGINEERS (EXCLUDING ISSUES PRICR TO 1890), ACCUrºl)1,\G 10 T H E MEDICU–AU1 UARIAL IN ES11GATIU.S. Source: Medico–Actuarial Mortality Investigation, Volume III, Page 135. Age at Entry Age at Entry 15–29 30–39 Years --- Insurance - Exposed Actual Expected Ratio Exposed Actual Expected Ratio to Risk Deaths Deaths Per Cent to Risk Death3 Death.3 Per Cent 1- 5 6,881 55 29.37 187 17,492 138 84 23 134 6- T 1,320 11 6.49 169 4,052 32 23.89 135 8–10 1,031 10 5.33 1858 3,631 & 1 23 Sl 1 i-4 11-15 bū4 9 3.26 21 6 2. U36 ZI 13.35 153 16–24 84 1 .55 182 231 à 2. 19 1 is 1-24 9,946 86 45.00 191 21,492 243 150.74 151 40–49 50–59 1- 5 6,947 85 49 74 171 1,592 35 23 35 1:0 6- 7 1,512 26 14.95 174 325 13 7 53 185 8–10 1,378 25 1634 153 216 10 7.52 133 11–15 748 10 11.60 85 f 19 2 4 39 46 16–24 61 1 1.45 69 6 2 .3.j 571 1–24 10,646 147 94.08 155 2,318 62 42 64 145 (30 find 0V Dr All Ages at Entry 1- 5 99 | 3 14 32 33,011 314 189 89 . 165 6- 7 18 1 .89 112 7,237 83 53 05 156 8–10 14 • - .82 * * * 6,356 86 53 62 160 11–15 1 1 .07 1,429 3,523 . 49 35 68 . 127 16–24 - * * * • * - * * * & e 402 9 5 14 175 1–24 132 3 4 92 61 50,534 541 337 38 160 The death rate for the engineer group has been computed on the basis of 541 deaths. and of this number, 314 deaths occurred within five years after the policy was issued. It is of interest to note that, of the deaths in each age group, a large proportion occurred within ten years after the policy was issued; thus, of those who insured themselves while they were from 15 to 29 years of age, 86 died and of this number 76 died in the first ten years. Estimate of the Occupation Hazard by Life Insurance Practice. The general attitude of the life insurance, companies toward the occupation of locomotive engineer is, of course, largely based on the facts cited above. Some of the companies refuse entirely to accept locomotive engineers, while others accept them under certain restrictions; these restric- tions are in effect the actuarial estimate of the extra hazard due to the occupation. The practice of the New York Life Insurance Commany is twoical of the attitude of the larger insurance companies in this respect, and in its circular of instructions to agents (Form 1519, issued May, 1912) explains that insurance policies will be issued for the hazardous occu- pations listed in the circular, but subject to the restriction that the applicant must pay the premiums for a higher age, and in the case of extra hazardous occupations, only the endowment form of policy (for not more than a 20-year term) will be issued. The cir- cular (page 11) specifies that passenger conductors, express messengers, telegraphers, train dispatchers and some others may be accepted at their actual age and may be given the regular life policies. Locomotive engineers, however, must first have eight years added to their actual age, and second, may be granted no cheaper form of policy than a 20-year 6 OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERs. endowment. Some of the other occupations given this same rate are dynamo tenders, telegraph linemen who climb poles, quarrymen engaged in blasting; while among those given a lower rate may be mentioned iron workers, cartridge workers, city fire depart- ment employes. The skilled workman in a powder factory has ten years added to his age, while the locomotive engineer has eight years. - Comparison with Other Occupations. Of the occupations included in the Medico- Actuarial Investigation, the high death rates are shown by two groups of employes; first, those engaged in mining and stone-cutting, and second, those employed in running Steam locomotives. Omitting the occupations connected with the liquor business, the following table gives, the death rates of all the occupations included in the investigation with an excess of over 25 per cent above the normal. MORTALITY RATES OF HAZARDOUS 000UPATIONS. Source: Medico–Actuarial Mortality Investigation, Vol. III, pp. 28–31. Ratio of - Actual to Group Occupation. Actual Expected Expected No. Deaths Deaths Deaths 44 Underground mines other than coal mines, working miners. . . . . . . . . . . . . . . . . . . 642 283.66 226 188 Stone-cutters, journeymen .................................................. 76 35.45 214 42 Surface mines—placer, drift, hydraulic, etc., working miners. . . . . . . . . . . . . . . . . . T0 33.72 208 45 Coal mines: working coal miners (anthracite)................................ 65 34.55 191 58 Railways: locomotive firemen, excluding issues prior to 1890..... . . . . . . . . . . . . . 193 101.84 190 53 Potteries: employes molding potter’s clay (excluding foremen and superintendents) 28 16.45 170 43 Underground mines other than coal mines: foremen and bosses................ 54 32.12 168 64 Structural iron works (including housesmiths and bridge—builders)............ T4 43 96 168 41 Surface mines—placer, drift, hydraulic, etc. : foremen and bosses. . . . . . . . . . . . . 23 14.38 160 57 Railways: locomotive engineers, excluding issues prior to 1890... . . . . . . . . . . . . . 541 337,38 160 47 Navy—commissioned officers excluding chaplains, physicians, surgeons and pay- masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 97.79 152 13 Fire departments, city: firemen, laddermen, pipemen and hosemen............. 155 104.55 148 16 Glass industry: bevelers, grinders, engravers and cutters of glass, excluding fore– men and Superintendents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 52.60 146 66 Theaters: actors (including vaudeville performers, but excluding acrobats and circus performers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 60 15 145 11 Electric light, heat and power systems: linemen (pole climbers) and arc light trimmers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 50.05 142 59 Railways: check clerks, freight inspectors, car inspectors, car sealers, yard clerks and yard masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221 156,92 141 50 Police and prisons: city policemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526 377.67 139 190 Steam vessels: officers and engineers in coastwise trade, excluding those trav- - eling to the tropics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 24 69 138 56 Railways: passenger trainmen (not conductors), excluding issues prior to 1890.. 76 - 55.52 137 68 Theaters: proprietors, managers and treasurers of theaters, music halls and Vaudeville houses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 112.66 136 39 Underground mines—supervision: engineers, superintendents and managers occa- Sionally going under ground (excluding coal mines) . . . . . . . . . . . . . . . . . . . . . . 268 197.99 135 17 Hatters, journeymen, excluding straw-hatters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 62 74 134, 51 Police and prisons: marshals, sheriffs and constables (excluding chief sheriffs not exposed to hazard from occupation). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475 355 07 134 46 Coal mines: working coal miners (bituminous) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 34.22 132 1 Army—commissioned officers, excluding chaplains, physicians, surgeons and pay— masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324 247.32 131 161 Motormen on street electric lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 21.41 131 133 Domestic servants (women) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188 148.18 127 60 Railways: track supervisors and foremen and section foremen. . . . . . . . . . . . . . . . . . 421 333 07 126 154 Livery stables—proprietors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274 216.84 126 According to the preceding table, the occupations conspicuous for their high death rates are first, the miners and workers in stone and clay; second, the locomotive fire- men; third, the structural iron workers, and fourth, the locomotive engineers. As the engineers are pre-eminently a selected group of experienced men, it would be expected that their death rate would be among the lower rates of those in the preceding table; that the rate is so high is a striking indication of the hazard of the occupation. …” OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERs. 7 III. FATAL ACCIDENTS TO LOCOMOTIVE ENGINEERS. Returns of the Interstate Commerce Commission. The accident reports of the Inter- state Commerce Commission contain the most accurate returns of accidents to railway employes. Since the revised form of table was adopted in 1910 the fatal accident rates to employes engaged in the movement of trains has been as follows: FATAL ACCIDENTS To RAILROAD TRAINMEN,0) 1911-1913. Table showing number of trainmen in service on June 30, 1911, 1912 and 1913, and the number employed for one killed. (Interstate Commerce Commission Accident Bulle- tins 40, 44 and 48.) Number Number No. Employed Deaths per 1000 Year Employed Killed for One Killed Trainme:(2) 1910-1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235.841 i 218 194 5 16 1911–1912. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245,653 1,182 208 | 4 81 1912–1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251,111 1,173 2.1 4 61 (D “Trainmen” include enginemen, firemen, motormen, conductors, brakemen, rear flagmen, train bºgg-gemen and train porters on trains. (2) Computed. The returns of the Commission do not give the data for locomotive engineers sepa- rately. The preceding table is given to show the high death rate from accidents of the general class to which the engineers belong. Accident Rates Co in piled by the United States Employers' Liability Commission. The report of the United States Commission on Employers' Liability and Workmen's Com- pensation contains a study of accidents to railway employes covering the three years. 1908 to 1910; the returns were secured by the voluntary co-operation of the railroads, but include only selected roads where it is probable that the accident rate was lower than the average for the whole country. The following table shows the results of this study for the two occupations of locomotive engineers and firemen : FATAL ACCIDENTS TO LOCOMOTIVE ENGINEERS AND FIREMEN, 1908–1910, AS REPORTED BY THE UNITED STATES EMPLOYERS’ LIABILITY AND WORKMEN'S COMPENSATION COMMISSION. Scurce: Renort of the Employers' Liability and Workmen’s Compensation Commission, Volume 1, pages 147–148. Number of Number of Deaths per 1000 0ccupation Employes Deaths Employes Locomotive Engineers: Passenger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.425 130 555 Freight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55.717 231 4.15 Yºrd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.876 43 1 fió Mixed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * 4,341 18 4.15 Total..... • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109,359 422 3.86 Locomotive Firemen: Passenger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 652 97 4.10 Freight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........... 61,601 291 4 72 Yard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27.837 53 1 ºn Mixed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,520 20 4.42 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * e º e º 'º º 4 * * * 117,610 461 3.92 8 OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERs. The number of deaths per 1,000 engineers employed is practically the same as for the firemen; the highest death rate for the engineers occurs in the passenger service, while to the firemen the greatest risk occurs in the freight service. The Medico-Actuarial Investigation. In the medico-actuarial investigation, the death rates from accident are mentioned in the introductory text of Volume III, but no tabula- tion is given. The text of the report shows that the mortality from accident of loco- motive engineers and firemen is the highest of all the occupations cited in the study; the basis for the comparison is the death rate from accident of all the insured persons, which is designated as the “normal” rate. Locomotive engineers have a death rate from acci- dent which is eight times the normal (page 19); this rate is almost the same as that ſor locomotive firemen, which is nine times the normal. Next to these rates come under- ground mining (other than coal mines), with seven times the normal; anthracite coal miners, six times, and bituminous coal miners, more than five times the normal, while structural iron workers, including housesmiths and bridge builders, had a rate of six times the normal. Experience of the Prudential Insurance Company. Mr. F. L. Hoffman, statistician of the Prudential Insurance Company, has summarized the experience of his company as to its mortality from accidents. The following table reproduces the data relating to loco- motive engineers: FATAL ACCIDENTS TO LOCOMOTIVE ENGINEERS, 1907–1912, INSURED IN THE INDUSTRIAL DEPARTMENT OF THE PRUDENTIAL INSURANCE COMPANY. Source: Hoffman, F. L., Industrial Accidents in the United States and Theil Relative Frequency in Different Occupations. Newark, Prudential Press, 1914, page 33. Number of DeathS Per Cent O. Deaths Due to Accidents Age at Death From All From Among Loco- Among All CauSeS Accidents motive Engineers 0ccupied Males 15-24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2 50 0 20.7 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 18 53 0 12 8 º e º a º a 2 - e - e - e º 'º e º s e º s s 6 tº e - - - - - - - 28 14 50 0 10 2 45–54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 4 12 1 8 9 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 3 10 0 6 4 65+ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 1 3 2 4 1 Total. . . . . . . . . . . . . . . . . . . . . . . . . 160 42 25 2 9 4 The proportion of deaths from accidents is about one-fourth of all the deaths in the case of the engineers, while for all occupied males the proportion is about one-tenth. The experience of the insurance organization of the Brotherhood of Locomotive Engi- neers shows that about one-third of the deaths of their members is caused by accident. Fatal Accidents on Railroads in Eastern Territory. The railroads in the territory east of the Mississippi and north of the Ohio and Potomac Rivers—usually referred to as the Eastern Territory—are probably the best equipped with safety appliances of the railroads in the United States. The deaths from accident on these railroads are shown in the fol- lowing table: OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERS. 9 DEATHS OF LOCOMOTIVE ENGINEERS FROM ACCIDENTS ON THE RAILROADS OF THE EASTERN TERRITORY, 1900 TO 1911. Soul ce: Coil, erence Committee of Managers, Statements Prepared for Railways of Eastern District, 1912. Exhibit No. 31. Average Number Number No. Killed per No. Working Year Employed Killed 1000 Employed to One Killed 1900. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,727.4 46 3.12 320.1 1901. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,014.3 64 3.76 265.8 1902. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,078 6 89 4.92 203.1 1903. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,750.6 85 4.09 242.9 1904. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,318 2 92 4 31 231.7 1905. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,482.4 101 4.49 222 5 1906. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,691.6 89 3.91 254.9 1907. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,319.6 122 4.30 232.1 1908. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,316 1 64 2.43 411.1 1909. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,702.4 T6 2.95 338.1 1910. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,258.1 82 290 344.6 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,435.1 T0 2.46 406.2 Yeally average. . . . . . . . . . . . . . . . . . . . . . . . . . 22,925.3 81 3.53 283.0 The above table shows approximately the same fatal accident rate as the membership of the Brotherhood of Locomotive Engineers' insurance organization. Ratings of the International Association of Accident Underwriters. The attitude of the accident insurance companies towards the occupation of locomotive engineer is significant as showing the estimate of students of occupation risks from a commercial standpoint. Instead of using the estimates of individual companies, a general estimate made by the officials of the leading companies through their organization will be sufficient for present purposes. The International Association of Accident Underwriters has issued a “Classi- fication of Occupations for Accident and Health Insurance” (New York, 1912, The Spec- tator Company), in which the occupations which are accepted for accident insurance are rated in nine classes; the first class being the least dangerous and the ninth class the most dangerous. It should be stated, however, that class nine included only non-insurable risks, and that class 8, the “perilous” class, has practically no risks quoted in it except certain rolling mill employes; in fact, the edition of February 1, 1912, has only one refer- ence to class 8. As a matter of fact, therefore, the standard list contains only seven classes of risks. It is significant that this seventh class, officially designated as “Extra Hazardous,” is the one just below which the locomotive engineer is rated, his class being designated as the “Engineers’ Class.” The annual rates for a policy providing $1,000 on death, or $10 per week during disability, are as follows: Locomotive engineer (northern railroad), $31.50; bridge builder, or structural iron worker, $34; locomotive fireman, $35. The engi- neers’ rate is higher than the “hazardous” class and slightly lower than that of the “extra hazardous” class. IV. RISK OF BODILY INJURY. It is generally recognized by students of industrial accidents that the great number of physical injuries which disable workmen temporarily cause more economic loss to the group of employes than the deaths. Locomotive engineers are subject to such injuries in a marked degree, though other classes of railroad employes also sustain large losses on this account. Reports of the Interstate Commerce Commission. The reports of the Commission show the following injury rates for trainmen: 10 OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERS. INJURIES TO RAILROAD TRAINMENG), 1911–1913. Table Showing Number of Trainmen in Service on June 30, 1911–1913, and the Number Employed for Une lnjured. I. C. C. Accident Bulletins 40, 44 and 48. Number Number Number Employed 10t Injuries per Year Employed Injured Une Injured 1000 Trainmen(2) 1910–1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235,841 29,306 8.0 124.3 1911–1912. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245,653 30,592 8.0 124.5 1912-1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251,111 34,183 7.3 135.1 (D “Trainmen” include enginemen, firemen, motormen, conductors, brakemen, rear flagmen, train baggagemen and train pOrters On trains. (2) Computed. No separate figures are given for locomotive engineers. That the general group of railway trainmen has a high injury rate needs hardly to be stated. The most recent study of bodily injury of railway employes is that of the United States Workmen's Compensation Commission which covered the three years 1908, 1909 and 1910. The information represents the experience of companies operating approximately one-half of the total railway mileage of the United States and employing nearly 57 per cent of all railway employes, excluding officers. The following table shows the data for loco- motive engineers and firemen: NUMBER OF INJURIES TO LOCOMOTIVE ENGINEERS AND FIREMEN, 1908–1910. Source: Report of United States Employers' Liability and Workmen's Compensation Commission, Vol. I, page 148. Permanent Permanent, Temnorary 0ccupation Number of Total Partial Disability Employes Disability Disability (Over 2 Weeks) Locomotive Engineers: Passenger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,425 6 24 807 Freight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55.717 10 52 2 664 Yard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,876 5 32 T17 Mixed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,341 & Cº 3 95 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109,359 21 121 4,283 Locomotive Firemen: | Passenger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 652 2 30 1,183 Freight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61,601 12 126 4,582 Yard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27,837 4 30 926 Mixed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,520 1 T 152 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117,610 19 193 6,843 OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERS. 11 RATE OF INJURY TO LUC0M0TIVE ENGINEERS AND FIREMEN, 1908–1910. | | Rate per 1,000 Employes 0ccupation Number of - limployes Permanent Permanent Temporary ar- --- -. -— — —- + -— Total Partial Disability Disability Disability (Over 2 Weeks) Locomotive Engineers: Passenger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,425 .25 1.02 34.45 Freight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55,717 .18 : 1.11 47.81 Yard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,876 .19 1.24 27.71 Mixed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,341 tº º .69 21.88 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109,359 .19 1.11 39.16 - i Locomotive Firemen: Passenger • . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * 23,652 0.08 1.27 50.02 Freight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61,601 .19 2.05 74.35 Yard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27,837 .#4 1.08 33.27 Mixed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,520 .22 1.55 33.63 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117,610 .16 1.64 58.48 Engineers' Injuries Reported in Illinois. The 1910 law of the State of Illinois requires the employer to report to the State Bureau of Labor all cases of accidents causing dis- ability for more than thirty days. The following table is a list of such injuries which were reported for locomotive engineers to the State Bureau during the year 1911 : 12 OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERs. N0N-FATAL ACCIDENTS TO L000MOTIVE ENGINEERS 0N STEAM RAILROADS IN ILLINOIS, 1911. Source: Illinois, Bureau of Labor Statistics, Industrial Accidents in Illinois for year 1911, pp. 168 to 203. - - - Duration of Name of Ralluoad Date of Character and Cause of InJuly 1) Isability In July (Days) . C. & A. Feb. 16 Leg injuled, ſell off engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 C. B. & Q Jan. 5 Knee injured, 1ell into pit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 C. B. & Q May 30 Hand clushed, caught in engine........................... 46 C. B. & Q July 4 Foot injured, engine derailed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3ſ C. B. & Q Aug. 1 Aukle Splained, Jumped from engine........................ 44 C. B. & Q Nov. 6 Wrist injured, fell into pit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 C. B. & Q Nov. 28 Alm injured, fell from engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 C. & E. I. Nov. 25(D Shoulder injuled, fell 110m engine. . . . . . . . . . . . . . . . . . . . . . . . . . 95 C. & E. I. Dec. 31Q) Leg broken, engine derailed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 C. & E. I. Jan. 4 Knee injured, ſell. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 C. & E. I. - - - Jan. S Head Injured, stiuck by cab cultain. . . . . . . . . . . . . . . . . . . . . . . 50 C. & E. I. | Oct. 10 Thumb injured, struck by lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 C. & E. I. | Oct. 26 Finger injured, turning gauge cock. . . . . . . . . . . . . . . . . . . . . . . . . 48 C. G. W. Feb. 14 B0ſly builled, hot Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 C. G. W. July 7 Ankle broken, fell off engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 C. & N. W. - - Apr. 24 Foot injured, stepped on nail. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 C. & N. W. June 6 Shoulder injured Iell. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 C. & N. W. | Sept. ll Leg injured, collision. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 *C. & N. W. | Nov. 5 F00t amputated, lun Over by engine. . . . . . . . . . . . . . . . . . . . . . . . . 2 C. & N. W. | Dec. 1 Alm bloken, caught in pulley. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 C. C. C. & St. L Mar. 1 Ankle Sprained, fell down. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 C. C. C. & St. L Dec. 28 Foot injured, getting 0ft engine. . . . . . . . . . . . . . . . . . . . . . . . . . . 42 E. J. & E. June 9 Leg injured, jumped 110m engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 E. J. & E. Aug. 21 Head burned, Steam. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 E. J. & E Nov. 13 Ankle Sprained, Jumped from car. . . . . . . . . . . . . . . . . . . . . . . . . . 118 Ill. Cent. Mar. 11 B \dy injured, engine and Car. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 Ill. Cent. May 28 Flºger broken, struck with hammer. . . . . . . . . . . . . . . . . . . . . . . . . 49 Ill. Cent. June 10 Wiist bloken, Jumped from train. . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Ill. Cent. Aug. 19 Hand broken, valve 10d and bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 Ill. Cent. Aug. 25 Leg Scalded, hot Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Ill. Cent. Sept. 8 Ankle Sprained, fell flom engine. . . . . . . . . . . . . . . . . . . . . . . . . . . 118 Ill. Cent. - - - Oct. 26 Knee injured, engine derailed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Ill. Cent. Nov. 2 Body injuled, collision. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Ill. Cent. Dec. 16 Body injured, collision. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 L. & N. Aug. 27 Foot burned, hot water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Mich, Cent. Nov. 15 Hand injured, caught in clutch. . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 St. L. I. M. & S. Dec. 4 Leg broken, engine detailed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113 T. P. & W. Apr. 8 Body injured, collision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 T. P. & W. Aug. 23 B0ſly burned, steam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 T. P. & W. Oct. 19 Body injured, fell into pit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Vandalia Mar, 3 Head injured, fell from engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Wandalia Aug. 20 Leg broken, engine derailed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 (D 1910. (2) Permanent. As the above table includes only injuries causing disability for more than thirty days, the number included is relatively small. Of the 41 injuries here listed, the number of days lost is given for 40 cases, amounting to 2,639 days, or an average of 64.4 days per injury. The causes of injury are, leg injuries, 19 (or nearly 50 per cent of the total); arm injuries, 10; trunk injuries, 9, and head injuries, 3. was 7, while 5 suffered severe burns or scalds. The number of fractures or bones The injuries, therefore, occur to practically all parts of the body and particularly to the lower extremities, causing special loss of earn- ing power. As the table covers only the State of Illinois, and is for one year only, certain injuries, such as loss of eyesight, do not happen to be included, although other sources show this to be a serious hazard of the occupation. Deaths from Accident of the Brotherhood of Locomotive Engineers. The mutual in- surance organization of the Brotherhood of Locomotive Engineers shows an accident death rate of approximately three and one-half per 1,000 insured persons. was compiled from the monthly statements of this organization: Aº The following table OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERS. 13 DEATHS AND DISABLEMENTS OF MEMBERS OF THE MUTUAL INSURANCE ORGANIZATION OF THE BROTHER- H00D OF LOCOMOTIVE ENGINEERS, 1890 TO 1913. Deaths Per Annum Year Number of Disabłements Members Per Annium From Railroad Other Accidents (Disease, Etc.) Total Number 1890. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,479 9 48 89 146 1891. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,652 3 52 110 165 1892. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,627 6 69 114 189 1893. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,811 9 T8 129 216 1894. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,413 25 59 129 213 1895. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.474 15 57 152 224 1896. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,739 25 44 103 172 1897. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,223 28 51 168 247 1898. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,353 27 84 191 302 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,354 41 86 200 327 1900. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,424 32 101 228 361 1901. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,803 43 127 220 390 1902. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32,290 34 137 262 433 1903. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37,638 48 200 267 515 1904. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41,739 49 175 311 535 1905. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45,689 57 209 325 591 2 1906 * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 49,328 58 212 332 602 1907. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54,502 T3 263 416 752 1908. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56,210 63 206 436 T05 1909. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57,405 84 181 442 707 1910. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.292 73 229 463 765 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63,647 63 204 552 819 1912. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65,910 60 214 543 817 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68,661 68 183 615 866 T0TAL. . . . . . . . . . . . . . . . . . . . 993 3,269 6,797 11,059 Per 1,000 Members 1890. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 479 1.061 5 661 10 498 17.218 1891. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.652 .281 4 881 10 326 15.488 1892. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,627 .44 5,063 8 365 13 868 1893. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,877 566 4 909 8 124 13 599 1894. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,413 1.523 3,594 7.859 12.976 1895. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 474 91 3 459 9 226 13 595 1896. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 739 1 334 2 348 8 496 9.178 1897. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.223 1.384 2 521 8 307 12 212 1898. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 353 1 207 3 757 8 544 13.508 1899. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24,354 1.683 3.531 8 212 13.426 1900. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 424 1.211 3 822 8 628 13 661 1901. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,803 1.492 4 409 T.638 13 539 1902. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 290 1 052 4 242 8.113 13 407 1903. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.638 1275 5 313 T 093 13 681 1904. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41,739 1.173 4.192 T.451 12.816 1905. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 689 1247 4.574 7.113 12934 1906. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 328 1.175 4 287 fi 730 12 202 1907. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 502 1.339 4 825 7.632 13.795 1908. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 210 1.12 3 664 T.756 12 532 1909. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.405 1.463 3.153 T.699 12.315 1910. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 292 1.191 3 736 7 554 12,481 1911. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 647 .989 3.205 8 697 12 891 1912. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65.910 .91 - 3 246 8 238 12.394 1913. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68,661 .93 2 665 8.957 12,612 14 OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERS. The death rate from accident has fluctuated considerably during the period included in the table and in the years when traffic was heavy; e. g., 1907, shows a marked increase over the adjoining years. A special report of the officials of the mutual insurance organ- ization of the Brotherhood of Locomotive Engineers given in the proceedings of the 1912 Arbitration (Appendix, page 3) states that in the period from January 1, 1897, to December 31, 1911, the number of death and disablement benefits paid to their members was 8,054, of this number, 4,636 were deaths from “natural causes”; 2,550 were killed; 407 sustained injuries causing blindness, and 370 suffered amputation of a hand or foot. Of the 8,054 deaths or disablements, 31.7 per cent were fatal accidents. V. DISEASES CAUSING DEATH OF LOCOMOTIVE ENGINEERS. The following table was compiled from the records of the mutual insurance organiza- tion of the Brotherhood of Locomotive Engineers and shows the distribution of the diseases reported as the cause of death of the members on whose account the policies were paid : MORTALITY EXPERIENCE OF BROTHERHOOD OF LOCOMOTIVE ENGINEERS, 1890–1913. The total number of members exposed to risk, 1890–1913, was: Number of Rate per 1,000 Per Cent Cause of Death Claims Paid Members Exposed of Loss 1. General Diseases: 1 Typhoid ſever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288 ,361.2 2.86 28–29 Tuberculosis of lungs......................... 467 .5858 4.64 39–45 Cancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258 .3236 2.56 47–48 Rheumatism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 .0363 .29 50 Diabetes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 .1831 1.45 0ther general diseases. . . . . . . . . . . . . . . . . . . . . . . . • * * - e º is tº w & !!. Nervous Diseases: - - - 64–67 Apoplexy and paralysis. . . . . . . . . . . . . . . . . . . . . . . 620 .7902 6 26 0ther diseases of nervous system.......* - - - - - - 400 .501.7 3.97 Ill. Diseases of Circuiatory System: - 79 Heart disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 818 1,026 8.13 0ther circulatory diseases.................... 387 .4854 3.84 IV. Diseases of Respiratory System: 89–90 Bronchitis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 .0238 .19 91–92 Pneumonia (all forms)....................... 508 ,6372 5 05 93 Pleurisy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .0075 .06 96 Asthma . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 .0377 .30 0ther respiratory diseases..................... 289 .3625 2.87 V. Diseases of Digestive System: 113 Cirrhosis of liver............................. 58 .07.27 .58 111–112–114–115 0ther diseases of liver....................... 65 .0815 .65 117 Peritonitis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 .0815 .65 108 Appendicitis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 .1103 .87 109 Hermia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 .0163 .01 0ther diseases of digestive system. ... . . . . . . . . . 86 1078 85 VI. Diseases of Genito–Urinary System (nonvenereal): 119–120 Acute nephritis and Bright's disease.......... 648 .8128 6.44 Other diseases of group VI. . . . . . . . . . . . . . . . . . . * - - - e º e * * * XIll. Violence (External Causes): Railroad accidents (occupational) . . . . . . . . . . . . . 3,269 4 1006 32.48 Other violence, including suicide.............. 311 ,3901 3 09 All other causes, including unknown..........., 1,198 1.5027 11.90 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,066 • 12.6266 99.99 OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERs. 15 VI. LENGTH OF TRADE LIFE OF LOCOMOTIVE ENGINEERS. One of the most important questions in any occupation is the length of time an average man may expect to be able to earn a living in that occupation. Obviously, an occupation in which the drain on the vitality of those engaged in it is so serious that they must soon retire from 1t, should offer 1nducements to compensate for this early exhaustion of work- ing capacity. T he railroads in the eastern territory have probably the most stable labor conditions of any in the country; it is of Special interest, therefore, to be able to show the ages of the engineers in their Service. The following table shows the number of engineers of each age: AGES OF 31,073 LOCOMOTIVE ENGINEERS IN ACTIVE SERVICE ON 51 RAILROADS OF EASTERN TERRITORY. Sou, ce: Con.e. e.lce Committee of Managers, statements prepared for the railways of the eastern territory, 1912. Exhibit No. 28. | No. 0° No. 0 No. Of No. Of No. Of No. of Age b.Ig| - Age 10.19.1– Age lung1– Age Engl– Age Engi- Age Engi- he c. 9 }}{2t2, S 118tºrS 116 elS Iłęel S Ilê61'S 21 tº e 31 1,194 41 941 51 750 61 289 71 6 22 5 32 1 411 42 1,011 52 711 62 299 72 2 23 20 33 1,359 43 971 53 664 63 226 73 3 24 44 34 1,411 44 901 54 574 64 216 TT 1 Zá 84 33 1,501 45 956 55 518 65 183 78 1 26 219 36 1,390 45 919 56 473 66 120 80 1 2/ 419 3/ 1,143 47 812 57 418 67 89 28 629 38 1,112 48 825 58 377 68 89 29 830 39 1,012 49 767 59 384 69 73 30 1 099 40 989 50 813 60 327 70 14 | It will be noticed that the largest number of engineers are those for the ages, 30 to 39, The following table, gives a summary of the ages by ten year groups: AGES OF 31,673 LOCOMOTIVE ENGINEERS ON RAILROADS IN EASTERN TERRITORY. Years ol. Age No. Employes Per Cent —ſº | 21 to 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,409 10.8 31 to 40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,532 39 b 41 to 50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,922 28 2 51 to 60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . s 16 3 61 to 70. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,600 5 1 71 to 80. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 0 Total number employes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31,673 100.0 The average age of the engineers in this table is 42 years; this average is probably much higher than for the railroads in other sections of the country, as the number of engineers above 60 is undoubtedly much larger than would be found in any other part of the country. The length . of service of this group of engineers brings out much more clearly the general tendency to a short term of active working life. The following table gives the available data on this point: 16 OUCUPATION HAZARD OF LOCOMOTIVE ENGINEERS. LENGTH OF SERVICE AS ENGINEERS OF 31,840 ENGINEERS ON 51 RAILROADS IN EASTERN TERRITORY. ovu, eº; o' me ...5 9. eved... g . .U.e., L.,h.D.t No. 29 Year's in Yers in Y0 ºr S i.) Years in Service as N0. Of | Service as No 0° Service as No. of Service as No. 0° Engineers Engineers Engi.;ee:'s E.g.:eers Engineers | Engineers E::gineers Engineers i - | - 1 2013 || 14 sº 27 : 301 40 103 2 2,076 15 | 453 73 303 41 80 3 74ſ) 15 372 29 ſ d^) 42 59 4 1.375 17 380 3. 330 43 38 5 2.403 18 33} 3 33 3 44 27 6 1,854 19 835 32 288 45 10 T 1 941 20 876 33 | 20% 43 11 8 1 381 21 63 34 4 ºn 47 10 9 3,914 22 825 35 110 ° 48 3 10 1,704 23 589 33 93 43 2 11 1,369 24 613 37 99 x 50 2 12 1,302 25 627 33 RT 51 1 13 1,186 26 411 39 114 The total number of engineers included in the above table is 31,840 and the average length of service has been computed as being 124 years. The first column, comprising the years 1 to 13, is the only group where more than 1,000 engineers are included. The report of the officials of the mutual insurance organization of the Brotherhood of Locomotive Engineers states that in the period from January 1, 1897, to December 31, 1911, inclusive, 8,054 death benefits or disablement benefits to members were paid and that the average insured life of these 8,054 members was eleven years and seven days.G.) The two statements from entirely different sources are practically identical and establish the average working life of a locomotive engineer as between eleven and twelve years. VII. GENERAL CONCLUSIONS. There is general agreement that the occupation of locomotive engineer is extra hazardous. There is general agreement that the length of working life of the locomotive engineer is from eleven to twelve years. Two special studies of mortality conducted by the Actuarial Society of America show that the occupation of locomotive engineer ranks close to that of locomotive fireman in having a high death rate, and has a higher death rate than the express messenger, mail clerk, passenger trainman, passenger conductor and track supervisor. As compared with other hazardous occupations, locomotive engineers have a mortality rate which is in the same general class as that for coal miners, structural iron workers, etc. Fatal accidents cause about 35 per cent of the deaths in the membership of the Brotherhood of Locomotive Engineers. Fatal accidents occurred more frequently to only One group (firemen) in all the occupations included in the medico-actuarial investigation. The standard rating of accident insurance companies groups locomotive engineers in a Special “Engineers’ Class,” which is but slightly lower than the class on the margin of insurance. - Locomotive engineers seem to be especially exposed to injuries of the legs, though all parts of the body are also affected. Loss and impairment of eyesight are conspicuous among the injuries to engineers. { ., Q) Proceedings of the arbitration of the controversy between the Brotherhood of Locomotive Engineers and the eastern railroads, 1912. Appendix, p. 3 OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERs. 17 VIII. LIST OF SOURCES. Actuarial Society of America. Experience of thirty-four life companies upon ninety-eight special classes of risks. Compiled and published by the Actuarial Society of America. New York, 1903. American Academy of Railway Surgeons. Report of the 1900 annual meeting, Chicago. Board of Arbitration in the controversy between the eastern railroads and the Brotherhood of Locomotive Engineers, 1912. Arbitration of the controversy between the Brotherhood of Locomotive Engineers and the eastern railroads. (New York, 1912.) 1020 (i. e., 1024), 263 pages. Braehmer, O. Eisenbahnhygiene, von Dr. Otto Brämer. 2 Aufl. Unter Mitwir- kung der Herren Geheimen Baurăte Bathmann und Bork in Berlin und Schumacher in Potsdam, neu bearb. von Dr. Ernst Schwechten . . . Mit 28 Tafeln, einer Karte und 81 Abbildungen im text. Jena, G. Fischer, 1904. Braun, H. Die Sterblichkeits—und Invaliditäts—verhältnisse des Locomotiv per- sonals deutscher Eisenbahnen. In Zeitschrift f. d. ges. Versicherungswissenschaft, 1911, pages 429 ff. and 635 ff. Classification of Occupations for accident and health insurance. As approved by International Association of Accident Underwriters. Rev. and cor. to February 1, 1912. New York, 1912. Conference Committee of Managers. (Railroads of eastern territory, 1912.) Statements prepared by the Conference Committee of Managers for the railways of the eastern district. New York, March, 1912. (New York, 1912.) 280 pages. Crum, F. S. Accidents to railroad employes in New Jersey, 1888 to 1907. Ir. Bulletin of U. S. Bureau of Labor, No. 84. Hayes, D. A. Length of the trade life in the glass bottle industry. In Annals of the American Academy of Political and Social Science, May, 1906. Hoffman, F. L. Industrial accidents and trade diseases in the United States. In Transactions of the fifteenth International Congress on Hygiene and Demography, vol. 1, pages 763 ff. Hoffman, F. L. Physical and medical aspects of labor and industry. In Annals of the American Academy of Political and Social Science, May, 1906. Hoffman, F. L. Industrial Accidents in the United States and Their Relative Fre- quency in Different Occupations. Newark, Prudential Press, 1914. Hunter, A. Mortality among Insured Lives engaged in certain Occupations in- volving additional hazard, such as liquor dealers, railroad men, miners, policemen and electricians. In Transactions of the Actuarial Society of America, May, 1907, (vol. X, no. 37). Illinois. Bureau of Labor Statistics, Industrial accidents in Illinois for the year ending December 31, 1911. Springfield, Illinois, 1912. Medico-actuarial mortality investigation. Comp. and pub. by the Association of Life Insurance Medical Directors and the Actuarial Society of America. New York, 1912–13. In 4 volumes. volume III is entitled “Effect of Occupation on Mortality.” New York Life Insurance Co. Treatment of applicants engaged in occupations which involve some additional hazard. Form 1519. May, 1912 (pamphlet, 12pp). 18 OCCUPATION HAZARD OF LOCOMOTIVE ENGINEERs. O'Connell, J. The Manhood tribute to the modern machine: influences determin- ing the length of the trade life among machinists. In Annals of the American Academy of Political and Social Science, May, 1906. Oliver, Sir Thomas. Dangerous trades: the historical, social, and legal aspects of industrial occupations as affecting health, by a number of experts; ed. by Thomas Oliver. London, J. Murray, 1902. Prinzing, F. Handbuch der medizinischen Statistik. Von dr. med. Friedrich Prinzing. Jena, G. Fischer, 1906. Prudential Insurance Company of America, Newark, N. J. Exhibits of the. Prudential Insurance Company of America, International Congress on Hygiene and Demography, Washington, D. C., September, 1912. Newark, Prudential Press, 1912. Ge..e; 31 mortality data of particular Occupations. kisser —. Establissement d'une table provisoire de mortalité des ouvriers mineurs dans les mines de combustibles minéraux et dans les autres mines (France). In Bullet.n trimestriel de l'Institut des Actuaires Français, No. 95. U. S. Bureau of the Census. Thirteenth Census, 1910. Population, vol. IV, Occu- pation Stat.st.cs. U. S. Bureau of the Census. Mortality statistics, 1909. Tenth annual report with revised rates for the intercensal years 1901 to 1909, based upon the census of 1910. Washington, 1912. U. S. Dureau of Labcr. Workmen's insurance and benefit funds in the United Stat, S. Washington, Govt. print. off., 1909. (Annual report of the commissioner of labor, 23d, 1908.) Issued also in the Congressional series, No. 5494, as House Doc. 1565, 60th Corg. 2d Sess. U. S. Employers' Liability and Workmen’s Compensation Commission. Message of the President of the U. S. transmitting the report of the Employers' Liability and Workmen's Compensation Commission together with the hearings held before the commission. Washington, Govt. print. off., 1912. United States Interstate Commerce Commission. Accident Bulletin, Nos. 40, 44, 48. Washington, Government Printing Office, 1911-1914. } Prepared Under Supervision of H. J. HARRIS ** Exhibit Number ,” * - - ." * p." … ." *... . . … . . . … * -, * * * Presented by Witness H. J. HARRIS Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. .** i * -º-, Composition and Makeup by ; f ſ Superior Typesetting Co., + Chicago, Ill. f -- t * sº * * cºre & re- *- s. * * t The Occupation Hazard of Locomotive Firemen Exhibit Number Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Composition and Makeup by Superior Typesetting Co., Chicago, Ill. THE OCCUPATION HAZARD OF LOCOMOTIVE FIREMEN. CONTENTS SECTION. PAGE. 1. Extent of the Occupation. . . . . . . . . . . . . . . . . . . . . . ..................................... 1 2. The Mortality of Locomotive Firemen............................................. 2 3. Accidents to Locomotive Firemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . sº, e = * * * * * * 7 4. Risk of Bodily Injury. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 5. Occupational Diseases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 6. General Conclusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 7. List of Sources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 The Occupation Hazard of Locomotive Firemen By Henry J. Harris, Ph. D., Formerly Statistical Expert, Department of Commerce and Labor. The occupation hazard of any employment is now a matter in which the general public is taking an ever increasing interest. The recent wave of accident insurance legislation in the United States has called attention to the high accident rate in many of our industries and occupations; in the recent arbitration of a wage controversy between locomotive en- gineers and their employers, emphasis was placed on the fact that the trade life of the locomotive engineer was from eleven to twelve years; the presidents of two prominent trade unions not long ago urged that the protection of such organizations was necessary to prevent men from being thrown on the scrap heap at an early age under present day conditions. We know so little, however, about the hazard of occupations and the length of working life at the present time that any attempt to measure the loss of a group of employes caused by accident, sickness and general loss of working power from conditions peculiar to an occupation, is usually blocked by the absence of any accurate information on these subjects. For a few occupations there does exist a certain amount of scattered information which when brought together throws considerable light on this question. Among such the occupations of locomotive firemen and locomotive engineers have frequently been studied from various points of view. By comparing the material collected from time to time by different agencies, one can obtain an estimate of the special risks and general hazard of these occupations which is sufficiently accurate to form the basis for some general conclusions in regard to the occupational hazard of the employment. The study of the occupation of lo- comotive fireman is rendered difficult by the fact that it is as a rule a preliminary occupa- tion, because most firemen are in the course of time promoted to the position of engineer. Partly on this account, the statistics of the Interstate Commerce Commission usually combine all men employed on trains in the reports of accidents, while in the federal mortality returns, all steam railroad employes are reported in one total. For this reason it has been necessary to use the statistical data furnished by special studies and by sources less comprehensive than the federal statistics, or the returns of Registrar General of Great Britain. 1. EXTENT OF THE OCCUPATION. The occupation returns of the census of 1910 present the class of locomotive firemen separately for the first time in the history of the census. The following table shows the figures for this occupation together with those for the locomotive engineers. LOCOMOTIVE FIREMEN AND ENGINEERS IN THE CENSUS OF 1910. Source: Thirteenth Census of the United States, 1910, Vol. IV, Population. Occupation Statistics, pp. 416, 417. * Locomotive Locomotive - Firemen. Engineers. Total * * * * * * * * c e o 'º e º e º e s e e s e e º e o e s e º e º e º e º 'o e o 'º e º 'º & e º 0 ° 0 e º 'º 76,381 96,229 Age groups: p 14 to 15 years......... . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 . . . . . 16 to 20 years. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,627 891 21 to 44 years (including age unknown)..... ....... 66,257 66,605 45 years and over.............................. ... 3,478 28,733 Native white: Native parentage................... . . . . . . . . . . . . . . . . 49.674 62,672 Foreign or mixed parentage.......... . . . . . . . . . . . . . . 15,108 23,062 Foreign-born white................ • * * * * * * * e s º e º a tº it tº e s tº * * * * * * 6,395 10.133 Negro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,188 355 Indian, Chinese, Japanese and all other... . . . . . . . . . . . . . . . . . 16 7 2 THE OCCUPATION HAZARD OF LOCOMOTIVE FIREMEN The number of locomotive firemen in the United States as given above is 76,381. The report contains the warning that the enumerators did not always separate the stationary firemen and stationary engineers from those employed on locomotives so that the above total may be slightly in excess of the actual number, which may be assumed to be about 75,000 men. The number of members of the Brotherhood of Locomotive Firemen and Enginemen on December 31, 1910, was 73,469; in 1911 it was 79,942, and in 1912 it was 85,292.Q.) As the organization includes a number of locomotive engineers, the figures are in substantial agreement with the census returns. The general characteristics of the firemen's group are that it consists entirely of males, that it is a young men's occupation (the number over 44 years of age is only about 3,500 out of the total of 75,000), that the great majority (two-thirds), are descended from American born parents and that only about 6,000 of the 75,000 were foreign born. The general characteristics of the firemen group therefore are such as would produce a favorable death rate. This tendency is enhanced by the fact that applicants for em- ployment as firemen are usually subjected to a careful medical examination by the surgeons of the railroad companies(?) and all applicants with defects or below a high standard of physique are rejected. 2. THE MORTALITY OF LOCOMOTIVE FIREMEN. One of the most definite indications of the general hazard of an occupation consists of the death rate of those engaged in that occupation. For locomotive firemen we have several computations of the death rate. These computations were made by life insurance com- panies or by life insurance actuaries, and the rates compiled are based on their experience in insuring the lives of men engaged in this occupation. It is well to call attention to the fact that the persons insured are carefully selected by the insurance companies so that the group whose lives furnished the basis for these rates is composed of men of more than average prudence, selected by prudent insurance companies and engaged in an occupation in which only persons of excellent physique are employed. The death rate for the occupa- tion of locomotive fireman ought therefore to be a favorable one. The Medico-Actuarial Investigation. The most recent study of the mortality of hazard- ous occupations in America is that entitled “Medico-Actuarial Mortality Investigation.” It was made by the Association of Life Insurance Medical Directors and the Actuarial Society of America and included the experience of the leading American life insurance companies. Only those occupations were included for which the number of deaths was large enough to form the basis of a rate. The following table gives a summary of the data for all the railroad occupations included in this investigation. GDEastern Concerted Wage Movement, page 276. º e & (2)For a typical form used in such examinations, see the New York Central Railroad blank reprinted in Eastern Concerted Wage Movement, page 391. THE OCCUPATION HAZARD OF LOCOMOTIVE FIREMEN 3. ACTUAL AND EXPECTED NUMBER OF DEATHS OF LOCOMOTIVE FIREMEN AND OTHER RAILWAY EMPLOYES ACC0RDING TO THE MEDICO—ACTUARIAL INVESTIGATION. Source: Medico–Actuarial Mortality Investigation, 1913, Vol. III, pp. 132–141. Railway Check Clerks, Freight Inspectors, Railway Railway Railway Railway Car Inspectors, Car Passenger Track Supervisors Locomotive Locomotive Sealers, Yard Clerks Trainmen and Foremen, A: Firemen. Engineers. and Yard Masters. (not conductors). Section Foremen. Entry. Actual Expected Actual Expected Actual Expected Actual Expected || Actual Expected Deaths. Deaths. Deaths. Deaths. Deaths. Deaths. Deaths. Deaths. Deaths. Deaths. 15–29 ........ 141 70.28 86 45.00 58 43.87 40 24.56 74 64. 30–39 ........ 42 24.96 243 150.74 71 52.46 24 18.04 170 129.15 40–49 ........ T 5.67 147 94.08 62 34.03 7 8.03 111 86.38 50–59 . . . . . . . . 3 .93 62 42.64 29 23.08 4 4.09 56 40.99 60 and OWeſ'. . . . • * g : é º ºs e e 3. 4.92 1 3.48 1 .80 10 11.70 Total . . . . . 193 101.84 541 337.38 22? 156.92 76 55.52 421 333.07 Ratio of Actual to Expected Deaths 15–29 . . . . . . . . 201 100.0 191 100.0 132 100.0 163 100.0 114 100.0 30–39 . . . . . . . . 168 100.0 161 100.0 135 100.0. 133 100.0 132 100.0 40–49 . . . . . . . . 123 100.0 156 100.0 182 100.0 87 100.0 129 100.0 50–59 . . . . . . . . 323 100.0 145 100.0 126 100.0 98 100.0 137 100.0 60 and over.... tº e ∈ 100.0 61 100.0 29 100.0 125 100.0 85 100.0 Total . . . . . 190 100.0 160 100.0 141 100.0 137 100.0 126 100.0 It should be stated that the “expected deaths” in the preceding table are those calculated by the M. A. Table, which will be found in the reports in Vol. 1, page 89 and Vol. III, page 27. The committee in charge of the investigation states that “generally the excess of the mortality ratio over 100 per cent indicates the extent of the extra mortality due to the particular occupation in question” (Vol. III, page 6). The hazard of the fireman's occupa- tion is, by the preceding table, shown to be about 90 per cent above the average of the persons accepted, by the larger American life insurance companies. Of all the railway occu- pations included in the investigation, the firemen show the highest risk, though it must be remembered that certain occupations, e. g., brakemen, undoubtedly have a higher risk and are accepted in such small numbers that the computation of a rate was not feasible. The group of locomotive engineers shows a hazard closely related to the firemen’s; the difference it will be noted, occurs in the younger age groups of the firemen. At the ages of entry, 15 to 29, the ratio for the engineers is 191 per cent and for the firemen 201 per cent, and at ages 30 to 39 it is 161 per cent and 168 per cent respectively. Of the total policies 79 per cent were issued to the firemen at ages 15 to 29, and 19 per cent at ages 30 to 39, against 24 per cent and 52 per cent respectively to the engineers. The Specialized Mortality Investigation. An earlier investigation of the mortality of hazardous occupations, generally referred to as the “Specialized Mortality Investigation” which was conducted by the Actuarial Society of America, shows the same general ten- dencies among the railway employes.G.) Because of the omission of certain types of risks, this study does not give as accurate results as the Medico-Actuarial Investigation, but the data are of value as showing the relative hazard of the occupations included, which comprise some not given in the later investigation. The following table summarizes the returns for all the occupations in this study connected with railroading. (DExperience of thirty-four life companies upon ninety-eight special classes of risk. Compiled and published by the Actuarial Society of America, New York, 1903. 4 THE OCCUPATION HAZARD OF LOCOMOTIVE FIREMEN ACTUAL AND EXPECTED NUMBER OF DEATHS OF LOCOMOTIVE FIREMEN AND OTHER RAILWAY EMPLOYES AS COMPUTED BY THE ACTUARIAL SOCIETY OF AMERICA. Source: Experience of Thirty-four Life Companies Upon Ninety-eight Special Classes of Risk, p. 473. Railway Railway # Railway Railway Railway Railway Locomotive Locomotive Express Mail Passenger Passenger A Firemen EngineerS Messengers Clerks Trainmen Conductors geS at --ee-us Entry, - - Actual | Expected | Actual | Expected | Actual | Expected | Actual | Expected | Actual | Expected | Actual | Expected Deaths. | Deaths. Deaths. Deaths. Deaths. Deaths. Deaths. | Deaths. Deaths. | Deaths. | Deaths. | Deaths. º 15–28 ..... 37 21.2 29 22.9 13 16.5 24 28.9 9 5.5 33 30.2 29–42 ..... 20 14.0 135 108.7 13 17.8 31 37.3 12 8.4 122 136.3 43–56 ..... 3 2.7 55 37.3 T 3.9 9 13.0 3 2.2 49 35.7 57–70 ..... 1 2 I 4.3 1 .1 1 1.5 .3 3 4.6 15–70 . . . . . 61 38.1 220 1.3.2 34 38.3 65 80.7 24 16.4 207 206.8 - J - Ratio of Actual to Expected Deaths. |- 15–28 . . . . . 175.9 100.0 126.6 100.0 78.8 100.0 83.0 100.0 163.6 100.0 109.3 100.0 29–42 . . . . . 142 8 100.0 142.2 100.0 73.0 100.0 83.1 100.0 142.9 100.0 89.5 100.0 43–56 . . . . . 111.1 100.0 147.5 100.0 179.5 100.0 69.2 100.0 136.4 100.0 137.3 100.0 57–70 ..... 500.0 100.0 23.2 100.0 1000.0 100.0 66.7 100.0 tº e º e 100.0 65.2 100.0 15–70 ..... 160.1 100.0 127.0 100 0 88.0 100.0 |. 80.5 100.0 146.3 100.0 100,1 100.0 J The expected deaths in the above table are practically identical with Farr's Healthy English Male Table; the revised form of this table (as used in this study) will be found on page 14 of the report. The highest mortality is shown by the firemen with a ratio of actual to expected deaths of 160 per cent. Ea'perience of the New York Life Insurance Company. Similar results are shown by the study of Mr. Arthur Hunter, the actuary of the New York Life Insurance Company, based on the experience of that company.() In that company the ratio of actual to ex- pected deaths for locomotive firemen was 174 per cent, for locomotive engineers 145 per cent. Change of Occupation. In all of these actuarial studies, where the occupation is given as fireman, it means that such was the occupation when the policy was taken out, and this designation is retained in computing the death rate even when the insured person was actually employed otherwise, e. g., as an engineer, at the time of his death. This fact, how- ever, does not detract from the value of the tables as much as it might at first appear, because of the very high death rates in the first few years after the insurance is taken out. The following table emphasizes this point. (1)Transactions of the Actuarial Society of America, May, 1907, Vol. 10, No. 37. THE OCCUPATION HAZARD OF LOCOMOTIVE FIREMEN 5 ACTUAL AND EXPECTED DEATHS OF LOCOMOTIVE FIREMEN ACC0RDING TO THE MEDIC0—ACTUARIAL INVESTIGATION. Source: Medico–Actuarial Mortality Investigation, Wol. III, Page 137. Age at Entry— Age at Entry— 15–29 30–39 Insurance [. Years. Exposed Actual Expected Ratio Exposed Actual Expected Ratio to ltiSk. ljeaths. Leaths. % to Risk. Deaths. Deaths. % 1- 5 . . . . . . . . . . . . 11,759 104 48.82 213 3,158 24 14.67 164 6- 7 . . . . . . . . . . . . 2,028 14 9.92 141 661 6 3.71 162 8–10 . . . . . . . . . . . . 1,546 14 7.72 181 653 6 3.99 150 11-15 . . . . . . . . . . . . 643 9 3.42 263 334 6 2.44 246 16–24 . . . . . . . . . . . . 67 © & © .40 © º º 16 - - .15 © & © 1-24 ... . . . . . . . . . 16,043 141 70.28 201 4,822 42 24.96 168 40–49 50–59 1- 5 . . . . . . . . . . . . 376 2 2.68 75 40 1 .61 164 7 . . . . . . . . . . . . 86 3 .86 349 T 1 .16 625 8–10 . . . . . . . . . . . . TT 2 94 213 5 1 .16 625 11-15 . . . . . . . . . . . . 48 82 © º º gº º tº º gº tº ſº 16–24 . . . . . . . . . . . . 13 37 © e & 1-24 . . . . . . . . . . . . 600 7 5.67 123 52 3 93 323 60 and 0Ver All Ages at Entry 1- 5 . . . . . . . . . . . . 15,333 131 66.78 196 6- 7 . . . . . . . . . . . . 2,782 24 14.65 164 8–10 . . . . . . . . . . . . 2,281 23 12.81 180 11-15 . . . . . . . . . . . . 1,025 15 6.68 225 16–24 . . . . . . . . . . . . 96 - - - .92 as e is 1-24 . . . . . . . . . . . . | 21,517 193 101.84 190 The preceding table shows that the firemen's mortality rate is based on 193 deaths and that of these deaths, 131 occurred within five years after the policy was issued ; the detailed tables of the investigation also show that 107 of the 193 deaths occurred in the first three years after the issue of the policy. It is safe to claim therefore that the rates of the various actuarial studies are sufficiently accurate for present purposes as showing the high mortality of the occupation. Mortality of Brotherhood of Locomotive Firemen. The death rate of the membership of the Brotherhood of Locomotive Firemen and Enginemen also illustrates the hazard of the occupation, though as the figures include both firemen and engineers, they do not show a definite rate for firemen. The following table was prepared by the officers of the insurance organization of the Brotherhood. 6 THE OCCUPATION HAzARD OF LocoMotive FIREMEN DEATHS AMONG THE MEMBERS OF THE BROTHERH00D OF LOCOMOTIVE FIREMEN AND ENGINEMEN, 1882–1912. Source: Eastern Concerted Wage Movement, page 333. Number of Number of Deaths per 1000 Year. Members. Deaths. Members. 1882. . . . . . . . . . . . . . . . . . . . . . 5,125 12 2.341 1883. . . . . . . . . . . . . . . . . . . . . . 7,888 44 5.578 1884. . . . . . . . . . . . . . . . . . . . . . 12,246 54 4.409 1885. . . . . . . . . . . . . . . . . . . . . . 14,849 74 4.973 1886. . . . . . . . . . . . . . . . . . . . . . 16,196 98 6.051 1887. . . . . . . . . . . . . . . . . . . . . . 17,047 81 * 4.751 1888. . . . . . . . . . . . . . . . . . . . . . 18,278 110 6.018 1889. . . . . . . . . . . . . . . . . . . . . . 17,087 127 7.432 1890...................... 18,657 159 8.468 1891. . . . . . . . . . . . . . . . . . . . . . 22,460 190 8.459 1892. . . . . . . . . . . . . . . . . . . . . . 25,967 190 7.317 1893. . . . . . . . . . . . . . . . . . . . . . 28,681 226 7.878 1894. . . . . . . . . . . . . . . . . . . . . . 26,508 200 7,545 1895. . . . . . . . . . . . . . . . . . . . . . 1,408 129 6.026 1896. . . . . . . . . . . . . . . . . . . . . . 22,461 160 7.123 1897. . . . . . . . . . . . . . . . . . . . . . 24,251 145 5.919 1898. . . . . . . . . . . . . . . . . . . . . . 27,039 201 7.433 "899. . . . . . . . . . . . . . . . . . . . . . 30,148 220 7.155 1900. . . . . . . . . . . . . . . . . . . . . . 36,084 265 7.344 1901. . . . . . . . . . . . . . . . . . . . . . 39,072 300 7.678 1902. . . . . . . . . . . . . . . . . . . . . . 43,376 354 8, 161 1903. . . . . . . . . . . . . . . . . . . . . . 48,568 647 13.321 1904. . . . . . . . . . . . . . . . . . . . . . 54,434 453 8.322 1905. . . . . . . . . . . . . . . . . . . . . . ,287 496 8.971 1906. . . . . . . . . . . . . . . . . . . . . . 58,849 461 7.833 1907. . . . . . . . . . . . . . . . . . . . . . 62,916 581 9.234 1908. . . . . . . . . . . . . . . . . . . . . . ,408 437 6.579 1909. . . . . . . . . . . . . . . . . . . . . . 65,315 412 6.308 1910. . . . . . . . . . . . . . . . . . . . . . 73,469 520 7.077 - a tº e & © tº s º 'º - © a tº t w tº t e º 'º t 79,942 523 6.542 1912. . . . . . . . . . . . . . . . . . . . . . 85,292 561 6.577 Estimate of the Occupation Hagard by Life Insurance Practice. The attitude of the larger life insurance companies towards the occupation of locomotive fireman has been determined by the facts just presented. Some of the companies refuse entirely to accept firemen while others accept them under certain restrictions. The New York Life Insurance Company for instance in its circular of instructions to agents (Form 1519, issued May, 1912) explains that insurance will be allowed for certain hazardous occupations, but subject to the restriction that the applicant for insurance must pay the premiums for a higher age, and if the occupation is unusually hazardous, may be given only the endowment form of insurance. The circular (page 11) specifies that passenger conductors, express messengers, telegraphers and train dispatchers may be accepted at their actual age and may be given the regular life policies. Locomotive engineers must have 8 years added to their actual age and may receive no cheaper policy than a 20-year endowment. Locomotive firemen must have 12 years added to their actual age and may receive no cheaper policy than a 20-year endowment. Comparison with Other Occupations. Of the occupations included in the medico-act- uarial investigation, the mortality rate of firemen is exceeded only by certain occupations connected with mining and stone cutting; in addition, it is the highest of any of the rail- way occupations given in the report. To show the relation of the firemen's death rate to those of other occupations, the following table presents, with two exceptions, all of the occupations included in the medico-actuarial investigation; the exceptions are first, the numerous occupations connected with the liquor traffic, omitted as not being of interest in the present connection, and second, those occupations whose excess over the normal death rate was less than 25 per cent. THE OccupATION HAZARD OF LOCOMOTIVE FIREMEN 7 MORTALITY RATES OF HAZARD0US 000UPATIONS. Source: Medico–Actuarial Mortality Investigation, Wol. 3, pp. 28–31. Ratio of • - Actual to Group Actual Expected Expected No. 0ccupation. DeathS. DeathS. DeathS. Underground mines other than coal mines, working miners..... tº e º e s tº tº e e s e º s ºn e º 'º 642 283.66 226 188 Stone-cutters, journeymen . . . . . e e s s a tº e º e e s a tº e e s e s e º e º e s = • * * * * * * * * * * * * * * * * * * * T 35.45 214 42 Surface mines—placer, drift, hydraulic, etc., working miners. . . . . . . . . . . . . . . . . . . 70 33.72 208 45 Coal mines: working coal miners (anthracite). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 34.55 191 58 Railways: locomotive firemen, excluding issues prior t0 1890. . . . . . . . ... • - - - - - - - - 193 101.84 190 53 Potteries: employes molding potter's clay (excluding foremen and Superintendents) 28 16.45 170 43 Underground mines other than coal mines: foremen, and bosses. . . . . . . . . . . . . . . . . 54 32.12 168 Structural iron works (including housesmiths and bridge-builders)............... 14 43.96 168 41 Surface mines—placer, driit, hydraulic, etc. : 10remen and DOSses. . . . . . . . . . . . . . . 23 14.38 160 57 Railways: locomotive engineers, excluding issues prior to 1890. . . . . . . . ... . . . . . . 541 337.38 160 47 Navy—commissioned officers, excluding chaplains, physicians, Surgeons and pay- masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 149 97.79 152 13 Fire departments, city: firemen, laddermen, pipemen and hosemen. . . . . .......... 155 104.55 148 16 Glass industry: bevelers, grinders, engravers and cutters of glass, excluding fore- men and Superintendents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 52.60 146 66 Theaters: actors (including vaudeville performers, but excluding acrobats and circus performers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * s a e < e s e º e s ∈ s • * * ... 87 60.15 145 11 Electric light, heat and power systems: linemen (pole climbers) and arc light trimmers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 50.05 142 59 Railways: check clerks, freight inspectors, car inspectors, car sealers, yard clerks and yard masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * e e s tº e º e º º ... . . . . . . . 221 156.92 141 50 Police and prisons: city policemen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526 377.67 139 190 Steam vessels: officers and engineers in coastwise trade, excluding those travel- - ing to the tropics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 24.69 138 56 Railways: passenger trainmen (not conductors) excluding issues prior to 1890... 76 55.52 137 68 Theaters: proprietors, managers and treasurers of theaters, music halls and Vaude- Ville houses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 112.66 136 39 Underground mines—supervision: engineers, superintendents and managers occa- Sionally going under ground (excluding coal mines)....................... 268 197.99 135 17 Hatters, journeymen, excluding straw-hatters.......... es: º e º e g º e s a e e a s & a tº e º e º s a tº 84 62.74 134 51 Police and prisons: marshals, sheriffs and constables (excluding chief sheriffs not exposed to hazard from Occupation)..................... . . . . . . . . . . . . 475 355.07 134 46 Coal mines: Working coal miners (bituminous)................ . . . . . . . . . . . . . . . . 45 34.22 132 1 Army—commissioned Officers, excluding chaplains, physicians, surgeons and pay— masters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324 247.32 131 161 Motormen on street electric lines............................................ 28 21.41 131 133 Domestic servants (women)................................................. . 188 148.18 127 60 Railways: track Supervisors and foremen and section foremen.................... 421 333.07 126 154 Livery stables—proprietors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274 216.84 126 The occupations which are conspicuous for their high death rates are, first, the miners and workers in stone and clay; second, the locomotive firemen; third, the structural iron workers, and fourth, the locomotive engineers. The occupations connected with the liquor business rank with these groups. The risks connected with mining operations are well known and are so serious as to have a special government bureau devoted to their ameliora- tion. The locomotive firemen may be said to rank next to the mining occupations. 3. ACCIDENTS TO LOCOMOTIVE FIREMEN. Fatal Accidents. Returns of the Interstate Commerce Commission. The accident reports of the Inter- state Commerce Commission contain the most accurate returns of accidents to railway employes. Since the revised form of table was adopted in 1910 the fatal accident rates to employes engaged in the movement of trains has been as follows: FATAL AcCIDENTS TO RAILROAD TRAINMEN,CO 1911-1913. Table showing number of trainmen in service on June 30, 1911, 1912 and 1913, and the number employed for one killed. (Interstate Commerce Commission Accident Bul- letins 40, 44 and 48.) Number Number Number Emmloyed Deaths per 1,000 Year. Employed. Killed. for One Killed. Trainmen.(2) 1910–1911. . . . . . . . . . ... 235,841 1,218 194 5.16 1911–1912............ 245,653 1,182 208 4.81 1912–1913. . . . . . . . . . . . 251,111 1,173 231 4.67 º include enginemen, firemen, motormen, conductors, brakemen, rear flagmen, train baggagemen and train p0rters on trains. º (2)Computed. 8 THE OCCUPATION HAZARD OF LOCOMOTIVE FIREMEN The returns of the Commission do not give the data for locomotive firemen separately. The preceding table is given to show the high death rate from accidents of the general class to which the firemen belong. * Accident Rates Compiled by the United States Employers Liability Commission. The report of the United States Commission on Employers' Liability and Workmen's Compen- sation contains a study of accidents to railway employes covering the three years, 1908 to 1910; the returns were secured by the voluntary co-operation of the railroads, but include only selected roads where it is probable that the accident rate was lower than the average for the whole country. The following table shows the results of this study for the two occupations of locomotive fireman and engineer. FATAL ACCIDENTS TO LOCOMOTIVE FIREMEN AND ENGINEERS, 1908–1910, AS REPORTED BY THE UNITED STATES EMPLOYERS LIABILITY AND WORKMEN'S COMPENSATION COMMISSION. Source: Report of the Employers' Liability and Workmen's Compensation Commission, Wol. 1, pages 147–148. LOCOMOTIVE FIREMEN. Number of Number of Deaths per 1,000 0ccupation. EmployeS. Deaths. EmployeS. Passenger . . . . . . . . . . . . . . . . . . . 23,652 97 º 4.10 Freight . . . . . . . . . . . . . . . . . . . . . 61,601 291 4.72 Yard . . . . . . . . . . . . . . . . . . . . . . . . 27,837 53 1.90 Mixed . . . . . . . . . . . . . . . . . . . . . . ,52 20 4.42 Total . . . . . . . . . . . . . . . . . . . 117,610 461 3.92 L000MOTIVE ENGINEERS. Passenger . . . . . . . . . . . . . . . . . . . 23,425 130 5.55 Freight . . . . . . . . . . . . . . . . . . . . . 55,717 231 4.15 Yard . . . . . . . . . . . . . . . . . . . . . . . . 25,876 43 1.66 Mixed . . . . . . . . . . . . . . . . . . . . . . 4,341 18 4.15 Total . . . . . . . . . . . . . . . . . . . 109,359 422 3.86 The greater risk to the fireman is connected with freight traffic, while to the engineer the higher risk comes from passenger traffic. Fatal Accidents in the Brotherhood of Locomotive Firemen. The membership state- ment of the Brotherhood of Locomotive Firemen and Enginemen does not report the num- ber of firemen, enginemen, hostlers, etc., separately. For the total membership, the number of deaths caused by railroad accidents is as follows: DEATHS OF MEMBERS OF THE BROTHERHOOD OF LOCOMOTIVE FIREMEN AND ENGINEMEN, 1904–1912, BY - ACCIDENT OR OTHER CAUSES. Source: Eastern Concerted Wage Movement, pp. 276-279. Number and Cause of Death Number of Railroad Year. MemberS. Accidents. DiseaseS. All 0ther. Total. 1904. ............ 54,434 236 182 35 453 1905. . . . . . . . . . . . . 55,287 260 203 33 496 1906. . . . . . . . . . . . . 58,849 234 196 31 461 1907. . . . . . . . . . . . . 62.91 287 260 34 581 1908. . . . . . . . . . . . . 66.408 195 199 42 436 1909............. 65,315 182 195 34 411 1910. . . . . . . . . . . . . 73,469 263 227 29 519 1911. . . . . . . . . . . . . 79.942 214 250 58 522 1912. . . . . . . . . . . . . 85.292 253 251 54 558 The Medico-Actuarial Investigation. In the medico-actuarial mortality investigation, the death rate from accident is mentioned in the introductory text of Volume 3, but no tabulation is given. The text of the report shows that the mortality of locomotive firemen THE OCCUPATION HAZARD OF LOCOMOTIVE FIREMEN 9 from accident is the highest of all the occupations cited in the study, being “nine times the normal” (page 19). The next highest rate given is for locomotive engineers with “eight times the normal.” In other occupations with high mortality rates, the accident mor- tality was distinctly lower than that for locomotive firemen; thus for underground mining other than coal mines, the fatal accident rate was “seven times the standard”; for anthra- cite coal miners six times, and for bituminous coal miners more than five times the standard; for structural iron workers, including housesmiths and bridge builders, the death rate from accident was six times the normal. Ratings of the International Association of Accident Underwriters. The attitude of the accident insurance companies towards the occupation of locomotive fireman is significant as showing the estimate of students of occupation risks from a commercial standpoint. Instead of using the estimates of individual companies, a general estimate made by the officials of the leading companies through their organization will be sufficient for present purposes. The International Association of Accident Underwriters has issued a “Classifi- cation of Occupations for Accident and Health Insurance” (New York, 1912, The Spectator Company), in which the occupations which are accepted for accident insurance are rated in nine classes; the first class being the least dangerous and the ninth class the most dangerous. It should be stated, however, that class nine includes only non-insurable risks, and that class 8, the “Perilous” class, has practically no risks quoted in it except certain rolling mill employes; in fact, the edition of February 1, 1912, has only one reference to class 8. As a matter of fact, therefore, the standard list contains only seven classes of risks. It is signifi- cant that this seventh class, officially designated as “Extra Hazardous,” is the one in which locomotive firemen are rated. The standard classification shows that the occupation of loco- motive fireman is practically the most hazardous that the companies will accept for accident insurance. This estimate of the fireman's risk is expressed concretely by the restriction on the amount of insurance allowed and by the premium rate charged. For safe risks, such as that of a general officer of a railroad, $10,000 is the limit of an accident policy; for locomotive firemen and other extra hazardous employments, as for instance, bridge builders, structural iron workers, and powder mill employes, $1,000 is the highest policy permissible. The following table shows standard rates of the International Association of Accident Underwriters: COST OF AN ACCIDENT INSURANCE POLICY (MAXIMUM AMOUNT BEING $1,000) FOR LOCOMOTIVE FIREMEN AND OTHER EXTRA HAZARD0US 000UPATIONS, AS COMPUTED BY THE INTERNATIONAL ASSOCIATION OF ACCIDENT UNDERWRITERS ON FEBRUARY 1, 1912. Annual Premiums for Amount Payable for Bridge Builders, Death Weekly Indemnity Locomotive Structural Powder Mill Firemen Iron Workers Employes $1,000 $10 35 34 40 Briefly stated, the fireman must pay a rate slightly higher than that for an occupation as hazardous as bridge builder or structural iron worker, and somewhat lower than the rate for a powder mill employe. The accident underwriter rates the hazard of the bridge builder, or structural iron worker at 34, of the locomotive fireman at 35 and of the powder mill employe at 40. 4. RISK OF BODILY INJURY. It is the experience of the German workmen's insurance system that the great number of physical injuries which disable workmen temporarily cause more economic loss to the group of employes than the deaths. In the case of locomotive firemen, the muscular strain of his occupation, combined with the conditions under which he performs his work, makes this occupation unusually prolific of injuries to various parts of the body. The general group of train employes has the following rate for physical injuries: 10 THE OccupATION HAZARD OF LOCOMOTIVE FIREMEN INJURIES T0 RAILROAD TRAINMEN,0) 1911–1913. Table Showing Number of Trainmen in Service on June 30, 1911–1913, and the Number Employed for One Injured (E. C. C. Accident Bulletins 40, 44 and 48). Number Em— Injuries Number Number ployed for per 1,000 Year. Employed. Injured. One Injured. Employes.(2) 1910–11.............. 235,841 29,306 8.0 124.3 1911–12. . . . . . . . . . . . . . 245,653 30,592 8.0 124.5 1912–13. . . . . . . . . . . . . . 251,111 34,183 7.3 136.1 That the risk of injury to which train employes are subjected is extremely high is obvious from the above rate. No separate figures for firemen are given. The most recent study of bodily injury of railway employes is that of the United States Workmen's Compensation Commission which covered the three years 1908, 1909 and 1910. The information represents the experience of companies operating approximately one-half of the total railway mileage of the United States and employing nearly 57 per cent of all railway employes, excluding officers. The following table shows the data for loco- motive firemen and engineers: NUMBER OF INJURIES TO LOCOMOTIVE FIREMEN AND ENGINEERS, 1908–1910 Source: Report of United States Employers' Liability and Workmen's Compensation Commission, Vol. I, page 148 LOCOMOTIVE FIREMEN. Permanent Permanent Temporary Number of Total Partial Disability 0CCupation. EmployeS. Disability. Disability. (Over 2 Weeks). Passenger . . . . . . . . . . 23,652 2 30 1,183 Freight ... . . . . . . . . . 61,601 12 126 4,582 Yard . . . . . . . . . . . . . . . 27,837 4 30 926 Mixed . . . . . . . . .* - - - - 4,520 1 7 152 Total . . . . . . . . . . 117,610 19 193 6,843 LOCOMOTIVE ENGINEERS. Passenger tº e º e e º te e º e 23,425 6 24 807 Freight ... . . . . . . . . . 55,717 10 62 2,664 Yard . . . . . . . . . . . . . . . 25,876 ‘ 5 32 717 Mixed . . . . . . . . . . . . . . 4,341 g & 3 95 Total . . . . . . . . . . 109,359 21 121 4,283 RATE OF INJURY TO LOCOMOTIVE FIREMEN AND ENGINEERS, 1908-1910. L000MOTIVE FIREMEN. Rate Per 1,000 Employes Permanent Permanent Temporary Number of Total Partial Disability 0CCupation. Employes. Disability. Disability. (Over 2 Weeks). Passenger . . . . . . . . . . 23,652 0.08 1.27 50.02 Freight . . . . . . . . . . . 61,601 .19 2.05 74.35 Yard . . . . . . . . . . . . . . 27,837 .14 1.08 33.27 Mixed . . . . . . . . . . . . . 4,520 .22 1.55 33.63 Total . . . . . . . . . . 117,610 .16 1.64 58.18 LOCOMOTIVE ENGINEERS. PāSSenger . . . . . . . . . . 23,425 .25 1.02 34.45 Freight . . . . . . . . . . . 55,717 .18 1.11 47.81 Yard . . . . . . . . . . . . . . 25,876 .19 1.24 27.71 Mixed . . . . . . . . . . . . . 3. gº e .69 21.88 Total . . . . . . . . . . 109,359 .19 1.11 39.16 (i) “Trainmen” include enginemen, firemen, motormen, conductors, brakemen, rear flagmen, train baggagemen and train porters on trains. * * (2) Computed. THE OCCUPATION HAZARD OF LOCOMOTIVE FIREMEN 11 The data contained in the preceding tables were furnished by the railroad companies and it is probable that the returns were not complete; they do show, however, a high rate of permanent disablements, both total and partial, for the firemen and engineers, especially in view of the fact that the roads reporting include the best managed and safest lines of the country. Nature of Injuries Sustained. Among railway employes one of the most frequent and serious causes of injury and loss of time is the spraining of joints and muscles. A special study on this subject by Dr. Sneve, Chief Surgeon of the Chicago Great Western Railway, explains that of the accidents reported on his road, sprains and strains of joints and muscles made up 14.45 per cent of the total. Dr. Sneve says (p. 47) “six years of experi- ence in railroad work leads me to believe that these are precisely the injuries which lay up the employes the greatest length of time.” Dr. Sneve then gives statistics of these injuries reported on his road in the year 1899:0 SPRAINS AND STRAINS TO MUSCLES AND JOINTS OF EMPLOYES OF CHICAGO, GREAT WESTERN RAILROAD, 1899. Firemen. . Character of Injury. No. Cause of Injury. No. Thumb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Falling down............................ 17 Wrist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Shaking grates . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Lumbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Collision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Shoulder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Muscular exertion. . . . . . . . . . . . . . . . . . . . . . . . 3 Foot and ankle. . . . . . . . . . . . . . . . . . . . . . . . . . 2 Knee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Hip and thigh. . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Forearm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 1 Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 24 Brakemen. Character of Injury. No. Cause of Injury. & No. Shoulder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Arm twisted. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Knee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Muscular exertion. . . . . . . . . . . . . . . . . . . . . . . . 1 Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Falling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T Elbow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Turning foot . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Foot and ankle. . . . . . . . . . . . . . . . . . . . . . . . . . 5 Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Lumbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Collision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 14 Engineers. Character of Injury. No. Cause of Injury. N0. Lumbar . . . . . . . . . . . . . . . . . . . . . . . . . . . ... .. 5 Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Wrists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Wreck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Leg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Falls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Elbow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Arm caught. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Thumb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Collision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Tank tipped. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 - 10 Section Hands. Character of Injury. No. Cause of Injury. No. Inguinal region. . . . . . . . . . . . . . . . . . . . . . . . . . 1 Struck Stove. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Foot and ankle. . . . . . . . . . . . . . . . . . . . . . . . . . 2 Falls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Abdominal muscles. . . . . . . . . . . . . . . . . . . . . . . 1 Collision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Wrists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Turned foot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Knee tº e º 'º º e g º e º $ tº s tº gº tº e s tº tº $ tº tº $ tº $ tº & e º $ tº $ tº 1 Lifting tº ſº tº e º g º e º e º ºs e º 'º e º ºs e s tº e s tº e º º e º e º º is 2 Neck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 10 Miscellaneous. Character of Injury. No. Cause of Injury. No Ilêe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 allS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Wrist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Muscular exertion . . . . . . . . . . . . . . . . . . . . . . . 2 Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Scuffling . . . . . . . . tº ºs e º ſº tº tº tº dº º º e º º 'º e º sº e º 'º e º tº 1 Ankle and foot . . . . . . . . . . . . . . . . . . . . . . . . . 13 Caught foot ........ º gº º ºs e is e e s m e º is a sº a ºn e s tº º 4 Lumbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Lifting . . . . . ſº e º 'º dº e º 'º tº e s tº tº e s tº º ºs e º 'º gº is tº º e s at 2 Leg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 . Turning foot . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Finger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 32 Dr. Sneve's comment on this table is as follows: “It will be seen from the table that, as far as occupation is concerned, the greatest number injured, strangely enough, were firemen . . . . . . (DAmerican Acadcmy of Railway Surgeons, 1900, pp. 45–46. 12 THE OCCUPATION HAZARD OF LOCOMOTIVE FIREMEN “We would have expected a priori that the number of sprains would have been greatest in the brakemen, who are continually climbing over cars and running back- ward and forward along the train, but the number of these so injured was only 14. Next were engineers and section hands, . . . . “It appears that engineers hurt their backs, brakemen their ankles, while the firemen sprain backs, wrists and shoulders indifferently.” To sum up this statement, the testimony of an experienced chief railway surgeon is to the effect that, of the injuries which he believes disable railroad men the greatest length of time, locomotive firemen are injured more than the other railroad employes, and that the nature of their occupation exposes practically all parts of the body to such injury. Firemen’s Injuries Reported in Illinois. The 1910 law of the State of Illinois requires the employer to report to the State Bureau of Labor all cases of accidents causing dis- The following table is a list of such injuries which ability for more than thirty days. were reported for locomotive firemen to the State bureau during the year 1911: NON-FATAL ACCIDENTS TO LOCOMOTIVE FIREMEN ON STEAM RAILROADS IN ILLINOIS, 1911. Name of Date of Railroad Injury C. and A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mar. 28 C. B. & Q. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Feb. 24 C. B. & Q. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Feb. 26 C. B. & Q. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 6 C. B. & Q. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 15 C. B. & Q. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 9 C. B. & Q. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 21 C. B. & Q. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sep. 19 C. B. & Q. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oct. 17 C. B. & Q. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nov. 13 C. & E. Ill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Feb. 9 C. & S. Ill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 12 C. & B. Ill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 27 C. & E. Ill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . July 21 C. & B. Ill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0ct. 11 C. & E. Ill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nov. 15 C. & E. Ill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nov. 17 C. G. W. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Feb. 2 C. G. W. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 22 Ch. Jet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aug. 4 Ch. Jet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aug. 22 C. & N. W. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jan. 19 C. & N. W. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...May 3 C. R. I. & P. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Apr. 8 C. R. I. & P. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 6 C. R. I. & P. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oct. 1 C. R. I. & P. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dec. 15 E. J. & E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .June 9 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Feb. 10 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Feb. 10 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mar. 16 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 5 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 8 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 10 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 21 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 15 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . July 22 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ()ct. 13 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oct. 18 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nov. 4 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nov. 16 Ill. Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nov. 29 Ill Cent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dec. 28 L. S. & M. S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jan. 23 M. and 0... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Apr. 2 M. and 0. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aug. 10 M. and 0. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dec. 13 St. L. I. M. & S. ......................... Feb. 20 St. L. I. M. & S. ..........................June St. L. I. M. & S. . . . . . . . . . . . . . . . . . . . . . . . . . Nov. 28 St. L. Br. Term’l........................... Dec. 3 St. L. Troy & E............................ Sep. 25 S. R. Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .June 17 T. P. & W. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Apr. 8 Vandalia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Apr. 9 GD Permanent. Duration of Disability Character and Cause of Injury (Days) Foot amputated, run over by car.................. () Wrist broken, fell into pit. . . . . . . . . . . . . . . . . . . . . . . . 42 Arm broken, fell over hydrant....................... 120 Arm broken, fell from engine. . . . . . . . . . . . . . . . . . . . . . 90 Head injured, engine derailed . . . . . . . . . . . . . . . . . . . . 61 Ankle injured, falling iron. . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Back injured, collision . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Arm broken, fell off engine........................ 33 Arm broken, engine and car. . . . . . . . . . . . . . . . . . . . . . . . 51 Arm broken, caught in engine wheel. . . . . . . . . . . . . . . . 74 Finger injured, shaker bar and can rack. . . . . . . . . . . . 37 B00y burned, gas explosion. . . . . . . . . . . . . . . . . . . . . . . . . 46 Leg injured, fell from stool........................ 31 Body injured, getting off engine. . . . . . . . . . . . . . . . . . . . . 35 Head injured, struck by car. . . . . . . . . . . . . . . . . . . . . . . . 30 Leg injured, fell into pit. . . . . . . . . . . . . . . . . . . . . . . . . . 33 Leg burned, hot Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Head injured, fell off engine. . . . . . . . . . . . . . . . . . . . . . . . 30 Wrist broken, fell off engine. . . . . . . . . . . . . . . . . . . . . . 90 Eye destroyed, struck by crane lever . . . . . . . . . . . . . . 38 Collar bone broken, fell from engine. . . . . . . . . . . . . . . . 50 Arm broken, flying iron . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 Leg injured, struck tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Ankle sprained, getting off engine. . . . . . . . . . . . . . . . . . 47 Leg amputated, run over by train. . . . . . . . . . . . . . . . . 150 Ankles sprained, fell on coal. . . . . . . . . . . . . . . . . . . . . . 120 Ribs broken, fell into pit. . . . . . . . . . . . . . . . . . . . . . . . . . 31 Knee injured, jumped from engine. . . . . . . . . . . . . . . . . . 75 Foot broken, jumped from engine. . . . . . . . . . . . . . . . . . . . 120 Head injured, engine and car. . . . . . . . . . . . . . . . . . . . . . 90 Hand injured, lever and box. . . . . . . . . . . . . . . . . . . . . . . . 32 Nose broken, jumped from engine. . . . . . . . . . . . . . . . . . . . 60 Ribs broken, fell against door opener. . . . . . . . . . . . . . 36 Leg broken, fell from engine. . . . . . . . . . . . . . . . . . . . . . . . 90 Rib broken, falling bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Ankle sprained, jumped from engine. . . . . . . . . . . . . . . . 49 Back injured, fell from engine. . . . . . . . . . . . . . . . . . . . . . 30 ... Finger Smashed, car and barrel. . . . . . . . . . . . . . . . . . . . 42 Back injured, fell on engine deck. . . . . . . . . . . . . . . . . . 31 Head injured, engine and car........................ 30 Head cut, engine and car. . . . . . . . . . . . . . . . . . . . . . . . . . 31 Head injured, engine and signal staff. . . . . . . . . . . . . . . . 44 Leg broken, fell from engine. . . . . . . . . . . . . . . . . . . . . . . . (2) Collar bone broken, car and engine. . . . . . . . . . . . . . . . . 102 Body injured, fell from car. . . . . . . . . . . . . . . . . . . . . . . . 36 Foot injured, falling coal. . . . . . . . . . . . . . . . . . . . . . . . 32 Arm broken, fell from engine . . . . . . . . . . . . . . . . . . . . . . 42 Back injured, falling coal. . . . . . . . . . . . . . . . . . . . . . . . 33 Ankle broken, collision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 Leg burned, hot Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Shoulder injured, fell from tank. . . . . . . . . . . . . . . . . . . 36 Collar bone broken, fell from engine. . . . . . . . . . . . . . . . 60 Leg amputated, run over by car'. . . . . . . . . . . . . . . . . . . . (D Body injured, engine derailed........ . . . . . . . . . . . . . . . 35 Body injured, collision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Eye injured, flying coal. . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 and finally all other occupations. (2) Over 30 days. THE OCCUPATION HAZARD OF LOCOMOTIVE FIREMEN 13 Because the above table includes only injuries causing disability for more than 30 days, the number included is relatively small. Of the 56 accidents here listed, the number of days lost is given for 53 cases and amounted to 3,031 days, or an average of 57.4 days per injury. The table indicates the general hazard of the occupation by the uniform manner in which the injuries affected the different parts of the body; head injuries number 10, trunk injuries 16, arm injuries 12, and leg injuries 18. Bone fractures number 23, or over 40 per cent of the total. In most industries, the risk of injuries is usually limited to one part of the body and it is possible to provide safety appliances to prevent accidents. The fireman's occupation, however, exposes his whole body and there seems to be practically no means of protecting him against the inherent hazard of his employment. 5. 000UPATIONAL DISEASES. The diseases connected with the occupation of locomotive fireman are of the same kind as occur in other occupations, but affect firemen in a greater degree than other employes because of the conditions connected with the firemen's work. Special classes of diseases peculiar to certain occupations, such as miners' asthma, or metal poisoning (lead, arsenic, etc.), do not occur in the case of firemen. The experience of the mutual insurance organization of the Brotherhood of Locomo- tive Firemen and Enginemen is practically, the only source of information on this subject available at the present time. A table compiled by this organization gives a comparison of its experience with that of two large fraternal insurance societies; this table is as follows: MORTALITY EXPERIENCE OF BROTHERHOOD OF LOCOMOTIVE FIREMEN, MODERN WOODMEN OF AMERICA, AND WOODMEN OF THE WORLD, BY SELECTED CAUSES. Source: Eastern Concerted Wage Movement, page 332. Modern Woodmen of JBrotherhood of Locomotive Woodmen of the America Firemen and Enginemen World Number of Members Number of Members Number of Members Exposed to Risk in 27 Years | Exposed to Risk in 31 Years | Exposed to Risk in 20 Years CAUSE OF DEATH OR DISABILITY Was 10,238,726 Was 1,125,608 Was 3,803,740 & Rate per Rate per Rate per Number y Per Ct. Number | 1,000 | Per Ct. Number | 1,000 Per Ct. of Claim | Memb’s of LOSS of Claim | Memb’s of LOSS of Claim | Members of LOSS Exposed Exposed Exposed Typhoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,108 || 0.4012 7.64 T35 ,653 6.95 2,673 0.7024 8.55 Tuberculosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,907 .77225 14.71 1,012 .899 9,58 4,277 1.1239 13.69 General disease, including cancer.................. 4,680 4570 8.70 194 .1723 1.83 2,334 .6134 7.79 Heart disease and other circulatory disease. . . . . . . 7,16 6995 13.32 461 .4095 4.36 2,426 .6375 T.76 Bright’s disease and other genito—urinary disease. 3,405 33255 6.33 339 .3010 3.20 2,307 .6062 7.38 0ther Zymotic disease ........ . . . . . . . . . . . . . . . . . . 1,993 .19465 3.71 436 .3873 4.12 1,519 .3992 4.86 Pneumonia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,912 .4797 9.14 394 .3499 3.73 3,582 .9413 11.43 0ther respiratory disease. . . . . . . . . . . . . . . . . . . . . . . . . 918 .08965 1.71 53 .0470 .50 620 .1629 1.98 Digestive disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,989 .4872 9.28 416 | .3694 3.93 2,923 .7681 9.35 Nervous disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,177 .40795 7.77 625 5552 5.91 2,126 .5587 6.80 Violence, including suicide and amputation........ 8,665 .8463 16.12 5,587 || 4.9635 | 52.86 5,101 1.3415 16.32 Blindness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * tº e e º e g - * * * 163 .1448 1.54 • * * * : * * * * * - - - - Unclassified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 847 .0827 1.57 153 .1359 1.45 1,258 .3306 4.03 Total . . . . . . . . . . . . . . . . . . . . . . . e is a G O C & 3 - - & © tº º º 53,763 || 5.25065 100.00 10,568 || 9.3878 99.96 31,146 8.1857 99.94 14 THE OCCUPATION HAzARD OF LOCOMOTIVE FIREMEN The rates given in the preceding table are suggestive in certain regards. Of the three societies, the Modern Woodmen have the most favorable general rate (5.25 per 1,000 mem- bers); the rate for the Woodmen of the World is 8.1857, and for the firemen 9,3878 per 1,000 members. The firemen's rate, however, includes the extremely high rate of 4,9635 for violence, etc. Next to this rate, that for blindness is conspicuous. This high rate is in part caused by exposure to the heat and strong light of the firebox on the locomotive.Q) It is evident that loss or impairment of eyesight must be considered an occupational disease of firemen. The detailed tables prepared by the firemen's insurance organization show a surprising number of injuries to the eyes from bursting of water glasses or other gauges. The preceding table, unfortunately, provides no information as to the age grouping of the various societies. Undoubtedly the organization of the firemen, with its large proportion of young men, should have a low rate for heart disease and circulatory disease—perhaps even lower than that shown in the table. The rate for nervous diseases is high, though not higher than that of the Woodmen of the World; here again, the influence of the age grouping is probably the decisive factor. * - 6. GENERAL CONCLUSIONS. There is general agreement that the occupation of locomotive fireman is “extra haz- ardous.” Two special studies of mortality conducted by the Actuarial Society of America show that the occupation of locomotive fireman has a higher death rate than the rate for engineer, express messenger, mail clerk, passenger trainman, passenger conductor, and track supervisor. As compared with other hazardous occupations, locomotive firemen have a mortality rate which is about the same as that for anthracite miners, but is higher than the rate for potters, for stone-cutters, for structural iron workers, for bridge builders, etc. Fatal accidents cause about 50 per cent of the deaths of the members of the firemen's insurance organization. Fatal accidents occur more frequently to firemen than to any other occupation included in the Medico-Actuarial Investigation; they were, for instance, distinctly more frequent than for miners of any kind, or for structural iron workers. The standard rating of accident insurance companies groups locomotive firemen in the most dangerous class for which they usually accept insurance. The fireman seems to be more exposed to injuries like strains and sprains (which cause greater loss of time than other injuries) than any other group of railway employes. The fireman's injuries affect all parts of his body, and special protection against them seems impossible. Fractured bones are a conspicuous feature of his injuries. Loss and impairment of eyesight and liability to nervous disease are special hazards of the firemen's occupation. (D Eastern Concerted Wage Movement, pages 289 to 304, 315–320. See also Proceedings before the Board of Arbitration, 1913, pages 457–513. THE OCCUPATION HAZARD OF LocoMotive FIREMEN 15 7. LIST OF SOURCES Actuarial Society of America. Experience of thirty-four life companies upon ninety-eight special classes of risks. Comp. and pub. by the Actuarial Society of America. New York, 1903. American Academy of Railway Surgeons. Report of the 1900 annual meeting, Chicago. Board of Arbitration in the controversy between the Eastern railroads and the Brotherhood of Locomotive Firemen and Enginemen, 1913. Proceedings. Arbitration between the Eastern railroads and the Brotherhood of Locomotive Firemen and Engine- men submitted to arbitration, under the Erdman act, by agreement dated Feb. 18, 1913. At Waldorf Astoria hotel, New York, March 10-April 5, 1913. New York, 1913. In 4 volumes. Braehmer, O. Eisenbahnhygiene, von Dr. Otto Brämer. 2 Aufl. Unter Mitwir- kung der Herren Geheimen Bauräte Bathmann und Bork in Berlin und Schumacher in Potsdam, neu bearb. von Dr. Ernst Schwechten ... Mit 28 Tafeln, einer Karte und 81 Abbildungen im Text. Jena, G. Fischer, 1904. Braun, H. Die Sterblichkeits—und Invaliditäts—verhältnisse des Locomotivper- sonals deutscher Eisenbahnen. In Zeitschrift f. d. ges. Versicherungswissenschaft, 1911, pages 429 ff. and 635 fſ. Brotherhood of Locomotive Firemen and Enginemen. International president. Eastern concerted wage movement, 1912-1913. Supplemental report of the International president, Brotherhood of Locomotive Firemen and Enginemen, for three months ending March 31, 1913. n.p. 1913. Classification of Occupations for accident and health insurance. As approved by International Association of Accident Underwriters. Rev. and cor. to February 1, 1912. New York, 1912. Crum, F. S. Accidents to railroad employees in New Jersey, 1888 to 1907. In Bulletin of U. S. Bureau of Labor, No. 84. Hayes, D. A. Length of the trade life in the glass bottle industry. In Annals of the American Academy of Political and Social Science, May, 1906. Hoffman, F. L. Industrial accidents and trade diseases in the United States. In Transactions of the fifteenth International Congress on Hygiene and Demography, vol. 1, pages 763 ff. Hoffman, F. L. Physical and Medical Aspects of Labor and Industry. In Annals of the American Academy of Political and Social Science, May, 1906. Hunter, A. Mortality among Insured Lives engaged in certain Occupations involving additional hazard, such as liquor dealers, railroad men, miners, policemen and electricians. In Transactions of the Actuarial Society of America, May, 1907 (vol. X, no. 37). - Medico-Actuarial Mortality Investigation. Comp. and pub. by the Association of Life Insurance Medical Directors and the Actuarial Society of America. New York, 1912–13. In 4 volumes. Volume III is entitled “Effect of Occupation on Mortality.” New York Life Insurance Co. Treatment of applicants engaged in occupations which involve some additional hazard. Form 1519. May, 1912 (pamphlet, 12pp.) 16 THE OCCUPATION HAZARD OF LOCOMOTIVE FIREMEN O’Connell, J. The Manhood tribute to the modern machine: influences determin- ing the length of the trade life among machinists. In Annals of the American Academy of Political and Social Science, May, 1906. Oliver, Sir Thomas. Dangerous trades: the historical, social, and legal aspects of industrial occupations as affecting health, by a number of experts; ed. by Thomas Oliver. London, J. Murray, 1902. Overlock, M. G. The working people; their health and how to protect it, by M. G. Overlock. Worcester, Mass., The Blanchard Press, 1910. Prinzing, F. Handbuch der medizinischen Statistik. Von dr. med. Friedrich Prinzing. Jena, G. Fischer, 1906. Prudential Insurance Company of America, Newark, N. J. Exhibits of the Prudential Insurance Company of America, International Congress on Hygiene and Demography, Washington, D. C., September, 1912. Newark Prudential Press, 1912. General mortality data of particular occupations. Risser —. Establissement d'une table provisoire de mortalité des ouvriers mineurs dans les mines de combustibles minéraux et dans les autres mines (France). In Bulletin trimestriel de l’Institut des Actuaires Français, No. 95. U. S. Bureau of the Census. Thirteenth Census, 1910. Population, vol. IV, Occu- pation Statistics. U. S. Bureau of the Census. Mortality statistics, 1909. Tenth annual report with revised rates for the intercensal years 1901 to 1909, based upon the census of 1910. Washington, 1912. U. S. Bureau of Labor. Workmen’s insurance and benefit funds in the United States. Washington, Govt. print. off., 1909. (Annual report of the commissioner of labor, 23d, 1908.) Issued also in the Congressional series, No. 5494, as House DOC. 1565, 60th Cong., 2d SeSS. U. S. Employers' Liability and Workmen's Compensation Commission. Message of the President of the U. S. transmitting the report of the Employers' Liability and Workmen’s Compensation Commission, together with the hearings held before the commission. Washington, Govt. print. off., 1912. Westergaard, H. Die Lehre von der Mortalität und Morbilität. Anthropologisch- statistische Untersuchungen, von Harald Westergaard. 2. vollständig umgearb. Aufl. Jena, G. Fischer, 1901. Zeitschrift für die gesamte Versicherungs-wissenschaft; hrsg. vom Deutschen Verein für Versicherungs-wissenschaft. Berlin, E. S. Mittler und Sohn. Hazard Connected with the Vocation of Locomotive Firemen and Engineers Prepared Under Supervision of W. B. CORY Exhibit Number Presented by Witness W. B. CORY Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Composition and Makeup by Superior Typesetting Co., Chicago, Ill. <>ve Hazard Connected with the Vocation of Locomotive Firemen and Engineers Exhibit Number Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Composition and Makeup by Superior Typesetting Co., Chicago, Ill CONTENTS PAGE *pplicants Rejected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Annual Mortuary Experience . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Bibliography—Light and Heat on Eyesight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Bibliography—Cause of Heart, Kidney and Vascular Disease. . . . . . . . . . . . . . . . . . . . . . . . . 27 Disability Claims Paid on Account of Loss of Eyesight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Disabilities From All Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 2eaths From All Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Deaths, Disabilities and Rejections. . . . . . . . . . . . . . . . . ................................. 53 Summary—B. of L. F. & E. Mortality Experience. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Hazard Connected with the Vocation of Locomotive Firemen and Engineersø The purpose of this statement is to show the extreme hazard surrounding the vocation of locomotive firemen and engineers; the predisposition of the fireman to certain diseases by reason of his craft, and to show that during the past decade, the environment of the fireman has become such that his hazard and predisposition to disease has been very greatly augmented. . To this end certain tables, based upon the mortuary experience of the Brotherhood, have been prepared and are herewith submitted. The Medical Literature and Text Books have been searched, and quotations therefrom, here with appended, are intended to establish the fact that the nature and environment of engine service, and particu- larly firing locomotives, has an important place in the causation of Heart Disease, Vascular Disease, Renal Disease, Nervous Disease and Blindness among firemen, and is a predisposing cause to greater liability to Zymotic Disease, as is shown by the high rate for the above diseases in the experience tables of the Brotherhood of Loco- motive Firemen and Enginemen. Particular attention is called to the effect of intense light and heat upon eyesight. G) Prepared by Dr. W. B. Cory, General Medical Examiner of the Brotherhood of Locomotive Firemen and Enginemen, jº: a careful study of the mortality and disability experience of the Brotherhood of Locomotive Firemen and Engliſleſnell. - 2 HAZARD CONNECTED WITH FIREMAN’s VOCATION. BIBLIOGRAPHY ON THE EFFECT OF LIGHT AND HEAT UPON * EYESIGHT. The following pages show the bibliography and text book reference covering the effect of light and heat upon the eye. They also show articles by W. Halburton McMullen and J. Herbert Parsons treating on the same subject. Bibliography. Brobst, “Peoria Medical Journal,” pp. 168-170, 1896. “Classification of Eye-burns.” McCallum, “Canadian Journal of Medicine & Surgery,” Vol. 27, pp. 21-29, 1910. “Artificial Light and Its Effect Upon the Eye.” Robinson, “Ophthalmic Records,” Vol. 19, pp. 165-173, Chicago, 1910. “Cataract Resulting from Electric Shock, with Brief Review of Literature and Report of Three Cases.” Parsons, “Journal American Medical Association,” Dec. 10, 1910. “Some Effects of Bright Light on the Eyes.”G) Andrews, “Journal of Ophthalmology & Otolaryngology,” March, 1910. “Effect of Headlight on Engineers’ Vision.” “Fortschritte der Medizin,” Leipsic, 1909. “Injuries of Eye by Light.” McMullen, “London Ophthalmic Review,” Vol. 29, 1910. “The Injurious Effects of Light on the Eye.”3) Gould, “Dietetic & Hygienic Gazette,” Vol. 24, pp. 395-399, New York, 1910. “The Eyes and Their Proper Light.” - Gidney, “Archives of Ophthalmology,” Vol. 37. “Cataract in Bottle-makers.” Hess, C., “Archives of Ophthalmology,” Vol. 37. “Ultra-Violet Light and the Lens.” Parker, “Proceedings Society Experimental Biology and Medicine,” Vol. 9, New York, 1911-1912. “Intermittent and Continuous Lights of Equal Intensity as Stimuli.” Holden, W. A., “Medical Review of Reviews,” Vol. 18, pp. 384-389, New York, 1912. “Occupational Diseases of the Eye.” Martin, E. K., “Proceedings Royal Society,” Series B, Vol. 85, pp. 319-330, London, 1912. “The Effects of Ultra-Violet Rays Upon the Eye.” Stevenson, M. D., “Journal American Medical Association,” Vol. 59, pp. 2048-2051, 1912. “Occupational Eye Diseases and Accidents.” Posey, W. C., “Pennsylvania Medical Journal,” Vol. 16, 1912-1913. “The Effect of Artificial Light Upon the Eye.” Crampton, G. S., “Transactions College of Physicians,” 3s, Vol. 35, pp. 454, Phila- delphia. “The Mercury Vapor Lamp and the Effect of Ultra-Violet Rays on the Eye.” (D See page 17. (2) See page 11. EFFECT OF LIGHT AND HEAT UPON EYESIGHT. Burdon, C. J., “Ophthalmic Review,” Vol. 13, pp. 129-140, London, 1914. “Pathology of Cataract.” * Parsons, H., “British Medical Journal,” Vol. 2, p. 1537, London, 1913. “Glass-workers' Cataract.” Shorney, H. T., “Australian Medical Gazette,” Vol. 31, p. 654, Sydney, 1912. “Snow Blindness in the Australian Alps.” Text-Books. Weeks, J. E., “A Treatise on Diseases of the Eye,” p. 588, 1910. “Glass-blowers who are exposed to intense heat and light, develop cataract more often and at an earlier age than do those who are not exposed. Meyhofer examined 506 glass-blowers and found opacities in the lenses of fifty-nine, forty-two of whom were under 40 years of age. The left eye was nearer the furnace and suffered more often. This form of cataract begins at the posterior pole of the eye at the sight of the posterior nodal point. Robinson is of the opinion that the cataract begins at this point because the principal rays of the various cones of rays cross here and subject this part of the lens to the greatest amount of heat and light.” Snell, S., “An Inquiry Into the Alleged Frequency of Cataract in Bottle-Makers.” “German writers frequently assert cataract is very common among bottle- makers. This undue frequency has been connected with the great heat which bottle-makers have to face and the profuse sweating which it causes.” Theobald, Samuel, “Prevalent Diseases of the Eye,” pp. 353-354. “Retinitis resulting from undue exposure of the eyes to the direct rays of the sun oftenest brought on by observing an eclipse of the sun without proper protection of the eyes, and to intense electric light as in electric weld- ing, usually manifests itself in the region of the macula, where at first oedema, and later pigmentary changes, are observable with the ophthal- moscope. The visual disturbance is characterized at the outset by a per- sistent after-image and this is followed by a decided, usually small, cen- tral scotoma, which may be attended by subjective sensations of light. From the action of the electric light, in addition to the retinitis, consid- erable ciliary irritation and conjunctivitis sometimes result, an effect, it would seem, of the ultra-violet rays, comparable to that which is produced by the too prolonged action of the X-rays, or by the emanations of radium. The symptoms commonly disappear slowly, and the eyes ulti- mately resume their normal state; but exceptionally the outcome is not so favorable, and a more or less pronounced impairment of central vision remains.” Norris, Wm. F., “Norris and Oliver, System of Diseases of the Eye,” Vol. 4, pp. 317–318. “The examination of a considerable number of cases of men who were con- stantly exposed to intense radiant heat (puddlers, Stokers, glass-blowers, etc.) has convinced the author that such exposure, if long continued, does result in a disturbance of nutrition of the eye. The ophthalmoscope shows that in men long pursuing such trades the head of the optic nerve is markedly over capillary and that the reflex from the choroid is of a far more intense red than usual. The retinal epithelium is disturbed and appears woolly and granular, and in a large proportion of such cases we find greater or less opacities of the lens. . . . Von Anmon, studying eyes-of people burned to death in an accident on the Versailles 4 HAZARD CONNECTED WITH FIREMAN’s VOCATION. Railway found slight wrinkling of the upper part of the cornea and sclera. Retina was detached, the vitreous shrunken, resembling in parts coagulated albumin; the capsule of the lens was white and thickened, and the lens substance itself was white, opaque and in places adherent to the capsule.” Ball, J. M., “Modern Ophthalmology,” pp. 514-515, 1913. “Conjunctivitis, keratitis and retinitis may be produced by exposure to ex- cessive light, either from looking at the sun (solar retinitis), from reflection from the snow (snow blindness), from the injurious effect of electric light (electric ophthalmia), or from a flash of lightning. Radium emana- tions may cause retinitis and atrophy of the globe; and X-ray exposures may produce changes in the optic nerve and retina.” Adams, P. H., “Pathology of the Eye,” p. 107. “Eclipse Blindness—This condition is most frequently seen after the occur- rence of an eclipse of the sun. The patient has followed it without using a sufficiently smoked glass, but it has also been described after gazing at brilliant electric light, as in electric welding; also from sun light re- flected from snow.” De Schweinitz, G. E., “Diseases of the Eye,” p. 534, Seventh Edition. “Cataract is especially frequent among glass-blowers and is attributed to the effect of the radiated heat and excessive perspiration. In bottle-makers’ cataract the lesions often consist of a dense, well-defined disc or opacity, in the center of the posterior cortex, surrounded by smaller opacities. It is not improbable that investigations would show the same liability to cataract in puddlers and others exposed to intense heat.” Ibid, p. 620. Retinal Changes from the Effects of Sunlight (Solar Retinitis) and Electric Light (Electric Retinitis). “It has been experimentally proved that retinal changes can be produced in animals’ eyes by concentration upon them of the rays of the sun. Clin- ically, analogous disturbances have been found in the human retina after exposure to intense light, most frequently in those, who, with unprotected eyes, have watched an eclipse of the sun. Similar conditions are caused by intense electric light, especially among those engaged in electric welding.” Ibid, p. 677. Snow Blindness. “Prolonged exposure to powerful electric light may produce analogous symptoms (Electric Ophthalmia)—quotes article of J. H. Parsons in Journal American, 1910.” Parsons, J. H., “Diseases of the Eye,” (Pathology of the Eye, Vol. 2, p. 1131). “The action of bright sunlight and electric light upon superficial parts of the eye, due partly to heat, but more to the chemical action of the ultra-violet rays. The latter alone are effectual on the lens and retina, the aqueous humour acting as a heat screen. Light acts chiefly through the ultra- violet rays, but in this case electrolytic and mechanical effects must be taken into consideration.” º Swanzy, Sir Henry R., “Diseases of the Eye and Their Treatment,” Tenth Edition, pp. 326-327–328. “Blinding of the Retina by Direct Sunlight.—This is especially likely to occur on the occasion of solar eclipses, by observation with unprotected eyes. Immediately after the exposure, the patients complain of a dark or semi- blind spot in the center of the field of vision—a positive scotoma, in short, which may even be absolute, and which interferes with vision in propor- tion to the length of the exposure. There may also be a central defect EFFECT OF LIGHT AND HEAT UPON EYESIGHT. 5 for colors, which may extend over a large area. A peculiar oscillatory or rotary movement is frequently observed by patients in the Scotoma and is very persistent. Where cases are not severe, improvement in vision takes place, but complete recovery is not common. Hitherto no case in which vision had been reduced to less than one-third has regained good sight.” “Snow Blindness.-Exposure of the unprotected eyes for a length of time to the glare of an extensive surface of snow produces in some persons a peculiar form of ophthalmia, which may be followed by a temporary or even permanent ambylopia. Snow blindness begins with sensations of a foreign body in the eyes—photophobia, blepharospasm and lachrymation, later on chemosis, with small opacities, or ulcers of the cornea comes on. Except in rare cases the affection passes off in four days; if not, there is secondary hyperemia of retina. It is held to be the ultra-violet rays which cause snow blindness.” ‘Effects of Electric Light on the Eyes.—Two groups of symptoms are observed from the action of strong electric light on the eyes: (a) Elec- tric ophthalmia; (b) Blinding of the Retina by Electric Light. Electric ophthalmia has been chiefly seen in those employed in electric welding operations, and less frequently in electricians who use strong arc lights. The symptoms begin shortly after exposure to light, always within twenty- four hours, and are similar to those of snow blindness. Lids are swollen and red; pupils contracted. Recovery is the rule with restoration of vision, except in rare cases. Blinding of the retina by electric light is the same affection as the blinding of the retina by direct sunlight. The central scotoma may persist after an attack of electric ophthalmia, or may occur without it. The injurious action of the electric light on the eye is attributable to the chemical action of the ultra-violet rays. Widmark's experiments show that changes can be produced in the retina by the elec- tric light without any heat coagulation. These changes consist in oedema, with more or less destruction of the nervous elements of the retina— namely, the outer layers including the rods and cones, and the inner layer of nerve fibres.” Ibid, p. 265. “Glass-blowers are very liable to cataract. Whether this is due to great heat to which they are exposed, or to congestion of the blood supply of the uvea caused by the repeated act of blowing, or to some other cause, is not known.” Wurdeman, “Injuries to Eye,” p. 622. “Etiology. The influence of the sun, and intense heat and light, is injurious to sight and causes cataract. Hirschberg said there is an etiologic connec- tion between cataract formation and occupations, entailing exposure to in- tense heat. Of thirty men employed as glass-blowers, but five had reached the age of forty years, and all of them had developed glass-blowers’ cataract.” Ibid, “Injuries from Sunlight and Electric Light,” p. 43. “The action of the sun's rays and of electric light is at first a thermic change of the outer portions, later followed by chemical and atrophic changes which destroy the finer structures of the rods and cones of the retina with resultant atrophy, even to the percipient cells of the brain. These cause disturbances of function from opacities of the cornea or media, to destruc- tion of the retinal cells, the fibres of the optic nerves and tracts, and atrophy of the visual centers.” (Parsons) “London Lancet,” Jan. 22, 1910. 6 HAZARD CONNECTED WITH FIREMAN'S VOCATION. Lawson, “Diseases of the Eye,” p. 250. “Snow blindness is a temporary loss of sight from the dazzling caused by brilliant whiteness. Similar condition is produced by the glare of arti- ficial lights.” Jackson, “Diseases of the Eye,” p. 358. “There may be abnormal after-images or deficient power of recovery from the changes produced by the exposure to light, which may lead to the impairment of vision in strong light or its undue impairment in diminished light. The retina otherwise normal may so suffer from prolonged exposure to excessive light as to have its sensitiveness greatly impaired.” Jackson, “Diseases of the Eye,” p. 371. “Retinitis from excessive light occurs from keeping gaze fixed on sun without sufficient protection. Exposure to-light may be an exciting cause of chorio- retinitis, with ophthalmoscope changes and scotoma.” Fox, “A Practical Treatise on Ophthalmology,” pp. 298–300. “Ambylopia due to Direct Sunlight (Solar Retinitis) is a condition especially likely to occur on the occasion of solar eclipses by attempts to observe same with unprotected eyes. Symptoms: Immediately after exposure, the following symptoms make their appearance: A dark or semi-dark spot in the center of the field of vision; a peculiar oscillatory condition of the scotoma which tends to persist indefinitely; metamorphopsia; cen- tral color scotoma which may be of greater extent than the dark spot. An ophthalmoscopic examination reveals a translucent gray spot in the macular region, surrounded by a ring of congestion. This is probably due to coagulation of albumin of the retina with vascular reaction, diapedesis of blood corpuscles, and pigmentary disturbances.” Fox— “Ambylopia due to Electric Light (Electric Light Ophthalmia). This condition is dependent upon the intensity of the light. It has been observed that the ordinary incandescent light has no permanent blinding effect upon the eye. If the light is very strong and the individual looks at it for a long time, the same effect is produced as in the case of direct sunlight. The injurious effect of the electric arc light on the eye has been variously attributed to the chemical action of the ultra-violet rays, and the accom- panying heat rays, and to dazzling of the retina. It has been shown that there is no coagulation of albumin of the retina. There is, however, an edematous condition of the retina with more or less destruction of nerve elements. Symptoms are similar to the subjective light sensations from pressure on the eyeball, with color scotoma, pain, irritation, photo- phobia, blepharospasm, lachrymation.” Fox– “Snow Blindness.-The exposure of the unprotected eyes for several days to the glare from an extensive surface of snow produces in some persons a peculiar form of ophthalmia, which may be followed by temporary or even permanent ambylopia. The face blisters and the skin peels off just as in sunburn. Attack begins with sensation of foreign body in the eye, photophobia, blepharospasm and excessive lachrymation; later on, che- mosis, with small opacities or ulcers of the cornea, make their appear- ance. In some cases there is a form of secondary hyperemia of the retina.” EFFECT OF LIGHT AND HEAT UPON EYESIGHT. 7 Fox, “A Practical Treatise on Ophthalmology,” p. 312. “Simple retinitis may be the result of constant use of the eyes in fine work, exposure to cold, excessive light and heat, disturbed nutritive processes, etc., etc.” * Tox, “A Practical Treatise on Ophthalmology,” p. 409. “Etiology of Cataract.” “Occupation seems to exert some influence in its production, as glass-blowers and those exposed to high degrees of light and heat are affected with un- common frequency.” Fuchs, “Text Book of Ophthalmology,” p. 457. “To the action of heat is ascribed the form of cataract current in glass-blowers, who, during their work, expose their faces to the heat radiating from the molten glass.” Fuchs, “Text Book of Ophthalmology,” p. 457. “After stroke of lightning, a development of cataract is observed which is variously referred to the concussion, to the evolution of heat, and, lastly, to the chemical action of the electric spark.” - Fuchs, “Text Book of Ophthalmology,” Fourth American Edition, pp. 21-25, inclusive. “Action of Heat, Light and Electricity on the Eye.” This article deals with the physiology and pathology of the eye caused by heat, light and electricity. It is very complete, but does not detail the experimental work in this line as does the article by McMullen in the London Ophthalmic Review for 1910, Vol. 29, which article is here- with appended in detail. From Fuch's Text Book on Ophthalmology—Last Edition. The spectrum of any source of light along with the visible rays contains also those which are invisible. Adjoining the red end of the spectrum with its long wave-lengths are rays of still greater wave-length, the ultra- red or heat rays. Beyond the violet end with its short waves lie the ultra- violet rays of still shorter wave-length, which are chemically active. But visible waves of the spectrum also have both a thermic and a chemical action. When, therefore, irritation or inflammation of a tissue develops, as a result of intense radiant energy, the injurious effect may depend either on the action of light, in the narrower sense of the word, or on a thermic or a chemical action, or on all three together. This can be determined in many cases by experiment, by passing light through special filters which transmit only one variety of rays. Heat rays do, but the luminous or ultra-violet rays do not pass without hindrance through a blackened plate of rock salt. On the other hand, heat rays are absorbed by water, espe- pecially by a solution of alum. The ultra-violet rays pass through rock crystal, but are kept back even by ordinary glass and to a still greater degree by a glass that is colored red or yellow, and also by florescent substances (e. g., solution of quinine) and by certain hydrocarbons. Thus we are able to study independently of each other the action of rays of long and short wave-lengths upon the skin or on the eye. The injurious effect of great heat in causing, burns has always been known. To higher degrees of radiant heat are exposed particularly those who work by a fire, for example, workmen at steel forges. The skin protects itself HAZARD CONNECTED WITH FIREMAN’s VOCATION. against radiant heat by abundant sweating. The evaporation associated with this withdraws heat from the skin, and the same is true of the con- stantly moist surface of the eyeball, so that an injury of the superficial portions of the eye does not occur. How is it with the deeper parts? Through the refractive media of the eye, the heat rays are refracted just like light rays, and are united into a focus situated upon the retina, and they may develop there a considerable heat effect, just as we can by means of a strong lens set fire to a match held at its focus. But, to oppose this, is the fact that the media of the eye, which contains such a large amount of water, absorbs the heat rays to such an extent that they scarcely reach the retina at all. The only injury to the eye which can with proba- bility be referred to radiant heat is the form of cataract which glass- blowers acquire, and which, in fact, they get first on the left side, be- cause they commonly turn this toward the liquid glass that is radiating heat. The visible rays when they act too strongly, cause mainly, a troublesome sensation of dazzling, which produces blepharospasm, and when it is of high degree is associated with actual pain in the eye. This pain due to dazzling cannot emanate from the retina, because the latter has no sen- sory nerves. These are present only in the anterior portions of the middle coat of the eye, i.e., in the ciliary body and the iris, which are both rich in such nerves. The ciliary body itself is not impinged upon by the light nor does it undergo change of any sort when light acts upon it, and hence it is not in question. The iris, on the other hand, contracts very ener- getically whenever the light acts strongly so that the pain due to dazzling, like the pain that follows the instillation of eserine, is accounted for by the traction upon the nerves of the iris. Differing from the pain of dazzling is dazzling itself, which is appreciated as a disturbance of sight. It occurs when either too great an absolute amount of light or too much diffuse light gets into the eye. When a quantity of light which is absolutely too great falls upon the eye, the por- tions of the retina, which are impinged upon by the intense light become temporarily under-sensitive, owing to the great consumption of visual substances. Everybody knows the troublesome after-images one gets so readily in looking at a sunset, and which cause disturbance in vision for some time. From prolonged looking at the sun, or other powerful sources of light (for example, electric light) a permanent disturbance of sight may result, there remaining for all time, at a point corresponding to the spot the image of the sun was cast upon the retina, that is as a rule, at the macula lutea, an area of indistinct vision, i.e., a central scotoma, so that minute vision, such as is required in reading, is permanently im- paired. In serious cases of this kind, moreover, we find with the ophthal- moscope pigment changes in the region of , the macula lutea, proving that actual pathological alterations of tissue were set up. After every eclipse of the sun, numerous cases of this kind are observed among persons who watched the eclipse with glasses which were not sufficiently smoked. Since the refractive media of the eye unite the sun's rays upon the retina to form an image of the sun (just as a glass lens does at its focus), it was formerly supposed that the retina was, so to speak, burned at the point at which the image of the sun was formed. But we have learned the heat rays, on account of their absorption by the watery media, prac- tically never reach the retina. Even for the ultra-violet ray, the fact holds good that they are kept back in good part by the media of the eye, so that the injury to the retina must, therefore, be attributed to the visible rays of the sun. Since under normal conditions these rays excite EFFECT OF LIGHT AND HEAT UPON EYESIGHT. 9 movement of the retinal cones and the retinal pigment, it can be under- stood how an increase of this process above a certain point may lead to pathological changes. Another consequence of dazzling is erythropsia (red vision). It occurs more frequently when people are exposed to prolonged dazzling from snow upon which the sun is shining. Erythropsia can be set up by the visible rays alone, but simultaneous action of the ultra-violet rays is very prob- able, since the dazzling produced by light reflected from snow, is rich in ultra-violet ray, and is particularly apt to produce this symptom. The same effect is the circumstance that aphakic eyes are affected, since these, as will be shown later, ultra-violet rays reach the retina in greater amount than they do in other eyes. The ultra-violet rays in sunlight are to a considerable extent absorbed by the atmosphere. Hence we find them in sunlight in greater amount the higher we are above the sea. The richness of ultra-violet rays of artificial sources of light varies. Poorest in this regard are the candle and oil lamps, then follow in order the different kinds of Welsbach light, acetylene gas, electric incandescent light (the more so the more modern they are, i.e., the more light efficiency they have with the same strength of current), the arc lights, and lastly the Hg vapor lamp. The ultra-violet rays if they enter the eye, are in a large part absorbed by the refractive media of the eye. The lens, indeed, not only absorbs a portion of these rays, but also transforms another portion into rays of greater wave-lengths-visible rays so that the lens itself emits a grayish green light (florescence of the lens). Hence, aphakic eyes receive more ultra-violet rays upon the retina than do those which contain a lens; consequently they see the spectrum pro- longed at its violet end, and they are easily affected with erythropsia. Since the lens absorbs or transforms so much ultra-violet light, it would be quite conceivable that it should be injured by rays of this sort, and Hess has actually been able to produce slight opacities of the lens by great and long-continued exposure of the eye to rays of ultra-violet light. But nothing like this seems to occur in the human eye which is never exposed to ultra-violet light to such an intense degree. As the foundation has the view held by some that the ordinary senile cataract is caused by the light rays, which pass through the lens during the course of a long life; it is true of the retina, as of the lens, that it can be injured experimentally by ultra-violet light. But in man this occurs only under unusual cir- cumstances and then only in a transient way. The case is otherwise with the action of ultra-violet rays upon the external parts, the skin of the lids and the conjunctiva. It has been proven that sunburn is due to ultra-violet rays, as evidenced by its frequency in per- sons traveling over glaciers, because at high elevations there are greater proportions of ultra-violet rays. When glacier burns affect the eyes, it is called snow blindness, because those who are affected by it are scarcely able to open their swollen and inflamed eyes. The same symptoms may be excited by intense electric light (in working with the flaming arc light or with the arc produced by a short circuit, etc.), when it bears the name of ophthalmia electrica. Snow blindness and electric ophthalmia have this feature in common that the patient feels nothing at first and the inflamma- tory symptoms begin only after a latent period from half a day to a day. These symptoms consist of swelling and redness of the lids and of the con- junctiva, and sometimes also of erosions of the cornea and contraction of the pupil, caused by the inflammation. Dangerous as the condition 10 HAZARD CONNECTED WITH FIREMAN'S VOCATION. may appear to the laity, on account of the violent pain and the photo- phobia, it nevertheless passes off in a few days. 4. Such violent inflammations apart, the ultra-violet rays when they act less strongly seem also able to produce slighter changes of a chronic nature. Trom Pyle (Collins and Mayou), “System of Ophthalmic Practice,” pp. 281-285. Various affections of the eye may be produced by undue exposure to bright light. A central scotoma, positive or negative, may be produced from look- ing for a long time at the sun, as in watching an eclipse without the pre- caution of using a tinted glass. In some cases the scotoma in course of time completely disappears; in others it remains permanent. The condition has been termed eclipse-blindness. The ophthalmoscopic changes which accompany it are usually very slight and disproportionate to the defect in vision. A few small white dots or a little pigmentary disturbance is usually all that is to be seen. Edema of the head of the optic nerve, of the retina in the macular region, and retinal hemorrhages have been met with. A pallor of the macular fibres in the optic disc has been noted where the central scotoma has remained permanent. The change is probably of a chemical nature, brought about by a too pro- longed concentration of the ultra-violet chemical active ray on the retinal elements at the macula. Any damage from a concentration of the heat ray is probably prevented from a reduction in their potency by passage through the media. A prolonged exposure to reflected light from the sea or desert plains, etc., may in badly nourished persons cause night blindness. This affection is more commonly met with in the tropic than in the temperate regions. It is unaccompanied by any ophthalmoscopic changes and recovery soon takes place by protection of the eyes from bright light and an improve- ment of the nutrition of the patient. Bright reflected light like that from snow, in persons who have undergone the operation of extraction of cataract may excite a condition called erythropsia, or red vision. The central lens probably absorbs rays of light which, when it is absent, are able to pass into the eye and cause this affection. It has been known to occur in normal eyes with a widely dilated pupil, which had purposely been exposed to glare from snow in the mountains. The red vision is not observed until the affected person passes into a dark place, then all objects assume a roseate hue. It may last for several minutes only, or for several days. Experiments on animals have shown that exposure to the ultra-violet rays produces a chromolytic action in the retinal cells, which, if prolonged, re- sults in injurious effect. Besides affections of the retina, undue expo- sure to ultra-violet rays may produce changes in the front of the eye, con- ditions which are termed clinically—Electric Ophthalmia and Snow Blind- IlêSS. The possibility of exposure to bright light producing cataract is a matter which has been much discussed. Experimentally it has been shown that by prolonged exposure to ultra-violet rays changes can be produced in the capsular epithelium of the lens, resulting in its degeneration and ultimate destruction. No changes were observed in the lens fibres, but the rapid clouding of the cornea which comes on may have served to protect them. EFFECT OF LIGHT AND HEAT UPON EYESIGHT. 11. Glass-blowers, who in their trade are exposed to incandescent molten glass, are very prone to develop cataract. The appearances of glass-workers' cataract in its early stages are very characteristic. It commences as a circular central opacity in the posterior cortical layers of the lens, lying entirely in the pupillary area. It may remain in this condition for several years or extend to other parts of the cortex, ultimately becoming a com- plete cataract. It is then indistinguishable from a cataract from any other cause. In glass-blowers, owing to the position in which they work, the left eye is usually affected first, and the skin of the face acquires a peculiar reddish brown color. , The fact that the opacity commences at the nodal point in the lens, i.e., where all the principal rays passing into the eye cross, suggests that the condition is set up by some of the rays radiating from the molten glass. Whether it is due to heat rays or ultra-violet rays cannot yet be said to be definitely decided, though it would seem probable that any thermic action of the former would be largely reduced by passage through the aqueous humour. Lightning may injure the eye in three different ways: (1) through its ultra- violet rays; (2) through its heat rays; (3) by electrolytic action or con- cussion. (1) Through the ultra-violet rays it produces symptoms similar to those just enumerated in connection with snow blindness, and electric ophthalmia. In some cases these may be the only result of a light- ning injury. (2) Through its heat rays burns of eyelids, of skin, eyelashes, or front of the eye may occur. (3) The injuries resulting from electrolytic action are very various. Most of them have been produced experimentally in animals by electric explosions from a Leyden jar made in close proximity to their heads. The commonest changes are circulatory disturbances re- sulting in intra-ocular hemorrhages or opacities of the transparent media, cornea, lens or vitreous. Nerve lesions may occur, causing paralysis of the extra or intra-ocular muscles; also atrophy of the optic nerve. Detachment of the retina has been recorded.” Holden, W. A., “The Injurious Effects of Light on Eye,” Medical Review of Reviews, Vol. 18, p. 387, New York, 1912. * * * “In the third category of tradesmen are those whose eyes are ex- posed to excessive light or heat, and those who are required to look in- tently at bright near objects. The burnishers of silver, for example, suffer much from eye fatigue. Workers with molten metals, such as steel workers, and those engaged in the electric welding of steel may suffer from serious injury to the retina if protecting goggles are not worn. And glass-blowers have long been known to be particularly subject to cataract.” * * * W. Halliburton McMullen, M. B., B. S., F. R. C. S., Assistant Surgeon to the Royal Westminster Ophthalmic Hospital, “The Injurious Effects of Light on Eye.” “It has long been known that injury to the eyes may result from exposure to excessive light. Eclipse blindness is referred to by some of the ancient Greek writers. Mountaineers and Arctic explorers have been familiar with snow blindness since very early days. Since the introduction of electricity for lighting and industrial purposes, electric ophthalmia has become a fairly common disorder. - 12 HAZARD CONNECTED WITH FIREMAN’s VOCATION. “Eclipse blindness, snow blindness and electric ophthalmia are clinical condi- ditions in which the injurious action of light is most unmistakable. Glass- blowers' cataract and cataract following lightning stroke have also been attributed to the action of light, especially of ultra-violet light, but it is probable that other factors play a part in the causation of both these con- ditions. “Eclipse blindness is so called because the symptoms most often follow at- tempts to watch an eclipse of the sun with insufficiently protected eyes, but the same symptoms may be caused by looking at any intensely bright light with unprotected eyes. The most important and characteristic symptom is a central or paracentral scotoma, generally positive. In most cases, there are no changes in the fundus visible without the ophthalmoscope, but sometimes there is a little cloudiness or discoloration at the macula which, on clearing up, may leave some fine spots of retinal pigmentation. Slight cases recover complètely. In severe cases a permanent scotoma remains. Transient conjunctivitis sometimes occurs at the outset. Other changes described in certain cases, such as optic neuritis, thrombosis, retinal hemorrhages and detachment of the retina, were probably acci- dental complications, and not due to the action of light alone. “The symptoms of snow blindness, which come on after prolonged exposure to the glare of snow light, reflected from snow, especially in high altitudes, are chiefly those of severe conjunctival irritation. They are pain, photo- phobia, lachrymation, hyperemia, a swelling of the conjunctiva, mucoid discharge, occasional superficial opacities, and erosions of the retina. Rarely retinal changes are said to occur. “The symptoms of electric ophthalmia are similar to those of snow blindness. They are most commonly excited by exposure to the glare of an elec- tric arc formed by accidental short circuiting. Occasionally retinal lesions are produced similar to those seen in eclipse blindness. There is a latent period of four or five hours between exposure to the glare and the onset of the ophthalmia. - “The injurious action of light upon the eye has been experimentally investi- gated by a number of workers, with the hope of determining what lesions can be produced by light in various parts of the eye and what rays are responsible for the production of these lesions. In most cases the light was that of an electric arc of a uviol mercury vapor lamp, both of which emit a high proportion of ultra-violet rays. “It will be convenient, in discussing the conclusions to be drawn from experi- mental and clinical observations, to consider the effects of light: (a) Upon the superficial parts of the eye; (b) Upon the lens; (c) Upon the retina. - A.—Effects Upon the Superficial Parts of the Eye. “Exposure at close quarters to an intense light or an electric or mercury vapor lamp very readily excites in animals symptoms of electric ophthalmia. If the exposure be prolonged, or the light concentrated, there may be pro- duced, in addition to conjunctivitis, considerable opacities and erosions of the cornea, hypemia of the iris and exudations into the pupillary area. The development of these symptoms can be almost completely prevented by placing a screen of ordinary window glass between the source of light and the eye. This glass absorbs the wave lengths of less than 300 mi- EFFECT OF LIGHT AND HEAT UPON EYESIGHT. - 13 crons. It must, therefore, be these rays which are most active in exciting superficial inflammation of the eye. “The action upon the conjunctiva of rays of longer wave length than 300 mi- crons is not, however, absolutely negligible, for Schantz and Stockhausen succeeded in exciting well marked conjunctivitis in a rabbit by four hours exposure to a powerful arc lamp, even when a plate glass 18 m. m. thick was interposed. And one of these authors himself suffered a severe at- tack of electric ophthalmia after exposure for one-half hour to the light of an arc lamp, although the arc was enclosed in a glass globe and his eyes protected by clear spectacles. “They found that all signs of irritation could be prevented by the use of a screen of euphos glass, a tinted glass introduced by them which com- pletely absorbs all ultra-violet rays. These observations appear to prove conclusively that electric ophthalmia is due to the action of the ultra-violet rays, and chiefly to those of rays of wave length less than 300 microns. “There can be little doubt that snow blindness is also due to the action of the ultra-violet rays. The symptoms are the same as those of electric oph- thalmia. It occurs especially after exposure to snow glare at high alti- tudes where the sunlight contains a much higher proportion of ultra-violet rays than at 1ower levels. There is generally a latent period before the onset of symptoms, and such latent period is characteristic of the action of rays of short wave lengths. “Chronic inflammation of the conjunctiva may result from repeated and long- continued exposure to intense light. It is not uncommon in persons ex- posed to the glare of desert or white roads in the tropics. It has also been observed in people working in a brilliant light from a mercury vapor lamp. Some people complain of smarting and burning in the eyes after working in the light of electric glow lamps, especially metal filament lamps. In view of the experimental proof of the irritant action upon the conjunctiva of ultra-violet light, it is not unreasonable to suppose that in all these cases the conjunctival irritation is due, to a great extent at least, to the action of these rays. Birsch-Herschfeld has obtained very interesting results from repeated exposures of rabbits’ eyes to the light of a uviol mercury vapor lamp. He exposed some of these eyes as often as 150 times in eighteen months for ten minutes each time. Each exposure caused an attack of electric ophthalmia, and at the end of that time there were well-marked changes in the conjunctiva exactly similar to those occurring in spring catarrh. He does not, however, consider these ex- periments warrant the conclusion that spring catarrh is primarily due to the action of light, although such action may help to produce it. B.—Effects Upon the Lens. Several workers have described changes in the lens produced experimentally by exposure to intense light. The evidence as to which rays caused such changes is conflicting. Widmark obtained clouding of the lens by expo- sure to the light of an electric arc between zinc terminals, concentrated pon the eye, by means of a condenser consisting of quartz lenses with water circulating between them. This condenser absorbed heat rays but was transparent to the ultra-violet rays. No clouding of the lens was observed when he used a similar condenser consisting of glass lenses with a solution of quinine between them, which absorbed the ultra-violet rays. Hess demonstrated microscopical changes in the lens epithelium produced by the exposure to the light of a uviol mercury vapor lamp, HAZARD CONNECTED WITH FIREMAN'S VOCATION. These changes were prevented by the interposition of a plate of ordinary glass one m. m. in thickness between the lamp and the eye. On the basis of these and similar experiments, it was very generally concluded that the lens changes observed were due to the action of the ultra-violet rays only, and especially to those of wave lengths less than 300 microns. “Doubt has been thrown upon this conclusion by experiments made to de- termine the absorptive power of the media of the eye. Recent observa- tions have been made upon this subject by Schantz and Stockhausen and Birsch-Herschfeld, who determined the powers of absorption of the various media by means of photographs taken with the spectrograph. They have shown that the cornea possesses about the same power of absorption for ultra-violet rays as ordinary glass. According to Birsch- Herschfeld, it absorbs all rays of wave lengths less than 306 microns, and there are practically no variations in different animals or at different ages. It appears impossible to reconcile these observations with those of Hess. If the cornea absorbs all rays of wave length of less than 306 microns, it must be rays of a greater wave length that cause the lens changes. Yet Hess found that a screen of glass absorbing only rays of wave length less than 300 microns prevented lens changes. Birsch-Herschfeld states further, that he has obtained lens changes, identical with those described by Hess, by exposing a rabbit's eye for five minutes on each of three successive days to the concentrated light of an arc lamp from which all ultra-violet rays were filtered off, by a euphos glass screen. It seems therefore, that the production of lens changes cannot be justly attributed to the sole action of the rays of a limited region of the spectrum. It is possible that all rays which reach the lens, luminous as well as ultra- violet, play some part in the production of these changes, but since they are most easily produced by light rich in ultra-violet rays, and since these rays are of greatest photo-chemical activity, it seems reasonable to at- tribute to the ultra-violet rays which reach the lens, namely those of wave length between 300 and 400 microns, the greatest share in the production of these changes. “An interesting phenomenon which has attracted considerable attention is the florescence of the lens which occurs under exposure to ultra-violet light. This florescence has been shown by Schantz and Stockhausen to be excited mainly by rays of wave length between 400 and 370 microns. The lens possesses a high power of absorption for ultra-violet rays, varying to some extent in different animals and at different ages. The human lens, according to Schantz and Stockhausen, absorbs in youth nearly all rays of wave length less than 375 microns, and after middle age completely absorbs all rays below that limit. It has been suggested that senile cataract may be due to the action of the ultra-violet rays. It is pointed out that a large proportion of rays possessing a high degree of chemical activity is absorbed by the lens, a part being converted there- in to visible rays of florescence, but a larger part not producing immediate effect. “Since lens opacities can be produced experimentally by the concentrated action of such rays in a short time, it is suggested that the action of the ultra-violet rays present in sunlight and artificial light may lead in the course of many years to the formation of lens opacities. And, further, that since modern artificial illuminants emit light comparatively rich in ultra-violet rays, the use of these illuminants may tend to cause cataract. No evidence of any real value has been brought forward in support of this suggestion, and until such evidence is forthcoming it would appear as EFFECT OF LIGHT AND HEAT UPON EYESIGHT. 15 reasonable to avoid sunlight, because one can blind oneself by looking at the sun, as to avoid the use of certain lamps because they give light of a certain character which can be made to produce lens opacities under certain abnormal conditions. Birsch-Herschfeld found no change in the lenses of rabbits, repeatedly exposed as above described, to the light of a mercury vapor lamp. He also examined and found no lens changes in the eyes of a number of workers in the testing room of an arc lamp factory, who wore protective glasses which did not exclude all ultra-violet rayS. C.—Effects Upon the Retina. “Birsch-Herschfeld observed chromatolysis in the nerve cells, especially the ganglion cells, after exposure of the eye to intense light. Complete de- generation of the cells was produced if the illumination was very intense or very prolonged. Similar, but not quite identical, changes were pro- duced by sunlight and by electric light. In aphakic eyes, retinal changes were produced by concentrated ultra-violet rays alone, but if the lens was present such changes were produced only by mixed light, contain- ing luminous as well as ultra-violet rays. Owing to the power of absorp- tion of ultra-violet rays possessed by the lens, very few of those rays can reach the retina in normal eyes and there can be little doubt that luminous rays play a large part in the production of retinal lesion caused by exposure to intense light. “Best found that he could safely look for ten seconds directly at the midday sun in summer through a blue uviol glass, which cut off a large proportion of the luminous rays but transmitted the rays of wave length between 405 and 332 microns, and a considerable part of those of shorter wave length. After the exposure he saw a yellow after-image of the sun for a few minutes, but this was not sufficient to prevent him reading. On the other hand, he found it impossible to fix the sun, even for a fraction of a second, when looking through a yellow glass which cut off all the ultra- violet rays. “Erythropsia is an interesting functional disturbance attributed by Fuchs and many others to the action of the ultra-violet rays upon the retina. The principal evidence in favor of this view is that it occurs most readily in aphakic eyes, in which, owing to the absence of the lens, a higher pro- portion than usual of ultra-violet rays reaches the retina; that it is very apt to occur after exposure to snow glare on high mountains where the light is very rich in ultra-violet rays, and that it can be excited, accord- ing to some observers, by the exposure to the light of a uviol mercury vapor lamp, but does not occur if a screen of smoked, tinted or even plain glass is interposed. An obvious criticism of this last observation is that the cornea and lens did protect the retina from rays cut off by plain glass. That erythropsia is not necessarily due to the action of ultra-violet rays is shown by some experiments of Best. He spent a day on a snow mountain with one of his eyes in home atropin and cocaine, but protected by a yellow glass which absorbed practically all the ultra- violet rays. Nevertheless, erythropsia resulted in that eye. Another day he repeated the experiment under similar conditions but protected the eye with a blue uviol glass which transmitted a large proportion of ultra- violet rays, but absorbed a large part of the luminous rays. Under these circumstances, he did not get erythropsia. . G º ſº “Vogt found that erythropsia could be excited by exposure to the light of a uviol mercury vapor lamp, even when a screen was used which cut off HAZARD CONNECTED WITH FIREMAN’s VOCATION. nearly all the ultra-violet rays. Cases of disturbances of color vision following exposure to intense light have been recorded by Best and Birsch- Herschfeld, by the former in a case of snow blindness, by the latter in five cases of men at work for a long time under brilliant illumination from mercury vapor lamps. The symptoms observed in these five cases were slight conjunctivitis, irritation, and a disturbance of the color sense, generally in the form of a paracentral scotoma for red and green, show- ing a predilection to occur in the lower sector of the field of vision 15 degrees to 20 degrees from the fixation point. “Reviewing the evidence to hand, one is led to the conclusion that all the rays which reach the retina may play some part in the production of the dis- turbances resulting from exposure to intense light. It seems, however, that such disturbances are more liable to occur when the light contains a high proportion of rays of short wave lengths, and since the photo-chem- ical activity of the rays is inversely proportional to their wave length, it is not improbable that the blue, violet, and a few ultra-violet rays which reach the retina are most active in causing damage; but the action of rays of greater wave length cannot be regarded as negligible. “Among the general public there is a very widespread idea that the use of the electric light is bad for the eyes, and one is often asked by patients if it is so. In the writer’s opinion, there is no evidence whatever to show that any serious injury to the eyes need be apprehended from the use, under ordinary circumstances, of any form of electric glow lamp. The arc lamp must of course be used with caution, and Birsch-Herschfeld’s cases show that some protection of the eye is desirable for those who work under brilliant illumination from mercury vapor lamps. Although no serious injury is to be feared, there is no doubt that many people suffer some discomfort from the use of the ordinary electric light, espe- cially when metal filament lamps are used. It is possible that the Smarting and burning in the eyes sometimes complained of may be due to high proportion of ultra-violet rays emitted by these lamps; but most of the discomfort experienced, especially retrobulbar pain and headache, when not due to errors of refraction, is caused by excessive brightness or bad arrangement of the lamps. “Violent contrasts in the retinal image are always apt to cause discomfort. When a lamp is so placed that its rays enter the eye directly, the con- trasts are extreme between the image of the filament, the much less bril- liant but still very bright image of the page of white paper, or other light object, held in the full light of the lamp, and the relatively feeble illuminated images of other objects in the field of vision. The discom- fort felt under such circumstances is doubtless due to imperfect adap- tation of the eye to the illumination of the brightest parts of the retinal image and of similar nature to that felt on emerging from a dark room into bright daylight. In order to prevent discomfort from this cause, the lamps should be so arranged or shaded that light cannot enter the eyes from them. If this be impossible, the light should be diffused by the use of ground glass globes or other suitable means, and several lamps of comparatively low candle power used rather than one or two of high candle power. When a reading lamp is used on a table, the rest of the room being dimly lighted, it is important that the lamp should be neces- sarily powerful. It has been found by trial that one can read easily with an illumination of one candle foot; that is to say, the illumination could be a lamp of one candle power at a distance of one foot. If the illumination exceeds six candle foot, it is liable to cause discomfort.” EFFECT OF LIGHT AND HEAT UPON EYESIGHT. 17 J. Herbert Parsons, F. R. C. S., Surgeon, Royal London Ophthalmic Hospital; Assis- tant Ophthalmic Surgeon to University Hospital, London, England, “Some Effects of Bright Light on the Eyes.” “It is my first and most pleasing duty to express to you my high appreciation of the very great honor you have done me in inviting me to deliver this address to so distinguished an audience. It has been my good fortune to have met many of you on the occasions of your pilgrimages to the Old World. Moorfields and Vienna have long been the Mecca and Medina of ophthalmologists, and we at Moorfields are proud of the sacred fire which has been handed down to us by our predecessors. No branch of science, however, can flourish on the records of the past, and we in our turn must make pilgrimages to newer shrines, there to gather fuel to keep the sacred flame alight. I would fain believe that you in the past have learnt much from us; we too have learnt much from you. Thus in the brotherhood of science may we cement the brotherhood of race which is our inalienable heritage. “I propose to speak to you today on some effects of bright light on the eyes. I cannot adequately traverse so large a subject in the short time available. I shall, therefore, confine my remarks chiefly to those details which have specially occupied my attention recently. We as ophthalmic surgeons are fully cognizant of many pathological conditions in which the harmful effects of bright light, natural or artificial, are manifest or may be rea- sonably conjectured. I need only enumerate eclipse-blindness, snow- blindness, ophthalmia electrica, lightning Gataract, glass-worker’s cataract, erythropsia. In all these exposure to bright light plays an important if not a prepotent part. There are many other conditions in which this factor has to be taken into consideration, and we as yet know little of the pro- longed effect of various sources of artificial illumination on the eyes. Engineers and others who devote their attention to artificial lighting have until recently paid little or no attention to the physiological and patholog- ical aspects of the question. Efficiency—maximum illumination at min- imum cost—has been the watchword. We ophthalmologists, if we are honest with ourselves, must confess to a lamentable ignorance of the con- ditions which render bright light deleterious to the eyes and of the meth- ods whereby these conditions may be ameliorated. We must set our house in order and this dusty corner must be swept and garnished. The Physics of Bright Light. “The first problem which confronts us is a physical one. What is bright light? Physiology is the knowledge of the response of the living organism to physical stimuli, and ere we can attain to certain knowledge of the in- ception, development and consummation of the response we must obtain accurate information of the forces which initiate it. What is generally understood by the term bright light is a composite congeries of allied manifestations of energy, comprising such apparently various forces as heat, light in the narrower sense of the word, and chemical action. Various as these forces are, they are physically identical in character, all con- sisting of waves of identical character, differing only in length and rapidity of vibration. Those of longer wave length cause the sensation of heat, those of shorter wave length give rise to chemical action, whilst those of intermediate wave length cause the sensation of light; but while the physical series is perfect and mathematically uniform, the physiologic manifestations overlap and vary according to the nature and condition of the recipient organs. I may seem to you to be laboring over elementary details, but it appears to me to be of the greatest importance to bear HAZARD CONNECTED WITH FIREMAN’s VOCATION. them well in mind, as I hope now to prove. If we take ordinary sunlight as the basis of our investigations it is possible to split it up by appropriate means into its component “rays” differing from each other in wave length. Of these, certain are visible and constitute light in the narrower sense of the word, but instead of giving rise to the sensation of white light they, to the majority of people, show certain pure colors, viz.: red, orange, yellow, green, blue and violet in order, the red having the longest, and the violet the shortest wave length. The visible spectrum extends from about 723 microns at the red end to 397 microns at the violet end. Beyond the red end are rays of greater wave length which cause a rise of temperature; beyond the violet end are rays of smaller wave length which are capable of causing chemical action. So striking is the physiologic phenomenon of the visibility of the intermediate series that the heat rays are commonly spoken of as “infra-red” and the actinic or chemical rays as “ultra-violet.” For this reason I think that the importance of the physical uniformity of the series is obscured and is liable to be lost sight of. For example, every average normal individual is not able to see all the rays from 723 microns to 397 microns; most people see fewer, roughly from 600 microns to 400 microns. Again, though the ultra-violet rays are particularly potent in inducing chemical action, the visible rays are also actinic, though in less degree, and the same is true of the infra-red rays in still less degree. Further, the longer visible rays also cause a rise of temperature. The most convenient and most striking method of demonstrating actinicity is by the photographic film, so that we have come to regard a photograph of the spectrum as a complete analysis of the light under observation, too often forgetting that the photograph varies with the specific sensitiveness of the film to particular groups of waves. Thus, it is only by specially sensitized films, invented by Sir William Abney, F.R.S., that it is pos- sible to demonstrate infra-red rays photographically. “It is further essential that the mode of , nalysis of the light under observa- tion be unexceptionable. An ordinary spectroscope with glass prisms and lenses suffices to demonstrate the visible spectrum, and indeed with minute accuracy, but it is almost useless for showing the shorter ultra-violet rays, since these are absorbed by the glass. In order to demonstrate the full extent of the spectrum it is necessary to use a train of lenses and prisms made of quartz, which allows a maximum number of rays to pass unimpeded. Practical Considerations. “To come now to the practical application of these considerations to the probs 1em before us, we must guard against presuming that the retina will act exactly like a particular photographic film; that because a light very rich in ultra-violet rays produces a particular effect on the retina or lens, that effect is produced solely by ultra-violet rays and that the vis- ible rays play no part in the causation; that because certain rays produce pathologic changes in the retina of the aphakic eye they will produce the same changes in the normal eye—they may be absorbed by the lens; and so on. - “From what I have already said it should be obvious that the next point in logical sequence in our investigation should be the determination of the absorptive capacity of the various dioptric media of the eye for par- ticular rays of the solar spectrum. There is an additional reason in favor of this procedure in that the absorption of energy means simply the trans- formation of energy, and it may be that the transformed energy is exerted EFFECT OF LIGHT AND HEAT UPON EYESIGHT. 19 deleteriously on the organ under investigation. Thus the absorption of particular rays by the lens may be the cause of pathologic changes in that structure. But before passing on to this question it will be well to describe the nature of the rays emitted by various sources of artificial illumination, partly because it is more convenient to use some of these in experimental investigations than sunlight, and partly because we wish to find out if these have any deleterious effects, and if so, their nature and cause. The Spectra of Artificial Lights. “The spectra of artificial lights show a remarkable variety in the range of rays emitted. They have been investigated by many observers, notably recently by Schanz and Stockhausen and Hallauer. Schanz and Stock- hausen's observations unfortunately do not give accurate limits of the spectra in wave lights. It will suffice to state roughly the limits of a few of the commoner lamps used for ordinary illumination or for ex- perimental purposes. A petroleum lamp with an ordinary white glass cylinder gives a spectrum from 600 microns to 350 microns; osmium and tantalum lamps from 630 microns to 300 microns; an Auer incandescent gas lamp with glass cylinder from 600 microns to 329 microns; an arc lamp with clear globe from 600 microns to 300 microns; the same lamp without any globe from 600 microns to 230 microns; with an opal globe down to about 330 microns. The Schott uviol mercury vapor lamp, in in which incandescent mercury vapor is contained in a long tube made of a special quartz-glass gives forth ultra-violet rays down to 253 microns, but is poor in red and yellow rays. Absorption by the Dioptric Media. “Passing now to the absorption of light by the dioptric media of the eye we have to investigate the cornea, lens, and vitreous. The aqueous acts like water and causes very little absorption of visible or ultra-violet rays. Like water, too, it absorbs heat strongly, so that it is improbable that even with exposure to extreme heat such as is met with in iron works and glass works much heat reaches the lens. More experiments, how- ever, are needed on this point and it is unjustifiable to be dogmatic in the present state of our knowledge. Experiments. “I made some experiments two years ago on the absorption spectra of the cornea, lens and vitreous of the rabbit with Messrs. E. C. C. Baly, F.R.S., and E. E. Henderson. These have since been extended and confirmed by my assistant, Dr. E. K. Martin. “In this research experiments were made to determine the precise limits with- in which rays are absorbed by the refractive media of the eye, and the effect on these limits of keeping the media some hours after the death of the animal. Young rabbits were used in all cases. “The spectrophotographic method of recording the results was used and the media were mounted in cells with parallel sides. In the case of the cornea and vitreous the cell was placed close to the slit of the spectroscope. The lens was dealt with in two ways: 1. Suspended in normal saline and placed at a distance from the slit. greater than its focal length, so that a blurred image of the 20 HAZARD CONNECTED WITH FIREMAN’s VoCATION. source of light was thrown on the slit. This was necessary to avoid horizontal lines on the resulting photograph; the pre- cautions taken quite exclude the possibility of stray light en- tering between the cell and the slit. 2. A thin layer of lens substance was squeezed out flat between the parallel sides of the cell; this was done to eliminate any possible apparent absorption due to the shape of the lens. “A preliminary series of spectro-photographs was taken to eliminate absorp- tion within the limits of the visible spectrum. In this the source of light was the crater of a carbon arc and a 2-prism spectroscope was used, the prisms and lenses of the instrument being of glass. “The plates used were “orthochromatic,’ and it was found that they regularly showed three faint absorption bands in the green, yellow and red. These represent the absorption of the dye used to sensitize the plates to red light. “All the media were found to be uniformly permeable to rays between the wave lengths 660-390 microns. (The visible spectrum extended from approximately 760–380 microns.) “For the ultra-violet rays the iron arc was the source, and quartz was used throughout. Ordinary plates were used, i. e., plates containing no dye and hence giving no absorption bands. The range of wave lengths covered in this series was 450-230 microns. “Cornea. The cornea was found to offer no resistance to rays of wave-lengths longer than 295 microns, but all those beyond this limit were completely cut off. . “Lens. (a) Suspended in normal saline. Rays of wave-lengths less than 350 microns are absorbed completely. The line is not a sharp one, the absorption commencing at about 400 microns. (b) Squeezed to different thicknesses. The absorption varies pari passu with the thickness of the layer of lens substance. “Vitreous. The vitreous in a layer 3-16 inch thick shows a broad absorption band extending from 280 to 250 microns, with a maximum of 270 microns. The margins of the band are ill-defined. “These results agree closely with those recently obtained of Schanz and Stockhausen and Birch-Hirschfeld. “The shortest interval between the death of the animal and the taking of the observation was three minutes, the longest eleven minutes. Observations were also made on the vitreous 1 hour, lens 5 hours, and cornea several hours after the death of the animal. The results obtained were identical with those from fresh specimens. “The photographs were taken at the Imperial College of Science and Tech- nology, South Kensington, those of the visible spectrum in Sir William Abney’s laboratory, the ultra-violet series in the astrophysical laboratory by kind permission of Professor Fowler, F. R. S., to whom I am indebted for valuable suggestions. Other Experimental Observations. “It would be unsafe to apply these results, obtained with rabbits’ eyes, directly to the human eye. As regards the cornea and vitreous, observations of a similar nature made by Sºhanz and Stockhausen on the calf's eye are con- EFFECT OF LIGHT AND HEAT UPON EYESIGHT. 21 firmatory. Birch-Hirschfeld has similarly investigated the eyes of calves, pigs and oxen. He found little difference in the absorption of ultra-violet rays by the cornea, giving the limit as 306 microns, somewhat higher than for the rabbit, and rather more than that of ordinary glass, the limit of which may be taken as 300 microns. In all cases, too, Birch-Hirschfeld found the limit of absorption to be 300 microns for a layer of vitreous 1 cm. thick. Greater differences which cannot be neglected were found with various lenses. Those of the rabbit’s lens varied between 330 microns and 390 microns. For the pig’s lens the average limit was 390 microns. For the pig's lens the average limit was 330 microns with variations of about 15 microns; for the calf's 328 microns, with variations of 12 mi- crons; for the ox lens from 270 microns to 400 microns. “Schanz and Stockhausen examined the cornea and lens of a child who had glioma. They do not give accurate wave-lengths, but the cornea absorbed up to nearly 300 microns, and the lens about the same; whereas in a case of injury, whilst the corneal absorption was about the same, that of the lens was much greater, up to about 350 microns. “Hallauer has recently found that the corneal and vitreous absorption in the eye of a man of forty extended to 295 microns. He has examined a large series of human lenses from individuals of different ages and has arrived at some valuable conclusions. He finds the limit of absorption on the whole dependent on age, with some individual variations due to thickness, color and consistence, general disease also introducing a disturbing factor, which must be taken into account in Schanz and Stockhausen’s case of glioma. In babies and children absorption extends to 400 microns, often combined, however, with an inability to absorb rays from 300 to 310 mi- crons. This transparent band persists up to about the twentieth year and may be more extensive in debilitated conditions. Pari passu with the loss of this band after twenty the limit of absorption retracts to about 377 microns, but extends with advancing age to 400-420 microns; extreme de- bility from disease diminishes absorption to a minimum of 375 microns. “From these investigations it will be seen that the lens has a very powerful capacity for absorbing ultra-violet rays. This fact is indeed easily and strikingly demonstrated by the strong florescence which occurs when these rays fall on it. Schanz and Stockhausen attribute the florescence to rays between 400 microns to 350 microns, but as Helmholtz pointed out, a flores- cent body always absorbs strongly those rays which induce the florescence. Hence the chief role must be allotted to rays between 350 microns and 300 microns, for those from 400 microns to 350 microns are absorbed to a relatively slight extent by the lens. Another fact pointed out by Helm- holtz, that the light emitted by florescing bodies is of longer wave length than that which causes the florescence, confirms this view. Florescence is indeed a degradation of invisible ultra-violet rays to rays of the visible spectrum. The investigation of this question is not unattended with com- plicating features, especially those due to florescence of the observer's own lenses. Pathologic Changes Produced. “Whatever be the exact limits of the ultra-violet rays which are capable of causing the crystalline lens to floresce, there is no doubt about the fact, nor that such rays are absorbed by the lens. It is not, therefore, illog- ical to conjecture that these rays may produce pathological changes in the structure. For this reason, in conjunction with Mr. E. E. Henderson, I HAZARD CONNECTED WITH FIREMAN’s VOCATION. have exposed rabbits’ eyes for prolonged periods to the light from Schott's uviol mercury vapor lamps. Similar experiments have been nuade inde- pendently by Hess, Birch-Hirschfeld, and others. As already stated, these lamps emit ultra-violet rays down to 253 microns. Four tubes were used and the rabbit's eyes were situated about 20 cm. from them, exposures of one to four hours being made repeatedly two or three times a week for several weeks. At the distance used the rise of temperature is neg- ligible. It should be noted that the eyes were exposed not only to the ultra-violet, but also to the visible rays. Even with the longest exposures no definite opacification of the lens was observed ophthalmoscopically, nor even on examining the lens microscopically after killing the animal after hardening in Zenker and examining the anterior capsules microscopi- cally, however, changes could be seen in the anterior capsular cells. These changes have been well described and illustrated by Hess, and our con- clusions as to their appearance are in agreement with his. “When the capsule, stained with hematoxylin and eosin is spread out and examined the most noticeable feature is the marked difference between the capsule cells in the pupillary area and those immediately surrounding this area. The nuclei of those exposed are swollen and their chromatin stains badly; the cytoplasm may be vacuolated. In the surrounding zone, behind the pupillary margin of the cornea, the cells are very closely packed together. The nuclei are small and the chromatin stains deeply. There may be mitoses in this area as well as still more peripherally. It is probable, as Hess conjectures, that the crowding together of the anterior capsule cells behind the iris is purely mechanical due to the swelling of those in the pupillary area, and is not caused by any com- pensatory regeneration. In some of his specimens it led to actual mul- tiplication in the layers and heaping up of the anterior capsule cells. “Changes similar to those described were observed by Widmark after ex- posure to light from the arc lamp. Hess found that the changes did not occur if a glass plate which absorbed the rays of smaller wave length than 300 microns was interposed between the lamp and the eye. I am not convinced of the accuracy of this observation. Examination of control capsules shows that the changes are rather those of degree than absolutely abnormal phenomena. More work on the dark-adapted eye is needed to settle this point conclusively. Hess considered that the experi- ments prove that the changes are due to rays of smaller wave length than 300 microns. But, as already stated, there is ample evidence to show that such rays do not reach the lens, being absorbed by the cornea. No similar experiments in which the visible rays, i. e., those of greater wave length than 400 microns are cut off (only those between 400 microns and 300 microns being allowed to fall on the lens) have been carried out. It is most probable that the changes are due partly to ultra-violet rays of greater wave length than 300 microns and partly to rays of the visible spectrum. We have here a further example of the necessity for bearing well in mind the fundamental fact of the physical continuity and similar- ity of the rays of the visible and of the ultra-violet spectra. Changes in the Lens—Bottle-makers' Cataract. “Many pathologic changes in the lens in which bright light may be, or at least has not been disproved to be, an important etiological factor will occur to you. I do not propose to discuss this factor in the causation of senile cataract. Schanz and Stockhausen attribute to it a preponderant role. In this I think they go far beyond the bounds which the scanty EFFECT OF LIGHT AND HEAT UPON EYESIGHT. 23 evidence at present available warrants. I will confine my remarks to glass-workers' cataract, which occurs under conditions of exposure to intense glare and in which the influence of bright light has at any rate to be eliminated before we can arrive at a just conclusion as to its causa- tion. Attention was first directed to the prevalence of cataract in glass- blowers by Meyhofer of Gorlitz in 1886. Much additional information was brought forward in 1888 in an inaugural dissertation by Rohlinger of Munich. Since that date papers have been published by Cramer of Kottbus, Robinson of Sunderland, Snell of Sheffield, and others. In 1907 the British Home Office published a valuable report by Dr. Morison Legge, H. M., Medical Inspector of Factories, who confirmed the preva- lence of the disease in this class of workmen, doubt having been ex- pressed on the point by Snell. The matter came under the consideration of the Departmental Committee appointed in 1906 to schedule industrial diseases for the purpose of the Workmen’s Compensation Act (1906). As a result the Home Office approached the Royal Society in 1908 with a view to their appointing a committee to investigate the physical and physiologic problems involved. A committee, consisting of physicists, physiologists and ophthalmologists, the latter including Mr. E. Nettle- ship, the late Mr. Marcus Gunn, whose recent loss we all deplore, and Imyself was appointed. In the autumn of 1908 a subcommittee, including Mr. Marcus Gunn and myself, visited some of the most important glass works in Sunderland, Gateshead and St. Helens. Such clinical investiga- tion as we were able in the short time at our disposal to carry out seemed to prove conclusively that bottle-makers are subject to a form of cataract which appears to be characteristic and is unlike other forms of cataract commonly observed. In its typical form there is a dense, well-defined disc of opacity in the center of the posterior cortex. Not infrequently slighter hazy opacities are seen around the posterior cortical disc. Makers of pressed glass articles may also show cataractous changes in the lens. The typical condition, however, was seen in only one case, out of five of the selected cases examined, the remainder having forms of cataract differing in no respect from those not infrequently seen in elderly persons. Some of the patients examined showed deficiency in the power of distinguishing violet. It is not improbable that prolonged exposure to the conditions of work causes changes in the excitability of the retina. (The observations of Birch-Hirschfeld on defects of color sensation and in the color fields in cases exposed to the action of mer- cury-vapor lamps are interesting in this connection.) We were unable to examine any patients who worked in plate glass manufactories. There is reason to believe that they also suffer from the disease. “Investigation of the physical conditions in glass bottle manufacture has been carried out by Sir William Crookes, F. R. S., for the Royal Society Committee, and by Schanz and Stockhausen. The materials are melted in a large fire-brick tank, heated by incandescent gas and air playing over the surface. The area of the tank is about 82 square yards and it contains some 300 tons of ‘metal.’ The tank is divided into two unequal parts by a fire-clay partition, having at the lower part an opening through which the melted glass can flow. The ‘working end’ has an area of about 19 square yards. The temperature at the ‘melting end’ is probably about 2,000 C., that at the working end 670 C. Schanz and Stockhausen found that the temperature at the place where the worker takes the molten metal from the tank is about 110 C.; the intensity of the light falling on his eyes is about 540 Lux. HAZARD CONNECTED WITH FIREMAN’s VOCATION. “Spectro-photographic investigation shows extension of the spectrum at each end with increased length of exposure. A photograph with twenty min- utes' exposure includes wave lengths 452 microns to 690 microns; with one hour's exposure, 364 microns to 760 microns; with three hours' exposure, 334 microns to 780 microns. The ultra-violet area is, therefore, limited to the rays of comparatively long wave length, but it is probable that this varies with the exact composition of the ‘metal’ used. The heat rays at the red end are extremely powerful. - “Exposure of sensitive films wrapped in black paper and lead foil in which designs had been cut showed complete absence of x-rays even after pro- longed exposure. “Schanz and Stockhausen conclude from their observations that glass-work- ers' cataract is due to ultra-violet rays. In my opinion the experiments are by no means conclusive in either direction. It is certain that most of the ultra-violet rays emitted by the molten glass will be absorbed by the cornea, only relatively few of those of shorter wave length reaching the lens at all. The problem is an extremely difficult one, for it is certain that the disease occurs only in men who have been engaged at the work for many years. It is most commonly found in ‘finishers,’ experienced men who have been through all the stages of bottle-making (‘taker-in,’ ‘wetter-off,’ ‘gatherer,’ ‘blower’) and who are engaged in putting the rings on the mouths of the bottles. These men work close to the furnace, taking the metal from the tank, applying it to the mouth of the bottle, and fashioning it to the required form with a mould. They are con- tinually looking into the furnace or at the mass of glowing, viscid glass. A finisher can do from 50 to 120 dozen bottles a day. Only the best workmen are promoted from blower to finisher, The cataract occurs also among the gatherers who collect the requisite amount of metal from the tank on the blow pipe, and the blowers, but only if they have been long engaged in the trade. Blowers have always previously been gatherers, so that both classes have usually been long engaged in an operation which requires looking repeatedly into the furnace and at the gradually cooling mass of glass. “It is extremely difficult to devise conclusive experiments for the elucidation of a problem in which the causal agent acts slowly over a very prolonged period, and until further experiments have been made to eliminate the heat factor it would be unwise to make any dogmatic statement as to the true cause of glass-workers' cataract. Effects on Conjunctiva. “The diseases which I have already touched on by no means exhaust the list of those attributable to bright light and ultra-violet rays. One of the chief difficulties which we have to contend with in experimental ex- posure of the eyes of animals to light rich in ultra-violet rays, is the intense congestion and inflammation of the conjunctiva which is soon brought about. The irritation does not manifest itself until a latent period of some hours has elapsed, but is much aggravated by repeated exposures, so that finally the cornea is almost covered by the chemosed conjunctiva and swollen lids. The experimenter himself is not immune from this intense conjunctivitis, which is encountered also among pho- tographers using mercury-vapor lamps, men engaged in testing photo- metrically naked arc lights, and so on. Complete protection is afforded by wearing plain clear glass spectacles, or, in the case of experiments EFFECT OF LIGHT AND HEAT UPON EYESIGHT. 25 on animals, by interposing a plate of glass between the animal’s eye and the source of light. Since ordinary glass cuts off all the ultra-violet rays of shorter wave length than 300 microns, whilst permitting the visible rays to pass almost unimpeded, it must be concluded that the irritation is caused by ultra-violet rays of lower wave length than 300 microns. Ex- actly the same clinical manifestations have long been known after ex- posure of the unprotected eyes to light reflected from vast surfaces of Snow. There is every reason to believe that ‘snow blindness’ is due to the same cause, since at high altitudes fewer ultra-violet rays are ab- Sörbed by the atmosphere and more are reflected from the brilliant white surfaces. The same rays are responsible for ‘sun burn,' and a striking demonstration of the absorptive capacity of the crystalline lens for these rays is shown by placing a crystalline lens on the skin and then exposing it to intense sunlight. When the ‘sun burn’ develops, a white spot of unaffected skin marks the place where the lens lay. “Ophthalmia elec- trica’ is of exactly the same nature as ‘snow blindness’ and is due to the Sa Iſle CallSC. Other Effects. “Birch-Hirschfeld has reported cases which tend to prove that exposure to light rich in ultra-violet rays is not without effect on the normal retina, so that minor defects in the color fields are produced. He found in experi- ments on animals that such light produced definite changes in the ganglion cells and the cells of the nuclear layers, resulting in chro- matolysis, vacuolation of the cells, etc., changes which were much in- creased in eyes rendered artificially aphakic. “The red vision which is often so troublesome a symptom after exposure to bright light in persons who have been operated on for cataract has also been attributed to the action of ultra-violet rays. Erythropsia occurs, however, or may be induced in normal eyes, in which the absorptive capacity of the lens has to be taken into account, and is further said by some not to be prevented by wearing glasses, though this is denied by others. It cannot, therefore, yet be concluded with certainty that ultra- violet rays are solely responsible for this phenomenon. Protective Measures. “Enough has been said to show that ultra-violet rays are without doubt deleterious to some parts of the eye and are probably so to other parts under certain conditions. Protection of the eyes from these rays is therefore indicated if means can be adopted which are not too incon- venient and which do not seriously interfere with the visible rays. Many observations have been made on the penetrability of various types of glass in common use, and attempts have been made to make a glass which will absorb all the ultra-violet rays without materially reducing the transparency to light. For experimental purposes maximum penetra- bility to ultra-violet rays is sometimes desirable. Messrs. Schott of Jena have manufactured a quartz glass for this purpose called ‘uviol.’ Schott's uviol crown glass (U V 3199) transmits rays down to 280 microns. It is therefore rather more transparent to ultra-violet rays than ordinary glass, though it falls very far below quartz in this respect. A few ex- amples of the absorption of ordinary glasses may be given. “Borosilicate crown glass absorbs rays below 295 microns; flint glass (0.103) below 315 microns, partially 315-320 microns; ordinary blue glass below 26 HAZARD CONNECTED WITH FIREMAN’s VOCATION. 320 microns; ordinary smoked glass below 345 microns; heavy flint glass (0.198) absorbs all rays below 375 microns, and many from 375-400 mi- crons. Heavy flint glass, therefore, so far as impenetrability to ultra- violet rays is concerned meets most requirements; it is, however, quite unsuited for spectacle lenses on account of its weight. “Special glasses have been devised and placed on the market, said to absorb all the ultra-violet rays, i. e., below 400 microns. Of these the chief are ‘Enixanthos' glass, Fieuzal glass and “Euphos' glass (Schanz and Stock- hausen). All have a greenish yellow tint, varying in intensity. “Schanz and Stockhausen assert that “Euphos' glass absorbs only 5 per cent of visible light, but Vogt puts the figure at 25 per cent. The latter author points out that the manufacture of experimental glasses which absorb all the ultra-violet rays was accomplished long before Schanz and Stockhausen introduced their widely advertised “Euphos' glass. Eder and Valentin in 1894 made several glasses of this kind, notably a red glass containing copper oxid and others containing iron oxid. They showed that the absorption was much increased by the addition of lead to the metal. Analysis of “Euphos' glass by Dr. Werder in Aarau showed that it was an iron glass containing lead. “Sir William Crookes has recently made some valuable experiments on the “In diathermancy and permeability of glasses to visible and ultra-violet rays for the Royal Society Committee. Various green glasses long used in the Palm House at Kew Gardens, specially adopted because of their imperme- ability to infra-red rays, were examined. One of these, a very dark green glass, originally used in the ferneries, is remarkable for the short length of spectrum it transmits. It is opaque at the red end to rays longer than 579 microns and at the ultra-violet end to all rays shorter than 468 microns. On account of its color and the amount of light which it absorbs it is unsuitable as a protective glass. An almost colorless glass, tinged with didymium, is remarkable. It is opaque at the red end to rays longer than 656 microns just transmitting the hydrogen red. At the ultra-violet end it is opaque to rays shorter than 398 microns. Sir William Crookes sug- gests that further experiments should be carried out to include glasses tinted with other colored rare earths, as well as such metals as nickel, cobalt, chromium, uranium, etc., and also containing colorless oxids. It is noteworthy in this connection that Eder and Valentin found that ordi- nary cobalt glass is scarcely more absorptive of ultra-violet rays than ordinary flint or crown glass. It would appear that the almost colorless didymium glass best meets the requirements for protecting the eyes against the action of ultra-violet rays. Conclusion. any case there can be no doubt that the problem will be solved with relative ease. Much remains, however, to be accomplished in the direc- tion of determining with greater accuracy the physiologic and pathologic potency of these rays. If I have succeeded in arousing some interest in the subject and directing the attention of others able and qualified to extend the researches, my remarks, scattered and disjointed as they are, will not have been wholly vain.” HEART, VASCULAR AND RENAL DISEASE. 27 BIBLIOGRAPHY COVERING THE ETIOLOGY OF HEART, VASCULAR AND RENAL DISEASE. The following pages show the Bibliography and Text Book reference on the eti- ology of Heart Disease, Vascular and Renal Disease. - Bibliography. Stokes, W., “Diseases of the Heart and Aorta,” Dublin, 1854. Allbutt, T. Clifford, “The Effect of Overwork and Strain on the Heart and Great Blood-vessels.” St. George's Hosp. Rep., Vol. 23 (London), 1870. Da Costa, J. M., “Observations upon Heart Disease in Soldiers,” etc. Mem. U. S. Sanitary Commission. Washington, Ch. 10, p. 36, 1867. Maclean, W. C., “On Diseases of the Heart in the British Army and the Remedy.” Brit. M. J., I. 161 (London), 1867. - Myers, A. R. B., “Etiology and Prevalence of Disease of the Heart Among Soldiers.” London, 1870. Peacock, T. B., “On Some of the Causes and Effects of Valvular Disease of the Heart." Croonian Lectures, London, 1865. º McCurdy, J. H., “Effect of Maximal Muscular Effort on Blood Pressure.” Am. J. Physiol., Vol. 95, Boston, 1901. - Roy, C. S. and Adami, J. G., “The Failure of the Heart from Overstrain.” Brit. M. J. II. 1321, London, 1888. Gull and Sutton, “Arterio Capillary Fibrosis,” Med. Chirg. Trans., London, 1872. Wells, E. F., “American Journal of Medical Sciences,” Vol. 143, p. 26. “Nephritis.” Bishop, “New York State Journal of Medicine,” Vol. 40, pp. 416–420, 1911. “Arterio-Sclerosis.” Fischer, Martin H., “Cartwright Essay,” New York, 1911. “Nephritis, an Experimental and Critical Study of Its Nature, Causes and Principles of Its Relief.” - Text-Books. The following Text Books have been freely consulted and extracts on the cause of Heart Disease, Disease of the Vascular System, Renal Disease, etc., have been freely quoted in the following pages. Osler’s “Practice,” Sixth Edition. Osler’s “Modern Medicine,” Vol. 4 and Vol. 6. Sections on Bright's Disease, Cardio- Vascular Disease and General Etiology of Kidney Disease. Anders, J. M., “Practice of Medicine.” Sections on Heart and Renal Disease. Edwards, Arthur R., “Principles and Practice of Medicine.” Sections on Heart and Kidney Disease. 28 HAZARD CONNECTED WITH FIREMAN's Vocation. Tyson, James, “Practice of Medicine,” Fifth Edition. Sections on Renal, Heart and Vascular Disease. Special Section, “Relation of Heart and Kidney Dis- ease.” Strumpell, Adolph, “Text Book of Medicine.” Sections on Renal, Heart and Vascular Disease. - - Butler, G. R., “Diagnostics of Internal Medicine,” pp. 878, 879, 887, 900. Hughes, “Practice of Medicine,” Seventh Edition. Sections on Heart and Renal Dis- C2S e. Nothnagel’s “Encyclopedia,” American Edition. Volume on Kidney Disease. Volume on Heart Disease. McKenzie, Jas, “Diseases of the Heart,” Second Edition. Hirschfelder, A. D., “Diseases of the Heart and Aorta,” Second Edition. Hirschfelder, “Diseases of the Heart and Aorta,” Second Edition, p. 177. “It has long been known that heart failure may arise from simple overstrain of the heart without the intervention of any actual cardiac lesions. This condition usually remains acute and ends in rapid recovery, but it may also become chronic and reduce the patient to lasting invalidism. In its worst form such a purely functional weakening of the heart may result in death.” - e This conception was first introduced by Stokes in 1854, and was confirmed later by studies of Clifford, Allbutt, A. R. B. Myers, and Peacock, in Eng- land, and Da Costa in America. Their articles were collected, trans- lated into German, and published, along with an excellent monograph upon the subject, by Johannes Seitz, of Zurich, in 1875, bringing them to the cognizance of the German writers. In 1886 v. Leyden added im- portant contributions. * The most interesting, extensive, and complete of all these papers are those of Da Costa, based upon several hundred cases occurring among Union soldiers of the Civil War. ETIOLOGY. Ibid—page 180. “In Da Costa's 200 soldiers, well-marked fever preceded the overstrain in 17 per cent; diarrhoea (among which there may have been many mild cases of typhoid fever) 30.5 per cent; hard field service, particularly excessive marching, 38.5 per centºwounds, injuries, rheumatism, scurvy, ordinary duties of soldier life, and doubtful cases, 18 per cent. Contrary to the belief of many observers, tobacco did not seem to be an etiological factor in his series. “Allbutt gives the following etiological factors of cardiac overstrain: gym- nastics, rowing, Alpine climbing, long-distance running, intense fits of anger or emotion, sexual excesses. Overstrain is very frequent among miners, metal workers, carriers of heavy burdens, blacksmiths, moulders. Morton Prince calls attention to the development of cardiac dilatation under severe mental strain, as in a civil service examination. Anaemia and chlorosis (Henschen), apparently mild illnesses, intestinal disturb- ances, acute alcoholism, and excess is an important factor, especially in men; but its effects are usually more marked in hearts already weakened HEART, VASCULAR AND RENAL DISEASE. 29 from other diseases or from valvular lesions than in perfectly healthy hearts.” - Effect of Strain. Upon the Heart. Ibid—page 192. “The response of the heart to a muscular exertion which just fatigues may be of three grades: 1. The heart becomes smaller or the cardiac out- lines are unchanged—tonicity high (normal hearts). 2. There is a tran- sitory dilatation (after acute infections and in hearts with myocardial or some other cardiac disturbance). 3. The overstrain leads to permanent injury of the heart, often with permanent arrhythmia (chronic cardiac overstrain, myocardial changes). - Etiology. Ibid, page 340. The most important etiological factors in the production of arteriosclerosis in man are age, hard work, alcohol, syphilis, and the more acute in- fectious diseases, especially typhoid fever. The relative frequency of these causal factors, as indicated by the palpability of the radial artery in 4,000 consecutive cases admitted to the Johns Hopkins Hospital, has been made the subject of a careful study by Thayer and Brush. These observers found palpable arteries in the following percentage of the patients under fifty years who had been subject to various etiological factors: Per Cent. After scarlatina, radials palpable in . . . . . . . . . . . . . . . . . . . . . . 16.4 No causal factor, radials palpable in . . . . . . . . . . . . . . . . . . . . 16.5 Pneumonia, radials palpable in . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Diphtheria, radials palpable in . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Malaria, radials palpable in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Typhoid fever, radials palpable in . . . . . . . . . . . . . . . . . . . . . . . 26 Rheumatism, radials palpable in . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Alcohol, radials palpable in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.8 Hard work, radials palpable in.... . . . . . . . . . . . . . . . . . . . . . . . 57.5 Von Leyden. According to Von Leyden, the effects of over-exertion on the cardio-vascular system are: (a) Atheroma of the Aorta. (b) Arteriosclerosis. (c) Rupture and insufficiency of the Aortic Valves. (d) Pure Cardiac failure (muscular). McKenzie, Jas., “Diseases of the Heart.” Second Edition, page 244. “Paragraph 220. Conditions Inducing Degenerative Changes in the Arterial System. It is usual to attribute the changes to some earlier process that has affected the blood or the arteries, of which kidney disease, syphilis, over-exertion, are the most striking examples. But it will be found fre- quently that extensive arterial degeneration may be present for which one can find no definite cause. “There can be no doubt that affections of the kidneys tend to induce these changes. But in many people the kidney lesions are undoubtedly secon- dary, and patients may show well-marked and extensive arterial degenera- tion many years before there is the slightest evidence of kidney ailment. 30 HAZARD CONNECTED WITH FIREMAN's VoCATION. In such instances it is but reasonable to assume that the renal degeneration, like the cardiac and cerebral, is secondary to the arterial degeneration.” Osler’s Medicine Modern, C. F. Hoover, Vol. IV, p. 33. “In acute dilatation of the heart with stasis, which results from excessive exer- cise, there is lacking the trophic stimulus which, under favorable con- ditions, leads to hypertrophy. Whether or not this sequence of events occurs in a heart which is perfectly sound up to the time of dilatation is a question. It is possible that such hearts have experienced some lesion prior to the event which attended the dilatation. Such cases have been observed, but there are many other instances recorded in which the heart was functionally sound up to the time of the acute dilatation.” tº Ibid, C. F. Hoover, Vol. IV., p. 34. “Toxic influence, as in nephritis and Basedow's disease, may cause both hyper- trophy and dilatation of the heart.” Ibid, R. H. Babcock, Vol. IV., p. 93. “Heart Strain-This is an element in the causation of chronic myocardial de- generation, but it cannot be clearly separated from other factors that bear directly or indirectly on cardiac nutrition. How heart strain, by which is meant excessive work, acts injuriously on the myocardium, and whether the injury thus produced can or cannot be separated from other malignant factors, are queries most difficult if not impossible to answer. It is likely that there must always be a disproportion between the demands on the heart and its supply of nutrition, if strain is to prove injurious. The healthy heart is capable of enduring enormous increase of work without obvious injury. If, however, the strain occasions dilatation and in particular hyper- trophy together with dilatation, then conditions are seriously changed. Not only does dilatation augment the heart’s work, but it also lessens the supply of blood to the coronaries, and in time these two factors, namely, increased work and decreased nutrition, occasion chronic degeneration. If hypertrophy co-exist, a greater amount of nutriment is required than normal, and if dilatation prevents this extra supply, myocardial degenera- tion will be inevitable. “From the foregoing considerations it becomes apparent that the intrinsic causes of chronic degeneration of the heart muscle all involve and pre- suppose a nutritious disturbance. Hence such factors are in their nature equivalent to disease of the coronary arteries, and in most instances are actually combined with sclerosis of these vessels.” Ibid, R. H. Babcock, Vol. IV., p. 95. “Excessive Physical Toil and Hardships.-Considerable importance in the pro- duction of myocardial disease is attached to the severe physical exertion, together with the exposure and privations, experienced by soldiers, sailors, mountaineers, day laborers, coal miners, etc. Doubtless, the element of strain and mal-nutrition of the heart muscle comes into play in such individ- uals, but without question one cannot ignore the influence of many other potent factors entering into their lives, such as hard drink, irregular habits, and syphilis.” - Ibid, A. G. Gibson, Vol. IV., p. 154. “The Relation between Muscular Work and Hypertrophy.—A number of con- ditions of life, chiefly those associated with muscular exertion, lead ulti- mately to hypertrophy of the heart. As Clifford Allbutt pointed out in 1870, many laborious occupations lead to marked hypertrophy and cardiac HEART, VASCULAR AND RENAL DISEASE. 31 failure. When muscular work interferes with function it would be classed under cardiac insufficiency, which will be discussed later.” Ibid, A. G. Gibson, Vol. IV., p. 156. “When the strain of muscular work is greater than it is possible for the person to withstand, owing to the continued high pressure in the cavities of the heart, there is a failure to expel the whole of the blood brought to the ventricle; the consequence is a dilatation of one or more of the cavities of the heart for the time and an interference with the proper action of the cardiac muscle.” º Ibid, A. G. Gibson, Vol. IV., p. 215. “Arteriosclerotic.—In this, by far the most important form, the insufficiency is part of a widespread arteriosclerosis or of a lesion limited to the root of the aorta. The segments really behave as portions of the aorta, and are involved with it in the degenerative changes. After forty, the aortic segments always show slight signs of wear and tear, and in hard drinkers and hard workers with arteriosclerosis the segments become involved also. The exceedingly delicate texture is lost, the edges curl, and the segments thicken, become foreshortened and so unable to come into close apposition during diastole. So slight is the alteration in some cases that the valves look almost normal, or there may be shortening of only one segment. The surface of the valves may be perfectly smooth, without calcifications or adhesions between the segment, so that there is no narrowing of the orifice. There has been in the valve a simple progressive sclerosis. With this a varying degree of the involvement of the arch of the aorta and of vessels generally is associated; sometimes the arch is in an advanced state of en- darteritis deformans, greatly dilated, and even aneurismal. But in other instances the valves themselves show relatively more disease than the aorta. The orifices of the coronary arteries are involved, usually narrowed by the endarteritis, or the branches of the vessels themselves may be diseased. This is the common type met with in hardworking men between forty and sixty in whom there has been no history of rheumatism but the common factors responsible for arteriosclerosis.” Ibid, Wm. Osler, Vol. IV, pp. 451-452. Occupation.—Hard workers, the strikers in foundries, the dock workers, soldiers, sailors, and the very muscular and robust men are chiefly affected, but the disease may occur in feeble individuals who have never worked hard with their muscles. For years it has been known that soldiers were peculiarly liable to the disease, and the studies of Myers, Welch, and others called attention to the great frequency of aneurism in the British army.” “Determining Causes.—The determining causes of aneurism of the aorta are three: First, poisons which lead to changes in the coats of the vessel: second, conditions which increase and keep up the arterial tension; and third, internal trauma, the strain of muscular effort, particularly in the fourth decade, when the vital rubber begins to lose its elasticity.” Ibid, Wm. Osler, Vol. IV., p. 456. “High Blood Pressure.—Next to destruction of the elastic fibers of the media by a mesaortitis this is the most important single factor in the causation of aneurism. It acts in two ways: if permanent it leads to arteriosclerosis and weakening of the media, so that there is dilatation, either diffuse of the aortic arch or in spots. More important still is the sudden increase of tension following a rapid movement or severe strain, as in lifting, jump- ing, or the straining movements at stool or in the act of parturition. 32 HAZARD CONNECTED WITH FIREMAN’s VOCATION. Osler's Modern Medicine, John McCrae, Vol. VI., p. 23. “These interstitial changes in the kidney are intimately connected in many cases with hypertrophy of the heart, especially of the left ventricle, and with arteriosclerosis; we find that many people die with certain lesions of these three systems in whom one cannot lay the blame on one system rather than on another. Does the hypertrophied heart lay so much stress upon the vessels and the kidney as to damage them, or does the vascular change precede the others, or is the renal lesion the primary one, or is some widespread toxin responsible for all three at the same time? Specu- lation upon these questions is as yet unending, and so much has been brought forward in support of a positive answer to each one that no firm basis yet exists on which to make a decision. For purposes of demonstra- tion to students, the writer is in the habit of indicating the combination diagrammatically by an equilateral triangle; at one angle is heart, at an- other vessels, and at the third kidney, thus: heart vessels A kidney “Then having pointed out the intimate physiological relationship existing among the three, one may rotate the triangle, and it matters little which angle comes uppermost, as the three constitute a ‘triple alliance,’ which may fairly be said to represent an entity of disease.” * Ibid, J. B. Herrick, Vol. VI., p. 118. “Occupation may predispose to nephritis. Workers in lead or mercury, those helping about breweries or saloons, where alcohol is often taken freely, are especially prone to disease of the kidney. Engineers, workers in the cooling-rooms of packing-houses, and others engaged in occupations that expose them to extremes of heat and cold are peculiarly liable to the devel- opment of parenchymatous nephritis.” Ibid, J. B. Herrick, Vol. VI., p. 147. “Occasionally, in connection with valvular heart disease, the condition of cya- notic induration or chronic passive congestion seems to give rise to this form of Bright's disease; though, as Rosenstein and Senator have suggested, there is a possibility that the heart disease and the kidney disease are due to one and the same cause, rather than that the lesion in the kidney is entirely secondary to the cardiac condition. Ibid, J. B. Herrick, Vol. VI., p. 158. Etiology.—The causes of chronic interstitial nephritis of the secondary type are Ibid, J. B. those already enumerated for the chronic parenchymatous form. The ar- teriosclerotic kidney has its etiological factor in any of the conditions that lead to general arteriosclerosis—lead, gout, syphilis, alcohol, heredity, se- vere muscular strain, overwork, worry, etc. Herrick, Vol. VI., p. 162. “Cardiac Disease and chronic interstitial nephritis often co-exist. The relation between the two diseases is not always clearly definable. In many instances the same cause has produced the nephritis and the valvular or myocardial lesion. In other cases primary renal lesion has caused the secondary changes in the heart, the hypertrophied muscle finally becoming incom- petent and cardiac symptoms being the most striking feature in the case. In a few cases chronic interstitial changes in the kidney result from an incompetent heart, with its resulting long-standing passive congestion of the kidney (cyanotic induration), together with its accompanying toxic condition of the blood from cyanosis, alimentary disturbances, and faulty metabolism. A direct connection, however, between valvular disease of HEART, VASCULAR AND RENAL DISEASE. 33 the heart and chronic interstitial nephritis is seldom to be made out. Lo- calized areas of chronic fibrosis in the kidney often result from renal infarcts that may have their origin in a diseased heart. “Since Gull and Sutton, nearly forty years ago, called attention to the fact that certain diseased conditions affected the entire vascular system as a unit, some cases of chronic disease of the kidney have been regarded as but part and parcel of general arteriosclerosis. The causes of the arterio- sclerotic kidney would be those of arteriosclerosis in general: old age, heredity, syphilis, lead, gout, alcohol, excessive work, and preceding infec- tious diseases. Chronic interstitial nephritis is found oftener in males and in those past the age of thirty; the variety spoken of as the arterio- sclerotic kidney, in the stricter sense, is rarely seen until after forty-five.” Ibid, J. B. Herrick, Vol. VII., p. 168. “Among findings in other organs that are met with quite regularly must be mentioned the hypertrophy of the heart and the sclerosis of the arteries. Left heart hypertrophy is the rule, and is always present before enlarge- ment of the right ventricle. In advanced cases and especially in cases where dilatation of the left heart has occurred leading to mitral insuffi- ciency, there may be right heart enlargement, and the whole heart is truly bovine. The aorta and smaller vessels show more or less advanced scler- otic changes. Even when the aorta may not be markedly involved, the smaller arteries, e. g., in the spleen, will usually exhibit some degree of thickening of their walls.” Osler, “Practice of Medicine,” Etiology Chronic Endocarditis, p. 706. “A very important factor, particularly in the case of the aortic valves, is the strain of prolonged and heavy muscular exertion. In no other way can be explained the occurrence of so many cases of sclerosis of the aortic valves in young and middle-aged men whose occupations necessitate the over-use of the muscles.” Ibid, “Practice of Medicine,” Etiology-Aortic Incompetency, p. 710. “The arteriosclerotic group.–By far the most frequent cause of insufficiency is a slow, progressive sclerosis of the segments, resulting in a curling of the edges, which lessens the working surface of the valve. This form is most often met with in strong, able-bodied men among the working classes. There are three main factors in its production: First, strain– not a sudden, forcible strain, but a persistent increase of the normal ten- sion to which the segments are subject during the diastole of the ventricle. Of circumstances increasing this tension, repeated and excessive use of the muscles is perhaps the most important. So often is this form of heart dis- ease found in persons devoted to athletics that it is sometimes called the “athlete's heart.” Secondly, alcohol, which not only raises the tension in the arterial system, but directly promotes arteriosclerosis. A combination of these two causes is extremely common. Thirdly, syphilis, which may be only one of the several elements in inducing early arterial change, an added factor to the wear and tear of the tubing.” Ibid, “Practice of Medicine,” Etiology of Hypertrophy and Dilatation, p. 736. “Conditions affecting the heart itself: (1) Disease of the aortic valve; (2) mitral insufficiency; (3) pericardial adhesions; (4) sclerotic myocarditis; (5) disturbed innervation, with overaction, as in exophthalmic goitre, in long continued nervous palpitation, and as a result of the action of certain articles, such as tea, alcohol, and tobacco. In all of these conditions the 34 HAZARD CONNECTED WITH FIREMAN’s VOCATION. work of the heart is increased. In the case of the valve lesions the in- crease is due to the increased intraventricular pressure; in the case of the adherent pericardium and myocarditis, to direct interference with the symmetrical and orderly contraction of the chambers. “Conditions acting upon the blood-vessels: (1) General arteriosclerosis, with or without renal disease; (2) all states of increased arterial tension induced by the contraction of the smaller arteries under the influence of certain toxic substances, which, as Bright suggested, ‘by affecting the minute capil- lary circulation, render greater action necessary to send the blood through the distant subdivisions of the vascular system;’ (3) prolonged muscular exertion, which enormously increases the blood-pressure in the arteries; (4) narrowing of the aorta, as in the congenital stenosis.” Ibid, “Practice of Medicine,” Etiology of Arteriosclerosis, p. 771. “(4) Overwork of the muscles, which acts by increasing the peripheral resis- tance and by raising the blood-pressure. “(5) Renal Diseases.—The relation between the arterial and kidney lesions has been much discussed, some regarding the arterial degeneration as secondary, others as primary. There are two groups of cases, one in which the arteriosclerosis is the first change, and the other in which it is secondary to a primary affection of the kidneys, the former occurs, I believe, with much greater frequency than has been supposed.” Butler, “Diagnostics of Internal Medicine,” p. 878. “Arteriosclerosis, atheroma, and chronic interstitial nephritis are often asso- ciated with the second group, sometimes as cause, sometimes as effect, and have the same etiology.” Ibid, “Diagnostics of Internal Medicine,” p. 879. “(1) Aortic Incompetency.—Causes.—Occurs mainly in men of middle age, and is due most commonly to prolonged and severe muscular exertion, alcohol, gout, syphilis, or lead, all of which may initiate slowly progressive deform- ing changes in the valve; less frequently to rheumatic endocarditis, rarely to rupture.” - Ibid, “Diagnostics of Internal Medicine,” p. 887. “Hypertrophy of the Heart.—Prolonged and severe muscular work is an addi- tional and sometimes important factor.” Ibid, “Diagnostics of Internal Medicine,” p. 900. “Arteriosclerosis.-The causes of arteriosclerosis are old age; gout, syphilis, alcohol, and lead; muscular overwork; chronic nephritis, which may be cause or result; overeating; and rheumatism, typhoid fever, or scarlet fever. Sclerosis of the pulmonary artery and sometimes of the pulmonary veins may occur in conditions which cause prolonged high pressure in the lesser circuit, especially mitral stenosis and emphysema; and the portal veins may be sclerosed in hepatic cirrhosis.” Hughes, “Practice of Medicine.” Seventh Edition. Cause of Chronic Endocarditis, p. 435. “A chronic endocarditis from the onset may be caused by alcoholism, syphilis, gout or excessive muscular labor. Chronic Bright's Disease is also an ex- citing cause.” - HEART, VASCULAR AND RENAL DISEASE. 35 Ibid, “Practice of Medicine.” Seventh Edition. Cause of Cardiac Hypertrophy, pp. 446–447. - “It is most frequently caused by obstruction to the outflow of blood such as results from valvular disease of the heart, emphysema, Bright's disease, and arteriosclerosis, but it may also be due to excessive functional activity, such as is produced by prolonged muscular exertion, exophthalmic goitre, etc. - “Cause of Dilatation of the Heart. It is usually brought about by chronic valvular disease of the heart, emphysema, chronic bronchitis, gout, Bright's disease, alcoholism, syphilis, but may be due to over-exertion in those of feeble resisting powers, such as youths and soldiers.” Tyson, “Practice of Medicine,” p. 619. “Chronic Valvular Defects.--Another cause is prolonged muscular strain, pro- ducing over-tension of the valve leaflets. This operates in laborers who do much heavy lifting, and sometimes in athletes. Especially potent is it when, as is often the case, hard muscular work is associated with over- eating and drinking.” Ibid, “Practice of Medicine,” Hypertrophy of the Heart, p. 647. “Increased intravascular pressure is caused by endarteritis and resulting scler- otic changes in the vessel-walls and by aneurism; by strong contraction stimulated by the irritation of toxic substances in the blood, such as accum- ulate in Bright's disease, or as the result of overeating or excessive drink- ing, especially of large quantities of beer; finally, by excessive physical exertion. All these are, therefore, causes of hypertrophy of the left ven- tricle.” - . Ibid, “Practice of Medicine,” Dilatation of the Heart, p. 650. “Etiology—Chronic dilatation is the last stage in a valvular disease the result of failing nutrition. The conditions under which this manifests itself have been described. Acute dilatation is the result of prolonged muscular effort, such as occurs in rowing, running, and mountain-climbing. Mod- erate degrees of distention occur with any decided muscular effort. The more marked degrees capable of mischievous consequences are the result of prolonged severe muscular exertion. The effect of moderate, well- regulated exercise on the heart, known as training, by which endurance is developed, is to produce eccentric hypertrophy, or hypertrophy with dilatation, which is not dilatation in the sense under consideration—en- largement of the cavity with thinning of the walls. The right heart is the seat of such dilatation. In over-exertion the harmful effect of excessive acute strain is averted for a time by the safety-valve action of the tri- cuspid valve, permitting a regurgitation of blood into the right auricle. Dilatation has exceeded its physiological limit when the cavity is no longer able to empty itself of blood. While moderate degrees of acute dilatation may be recovered from, either rapidly or slowly, dilatation may be carried to degrees at which recovery is impossible and death results. Such results have followed rowing and mountain-climbing.” The so-called irritable heart, to which attention was first called by J. M. Da - Costa in a graphic description based on a study of the cases of soldiers in the American Civil War, is an example of an abnormally dilated heart, a heart in which compensation has failed. Another example of the idio- pathic hypertrophy already referred to is seen in those persons who, through hard work, acquire muscular strength and at the same time, through alcoholic indulgence, become obese. Such as the drivers of beer- 36 HAZARD CONNECTED WITH FIREMAN’s VOCATION. wagons and workers in breweries where an unlimited amount of beer is allowed—as much as 20 liters (as many quarts) a day. After a while, in these hearts compensation is lost and the symptoms of dilated heart follow. Sudden dilatation may happen to hearts whose muscular sub- stance is degenerated, though seemingly hypertrophied, as in chronic Bright's Disease, where overexertion often brings on dilatation.” Ibid, “Practice of Medicine,” Arteriosclerosis, pp. 675-676. - “There are many exciting causes, among which are especially overeating and drinking, with consequent accumulation of irritating matters in the blood, syphilis, the gouty poison, and lead. Chronic Bright's disease and diabetes mellitus are especially frequently succeeded by it; more rarely acute articular rheumatism. In the latter, the rheumatic poison, what- ever that may be, is probably the responsible agent, and in Bright's disease it may be retained excrementitious matter. - “Still another cause of arteriosclerosis is increased arterial tension due to prolonged muscular exertion.” Ibid, “Practice of Medicine,” Acute Parenchymatous Nephritis, p. 765. “Etiology—Most cases of acute parenchymatous nephritis are caused by some poison of endogenous or exogenous origin which is carried by the circu- lation. Instances of the former are the toxins of scarlet fever or diph- theria, whence, therefore, it is frequent in children. A certain number originate in exposure to cold, especially cold and dampness, while the body is warm and perspiring. The latter cause is particularly potent if the person be fatigued or exhausted.” Ibid, “Practice of Medicine,” Chronic Interstitial Nephritis, p. 788. - “Prolonged passive congestion, due to valvular heart disease, may become a cause of granular kidney.” Ibid, “Practice of Medicine,” The Relation of Heart Disease to Kidney Disease, p. 828. “I. Renal Disease Associated with Hypertrophy of the left Ventricle without Valvular Disease.—Modern studies have made it quite certain that this form of combined heart and kidney disease may originate in two ways: (a) The heart affection may be secondary to the kidney disease as its direct consequence; or (b) both conditions may result from one and the same cause—viz., arteriosclerosis. “(a) The Renal Condition Precedes.—The condition which precedes is com- monly the contracted kidney of interstitial nephritis, and its result is hypertrophy of the left ventricle.” Nothnagel, “Ency. Vol. Kidney Disease (H. Senator)," p. 225. Chronic Diffuse Non-Indurative Nephritis (Chronic Parenchymatous Nephritis). “So-called ‘chronic colds’—i. e., long-continued or repeated action of damp- ness or cold—as, for example, a protracted residence in a damp dwelling house, working in water or moist earth or in changeable weather. The significance of this etiologic factor was pointed out by Christison, and almost all the authors have followed him, with the exception of Bartels and E. Wagner, who neither accept nor contradict this view. Although one can readily understand their reserve in the face of the difficulties surrounding the etiology to which the writer has referred, he is never- theless impelled by his personal experience with the occurrence of chronic HEART, VASCULAR AND RENAL DISEASE. 37 nephritis to agree with the great majority of authors, who believe that exposure to dampness and cold is an etiologic factor, without altogether denying that other unfavorable conditions, such as bad food, the abuse of alcohol, and the like, may have been operative in cases of that char- acter.” Ibid, “Ency. Vol. Kidney Disease (H. Senator),” p. 228. “Diseases of the heart, especially endocarditic processes, in the writer's opinion undoubtedly cause chronic nephritis, although not very frequently; nor should we include the cases of cyanotic induration and contracted kidney which result from renal congestion (p. 150). In v. Bamberger's statistics, 117 of the 805 cases, or 14.5 per cent, of “secondary chronic Bright's disease” were complicated by valvular lesions, but this fact can- not be utilized to prove this etiologic relationship under discussion; for, in the first place, as the writer has frequently remarked, the cases of amyloid disease were included in these statistics, and in the second place, the fact was lost sight of that endocarditic processes and valvular lesions may also be secondary to chronic nephritis. Judging from the writer's own experience, however, he believes that simple nephritis without amyloid disease sometimes occurs as a sequel or concomitant of valvular disease of the left side of the heart. Rosenstein has made similar observa- tions, and correctly calls attention to the fact that both affections—heart disease and nephritis–ought possibly to be ascribed to the same cause. Ibid, “Ency. Vol. on Kidney Disease (H. Senator),” p. 239. “Alterations in the Circulatory Apparatus.—Enlargement of the heart is a fre- quent and most important condition. Referring to what the writer has said before (p. 116) about the behavior of the heart in diseases of the kidney, he will merely remark here that, contrary to the older views, (1) true hypertrophy and not only simple dilatation is quite frequent, (2) that hypertrophy of the left ventricle in this form of renal disease also is much greater than that of the right, and (3) that hypertrophy of the heart in the great majority of cases is associated with dilatation—i. e., it is a so-called eccentric hypertrophy, and differs in this respect from the form which occurs in indurative nephritis or contracted kidney.” Ibid, “Ency. Vol. on Kidney Disease (H. Senator),” Chronic Indurative Nephritis or Contracted Kidney, p. 259. “In addition, contraction of the kidneys is accompanied by hypertrophy of the heart, and in this respect the process in the kidneys differs from similar processes in other organs; the cardiac hypertrophy may be secondary to the kidney affection or it may develop independently from the same causes.” t Ibid, “Ency. Vol. on Kidney Disease (H. Senator),” p. 261. “The relations existing between induration of the kidneys and arteriosclerosis are of a triple character: (1) As a result of the above mentioned noxious agents or certain others, arteriosclerosis may be the primary affection and bring about induration of the kidney in the manner presently to be described (see Pathologic Anatomy, p. 269), forming the so-called arterio- sclerotic induration of the kidney or contracted kidney, or, in other words, sclerosis of the kidneys. (2) Conversely, induration may result from chronic interstitial nephritis, and later, on account of the cardiac hyper- trophy and associated increase in the arterial tension, cause a vascular sclerosis; for it is well known that persistent or repeated increase of blood-pressure greatly favors the development of arteriosclerosis. This 38 HAZARD CONNECTED WITH FIREMAN’s VOCATION. form is chronic interstitial nephritis with secondary arteriosclerosis. (3) The two conditions may develop independently of one another from the same cause. Indurative nephritis and arteriosclerosis may therefore have a mutual causal relation, or they may represent co-ordinate and more or less simultaneous effects of some other cause.” Ibid, “Ency. Vol. on Heart Disease (T. Von Jurgensen),” p. 244, Kidneys. “Disturbances of the renal function occur frequently in all forms of endocar- ditis. They are caused: (1) By septic infection. (2) By substances which are carried into the kidneys from the left side of the heart, and which act more or less strongly as local causes of disease. (3) By circulatory changes caused by the heart weakness. Although this is the general synopsis of this matter, it is not easy, in fact, impossible, to classify everything that occurs within these three groups.” Ibid, “Ency. Vol. on Heart Disease (L. Krehl)," p. 524, The Kidneys. “In a large number of cases we observe renal and cardiac symptoms side by side. The two sets of symptoms may be interrelated in a variety of ways. In the first place, there is no doubt that in a large group of patients the changes in the heart depend on changes in the kidney, i. e., they are only secondary to the latter. The relation between the heart and kidneys will form the subject of a special section. “Again, cardiac and renal disease may co-exist as co-ordinate results of a common cause. This is very frequently the case—much more frequently, no doubt, than has heretofore been believed. The reason is that blood- vessels and kidneys are in many respects sensitive to similar influences and exhibit irregularity and inequality in the order in which they succumb to such influences. This question will have to be touched upon in almost every section.” Ibid, “Ency. Vol. on Heart Disease,” p. 701. “A Few Remarks on the Diseases of the Heart Occurring after Renal Affec- tions. - “Even the older physicians believed that a close connection probably existed between the function of the heart and that of the kidneys, but it was not until the nineteenth century that the many pathologic relations which actually exist between these two organs began to be more accurately known. In fact, every relation that is conceivable on theoretic grounds actually occurs. The changes in the renal function caused by diseases of the heart are discussed on p. 524; a simultaneous disturbance of both or- gans is found chiefly in arteriosclerosis (see p. 675). The latter disease is, in fact, capable of injuring the heart as well as the kidneys in a great variety of ways.” Edwards, “Principles and Practice of Medicine,” p. 363. “Dilatation of the Heart. (b) Causes raising arterial blood pressure, as stenosis of the aorta, arteriosclerosis and nephritis produce hypertrophy : and dilatation of the left ventricle. Workers in caissons may suffer from dilatation. (c) Causes raising blood tension in the lesser circulation, as spinal deformity, chronic disease of the lungs and pleura, which produce hypertrophy of the right ventricle; of these emphysema is the most im- portant. Abdominal lesions are thought by French writers to reflexly raise the pulmonary blood pressure and induce right-sided hypertrophy and dilatation.” * HEART, VASCULAR AND RENAL DISEASE. 39 Ibid, pages 14 to 17. Ičid, “Principles and Practice of Medicine,” p. 368. Hypertrophy of the Heart, “Etiology.—The causes of hypertrophy of the left ventricle are usually mechanical, resulting from (a) Valvular lesions (aortic stenosis and insuffi- ciency, mitral insufficiency) wherein dilatation precedes, and incites, hyper- trophy; (b) renal disease, usually from a chronic interstitial nephritis but occasionally from hypoplasia of one kidney, hydronephrosis, etc.; it is caused by mechanical obstructions to the flow of blood or by retention within the blood of waste substances which excite arterial spasm.” Ibid, “Principles and Practice of Medicine,” p. 744. Chronic Nephritis. “Etiology.—It may result from (a) infections, as tuberculosis (which causes 25 per cent), malaria and syphilis; (b) from exposure to cold and damp- ness; (c) from toxic factors, as alcohol and lead and less frequently mer- cury or arsenic; (d) from cardiac disease, which accounts for 14 per cent of nephritis; (e) exhausting discharges, suppuration and ulceration may cause it; (f) Acute nephritis seldom becomes chronic, though it is a some- what predisposing factor; (g) Age and sex. Most cases occur between twenty and fifty years of age; it is rare in children. Males are affected more often than females.” Ibid, “Principles and Practice of Medicine,” p. 747, Chronic Interstitial Nephritis. “Etiology.—The etiology is essentially that of arteriosclerosis, with which contracted kidney has a three-fold relation: (a) arteriosclerosis which may cause the arteriosclerotic kidney; (b) contracted kidney may cause arteriosclerosis; or (c) both may result from a common cause. The noxa or toxin reaches the kidney through the blood stream.” Anders, “Practice of Medicine,” p. 601, Chronic Endocarditis. “Heavy muscular labor increases constantly the tension in the arterial sys- tem, and this acts injuriously upon the valve-segments, setting up a gradual sclerotic change.” “I have, however, found aortic disease to be more common in young adults than most writers are ready to admit, and that it is favored especially by an occupation involving muscular strain, e. g., blacksmiths, draymen, sol- diers during campaigns.” - Ibid, “Practice of Medicine,” p. 603, Aortic Incompetency. “The effect of occupation in causing this disease, by increasing the vascular tension, is more notable than in the case of alcohol, though both of these factors are found not infrequently to be present in the same case. It is undeniably true that strong bodied men in the middle period of life and engaged in such occupations as entail strain—'not a sudden, forcible strain, but a persistent increase of the normal tension to which the seg- ments are subject during the diastole of the ventricle’—(Osler)—are the most frequent sufferers from aortic incompetency.” Ibid, “Practice of Medicine,” p. 641, Hypertrophy of the Heart. “Attention should be called to the causes of the so-called ‘primary idiopathic hypertrophy.’ The main causal conditions are—(1) Prolonged physical exertion, as in certain occupations (blacksmiths, locksmiths, draymen and athletes). Excessive bicycling causes hypertrophy, particularly if arterio- sclerosis exists.” 40 HAZARD ConnecTED WITH FIREMAN’s VOCATION. Ibid, “Practice of Medicine,” p. 979, Acute Nephritis. “The disease may also be attributed, at times, to exposure to cold and wet, irrespective of alcoholic indulgence. It may be presumed with reason that in such cases there is some inherent or acquired weakness or a sus- ceptibility of the kidneys, rendering them the weak links in the visceral or systemic chain.” Strumpell, “Text Book of Medicine,” p. 371, Arteriosclerosis. “The reason that arteriosclerosis is so common and occurs comparatively so early in hard laborers, is the great mechanical strain which the arteries undergo during persistent, severe, bodily exertion. Again, in diseases which are associated with a persistent elevation of arterial tension, such as hypertrophy of the left ventricle in interstitial nephritis, arteriosclerosis develops probably as a result of the constant high tension. It must be confessed that here a decision is often very difficult, inasmuch as the arterial disease may be simultaneous with the nephritis, or even the actual cause of it.” CLAIMS PAID Account OF LOSS OF EYESIGHT. 41 DISABILITY CLAIMS PAID, ACCOUNT OF LOSS OF EYESIGHT. The following table shows, the name of member, lodge number, claim number, alleged cause of blindness and the year in which Such claim was paid by the Brotherhood of Locomotive Firemen and Enginemen from 1883 to 1913, inclusive. | | * Claim | Lodge Year Name of Claimant NO No. Cause Detailed Information from Papers, 1883— 4 Ben Parks . . . . . . . . . . . . 81 76 || Lost Eyesight | No cause given. 1884– 5 Willie Whitney. . . . . . . . 160 205 || Lost Eyesight |Boiler explosion. J. W. Bush. . . . . . . . . . . 167 80 | Lost Eyesight ||Records indefinite. 1885– 6 J. B. McNett. . . . . . . . . 103 30 || Lost Eyesight | Records indefinite. J. H. Ahrold. . . . . . . . . . 130 || 102 || Lost Eyesight | Ulcerative keratitis and granulated lids. 1886– 7 || A. J. Oliver. . . . . . . . . . . 245, 49 | Lost Eyesight caused by heat and light of firebox. George La Ray. . . . . . . . 247 130 | Lost Eyesight | Myopia and choroiditis. S. Brown. . . . . . . . . . . . . . 11 37 || Total Blindness | Hit in eye by a piece of coal. M. B. Jones. . . . . . . . . . 41 121 || Lost Eyesight | Gun exploded. E. M. Patton. . . . . . . . . 47 175 | Lost Eyesight | Gun exploded. 1887–90 Charles E. Jones...... 167 67 || Lost Eyesight | Cerebral hemorrhage; no cause given. 1890–92 W. J. Dwyer. . . . .5 ' ' ' ' 451 95 || Lost Eyesight | Optic Atrophy due to injury sustained in wreck. John H. Sweeney. . . . . . 537 352 | Lost Eyesight | Injured by piece of lubricator glass in eye. 1892–94 | Harry E. Collett...... 1026 451 | Lost Eyesight |Injured by heat and light of firebox. John S. Stratton. . . . . . 1055 || 149 | Blindness Apoplexy following malarial fever. J. H. Billingsley. . . . . . 1067 | 160 | Blindness Due to injury; no further particulars given. William Keeshan. . . . . . 1168 123 | Blindness Traumatic cataract. Possibly Senile. Harry A. Martin. . . . . . 1174 || 257 | Blindness Optic Atrophy caused by heat and light of firebox. J. J. Leahy. . . . . . . . . . . 1178 75 | Blindness Record indefinite. John A. Layton. . . . . . . tº º º ſº 75 | Blindness Optic Atrophy, Partial blindness only; ordered paid by Harrisburg Convention. 1894–96 || J. F. Brown. . . . . . . . . . 1329 | 198 || Blindness Pterygium. (Thickening of conjunctiva.) Joseph Ennis. . . . . . . . . . 1474 388 Blindness Neuroretinitis, cause obscure. James Flynn. . . . . . . . . . 1490 44 || Lost Eyesight | Hit in eye by piece of bursting water-glass. Eugene Crean. . . . . . . . . . 219 72 | Lost Eyesight | Choroiditis, cause obscure. E, B. Childs. . . . . . . . . . 230 375 | Lost EyeSight | Keratitis due to heat and light of engine on eyes. 1896–98 C. G. Hall. . . . . . . . . . . . 373 77 || Lost Eyesight | Knocked off from engine, hit head. Frank ... Maler. . . . . . . . . . 399 || 309 || Lost Eyesight | No cause given. i John W. Moore. . . . . . . 452 36 | Blindness Optic Atrophy, cause not stated. | Frank L. Bunnell. . . . . 520 121 | Blindness Gun Shot wound. 0. W. Cook........... 531 213 | Blindness Cause not stated. 1898-00 | Leon E. Gates. . . . . . . . . 743 282 Blindness Hit in eye by piece of bursting water-glass. 0. G. Reed. . . . . . . . . . . 744 461 | Blindness Hit in eye by piece of bursting water-glass. Robert Haslett........ 788 330 | Blindness Cataract of both eyes; cause not given. W. J. Lange. . . . . . . . . . 789 267 | Blindness Myopia; probably congenital. S. AndreSS. . . . . . . . . 791 267 | Blindness Cataract both eyes; cause not given. W. H. Sharrah........ 828 191 | Blindness Hit in eye by piece of the coal-gate. A. B. Eaheart. . . . . . . . . 885 8 || Blindness Traumatism resulting in detachment of retina. H. J. WOsberg. . . . . . . . . 928 296 | Blindness Head crushed between cab and cars. Chester H. Perry. . . . . . 931 138 Blindness Skull fractured by falling into a culvert. James H. Foley. . . . . . . 993 149 | BlindneSS Detached retina and vitreous hemorrhage. J. T. Swisher.......... 1006 || 218 Blindness Some congenital defect. Martin Sheehy......... 1119 || 173 Blindness Optic Atrophy; cause not given. Fred Ayres. . . . . . . . . . . 1161 301 | Blindness Hit in eye by a piece of steel. George M. Allen. . . . . . . 1253 || 117 | Blindness Hit on head by falling from engine. - |- 1900–02 Wm. T. Riley......... 1394 S61 | Blindness Hit on back of head, causing optic atrophy. Albert Walk. . . . . . . . . . . 1436 78 | Blindness 0ptic neuritis due to valvular disease of heart. W. W. Dunlap. . . . . . . . 1522 340 | Blindness Optic atrophy; no cause given. Henry Loughrey. . . . . . . . 1797 || 417 | BlindneSS Optic neuritis due to diabetes. 1904 Charles 0rrell......... 1 || 470 | Blindness Claim papers in court at Murphysboro, Ill. 1905 Caradine Howlett...... 954 201 | Blindness Gun shot injury. Charles F. Lyman...... 913 807 | Blindness Optic Atrophy; no cause stated. John Wessel........... 1163 582 | Blindness Optic Atrophy; no cause stated. 1907 Harry F. Lenfesty. . . . . 371 407 | BlindneSS Optic Atrophy; no cause stated. 0ra B. Post........... 658 295 || Blindness Injury while firing an engine. 42 HAZARD CONNECTED WITH FIREMAN’s VOCATION. DISABILITY CLAIMS PAID, ACCOUNT OF LOSS OF EYESIGHT (Continued). The following table shows the name of member, lodge number, claim number, alleged cause of blindness and the year in which Such claim was paid by the Brotherhood of L0comotive Firemen and Enginemen from 1883 to 1913, inclusive. Claim | Lodge i0. w Year Name Of Claimant NO. Cause Detailed Information from Papers. 1908: John Deahn. . . . . . . . . . . sº 251 Blindness No cause given. John W. Riley......... 1510 430 | Blindness Gun shot injury. 1909 Ernest H. Waden. . . . . . 94 147 | Blindness Hit in eye by a piece of bursting lubricator glass, Edward J. Cashman.... 170 243 | Blindness Injury; nature not stated. Wm. R. Wilson........ 210 502 Blindness Hot cinder burning cornea. 1909 Lew J. Fausnacht...... 291 620 Blindness Hit in eye by lump of coal, causing Optic Atrophy. Clarence E. Money. . . . . 293 594 Blindness Hit in eye by piece of bursting water-glass. Harry Compton. . . . . . . . 308 48 BlindneSS Hit in eye by piece of bursting lubricator glass. Andrew E. Barnes. . . . . 331 422 | Blindness Hit in eye by piece of bursting lubricator glass. Harry T. Smith....... 286 174 || Blindness Hit in eye by piece of bursting water-glass. Fred B. Robertson. . . . 339 232 | Blindness Struck by mail crane. Howard A. Patterson... 402 310 | Blindness Struck by an object while On road. Miles W. Smith. . . . . . . 334 203 | Blindness Traumatic cataract, burned by steam blower pipe. Wade H. Weal. . . . . . . . 454 393 | Blindness Hit in eye by lump of coal; Optic Atrophy. William Farley. . . . . . . . 247 618 Blindness Eyes burning by steam from blow off cock while hoeing - Out ash-pan. John H. Moore........ 506 59 | Blindness Optic Atrophy, no cause given. John H. Earnest....... 444 673 Blindness Hit in eye by piece of bursting water-glass. Walter H. Haflei. . . . . . 547 37 BlindneSS Hit in eye by piece of bursting water-glass. Ernest C. Weick....... 568 314 Blindness Hit in eye by piece of steel while repairing engine. James F. Eubank. . . . . . 577 360 BlindneSS Hit in eye by piece of steel while repairing engine. | 1910 George R. Patterson.... 675 21 Blindness Caught between cab and bulge in coal bin. Edward B. Barris. . . . . . 775 162 Blindness Septic infection, keratitis and irido cyclitis. Hugh M. Irwin. . . . . . . . 850 168 Blindness Hit in eye by piece of bursting water-glass. Charles Tracey. . . . . . . . . 836 98 || BlindneSS Hit in eye by oil from hot driving box. Charles H. Keys. . . . . . . 422 218 Blindness Hit in eye by piece of steel. Louis J. Bolt... . . . . . . . 697 265 | Blindness Hit in eye by piece of bursting water-glass. Joe Hughes. . . . . . . . . . . . 1045 45 Blindness Hit in eye by piece of bursting water-glass. John Malin. . . . . . . . . . . . 1036 157 | Blindness Cataract; no cause given. Fred Hulbert. . . . . . . . . . 1050 1 Blindness Hit in eye by piece of glass from broken cab-window. George W. Beaty, Jr... 1068 452 | Blindness Hit in eye by a nail. Louis L. Freund....... 759 133 | Blindness Acid tank exploded, injuring eyes. George W. Koller...... 1174 320 | Blindness Post near track hit head. Thomas J. Owen...... 1235 295 | Blindness Keratitis; no particulars given. Mans Nelson. . . . . . . . . . 1179 86 | Blindness No cause given. Harry A. Woodring..... 650 207 | Blindness Hit in eye by a piece of glass. George E. Sperry...... 1159 152 | Blindness Hit in eye by a hot cinder. F. S. Pickering........ 1263 17 | Blindness Hit in eye by a piece of steel while repairing flue. James M. Rusk. . . . . . . . 1312 768 Blindness Cataract; senile. Wm. H. Wiggins. . . . . . 1350 100 l Blindness Bursting flue injured eyesight. 1910 Alonzo Kriner ........ 1380 84 RlindneSS Hit in eye by an object from a passing train. Dan Caylor. . . . . . . . . . . 1423 364 Blindness Hit in eye by piece of bursting water-glass. Leo Colvin. . . . . . . . . . . . 1360 448 | BlindneSS Fell off engine and hit his head. 1911 Thaddeus Quinn....... 1386 359 | Blindness Hit in eye by a hot cinder. Forrest E. Wheeler. . . . . 1535 716 || Blindness Hit in eye by a piece of bursting lubricator glass. Joseph H. Middleton... 786 72 | Blindness Hit in eye by a piece of coal. W. G. Montroy. . . . . . . 1431 489 | Blindness Hit in eye by a piece of bursting water-glass. Clay M. Printy. . . . . . . . | 1585 || 322 Blindness Hit in eye by a piece of bursting Water-glass. Martin 0’Neill........ 1644 447 | Blindness Hit in eye by a piece of bursting lubricator glass. Wm. Doran . . . . . . . . . . 1652 | 189 | Blindness Retinitis, no cause given. Claud Furley.......... 1578 457 | Blindness Gun shot wound. Gottlieb Neumann..... 1665 160 | Blindness Hit in eye by a piece of bursting lubricator glass. David L. Bagby. . . . . . . 1704 690 Blindness Injury; no particulars given. Joseph S. Oliver...... 1742 485 | Blindness Injury; no particulars given. Ransom E. Henderson... 1752 742 | Blindness Keratitis complicating variola. Fred A. Nichols. . . . . . . 1784 84 || Blindness Hit in eye by a piece of wood. Luther D. Brooks...... 1812 567 | Blindness Hit in eye by a piece of bursting lubricator glass. Wm. T. Lenord........ 1844 || 573 | Blindness Hit in eye by a piece of bursting water-glass. Edward A. Guthier. ... 1868] 166 Blindness Traumatic irido-cyclitis. Thomas Flynn. . . . . . . . . 1855 759 | Blindness Injured while on duty; no particulars given. Reuben Deisler........ 1729 63 | Blindness Injury, particulars not stated. Elias Stratton. . . . . . . . . 1929 484 || Blindness Injury, particulars not given. Frederick Scott. . . . . . . . | 1866 214 | Blindness Retinal thrombosis. Edward M. Sheehe..... 2012 57 | BlindneSS Injured while on duty. Joseph P. O'Brien..... 2024 338 Blindness Hit in eye by a nail. | CLAIMS PAID Account OF LOSS OF EYESIGHT. 43 DISABILITY CLAIMS PAID, ACCOUNT OF LOSS OF EYESIGHT (Continued). The following table shows the name of member, lodge number, claim number, alleged cause of blindness and the year in which such claim was paid by the Brotherhood of Locomotive Firemen and Enginemen from 1883 to 1913, inclusive. & Claim Lodge Year Name of Claimant No. No. CauSe Detailed Information from Papers. { 1911— James H. Snyder. . . . . . i 2018 174 | Blindress Optic Atrophy, following injury. (Cont.) | Seth W. Slater. . . . . . . . 2103 || 253 | Blindness Eczema and cataracts. Wm. F. Phillips. . . . . . . 2147 783 | Blindness Hit in eye by a piece of bursting water-glass. A. : J. Blackman. . . . . . . 2162 18 Blindness Hit in eye by piece of glass from wall picture. Charles R. 0Yes. . . . . . . 2061 333 | Blindness Detached retina. Harry Griffin. . . . . . . . . . 2230 374 || Blindness Hit in eye by a piece of nut, chiseled off in disconnecting engine. George B. Headen. . . . . 1739 13 | Blindness Traumatic cataract. 1912 James G. Donahue. ... 2263 543 Blindness Hit in eye by piece of bursting lubricator glass. Antonio Osborne. . . . . . . | 2256 45 Blindness Hit in eye by piece of bursting water-glass. Frank A. Haneman.... 2286| 786. Blindness Hlt in eye by piece of bursting water-glass. John W. Talbott. . . . . . . 2257 397 Blindness Hit in eye by piece of bursting water-glass. Ben McAboy. . . . . . . . . . 2335 176 Blindness Hit in eye by piece of pine from car door. Henry Flugge. . . . . . . . . 2331 16 Blindness Optic Atrophy; Senile. Fairly J. Milne. . . . . . . . 2394 433 Blindness Hit in eye by a piece of bursting lubricator glass. Ottie L. Strolle. . . . . . . 2233 682 | Blindness Optic Atrophy due to heat and light of firebox. Albert Pollitt. . . . . . . . . 2487 127 | Blindness Struck by the reverse lever. Richard Mosher. . . . . . . 2113 504 || Blindness Hit in eye by a piece of bursting lubricator glass. Samuel L. Miller...... 2377 24 Blindness Purulent Ophthalmia. John C. Kaiser. . . . . . . . 2579 78 || Blindness Hit in eye by foreign body while on duty. Jacob P. Lighty. . . . . . . 2589 753 BlindneSS Hit in eye by hot cinder. Harry K. Hines. . . . . . . 2605 327 | BlindneSS Hit in eye by piece of bursting water-glass. Wm. ClauSSen. . . . . . . . . 2668 1 | Blindness Hit in eye by hot cinder. Gus Johnson. . . . . . . . . . . 2629 31 | Blindness Detachment of retina. John R. Lee. . . . . . . . . . 2634 485 | Blindness Hit in eye by piece of bursting lubricator glass. James H. Grant. . . . . . . 2669 352 | Blindness Optic Atrophy; no particulars given. Orvil Wan Dyke. . . . . . . 2740 33 | BlindneSS Fell from engine; hit on head. David K. Thatcher. . . . . 2519 13 | Blindness Hit in eye by hot cinder. Alick G. McLeod...... | 2718 461 | BlindneSS Fell and hurt eye. e John H. Peterson. . . . . . 2784 149 | BlindneSS No cause given. John B. Newetson..... 2735 559 | BlindneSS Bursting of flue. Harry B. Baker. . . . . . . 2758 154 Blindness Central choroiditis, hemorrhage. GeO. H. Holmes. . . . . . . 2778| 620 | Blindness No cause stated. John T. Gallagher..... 2824| 541 | Blindness Hit by piece of brick. Gilbert F. Hoyt....... 2829 149 | BlindneSS Hit by brake handle—fell between cars. Geo. H. Derstine. . . . . . 2830 174 | Blindness Traumatic irido—cyclitis. Lawrence Callahan..... 2833 370 | Blindness Optic atrophy. Cyril E. Machon....... 2844 778 | Blindness Hit by piece of steel, enucleation. Otis H. Wilkerson. . . . . 2851 744 || Blindness Hot Cinder in eye. B Sims. . . . . . . . . . . 2859 604 || Blindness Papers now in court. John W. Brookman.... 2860, 772 | Blindness Optic Atrophy. Chas. W. Fuehrer...... 2861 601 | Blindness Embolism central artery of retina. S. M. Crockmally...... 2903 755 Blindness Hit in eye by hot cinder. Joseph Donaghey...... 2909 || 378 | BlindneSS Struck by chip from die holder, enucleation. G. R. Northrup. . . . . . . . 2920 16 | Blindness Struck by water glass. Clarence A. Penrose. . . . 2921 52 | Blindness Detached retina—cause unknown. Wm. J. McLaughlin. ... 2923| 296 || Blindness Soft cataracts. Archie Burnard. . . . . . . . 2924 198 || BlindneSS Hit in eye by piece of corn stalk. Henry C. Raab. . . . . . . . 2925 10 | Blindness Whistle lever penetrating eye, enucleation. Henry T. Turner. . . . . . . 2947 14 | BlindneSS Hit Scale and piece of steel hit him in eye. Mason S. McFadden. . . . 2961 252 | Blindness Destructive choroiditis. Thos. 0. McCullough... 2964|| 726 Blindness Carbolic Acid in eye. Jas. W. Russell....... 2965 798 || Blindness Injured in boiler explosion. Wm. D. Winslow . . . . . . 2979 140 | Blindness Cutting head from nail with cold chisel, enucleation. Leonard J. Naughton... 3009 406 || Blindness Hit in eye by a warning rope overhead bridge, enucleation. Thomas E. Keating.... 3045 577 | Blindness Hit in eye by bursted water glass. * James A. Ford........ 3048 284 Blindness Hit by branch of tree. Wm. C. Frew......... 3083 49 | Blindness Hit in eye by piece of corrugated roof on car, enucleation. T. B. Sullivan........ 3101 372 | Blindness Catarrhal inflammation. Ernest W. Bogue...... 3.108 328 || Blindness Albuminuric retinitis. W. W. Doolittle....... 3124 123 Blindness Hot cinder. A. K. Rhodes......... 3172 9 | Blindness Hit by piece lubricator glass. H. A. Brockmuller..... 3.188 135 | Blindness Sympathetic ophthalmia. John H. Weaver....... 3189 || 174 || Blindness Hit by piece of coke. John Wideeman........ 3248 || 515 | Blindness Hit by hot water vacuum brake. Patrick N. Stapleton... 3265|| 237 | Blindness Bursted water glass. 3288 23 | Blindness Optic neuritis. Talbert T. Yeager..... 44 HAZARD CONNECTED WITH FIREMAN's Vocation. DISABILITY CLAIMS PAID, ACCOUNT OF LOSS OF EYESIGHT (Concluded). The following table shows the name of member, lodge number, claim number, alleged cause of blindness and the year in which Such claim was paid by the Brotherhood of Locomotive Firemen and Enginemen from 1883 to 1913, inclusive. Claim Lodge Year Name of Claimant NO No. Cause Detailed Information from Papers. 1913 Arthur J. Hartman..... 2836 692 | Blindness Hit in eye by roof board of car. Charles Stone......... 3063 142 | Blindness Paralysis of optic nerve. Frank J. Potter. . . . . . . 3174 || 759 | Blindness Bursting lubricator glass. George J. Rabbers..... 3251 | 265 | Blindness Syphilitic irido—choroiditis. Patrick J. Hussion..... 3268 223 Blindness Striking eye on board in falling. George C. Keirn....... 3301 287 | Blindness Hot cinder, enucleation. Rux D. Cannady...... . | 3335 44 | Blindness Optic Atrophy. Oliver M. Brown....... 3344 48 Blindness Hit in eye by metal strap. George Evans.......... 3403 117 | Blindness Cataract. Arthur Hartwig........ 3461 28 Blindness Optic Atrophy. E. J. Whitright....... 3463 558 || Blindness Hot grease from grease cup. Glenn Wolfe.......... 3493 448 || Blindness Bursted lubricator glass. J. F. Bradshaw...... 3532 78 || Blindness Hit in eye by piece of drinking glass. Spencer L. Titus. . . . . . 8582 37 | Blindness Bursted water glass, enucleation. - Thomas H. Burdett.... 3584| 465 | Blindness Hot steam from lubricator, hemorrhagic. John Conley........... 3586 3 | Blindness Glaucoma. James A. Miller....... 3590] 220 | Blindness Hit in eye by piece of cotter pin. Gus A. Ritter......... 3635 135 | Blindness Hit in eye by piece of rock. Andrew Elliott........ 8639 || 399 | Blindness Hit in eye by stone, enucleation. R. M. Capling........ 3664 421 | Blindness Bursted water glass, enucleation. Joseph P. Atkinson.... 3855 18 || Blindness Hot Cinder, opaque. Charles L. Christie. ... 3857 | 191 | Blindness Hit in eye by piece of steel, enucleation. Benj. M. Shriver...... 858 628 Blindness Dynamite explosion, traumatic corneal scar. Alfred T. Mitchell. ... 3876 287 | Blindness Dynamite explosion in coal, enucleation. Arthur W. Greifenstein. 3880 | 299 | Blindness Side Swiped, hemorrhage into vitreous. James F. Blaylock.... 3914 | 726 Blindness Hit in eye by a nail, enucleation. Frank H. Anderson.... 3924 395 | Blindness Hit in eye by wire, enucleation. Paten A. Thomas...... 3932 280 | Blindness Hot cinder, corneal ulcer. Orlando G. Negley..... 3951 465 | Blindness Hit in eye by piece of steel, enucleation. George F. Gladding.... 3963| 135 | Blindness Eye enucleated to prevent sympathitis. John S. Wheeler...... . 3966 411 | Blindness Explosion of pop bottle, enucleation. John C. Martin....... 4095 147 | Blindness Bursted water glass, enucleation. James E. Phillips. ... 4112 182 | Blindness Hit in eye by piece of steel, enucleation. Frank H. Wetter...... 4137 219 | Blindness Hit in eye by piece of wood, enucleation. 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Composition and Makeup by Superior Typesetting Co., Chicago, Ill. CONTENTS PAGE *ost of Exhibit. . . . . . . . . . . . . . . . . . . . . . ............................................. 1 THE ACCIDENT CoMPANIEs: Continental Casualty Company, Chicago, Ill....................................... 1 Fidelity and Casualty Company, New York................... . . . . . . . . . . . . . . ...... 2 London Guarantee & Accident Company (Ltd.), London, Eng. . . . . . . . . . . . . . . . . . . . . . 3 Maryland Casualty Company, Baltimore, Md. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 New Amsterdam Casualty Company, New York. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Travellers' Insurance Company, Hartford, Conn. . . . . . . . . . . . . . . . . . . . . . . . . . . ....... 5 THE OLD LINE ComPANIEs: Aetna Life Insurance Company, Hartford, Conn....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Connecticut Mutual Life Insurance Company, Hartford, Conn. . . . . . . . . . . . . . . . . . . . . . . 6 Equitable Life Assurance Society, New York City........ . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Home Life Insurance Company, New York City. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 John Hancock Mutual Life Insurance Company, Boston, Mass. . . . . . . . . . . . . . . . . . . . . 6 Metropolitan Life Insurance Company, New York City. . . . . . . . . . . . . . . . . . . . . . . . . . . 8 New England Mutual Life Insurance Company, Boston, Mass. . . . . . . . . . . . . . . ...... 6 New York Life Insurance Company, New York City. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Northwestern Mutual Life Insurance Company, Milwaukee, Wis. . . . . . . . . . . . . . . . ... 6 Old Colony Life Insurance Company, Chicago, I11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Old Line Bankers Insurance Company, Boston, Mass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Penn Mutual Life Insurance Company, Philadelphia, Pa.. . . . . . . . . . . . . . . . . . . . . . . . . . 6 Prudential Insurance Company of America, Newark, N. J. . . . . . . . . . . . . . . . . . . . . . . . . 8 THE FRATERNAL SOCIETIES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Societies Prohibiting Locomotive Firemen and Engineers from Membership. . . . . . . . 9 Societies Accepting Locomotive Firemen and Engineers, but at Advanced Rates. ... 9 Societies Accepting Locomotive Firemen and Engineers with no Advance in Rates... 10 i A Comparison of Rates and Insurance Benefits The purpose of this Exhibit is to make evident the extraordinary hazard of Firemen's and Engineers’ occupations as shown in the rates and benefits of the Accident Insurance Companies, the Old Line Insurance Companies and the Fraternal Insurance Societies. Continental Casualty Company, Chicago, Illinois. From Accident and Health Manual (Used in 1914), Pages 125-6. *gº. y locomotive or switcher—firemen’s Special contract—limit of risk assumed—northern roads, $1,000—southern roads, "Pºº locomotive or switcher—engineer's special contract—limit of risk assumed—northern roads, $2,000—southern roads, In Case of Accidental Death or Weekly Annual Dismemberment Indemnity Premium Firemen’s Special contract.— $1,000.00 $ 5.00 $20.00 Northern roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000.00 10.00 35.00 1,000.00 12.50 42.50 tº e - © e º e º e º e º 'º e º & e º 'º & G & º & 4 tº s º ºs e s ſº a s $ 500.00 $ 5.00 $20.00 Southern roads ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . { 500.00 7.50 28.00 Engineer's special contract- $1,000.00 $ 5.00 $18.00 1,000.00 10.00 31.50 Northern roads e & e e º e º e º e s e e º e º e e e s e º e º 'º e º º e º e º e º e º 'º e s tº e s a 1,000.00 20.00 58.50 2,000.00 10.00 36.00 2,000.00 20.00 63.00 $1,000.00 $ 5.00 $22.00 Southern roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000.00 10.00 38.00 1,000.00 20.00 71.50 Ç ſº; $ 5.00 $ 5.00 Preferred risk contract ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - - - ; #; #. l 10,000.00 50.00 50.00 e-m- NOTE: Preferred risks, as merchants, bankers, professions, etc., limited only as to income. 2 A COMPARISON OF RATES AND INSURANCE BENEFITS. Fidelity and Casualty Company, New York. From Accident and Health Manual, Issued December 1, 1912, Pages 146-7-8. “Firemen, locomotive or switcher—firemen's special contract—limit of risk assumed—on those roads east of the Mississippi River which lie north of the Ohio and Potomac Rivers, $1,500; on those roads west of the Mississippi River and those roads east of the Mississippi River whichlie south of the Ohio and Potomac River, $1,500.” “Engineer, locomotive or switcher—engineer’s special contract—limit of risk assumed—on those roads east of the Mississippi River which lie north of the Ohio and Potomac Rivers, $2,000; on those roads west of the Mississippi River and those roads east of the Mississippi River which lie south of the Ohio and Potomac Rivers, $2,000.” In Case of Accidental Death or Weekly Annual Dismemberment Indemnity Premium On those roads east of the Mississippi River which lie north of the Ohio and Potomac Rivers— ſ $1,000.00 $ 5.00 $20.00 1,000.00 T.50 27.00 . 1,000.00 0.00 34.00 Firemen's Special contract.............................. . . . . 1,000.00 12.50 41.00 1,500.00 7.50 30.00 1,500.00 10.00 37.00 1,500.00 12.50 44.00 ſ $1,000.00 $ 5.00 $20 00 1,000.00 7.50 27.00 1,000.00 10.00 34.00 1,000.00 12 50 41.00 1,000.00 15.00 48.00 1,000 00 1750 55.00 1,000 00 20 00 62.00 1,500.00 7.50 30 00 Engineer's Special contract. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,500.00 10.00 37.00 i 1,500 00 12.50 44.00 1,500 00 15.00 51.00 1,500 00 1750 58 00 1,500.00 20.00 65.00 2,000.00 10.00 40 00 2,000 00 12.50 47 00 2,000 00 15.00 54 00 2,000.00 17.50 61.00 U 2,000.00 20.00 68.00 On those roads west of the Mississippi River and those roads east of the Mississippi River which lie south of the Ohio and P0– tomac Rivers— $1,000.00 $ 5.00 $24.00 1,000.00 7.50 32.40 1,000.00 10.00 40 80 Firemen's Special contract. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000.00 12.50 49.20 1,500.00 7.50 36 00 1,500.00 10.00 44.40 1,500.00 12.50 52.80 ſS1,000.00 $ 5.00 $24.00 1,000.00 7.50 32.40 1,000.00 10.00 40.80 1,000.00 12.50 49.20 1,000.00 .00 57.60 1,000.00 17.50 66.00 1,000 00 20.00 74.40 #: iši; ; Engineer's special contract. . . . . . . . . . . . . . tº e º e º e º e º 'º º e º 'º e tº e a ,500 - Ing p T 1,500.00 1250 52.80 1,500.00 15 00 61.20 1,500 00 17.50 69.60 1,500 00 2000 78.00 2,000 00 10 00 48.00 2,000 00 12 50 56.40 2,000 00 .00 64.80 2,000 00 17.50 73.20 U 2,000.00 20.00 81.60 ſº 00 $ #; *; ; Preferred risk contract... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Y #; } 00 25.00 ** U10,000.00 50 00 50.00 NOTE: Preferred risks as merchants, bankers, professions, etc., limited only as to occupation and income. A COMPARISON OF RATES AND INSURANCE BENEFITs. 3 London Guarantee & Accident Company (Ltd.), London, England. From Accident and Health Manual, Form 1635 (Used in 1914), Pages 125-6. "Fºgº, locomotive or switcher—firemen's special contract—limit of risk assumed, northern roads, $1,000—southern roads. "Pºº locomotive or Switcher—engineer's special contract—limit of risk assumed, northern roads, $2,000–southern roads, . In Case of Accidental Death or Weekly Annual Dismemberment Indemnity. Premium Firemen’s special contract.— $1,000.00 $ 5.00 $20,00 Northern roads. . . . . . . . . . . . . . .............................. 1,000 00 10.00 35 00 1,000.00 12.50 42.50 tº * * * * * * * * * * * * * * * * * e e º 'º e - $ 500.00 $ 5 00 $20 00 Southern roads..................................... e tº e º º º { 500.00 0 28.00 Engineer’s special contract.— $1,000 00 $ 5.00 $18 00 1,000 00 10 00 31.50 Northern roads. . . . . . . . . . . . . . . . . . . . . . . . . . .................. 1,000.00 20 00 58 50 | 2,000.00 10 00 36.00 2,000.00 20.00 63.00 ſ $1,000.00 $ 5.00 $22.00 Southern roads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 1,000 00 10 00 38.50 U 1,000.00 20.00 T1.50 [*]; º ; $ 5 Preferred risk contract.................................... © º º j 5. #; 25 ; # ; U 10,000.00 50 00 50 00 N0TE: Preferred risks as merchants, bankers, professions, etc., limited only as to income. Maryland Casualty Company, Baltimore, Md. From Accident and Health Manual, No. 8, Issued January, 1909, Page 105. “Firemen, locomotive or switcher—firemen's special contract—liimt of risk assumed, $1,000.” * * * Engineer, locomotive or switcher—engineer's special contract—limit of risk assumed, $1,000.” In Case of Accidental Death or Weekly Annual Dismemberment Indemnity Premium $1,000.00 $ 5.00 $27.00 Firemen's Special contract..................................... 1.000.00 T 50 35.10 1,000.00 10.00 43.20 *}}} | *i; } }; Engineer's special contract........................ tº e º ºs e º e º e º e º #; 15.00 55.45 - 1,000.00 20.00 T5.60 *:::: | *; *; Preferred risk contract.............. . . . . . . . . . . . . . . . . . . . . . . tº e º ºs 5,000 on 2500 2500 10,000.00 50.00 50.00 NOTE: Preferred risks as merchants, bankers, professions, etc., limited only as to income. 4 A COMPARISON OF RATES AND INSURANCE BENEFITs. New Amsterdam Casualty Company, New York City. From Accident and Health Manual, Issued April 1, 1914, Pages 125-6. “Firemen, iocomotive or Switcher—firemen's special contract—limit of risk assumed, northern roads, $1,000—southern roads, *::::: locomotive or switcher-engineer's Special contract—limit of risk assumed, northern roads, $2,000–southern roads, *—— | In Case of } Accidental Death or Weekly Annual Dismemberment Indemnity Premium Firemen's special contract.— $1,000.00 $ 5.00 $20.00 Northern roads..................... is º gº tº º te tº tº $ tº € $ tº tº gº º e º 'º 1,000.00 10 35.00 | 1,000.00 12.50 42.50 $ 500.00 $ 5.00 $20.00 Southern roads............. tº º tº e º e º e tº e º e º 'º e s tº e º 'º e º e e tº Q & { 500.00 T.50 28.00 Engineer's special contract.— | $1,000.00 $ 5.00 $18.00 1,000.00 10.00 31.50 Northern roads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1,000.00 20.00 58.50 2,000.00 10.00 36.00 2,000.00 20.00 63.00 $1,000.00 $ 5.00 $22.00 Southern roads. . . . . . . . . . . . . . . . . . . . . . . gº tº e º ºs º 'º - ë & e s tº tº tº e 1,000.00 10.00 38.50 1,000.00 20.00 71.50 i $1,000.00 $ 5.00 $ 5.00 | # | # | # Select and preferred risk contract....................... * * Y 75,000 2500 25 on | 10,000.00 50.00 50.00 15,000.00 50.00 50.00 NOTE: Preferred risks as merchants, bankers, professions, etc., limit of risk assumed, $15,000. A COMPARISON OF RATES AND INSURANCE BENEFITs. J. Travellers' Insurance Company of Hartford, Conn. From Accident and Health Manual, Used in 1914, Pages 21-22. “Firemen, locomºtive.9r Switcher-firemen's special contract—limit of risk assumed, on roads north of the Ohio and Potomac ; º: of the Mississippi Rivers, $1,500—on roads south of the Ohio and Potomac and west of the Mississippi Rivers “Engineer, locomºtive.9r Switcher-engineer's special contract—limit of risk assumed, on roads north of the Ohio and Potomac ;º of the Mississippi Rivers, $2,000–0n roads south of the Ohio and Potomac and west of the Mississippi Rivers, p . In Case of * Accidental Death or Weekly Annual . Dismemberment Indemnity Premium On roads north of the Ohio and Potomac and east of Mississippi Rivers— -, - ſ $1,000.00 $ 5.00 $19.80 1,000.00 7.50 25.75 1,000.00 10.00 31.70 1,000.00 12.50 37.60 Firemen's Special contract. . . . . . . . . . . . . . . . . . . . . . . . . . . . & 1,000.00 15.00 43.55 1,500.00 7.50 29.70 1,500.00 10.00 35.65 1,500.00 12.50 41.60 U 1,500.00 15.00 47.50 ſ $1,000.00 $ 5.00 $18.00 1,000.00 T.50 23.4 1,000.00 10.00 28.80 1,000.00 12.50 34.20 1,000.00 15,00 39.60 1,000.00 17.50 45.00 1,000.00 20.00 50.40 1,500.00 7.50 27.00 Engineer's special contract. . . . . . . . . . . . . . . . . . . . . . . . . . . . * #; #; ; : 1,500.00 15.00 43.20 1,500.00 17.50 48.60 1,500.00 20.00 54.00 2,000.00 10.00 36.00 2,000.00 12.50 41.40 2,000.00 15.00 46.80 2,000.00 17.50 52.20 2,u)0.00 20.00 57.60 On roads south of the Ohio and Potomac and west of the Missis- sippi Rivers— ſ31,000.00 5.00 $20.00 1,000.00 T.50 26.00 1,000.00 0.00 32.00 1,000.00 12.50 38.00 Firemen's Special contract. . . . . . . . . . . . . . . . . . . . . . . . . . . . * 1,000.00 15.00 44.00 1,500.00 7.50 30. 1,500.00 10.00 36.00 1,500.00 12.50 42.00 U 1,500.00 15.00 48.00 TS1,000.00 $ 5.00 $20.00 1,000.00 T.50 26.00 1,000.00 10.00 32.00 1,000.00 12.50 38.00 1,000.00 15.00 44.00 1,000.00 17.50 50.00 1,000.00 0.00 56. - 1,500.00 T.50 30.00 Engineer's special contract. . . . . . . . . . . . . . . . . . . . . . . . . . . . ### #; # 1,500.00 15.00 48.00 1,500.00 17.50 54.00 1,500.00 0.00 60.00 2,000.00 0.00 40.00 2,000.00 12.50 46.00 2,000.00 5.00 52. 2,000.00 17.50 58.00 | 2,000.00 20.00 64. $1,000.00 $ 5.00 $ 5.00 Preferred risk contract..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . # #: #; 10,000.00 50.00 NOTE: Preferred risks as merchants, bankers, professions, etc., limited only as to income. 6 A CoMPARISON OF RATES AND INSURANCE BENEFITS. THE OLD LINE COMPANIES. John Hancock Mutual Life Insurance Co., Boston, Mass. From Rate Book Issued January 13, 1913, Page 2, Instructions to Agents. “PROHIBITED RISKS. “Railroad Employes.—Conductors or brakemen on freight or mixed trains, locomotive engineers or locomotive firemen, road-bed laborers, section hands, switchmen, wrecking crews and yardmen are not accepted.” Penn Mutual Life Insurance Co., Philadelphia, Pa. From “Rules to be Observed by Sub-Agents and Solicitors,” Issued 1910, Page 46. “RISKs PROHIBITED. - “Firemen—locomotive and city fire department.” The Connecticut Mutual Life Insurance Co., Hartford, Conn. From “Instructions to Agents,” Issued 1909, Pages 13, 14. “PROHIBITED OCCUPATIONS. “Railroad Employes.—Locomotive engineers, firemen, brakemen, employes on freight or construction trains, yardmasters, laborers in yard, trackmen, starters, switchmen, drill conductors, and flagmen, and all whose duties require them to be on or about tracks, not considered.” The Northwestern Mutual Life Insurance Co., Milwaukee, Wis. From “Instructions to Agents,” Issued May 1, 1911, Page 19. “POLICIEs Not Issued. “Persons engaged in switching, coupling or uncoupling cars, or in any capacity on trains of a railroad except as baggage or sleeping car conductor, mail agent, express messenger or baggage master. Locomotive engineers of mixed trains are insured at an extra premium.” New England Mutual Life Insurance Co., Boston, Mass. From Rate Book Issued October, 1908. Pages 292 and 293. “PROHIBITED RISKs. “Applications of persons engaged in any of the following occupations or professions will not be considered, as the experience of the company proves that the mortality of such classes largely exceeds the tabular expectation and is from two to three times the actual mortality on our entire business. “Army officer, brewery employe, city fireman, city policeman, common laborer, livery stable employe, officer of steamer or sailing vessel, proprietor of hotel or restaurant with -bar, railroad yardman, engineer, fireman or trainman engaged in railroad freight service, steel grinder, stone cutter, theatrical profession, wholesale and retail liquor business. Also A COMPARISON OF RATES AND INSURANCE BENEFITs. 7 persons who have taken any cure for the liquor or drug habit or who have a history of syphilis, will be charged extra premiums for each $1,000 as follows, charges subject to change: Conductor, passenger train.......................... $ 2.50 Engineer, passenger train.............. . . . . . . . . . . . . . . 5.00 Fireman on passenger locomotive.................... 5.00 Baggage master on railroad........................ 2.50 Brakeman, first-class passenger train. . . . . . . . . . . . . . . . 10.00 Express messenger on railroad. . . . . . . . . . . . . . . . . . . . . . 1.25 Mail clerk on any railroad. . . . . . . . . . . . . . . . . . . . . . . . . . 1.25 Porter, Pullman palace car. . . . . . . . . . . . . . . . . . . . . . . . . . 5,00” The Old Line Bankers Life Insurance Co. of Nebraska, Lincoln. From Rules and Instructions to Agents, Issued 1910, Page 4. “Policies will not be issued on the lives of persons engaged as railroad engineers, fire- men, brakemen, car couplers, conductors on freight or mixed trains, switchmen, mail clerks, express messengers or baggagemen on trains.” Home Life Insurance Co., New York City, N. Y. From “Rating of Applicants Subject to Special Hazard on Account of Occupation,” Issued July 1, 1911, Page 10. “Conductors of mixed passenger and freight trains, engineers, engine firemen, engine hostlers, wipers and flue cleaners, limited to endowments maturing not later than actual age 55. “Age advanced twelve years.” New York Life Insurance Co., New York City. From “Treatment of Applicants Engaged in Occupations Which Involve Some Additional Hazard,” Issued August, 1912, Page 13. “Engine firemen, engine hostlers, wipers and flue cleaners, freight conductors, con- ductors of mixed freight and passenger trains (limited to 10, 15 and 20 year endowments). “Age advanced twelve years.” Equitable Life Assurance Society, New York City. From “Blue Book Rates and Guarantees,” Issued January 1, 1913, Page 508. “TREATMENT OF APPLICANTS ENGAGED IN OCCUPATIONS WHICH ARE MORE OR LESS HAZARDOUS. “Bridge carpenters, bridge foremen and painters, engineers, engine firemen, hostlers, wipers, flue cleaners and roundhouse foremen, freight conductors, track foremen, foremen wreckers and foremen construction work—accepted at an advance in age of eight years.” Aetna Life Insurance Co., Hartford, Conn. From “Instructions for Soliciting Agents,” Issued March, 1912, Page 27, Sec. 18. “ExTRA PREMIUMs. “(a) Locomotive engineers or firemen, conductors on freight or mixed trains, and roundhouse employes except foremen, one per cent, or $10 per $1,000 insurance, upon 8 A COMPARISON OF RATES AND INSURANCE BENEFITs. all plans excepting endowments, of a term not exceeding twenty (20) years, or life en- dowments, where all the premiums are to be paid within ten (10) years, in which cases the extra premium will be one-half of one per cent., or $5 per $1,000.” Prudential Insurance Co. of America, Newark, N. J. From Ordinary Rate Book and Instructions to Agents, Issued September, 1912, Page 211. “RULE 30—RATING ON Account of occupation. “Railroad Employes. “Firemen on freight or mixed trains hazardous. “Firemen on passenger trains hazardous. “Hazardous rate for a fireman aged 20 years is $25.36 for a whole life policy of $1,000. “Rate charged on whole life policy at age 20 years for $1,000 for ordinary risk is $14.83. “Additional rate to firemen on account of hazardous occupation is $10.53 per $1,000 of insurance.” Old Colony Life Insurance Co., Chicago, Ill. From “Rate Book,” Issued 1911, Page 19. “RISKs REQUIRING EXTRA PREMIUMS. “Locomotive firemen on freight and passenger trains on 10 and 15 years endowment only, $5 additional.” Metropolitan Life Insurance Co., New York City. From Rate Book, Issued 1912, Page 291. “LIMITATIONS ON ACCOUNT OF OCCUPATION. “Railroad. “Engineers—Ordinary Department, endowments only. “Locomotive firemen, engine hostlers, Pullman porters and section hands—intermediate.” This means that engineers are insured in the ordinary department but must take endow- ment insurance. Firemen are excluded from the ordinary department but are accepted in the inter- mediate department, where rates for same policies are higher than for the same policies issued in the ordinary department. A COMPARISON OF RATES AND INSURANCE BENEFITS. 9 THE FRATERNAL SOCIETIES. The following fraternal societies prohibit Locomotive Firemen and Engineers from membership: American Stars of Equity, Freeport, Ill. Artisans’ Order of Mutual Protection, Philadelphia, Pa. Catholic Relief and Beneficiary Association, Auburn, N. Y. Equitable Fraternal Union, Neenah, Wis. Fraternal Reserve Life Association, Detroit, Mich. Fraternal Union of America, Denver, Colo. Ideal Reserve Life Association, Detroit, Mich. Loyal Mystic Legion, Hastings, Neb. Modern Brotherhood of America, Mason City, Ia. Modern Woodmen of America, Rock Island, Ill. Mystic Toilers, Des Moines, Ia. National Union, Toledo, Ohio. Order of Columbian Knights, Chicago, Ill. Order of the Iroquois, The, Buffalo, N. Y. Praetorians, The, Dallas, Texas. Royal Arcanum, Boston, Mass. Royal League, Chicago, Ill. Royal Neighbors of America, Rock Island, Ill. Union Fraternal League, Boston, Mass. United Order of the Pilgrim Fathers, Lawrence, Mass. Vesta Circle, Chicago, Ill. The following fraternal societies accept Locomotive Firemen and Engineers, but at advanced rates: American Insurance Union, Columbus, Ohio–Reduce benefit 40 per cent. Brotherhood of American Yeomen, Des Moines, Iowa–25 cents per $1,000 per month. Catholic Knights of America, St. Louis, Mo.—25 per cent. hazardous rate. Catholic Knights and Ladies of America, Chicago, Ill.—20 cents per $1,000. Catholic Mutual Benefit Association, Hornell, N. Y.-20 per cent. hazardous rate. Court of Honor, Springfield, Ill.—27 and 51 cents per month per $1,000; benefits scaled 15 to 24 per cent. - Eastern Star Benefit Fund, Detroit, Mich.-50 per cent. increase in rate. Fraternal Aid Association, Lawrence, Kan.—25 per cent. hazardous rate. Fraternal Mystic Circle, Philadelphia, Pa.-30 cents per month per $1,000 in passenger service; 60 cents per month per $1,000 in freight and mixed service. Fraternal Reserve Life Association, Peoria, Ill.—10 cents per month per $1,000. Grand Fraternity, The, Philadelphia, Pa.-25 cents per month per $1,000. Home Guards of America, Van Wert, Ohio–Full rate for one-half benefit. Independent Order of Foresters, Toronto, Ont.—Hazardous rate 60 per cent. increase. Knights and Ladies of Security, Topeka, Kan.-25 cents per month per $1,000. Knights of Columbus, New Haven, Conn.-75 cents per month per $1,000. 10 A COMPARISON OF RATES AND INSURANCE BENEFITS. Knights of the Maccabees, Detroit, Mich.-$500 on $1,000 policy. Knights of the Modern Maccabees, Port Huron, Mich.-25 cents per month per $1,000. Knights of Pythias, Indianapolis, Ind.—Limited to $2,000 and 25 cents per month per $1,000. * La Societe des Artisans Canadien-Francais, Montreal, Que—25 per cent, increase. North Star Benefit Association, Moline, Ill.—25 cents per month per $1,000. Order of the Golden Seal, Roxbury, N. Y.-Prohibited from Health and Accident De- partment—admitted same basis for death benefits. Order Mutual Protection, Chicago, Ill.—10 per cent. in passenger service; 25 per cent, in freight service. Order United American Mechanics, Pittsburgh, Pa.-40 cents per $1,000. Protected Home Circle, Sharon, Pa.-40 cents per $1,000. Sons of Norway, Minneapolis, Minn.—40 per cent. per month. Supreme Forest Woodmen Circle, Omaha, Neb.-30 cents per month per $1,000. United Order of Foresters, New York City—10 cents per month per $1,000. Western Catholic Union, Quincy, Ill.—Extra-hazardous class. $1 Woodmen of World (Pacific Jurisdiction), Denver, Colo.—50 cents per month per ,000. Woodmen of World (Sovereign Jurisdiction), Omaha, Neb.-30 cents per month per $1,000. The following fraternal societies accept Locomotive Firemen and Engineers with no advance in rates: Ancient Order United Workmen, Meadville, Pa. Ben Hur, Crawfordsville, Ind. Catholic Order of Foresters, Chicago, Ill. Fraternal Bankers’ Reserve Society, Cedar Rapids, Ia. German Beneficial Union, Pittsburgh, Pa. Improved Order of Heptasophs, Baltimore, Md. Knights of Honor, St. Louis, Mo. Loyal Association, Jersey City, N. J. Modern American Fraternal Order, Effingham, Ill. Mystic Workers, Fulton, Ill. National Americans, Parkville, Mo. New England Order of Protection, Boston, Mass. North American Union, Chicago, Ill. Sons and Daughters of Justice, Minneapolis, Kan. United Order of Golden Cross, Knoxville, Tenn. Yeomen of America, Aurora, Ill. Applications for Employment and Physical Examinations To Which Firemen are Subjected by Western Railroads Prepared Under Supervision of - - - - -- W. S. CARTER Exhibit Number 47 . Presented by Witness G. N. DeGUIRE Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Applications for Employment and Physical Examinations To Which Firemen are Subjected by Western Railroads Composition and Makeup by Superior Typesetting Co., Chicago, Ill. CONTENTS APPLICATIONS FOR EMPLOYMENT. : PAGE Usual Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * . . . . . . . . . . . . . . . . . . 1 Atchison, Topeka & Santa Fe (Complete Form). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–13 Chicago & North Western........................................................... 14 Chicago, Milwaukee & St. Paul. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . s • * * * * * * * * * * * * * * * * * * 15 Chicago, Milwaukee & St. Paul (Puget Sound Lines) . . . . . . . . . . * e e s = • * * * * * * * * * * * * * * * * 15 Chicago, St. Paul, Minneapolis & Omaha. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Colorado & Southern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Fort Worth & Denver City (and Wichita Valley)... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Gulf, Colorado & Santa Fe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... • * * * * * * * * * * 17 Great Northern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 I jouston, East & West Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Minneapolis, St. Paul & Sault Ste. Marie...................................... . . . . . . . 18 Missouri, Kansas & Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Northern Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Oregon Short Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Southern Pacific (Pacific System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Southern Pacific (Atlantic System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Santa Fe, Prescott & Phoenix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 St. Louis & San Francisco. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Texas & Pacific. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Union Pacific. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 PHYSICAL EXAMINATIONS OF APPLICATIONS FOR EMPLOYMENT. Usual Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Northern Pacific (Complete Form) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28–34 Atchison, Topeka & Santa Fe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Chicago & North Western. . . . . . . . . ‘. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Chicago, St. Paul, Minneapolis & Omaha. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Colorado & Southern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . 35 Houston, East & West Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Missouri, Kansas & Texas. . . . . .... s is a e e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 36 Oregon Short Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 St. Louis & San Francisco. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Southern Pacific (Pacific System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Southern Pacific (Atlantic System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Union Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ºf a e s a s a 37 1. PHYSICAL EXAMINATIONS OF LOCOMOTIVE FIREMEN PRIOR TO PROMOTION. PAGE Atchison, Topeka & Santa Fe (Eastern and Western Lines)........................... 39 Atchison, Topeka & Santa Fe (Coast Lines)........................................ 39 Baltimore & Ohio Chicago Terminal................................................ 39 Chicago & North Western... . . . . . . . . . . . . . . . . . . . . . . . . . . . ............................ 39 Canadian Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...................... 39 Colorado & Southern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................... 39 Chicago, Milwaukee & St. Paul...................................................... 39 Chicago, Milwaukee & St. Paul (Puget Sound Lines)................................ 39 Chicago, Burlington & Quincy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................... 40 Chicago, St. Paul, Minneapolis & Omaha. . . . . . . . . . . . . . . . . . . . . . . . . .................... 40 Denver & Rio Grande. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * c e o e e e s e o e e s e e s e e º e 40 El Paso & Southwestern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Gulf, Colorado & Santa Fe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Houston, East & West Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Illinois Central . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Minneapolis, St. Paul & Sault Ste. Marie. . . . . . . . . . . . . . . . .... • * * * * * * * * * * * * * * * * * * * * * * * * * 40 Missouri, Kansas & Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Northern Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Oregon Short Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 San Pedro, Los Angeles & Salt Lake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Spokane, Portland & Seattle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , .. 40 Southern Pacific (Pacific System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Southern Pacific (Atlantic System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Santa Fe, Prescott & Phoenix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Texas & Pacific. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Terminal Railroad Association of St. Louis, and Merchants Bridge Terminal Co. . . . . . 41 Union Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Applications for Employment The following synopses of the various forms of Application for Employment in effect on Western Railroads indicate that practically all railroads require an accurate history of the applicant and his family; also a complete record of past employment for a period of at least five years next preceding date of making application for employ- ment, and, in order to allow a complete investigation to be made of his character, ability, fitness and reasons for dismissal or leaving service of the various companies, the applicant must authorize said companies and their officers and the officers of any other company or firm by whom he has been heretofore employed to answer any and all inquiries as to his conduct and qualifications while in such service and, so far as they may know, the cause of his leaving the same. The applicant is also required to give a complete history covering his past and present physical condition, including color perception, vision and hearing, and to answer questions relative to his use of intoxicating liquors. Applicant is usually required to agree to understand and observe the various rules, and to agree that if he is injured on account of taking risks, such as working with defective track, cars, machinery or appliances of any kind, he cannot hold the company responsible even though he was doing such work under instructions of an officer. Applicant's attention is called to the fact that the position he seeks is very hazardous, and that there are many dangerous conditions under which he will be required to work, as will be seen by reading the following agreement which is co-stained in the application blank in effect on the Atchison, Topeka & Santa Fe Railway, includ- ing all lines. This section requires appl’ cant to agree that he will depend upon his co-employes, and not the Company, for information as to any and all things, including the charac- ter of any machinery and appliances, and to further agree to waive any responsibility on the part of the company or its officers relative to these matters: “42. Do you understand that this Company desires to employ only ex- perienced men in its service, and does not undertake to educate inexperienced men; and do you state that you are aware of the hazards and dangers of the business, and agree to rely upon your co-employes, and not upon the Company, for information as to any or all things, including the character of any kind of ºach::me--- and appliances which would render your work dangerous or subject you to injury, or which may be necessary to the proper performance of your duty; and do you waive any responsibility whatsoever on the part of the Company or its officers touching the matters herein referred to, and that this shall apply to any position to which you may now or hereafter be assigned?” | | 2 APPLICATIONS FOR EMPLOYMENT. The following, which is also taken from the application form in effect on the Atchison, Topeka & Santa Fe Railway, including all lines, and which is typical of those in effect on Western Railroads, shows that the applicant is required to sign a very binding agreement relative to his attitude in case of sustaining injury during his employment: “In consideration of my employment by said Company, I further agree that whenever, I shall sustain any personal injury while in the service of said Company I will allow its Surgeons and any Medical Examiners it may select to examine my person and body as often as the Company may deem necessary in respect to the alleged injury, and I hereby waive all objections to such surgeons or Medical Examiners testifying whenever called upon by the Company; and I further agree that my refusal to allow any such examination to be made or testimony to be given shall be a bar to the institution or prosecution of any action on account of such injuries; and any action pending at the time of such refusal shall at once abate in consequence thereof. “In further consideration of such employment I agree that if, while in the service of said Company, I sustain any personal injury for which I shall or may make claim against the Company for damages I will, within thirty days after receiving such injury, give notice in writing of such claim to the Claims Attorney or General Claim Agent of the line giving me employment hereunder, which notice shall state the time, place, manner and cause of my being injured and the nature and extent of my injuries, and the claim made therefor, to the end that such claim may be fully, fairly and promptly investigated; and my failure to give written notice of such claim in the manner and within the time aforesaid shall be a bar to the institution of any suit on account of such injuries.” Applications for Employment from all railroads were not obtainable, but the following is the official application for employment provided by the Atchison, Topeka & Santa Fe Railway: 4 APPLICATIONS FOR EMPLOYMENT. No Form 1692 Standard MEMORANDA. (Not to be used.) Santa Fe. (Write or stamp in name of Railway Company.) Division. APPLICATION OF For position as Dated & I91............ Employed I9I............ Approved and \ Recorded 4 ſ • (Title) * This indorsement is to be filled out and signed by Superintendent or Master Mechanic, but their approval must not be attached until reference has been looked up and found satisfactory. Hall 1 12 12M 361 - Form 1692 Standard 4. Where born ? 5. Married or single? 6. Weight 7. Height 8. Complexion 9. Color of hair Santa Fe. 2. Age A. years, last birthday. 3. Nationality º - APPLICATION FOR SITUATION ON THE 1. Name in full (Write or stamp in name of Railway Company.) mr. FOR POSITION AS Instructions.—Applicants must fill out this blank with pen and copying ink in their own handwriting and be careful to read, understand and answer every question. As a condition precedent to entering the service, all applications for employment as agents, operators, station baggagemen, engineers, firemen, engine despatchers, conductors, brakemen, train baggagemen, yardmasters, assis- tant yardmasters, switchmen, switch tenders, signal men, towermen, yard flagmen, bridge tenders, flagmen, gatemen, section fore- men, railroad crossing flagmen, bridge foremen, watchmen, (and such other employes as may be designated by the Division Superin- tendent or Master Mechanic), must be made by the applicant himself, in duplicate, on this blank, (and sworn to before a notary public). The applicant will then report to the Company’s Surgeon to have his sight and hearing tested, and when position applied for is in the engine, train or switching service, or other class of service which may be prescribed from time to time, for a physical examination also. Surgeons making such tests and examinations will report result of same on proper blank, sending one report to the Division Superintendent or Master Mechanic, and the other to the Chief Surgeon. A fee of one dollar will be charged for making such examinations, and the same will be paid by the Company, unless the applicant is accepted as an employe, in which case, the amount of the fee will be deducted from his wages. No person shall be employed who has any organic disease, and no one to be employed in train or station service who has not a good common school education. No applicant under 21 years of age will be accepted unless customary minor's release has been executed. This application will not be considered until the person is examined by one of the Surgeons of the Hospital Association, and his report thereon received and filed with this application, - - APPLICATIONS FOR EMPLOYMENT. 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Day || Year Day || Year Name Title OR FIRM (Give Town and State) In order that the Railway Company of which I am making application for employment may be fully informed as to my personal character and my qualifications for the position for which I have made application, I refer to each of my former employers, and request and authorize each of the companies for whom I have worked to give the above named Company all the information they may be in possession of, whether (i) (j) ** * * * * * ** s = sº e = * * * * * * * * * * * * * * * * * * * * * * * * * * * sº es e sea e - - - - - - - - - was a s es e s as as as a * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *s a sº e º sº saw v. - - - - - - sees • * * * * * * * * * sises OO APPLICATIONS For EMPLOYMENT. auaqºm pun uøųºm ‘suppnoņuoq aqpis ºos Įį į uogoniſs Cup uoluſ papuoqsms 40 pô640ųosſp waºq 4.808noſ 320 H *#2 •••••• • • • • 4. *** • • • • • • • •“”“”“paqqø000noſÇ0.49%pup…،-aupț9țsſiqq.40ų^2(Cą•r340 iſº? 1·uaqºm ºos Įį į uogougnu.o.xa qooysaeqq o oſ paqyaſqns uøøq 04040ą 4000 noſ 020H && .gpapaſau 40 paqqø930 noſ ºuð02 pupappu uoņpuyudara spºm upp?sſiſq 4.pq^2 &q pup44• • • • • • – — ~ ~ - a} • • • • • • • • �04:01/02 uaqam “os yr ae uogų duyupaca qooys&qq o oſ paņoațqns uaaq puo quouſſoſque aoſ uogo2ſ1440 ºppuu 240 føq 4222 noſ 220H ’ē’ēl 2!!! 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APPLICATIONS FOR EMPLOYMENT. 2; 234/2-43s øų4 uuouſ 1pssyusyp uoſ osno º quaț3ųȚns o sį Kupą uo！o sțų4 ſo suoſquinºaa puo sønn） où, qņo， ſºțquo3 og aantypſ o 4pqų puoqsmapun noſº oGſ （aº gĶ16uſpa0000 ſtas unoſ uaoaoß įsnu noſ 10ų puo ‘sawonyms 40 slypa-puon6 ºsôo.uſ ito qooqq qou søop ſºupțuo 9 syų įmų pupųsaapun noſ oq ºrº woț¢sod anoſ ºtrm{ 2! 04s ºos (I guapao uo uoņ02țup640 ſuo po zaogo up no€ 34 ſy ºoº fo mðquðu o 240 noſ uopuo wo woņp2\u0640 40ų.02 €11n4 0101s ‘os Įſ guapao uo uoņ02țup6ao (Cup po uøquaw o noſ aupy ·62 ± 0.04，240s ºtſ! uoluſ 1pssſusip 40 ſ osnow ſuopųns sy ºptos out suonbit 6uņooſ rotuſ augųºm sø2014 6uſ, uønbouſ ao ‘ºmnp uo 6u106 auo]øq uo &qnp uo 6uņņuyup ſmų puoņsaapun noſ 5āī£ g4u04æð ſpiſºm oſ ‘os ſį pup { suonbil 6uņooſaroņu, asn noſ oct Ze *suoto2 qsynôuņsſp oq oqqp up Į puo º4ų6įsøſa pup ºsy 6uſapaq KJW '92 ‘6uſopet ſo osnop pun ‘uoſsțcțGI 10ųºm uo ‘ºſſopſp2 ſpiſºm uſ ºuðum offwys ‘os ſi gKuoquoo syų po ſoqquæ aqq u, uaaq uana noſ，oavſſº . Wºº-k O 4. 33. Do you understand that every employe of this Company whose duties are in any way prescribed by the rules must always have a copy of the rules at hand when on duty, and must be conversant with every rule, and that you must render all the assistance in your power in . carrying them out, and immediately report any infringement of them to the head of your department, and do you agree that such rules, including any changes therein or additions thereto from time to time, shall be a part of your contract of employment? 34. If employed, will you faithfully discharge the duties assigned to you to the best interest of the Company, and pay all your bills promptly each month Ž * 35. Do you understand that at some points on this line there are platforms, sheds, roofs, water tank frames, telegraph poles, bridges, scales, cars and other side obstructions, and trolley wires of street railways, which may be dangerous, and that you must inform yourself as to the location of such obstructions and use due care to avoid injury thereby 2 36. Do you understand that it is dangerous to stand erect upon cars, and especially upon high cars, while passing over, through or under bridges or viaducts, trolley wires and other overhead structures, as shown under warnings on time table, at which there are no telltales or other warnings, and that necessary precautions must be used by all employes to protect themselves from injury from overhead struc- tures at said points while riding on top of cars? 37. Do you understand that all employes are expected to protect themselves from personal injury by avoiding risks, and that those who may receive injuries on account of taking risks will have no claim upon the Company? - - tº 38. Do you understand that if you are injured in any manner while in the service of this Company that you will not be allowed to return to the service of the said Company, in any capacity, until you have executed a release or made satisfactory settlement with the proper officer and secured from him a “clearance” on account thereof * and do you hereby agree that your re-entering the service of said Company, in any capacity, after being so injured, shall be taken and construed as a release of any and all claims and demands which you may have, or claim to have, against said Company on account of such previous injuries, the re-employment of you by the said Company subject to its will being hereby acknowledged to be sufficient consideration for such release, notwithstanding you may not have received any other compensation than such re-employment? E. 39. Do you understand that, in the absence of a special contract, your employment may be terminated at any time, without notice, said Com- 4 I. In I 11 pany being liable to you for wages for only such time as you may have served it, without regard to the end of the year, month or week, said Company only being obligated for such proportionate part of any week, month or year as you may have served it? . Do you understand that the Company does not have all its main tracks and side tracks ballasted or surfaced, and that the tracks are liable to have slivers on the rail; and that there are cattle-guards and uncovered drains on the main tracks and side tracks, of all of which jou accept notice, and agree to particularly advise yourself thereof.” Do you understand that no officer or employe of this Company is authorized to request or require you to use defective tracks, cars, ma- chinery or appliances of any kind, except at your own risk of injury therefrom ? . Do you understand that this Company desires to employ only experienced men in its service, and does not undertake to educate inexperi- enced men; and do you state that you are aware of the hazards and dangers of the business, and agree to rely upon your co-employes, and not upon the Company, for information as to any or all things, including the character of any kind of machinery and appliances which would render your work dangerous or subject you to injury, or which may be necessary to the proper performance of your duty; and do you waive any responsibility whatsoever on the part of the Company or its officers touching the matters herein referred to, and that this shall apply to any position to which you may now or hereafter be assigned 2 consideration of my employment by said Company, I further agree that whenever I shall sustain any personal injury while in the service of said Company I will allow its Surgeons and any Medical Examiners it may select to examine my person and body as often as the Company may deem necessary in respect to the alleged injury, and I hereby waive all objections to such Surgeons or Medical Examiners testifying whenever called upon by the Company; and I further agree that my refusal to allow any such examination to be made or testimony to be given shall be a bar to the institution or prosecution of any action on account of such injuries; and any action pending at the time of such refusal shall at once abate in consequence thereof. further consideration of such employment I agree that if, while in the service of said Company, I sustain any personal injury for which I shall or may make claim against the Company for damages I will, within thirty days after receiving such injury, give notice in writing of such claim to the Claims Attorney or General Claim Agent of the line giving me employment hereunder, which notice shall state the time, place, manner and cause of my being injured and the nature and extent of my injuries, and the claim made therefor, to the end that such claim may be fully, fairly and promptly investigated; and my failure to give written notice of such claim in the manner and within the time aforesaid shall be a bar to the institution of any suit on account of such injuries. -- § REFERENCES.–Applicant will give the name and address of three or more persons as reference who are not related to him. They must be householders and of good standing, who have known him well during the past five years. NAME ADDRESS AND OCCUPATION Nº. Should I enter the service of this Company pending the approval of my application, and said application be not approved, I agree to be removed from the service at once and without complaint, and will not ask or expect to be informed of the nature or source of replies to in- quiries regarding my previous record. Witness: - Applicant. My present address is Dated at . I 91............ º: SS. STATE OF , COUNTY OF º *** * *w see e--- º being first duly sworn, says that he is the applicant named in the foregoing application, that said application is signed by him, and that the answers to questions in said application are made in his own hand- writing, and that each and all of the answers contained in said application are true. (Applicant must sign his name on the above line.) Subscribed and sworn to before me, this day of...... I91...~~~~ Notary Public. I hereby acknowledge receipt of a copy of the rules and regulations for the government of employes of the operating department of the Company, - (Write or stamp in name of Railway.) and all amendments thereto, and also a copy of the current time table, and agree to familiarize myself with and observe all the same, and to keep advised of such amendments to said rules as may be hereafter made, and have had explained to me the dangerous nature of the service in which I am about to engage. Dated at * this day of I91............ I understand that Hospital Fee will be deducted each month from pay check, fifty cents on check for less than one hundred dollars, and one dollar over that amount 14 APPLICATIONS FOR EMPLOYMENT. Synopses of Applications for Employment on Other Western Railroads. Chicago & North Western Railway. * - Form 1209. Applicant filling out this blank must take an oath certifying to the correctness of all statements before a Notary Public. Applicant is placed on probation and is not an accepted employe until the written approval of superintendent or master mechanic has been obtained. Questions 1, to and including 6, require complete family history. Question 7 requires information as to present employment. Question 8 requires data as to why applicant left his last situation. Question 9 requires applicant to give his history for 5 years. Question 10 requires applicant to give full particulars if he has ever been dis- charged or suspended from any situation. Question 11 requires complete information on any injuries sustained by the applicant. Question 12 requires information relative to any litigation with any railway com- pany or with any one else. Question 13 requires complete statement relative to past service with Chicago & North Western Railway Company. Question 14 covers use of intoxicating liquors. Question 15 covers physical examinations taken by applicant prior to filling out this application and applicant must “authorize this company and its officers, and the officers of any other company or firm by which applicant has been heretofore employed, to answer any or all inquiries as to his conduct and qualifications while in such service, and, so far as they may know, the cause of his leaving the same.” Applicant must agree, in even of injury while in the service of C. & N. W. Ry. to allow any surgeon or medical examiner they may select to conduct an examination of his person and body as often as the company may deem necessary in respect to the alleged injury, and further agrees that such surgeons or physicians may testify as to all facts in their knowledge whether derived from the confidential relation of physician and patient or not, and to waive all objection to such physicians or sur- geons so testifying. The applicant is required to sign the following agreement relative to the dangerous nature of the service in which he is about to engage: - “I hereby acknowledge receipt of a copy of the rules and regulations for the government of employes of the operating department of the Chicago & North Western Railway Company, and all amendments thereto, and also a copy of the current time table, and agree to familiarize myself with and observe all the same, and to keep advised of such amendments to said rules as may be hereafter made, and have had explained to me the dangerous nature of the service in which I am about to engage. I have been notified that there are buildings, coal chutes, signal posts, switch stands, round house doors and other obstructions dangerously close to the tracks, and that I am required to look out for them and avoid danger, which I fully appreciate.” APPLICATIONS FoR EMPLOYMENT. 15 Chicago, Milwaukee & St. Paul Railway. Form 50. This form requires complete history of applicant and family. Names of railroads where formerly employed. Experience on such railroads, and length of service on each rañá and cause of leaving each place. * - Information in full relative to being discharged or suspended from any situation. Information as to former employment by the Chicago, Milwaukee & St. Paul Railway. ": ** Questions 1, 2, 3, 4 and 5 require applicant to agree that if employed he under- stands the precaution he must take to prevent injury to himself while in the employ of this railway. * * Question 6 covers deduction for meals in event of the applicant obtaining credit. Names of three responsible persons are required for references as to character and ability of the applicant. Chicago, Milwaukee & St. Paul Railway (Puget Sound Lines), and Tacoma Eastern Railway. - 7 The application used on the Puget Sound Lines is the same as that used on the Eastern Lines. Chicago, St. Paul, Minneapolis & Omaha Railway. Form F778. Applicant is on probation until he has passed a satisfactory examination. Questions 1, to and including 8, require complete history of applicant and family, and name of past and present employers and reasons for leaving service of such employers. Question 9 requires history of work performed for past five years. Question 10 requires information relative to dismissal or suspension by former employers. Questions 11, 12 and 14 require information relative to past and present physical condition, and also data relative to any litigation applicant may have had with any railroad company, and use of intoxicating liquors. The following statement must be signed by applicant which calls his attention to the dangerous nature of the service in which he is about to engage: “I hereby acknowledge receipt of a copy of the rules and regulations for the government of employes of the operating department of the Chicago, St. Paul, Minneapolis & Omaha Railway Company, and all amendments thereto, and also a copy of the current time table, and agree to familiarize myself with and observe all of the same, and to keep myself advised of such amendments to said rules as may be hereafter made, and I have had explained to me the dangerous nature of the service in which I am about to engage.” * 16 APPLICATIONS FOR EMPLOYMENT. Colorado & Southern Railway Company. * * | * Form 2828 2d Revised 1-11-5M. Applicant is on probation until he has passed a satisfactory examination. Applicant must be twenty-one years of age, and a fireman is required to have six months’ actual experience before being employed. Applicant must be in perfect physical condition. The following will show requirements of firemen relative to conduct required while in service and payment for physical examination: “I hereby apply for employment DURING THE PLEASURE OF THE ABOVE NAMED COMPANY, as . . . . . . . . . . . . . . . . . . . . , and if accepted agree to observe all rules and regulations, to pay my bills promptly each month; to main- tain strict integrity of character, to abstain from. the use of intoxicating liquors; to avoid visiting saloons and places of low resort, or where liquors are sold; to perform ALL duties to the best of my ability, and any wages earned by and owing to me shall not be due and payable until the regular pay day of the Company; AND I AGREE TO PAY FOR THE REQUIRED PHYSICAL EXAMINATION. “It is also understood and agreed by me that, if, within sixty (60) days from date of entering service, my references or work do not prove satisfactory, I AM NOT TO BE RETAIN ED. IT IS FURTHER UNIDERSTOOD THAT MY PROMOTION DEPENDS SOLELY AND WHOLLY UPON MERIT.” Tomplete history of applicant and family is required. Names of railroad officials and two other responsible persons who will vouch for good character of applicant are required, and name of railroad upon which he was last employed, and he is also required to state why he left the service. Applicant must explain physical condition. Applicant must state if he has ever had litigation with any railroad, giving name of railroad. Page 2 reads as follows, and shows that the company recognizes that the service performed by locomotive firemen and engineers is very dangerous and requires such employes to assume all risk: “The following is to be filled out, dated and signed by every applicant for position, regardless of department in which employed: * † e s s e º e º e º is a e e s tº a tº º º is e i s tº º 191 Place and date. “Mr. . . . . . . . . . . . . . . . . . . . . . . . . . , in the employ of The Colorado & Southern Railway Co., as . . . . . . . . . . . . . . . . . . . . , has this day informed me of the duties con- nected with the employment I am about undertaking, viz.: that of . . . . . . . . . . . . . . . y and has explained to me that the performance of said duties will expose me to a great danger, the risk of which I assume for myself; and I must use proper and constant care to avoid injury to myself and others. I have received and have read book of Rules and Regulations of said Railroad, with which I am now familiar, and by them and such additions thereto as may be made from time to time, agree to be governed. “Signature of Applicant. . . . . . . . . . . . . . . . . . . . . . . “Read over in my presence before signing: “Witness: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º is gº e “Occupation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLICATIONS FOR EMPLOYMENT. 17 “In addition to above, the following must be signed and dated by all persons to be engaged in train, engine and switching service: Place and date. “I have carefully read and received a list of the danger points, or places where special care is required of trainmen to prevent collisions with bridges or obstacles above and beside the tracks along the COLORADO & SOUTHERN RAILWAY (known as Form 1309, Revised, and dated 25th day of October, 1899), and I agree and bind myself to take notice of all such bridges and obstacles, and so perform my duty as not to be injured by them. “And I hereby acknowledge I have been notified that few, if any, of the Stock Yards, Stock Yard Chutes and Platforms and Coal Chutes will clear me while riding on side or top of car, and I am to use constant care for my safety in working about same, and there are other Bridges, Buildings, Tunnels, Viaducts, Water Tanks, Switch Stands, Telegraph Poles, Overhead Wires, Snow Sheds, Projecting Rocks in cuts and ELSEWHERE, and other obstructions of various descriptions now located and others may be constructed from time to time which will endanger my life and limb; and I agree, in consideration of my employment to familiarize myself with same and use due care for my safety without further notice from the said Railway Company. “It is understood and agreed that my employment will only be probationary until this Application has been approved by the Head of the Department; and, if not approved, there shall be no obligation on the part of the Company to employ me. “Signature of Applicant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . “Read over in my presence before signing: "Witness: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . “Occupation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fort Worth & Denver City Railway Company, The Wichita Valley Railway Company. Practically the same form of application as is used on the Atchison, Topeka & Santa Fe (Eastern and Western Lines). Gulf, Colorado & Santa Fe Railroad. Application for employment on this railroad is the same as used on the Atchison, Topeka & Santa Fe (Eastern and Western Lines). Great Northern Railway Company. Form 1018. PART 1. Question 1, to and including 9, require complete family history. Question 10 covers use of alcoholic drinks. Question 11 covers former employment on any part of this System. Questions 12 and 13 cover physical condition of applicant. 18 APPLICATIONS FOR EMPLOYMENT. Il O t PART 2. To be filled out by officer engaging applicant. Questions 1, to and including, 5 cover complete description of applicant. Question 6 covers disposition made of applicant. Four reference blanks, reading as follows, must be filled out or the applicant will be accepted by the Employment Bureau: “Mr. . . . . . . . . . . . . . . . . . . . . . . . . . . . , this is your authority to reply regarding the undersigned. “I have made application to the Great Northern Railway Company, for em- ployment in capacity of . . . . . . . . . . . . . . . . . and desire to have that company fully advised of my record with former employers. I was in the service of your company and therefore request that you forward direct to Employment Bureau, G. N. Ry. Bldg., St. Paul, Minn., a statement containing all the information you may have as to my personal character, habits, ability, length of service and the cause of my leaving the employ of your company. “I hereby release you and your company from any and all liability for damage of whatsoever nature on account of furnishing the information above requested which is to be used in determining my fitness for the position mentioned. Witness. Full Name of Applicant.” Applicants for employment as Engineers or Firemen will be required to show five years' previous occupation and give references covering that period of time, also sign order giving such references permission to give any and all information requested by G. N. Ry. Houston, East & West Texas Railway. Same form of application as is used on Southern Pacific (Pacific System). Minneapolis, St. Paul & Sault Ste. Marie Railway Company. Applicant enters service on probation until application is finally approved. Questions 1, to and including 11, require complete family history. Question 12 covers former connection with the M., St. P. & S. S. M. Ry. Question 13 requires information relative to a law suit with any railroad company. Question 14 covers physical examination prior to making out application for em- ployment. Question 15 covers use of intoxicating liquors. Questions 16 and 17 cover past and present physical condition. Applicant is required to sign following agreement in connection with his application for service: “In consideration of employment by the Minneapolis, St. Paul & Sault Ste. Marie Railway Company, in addition to the foregoing statements, I hereby declare that I am not addicted to the use of intoxicating liquors, that I will not use them while on duty and at no time to an excessive degree, that I have been informed of APPLICATIONS FOR EMPLOYMENT. 19 * ! the character of the employment I am about to undertake and of the duties con- nected therewith, that I have been notified of the numerous bridges, buildings, tunnels, stand-pipes, stock yard chutes, mail cranes, platforms, coal chutes, overhead wires and viaducts, and other obstructions now located and others may be con- structed from time to time which will endanger my life and limb, and I agree, in consideration of my employment, to familiarize myself with the same and use due care for my safety without further notice from the Railroad Company, and I accept notice from said Railroad Company that few, if any, of the aforesaid buildings or obstructions will clear a man riding on top or side of a car or engines, and that I am to use constant care for my safety in working about same. Under no circum- stances will I go between moving cars or engines to open or adjust couplings or for any other purpose, and in the event that it is necessary for me to go into the yards of other companies, I understand and agree that I must exercise the same care as when employed in the yards or on the property of the Minneapolis, St. Paul & Sault Ste. Marie Railway Company. “I also agree to examine and know for myself that the ways, works or machin- ery connected with or used in my employment are at all times in safe and proper condition, and agree to give immediate notice in writing to some person superior to myself in the service of the company of any defect in the condition of ways, works or machinery connected with or used in my employment, and if I continue to use such ways, works or machinery with a defect or defects therein, I agree to assume the risk of an accident as a risk incident to my employment, and hereby waive the provisions of any kind and all statutes or laws with respect thereto.” Description of applicant is filled out by employing officer. Applicant must give his continuous record for five years back in regular order in which it occurred, also names and addresses of two responsible business men and sign an order giving such references permission to give any and all information requested by the Minneapolis, St. Paul & Sault Ste. Marie Railway Company. Missouri, Kansas & Texas Railway Contpany of Texas. |Form 1173 Tex. Application must be sworn to before a Notary Public. \ —s The following agreement is signed by the applicant: - - “I hereby apply for situation as . . . . . . . . . . . . . . . . in which position I have had * @ e º is sº s e years' experience, and the duties of which position I am physically and in cvery other way fully capable and qualified to perform. I agree, if employed by said Company, to observe all of its rules and regulations, to pay all my bills promptly each month, to maintain strict integrity of character, to abstain from the use of intoxicating liquors, to avoid visiting saloons and places of low resort, or where liquor is sold, and to perform my duties to the best of my ability; and I agree that any assignment of my wages, whether heretofore or hereafter made, shall result in my immediate dismissal from the service. “In consideration of my employment by said Company, I further agree that if I should sustain any personal injury while in the service of the Company, I will allow surgeons and any medical examiners it may select to examine my person and body as often as the Company may deem necessary in respect to the alleged injury, and I hereby waive any objections to such surgeons or medical examiners testifying whenever called upon by the Company, and I further agree that my refusal to allow such examination to be made, or any objection by me to the giving of such testimony, shall be construed as a conclusive admission on my part that I am not injured and shall also be a bar to the institution or prosecution of any action on 20 APPLICATIONS FOR EMPLOYMENT. account of such injuries, and any action pending at the time of such refusal shall at once abate in consequence thereof. “And in the event of any suit or action against said Company for injuries received, or death resulting therefrom, I hereby agree for myself, my assigns, heirs, next of kin, parents, widow, children, executors and administrators, in consideration of my said employment that any physician or surgeon who may have attended or examined me, may testify as to all facts in his knowledge, whether derived from the confidential relation of physician and patient or not, and I waive all objections to such physicians or surgeons so testifying. * “I further agree that, while the Company is engaged in interstate commerce and while I am employed by it in such commerce, if I sustain any personal injury for which I shall make claim against the Company for damages, I will, within thirty days after receiving such injury, give notice in writing of such claim to a claim agent of the Company, which notice shall state the time and place of the injury, the circumstances attending the same, the nature and extent thereof so far as known and the claim made therefor, to the end that such claim may be promptly, fairly and fully investigated, and my failure to give written notice of such claim within the time and in the manner aforesaid, shall be a complete bar to the insti- tution or maintenance of any suit on account of such injury; and I further agree that any suit on account of any injury received by me while the Company is en- gaged in interstate commerce and while I am employed by it in such commerce, shall be brought within ninety days from the time such injury is received, any statute of limitation to the contrary notwithstanding, and that, unless suit be brought within such time, the same shall be barred. “In consideration of . similar contributions of other employes of this and other companies, made and to be made, for the support and maintenance of the Missouri, Kansas & Texas Railway of Texas Employees’ Hospital Association, I hereby agree to contribute monthly to the support and maintenance of said Association such sum as may be fixed by those charged with the administration of its affairs, and I hereby authorize this Company to deduct such contributions monthly from my pay and remit the same direct to said Association. “I hereby agree that if I am allowed to enter the service on probation, I will, until accepted and approved in writing by my employing officer, be subject to dis- charge at any time, without cause and without service letter. *4– “I hereby authorize this Company and its officers, and, the officers of any other company or firm by which I have been heretofore employed, to answer any and all inquiries as to my conduct and qualifications while in such service, and so far as they may know, the cause of my leaving the same or the cause of my discharge.” Questions 1, to and including 13, require complete family history. Question 14 requires information relative to injuries sustained prior to making out the application. Question 15 covers use of intoxicating liquors. # Question 16 covers former employment on the M., K. & T. Lines. Question 17 requires names of all railroad companies with whom applicant has 'ever had litigation. * Question 18 covers past history. Question 19 cc vers former physical examination. APPLICATIONS FOR EMPLOYMENT. . 21 Questions 20, 21 and 22 completely cover past and present employment, and reasons for changing positions. Question 23 covers present condition of eyesight and hearing. Question 24 requires applicant to give his continuous record for five years back. Question 25 requires names, addresses and occupations of three persons, other than those who employed applicant, who will vouch for his qualifications, integrity and good character. Northern Pacific Railway. PART 1. Questions 1, to and including 9, require complete family history. Question 10 covers use of alcoholic drinks. Question 11 covers former employment on the Northern Pacific System. Questions 12 and 13 completely cover past and present physical condition relative to injury, etc. Question 14 requires applicant to become a member of the Northern Pacific Bene- ficial Association, and to agree to have assessments deducted from his salary to maintain this institution. Question 15 requires applicant to give 10 days’ notice of intention to leave the service of the Northern Pacific Railway. PART 2. Questions 1, to and including 6, cover description of and disposition made of appli- cant, and are filled out by officer engaging applicant. Applicants for employment are required to show five years' previous employment, and furnish names, present postoffice addresses and business titles of two responsible business men to verify period during which the applicant may have been out of employ- In ent. Applicant must agree to allow each of his former employers to give any and all information to the Northern Pacific Railway they may request. Oregon Short Line Railroad. Same form of application as is used on the Southern Pacific (Pacific System). Southern Pacific (Pacific System). Application for employment must be sworn to before a notary public. Questions 1, to and including 8, require complete family history. Question 9 requires complete record of service for last ten years. Question 10 requires history of injuries sustained by applicant. Question 11 covers use of intoxicating liquors. Questions 12, to and including 17, cover past employment, cause of leaving service, former physical examination and particulars concerning the same, and full data relative 22 APPLICATIONS FOR EMPLOYMENT. to any claim of suit for damages by applicant against a railroad or street car company, or other emplbyer, and the disposition made of the claim or suit. Question 18 covers condition of eyesight and hearing. Applicant thust sign the following agreement: “I hereby authorize this Company and its officers, and the officers of any other company, person or firm by which I have been heretofore employed, or any other persons, to answer and ask any or all inquiries as to my conduct and qualifications while in silth service, and, so far as they may know, the cause of my leaving the Safile. “In cºhsideration of my employment by said Company, I further agree that whenever f shall sustain any personal injury, while in the service of said Company, I will allow its surgeons, and any medical examiners it may select, to examine my person ahil body as often as the Company may deem necessary in respect to the alleged injury, and I hereby waive all objections to such surgeons or medical examiners téâtifying whenever called upon by the Company, and I further agree that my refusal to allow any such examination to be made or testimony to be given shall be a bar to the institution or prosecution of any action on account of such injuries; āhū any action pending at the time of such refusal shall at once abate in consequence thereof. Should I apply to the company for treatment in illness or injury, the same shall be under the regulations now existing or as hereafter amended of the Hospital Department, to be seen on application to Superintendents, Company's Šurgeons, Station Agents, or at Company’s Hospitals, and I agree to acquaint thyself therewith. “It is understood that my employment is temporary; permanent employment conditioned on my furnishing satisfactory reference from employers.” Education test is made in reading, writing and arithmetic and knowledge of lan- guage used in rules. Southern Pacifié (Atlantic System). Same forth of application as is used on the Southern Pacific (Pacific System). Santa Fe, Priscºtt & Phoenix Railway. - Form 1692. Same forth as A., T. & S. F. (Eastern and Western Lines). St. Louis & sih francisco Railroad. Questions. 1, to and including 6, require complete family history. Questions 7 and 8 require information as to employment previous to engaging in railway servi §, and cause for leaving last situation, and previous employment with St. L. & S. F. R. R. Questioh.9 requires complete information relative to history of applicant for last five years, begihhing with position five years ago and giving each year in regular order down to date of filling out this application. Applicant fillist give his consent to former employers answering any questions and give all inforthätiön requested by the St. L. & S. F. R. R. 4 . Questioh it; requires data relative to being discharged or suspended from any situation. APPLICATIONS FOR EMPLOYMENT. 23 Question 11 requires information relative to injuries received prior to date of filling out this application. Question 12 requires information relative to past or present litigation with any railway company. The applicant agrees to allow the Company's surgeons to examine him at any and all times in case of injury and to waive objection to such surgeon or physician testify- .ing whenever called upon by the St. L. & S. F. R. R. Co., and the applicant also agrees to give notice of injury to Superintendent in writing within 30 days after receiving such injury, and the applicant further agrees: “to pay all my bills promptly each month, to maintain strict integrity of character, to abstain from the use of intoxicating liquors, to avoid visiting saloons or places where liquor is sold, to familiarize myself with the General and Special Rules and Regulations of the department of service in which I may be employed, and faithfully observe the same, and keep advised of such amendments to said Rules and Regulations as may hereafter be made, and to perform my duties to the best of my ability; and when I leave the service from any cause, voluntary or otherwise, I agree that all board bills I owe shall be deducted from wages due me. I hereby authorize said company to make monthly deductions from my wages in accordance with Circular No. 35 of June 29, 1899, and pay the same to the Employes’ Hospital Association of the Frisco System; and if I am accepted as an employe, I authorize the deduction from the first wages earned the sum of one dollar to cover medical examination fee. I understand that standing in front of or getting on to an engine or car coming towards me is dangerous and is in violation of the Rules, and if done by me will be at my own risk; that great care must be exer- cised in approaching and passing all bridges and overhead structures, as they will not clear a man standing on top of a high, covered car; and that it is dangerous to climb up and down the sides of cars while passing water-tank spouts, sand-house pipes, coal houses, seed houses, cotton platforms, or other structures near the track, as they will not clear a man with safety. I understand that going or remain- ing between cars to couple or uncouple them, or for any other purpose, while they are in motion is dangerous, and is forbidden by the Rules of the Company, and I agree to refrain from so doing. “I understand that the duties of a . . . . . . . . . . . . exposes me to great danger, the risk of which I assume to myself and agree to use constant and proper care to prevent injury to myself and others. “Should I enter the service pending the approval of my application, and said application be not approved, I agree to be removed at once and without complaint. “I have carefully read the foregoing and that portion of the time table of the e tº º te e s & . . . . . Division of the St. Louis & San Francisco Railroad Company which specifies the bridges and overhead structures which will not clear a man standing on top of a car, and agree on my first trip over the road to particularly familiarize myself with their location and take no risks.” Texas & Pacific Railway Company. Applicant is required to authorize any company and its officers and the officers of any other company, firm or persons by whom he has been heretofore employed to answer any and all inquiries as to his conduct and qualifications while in such service and so far as they may know the cause of his leaving their employ. Questions 1, to and including 9, require complete family history. Questions 10, 11 and 12 cover experience in railroading. 24 APPLICATIONS FOR EMPLOYMENT. Question 13 requires applicant to give information relative to injuries sustained prior to filling out this application. Question 14 requires data relative to past and present litigation with any railway Company. Questions 15 and 16 cover present physical condition. Questions 17 and 18 cover use of intoxicating liquors. * Question 19 requires information relative to applicant's membership in any organ- izations. Questions 20, to and including 29, call applicant’s attention to many dangerous con- ditions surrounding the position he is seeking, and read as follows: “20. Do you understand that this Company desires to employ only experi- enced men in the service, and does not undertake to educate inexperienced men? “21, You are hereby informed that this Company does not block frogs and guard rails. Do you assume the risk incident to this state of facts? “22. Do you make this application for employment in train service realizing the hazardous nature of such employment, understanding that it is necessary in operating this Railway for the Company to have overhead and truss bridges at certain points on the line; also coal chutes, track scale boxes, water tanks, coal houses, platforms, sheds, roofs, and other overhead and side structures, and that in the performance of the duties for which you are employed you are liable to receive injuries by being knocked off the side or top of cars, unless you use due care to avoid injury thereby 2 “23. Do you agree to acquaint yourself with the location of overhead and truss bridges, as well as the location of all other structures along the line of road? “24. Do you understand that this Company constructs and maintains cattle guards within or near by switch limits over which cattle guards it is necessary to frequently switch trains, and that in the performance of the duties for which you are employed you are liable to receive injuries, unless you use due care to avoid injury thereby * “25. Do you understand that this Company does not have all its main tracks and side tracks ballasted or surfaced, and that many of the side tracks being laid with old iron are liable to have slivers on the rails, and that there are cattle guards and uncovered drains on the main tracks and side tracks? “26. Do you understand that no Officer or employe of this Company is authorized to request or require you to use defective tracks, cars, machinery, tools or appliances of any kind, and that when you do so you assume all risk of injury therefrom ? “27. Do you agree to rely on your co-employes and not on the Company for information as to any and all things, including the character of any kind of machin- ery, tools and appliances, which would render your work dangerous, or subject you to injury, or which may be necessary to the proper performance of your duties? “28. Do you acknowledge having been furnished with copy of current time table containing the rules and regulations for the government of employes of this Company, and do you agree to familiarize yourself with said rules and be governed thereby P APPLICATIONS FOR EMPLOYMENT. 25 “29. If you are put to work temporarily pending the investigation, and your application is not approved, do you agree to withdraw from the service of this Company without complaint?” Union Pacific Railroad. Same form of application as is used on the Southern Pacific (Pacific System). Physical Examinations of Applicants For Employment Prior to entering the service, applicants are required to pass a very rigid physical examination relative to age, nationality, height, weight, general health, acuteness of vision, color sense, range of vision, hearing and to ascertain the condition of the applicant’s general health they are examined for defective lungs, hands and arms, feet and legs, head, face and neck, eyes and eyelids, mouth and teeth, spine and joints, groin, skin, blood vessels, long bones. The applicant’s heart, abdomen and urine are also given a careful examination. While official forms for physical examination were not secured for all railroads, in order to show the rigid physical examinations applicants for the position of Loco- motive Firemen are required to undergo on many Western Railroads prior to entering the service, the following medical examiner’s certificate is printed and is used by the Northern Pacific Railway, and is typical of the examination conducted on many Western Railroads. This examination covers physical condition, sight, color sense, and hearing, and by making a careful study of this blank it will be seen that only the fittest are able to secure employment, for an applicant must be in excellent condition to successfully pass this examination. By conducting these examinations the Railroad Companies are able to prevent persons entering their service who are not able to withstand the unusual physical and mental strain imposed on Locomotive Engineers and Firemen. §3 Northern Pacific Railway Company ST. PAUL, MINN., March 15, 1913. CIRCULAR No. 7 (Revised). 1. All applicants for employment in engine, train or yard service, must undergo the prescribed physical examinations by a company surgeon. t 2. Applicants for employment in station, train, engine or yard service, and others whose duties require them to use colored signals, must undergo an examination in color sense, sight and hearing. 3. Employes in train, engine or yard service on January 1, 1909, will be required to undergo the prescribed physical examination and examination in color sense, sight and hearing prior to pro- motion. 4. All employes in station, train, engine or yard service, and others whose duties require them to use colored signals will be required to undergo a re-examination in color sense, sight and hearing by a company surgeon every four years. 5. No one will be permitted to enter the employ of the company in train, engine or yard service whose vision is so impaired as to require the use of glasses. ‘L. Employes in service January 1, 1909, whose vision thereafter becomes so impaired as to require the use of glasses will be permitted to remain in service until their vision becomes so impaired as to be unsafe even with the aid of glasses, but such employes will only be eligible for promotion to the position of engineer or conductor with the approval of the General Superintendent of the district upon which the employes are engaged. S. . . . . . r Employes entering the service subsequent to January 1, 1909, whose vision becomes so impaired as to require the use of glasses, will be eligible for promotion to the position of engineer or conductor. 6. Applicants may be employed on probation if they are recommended by the examining surgeon, but will not be permanently employed until physical examination has been approved by Chief Surgeon, and examination in sight, color sense and hearing approved by District Ophthalmic Surgeon. §3. When examination reports are not returned to the employing officers within twenty (20) days after date of examination, and applicant has not been notified of the rejection of his examination within five (5) days thereafter, such applicant for employment will be accepted. Employes may be promoted on probation but will not be considered permanently promoted until physical and visual examinations have been finally approved by the General Superintendent of the district upon which the employes are engaged. If the employe promoted on probation has not been notified of the rejection of his examination within twenty-five (25) days after the date of his promotion, the employe will be considered to have passed such examination. 7. Chief Surgeons and Examining Surgeons will be designated by the Railway Company. The following appointments are also made: Dr. J. W. Chamberlin, District Ophthalmic Surgeon, Eastern District, with headquarters at St. Paul, Minnesota. - Dr. George M. Jennings, District Ophthalmic Surgeon, Central District, with headquarters at Missoula, Montana. Dr. W. G. Cameron, District Ophthalmic Surgeon, Western District, with headquarters at Ta- coma, Washington. 8. Applicants for positions only requiring visual examination will pay a fee of $1.00 for such examination. Applicants for positions requiring both physical and visual examination will pay $2.00 for such examination. If the examination of applicants is approved by the Chief Surgeon, the amount of the examination fee will be deducted from the first month's pay. If the application is not approved, the examination fee will be paid by the Railway Company. All other examination fees will be paid by the Railway Company. G. A. GOODELL, General Manager, Lines East of Paradise. Approved: - º r , E. C. BLANCHARD, GEORGE T. SLADE, General Manager, Third Vice-President. Lines West of Paradise. 3 Applicant’s Statement to Examining Surgeon THIS FORM MUST BE EXECUTED IN ALL CASES WHERE MAN IS SENT TO EXAMINING SURGEON, WHETHER FOR INITIAL OR RE-EXAMINATION. 19 1. What is your full name? 2. Age? 3. Occupation ? 4. Are you working for the N. P. Ry, now? In what capacity? 5. Are you married? 6. When and where have you undergone physical examination on any other railroad? 7. Have you had any of the following: Pneumonia (Lung Fever)? Syphilis? * Pleurisy P Stricture? Asthma P **- Urinary Trouble? Bronchitis? Varicose Veins? Spitting of Blood? Varicocele? Fistula? Appendicitis? Gall Stones? Dysentery?.…..................... Fits? Hemorrhbids (Piles)? Dizzy or fainting spells? Rupture? Sunstroke? - Rheumatism? §: 8. What sickness have you had in the past? 9. What injury have you had in the past? ** 10. Have you now or have you ever had any disease, tumor, or ulcer, or any physical defect except as above stated? I certify that my answers to the foregoing questions are recorded above in full and correctly, and that said answers are true. In consideration of my employment by said company, I further agree that whenever I shall sustain any personal injury while in the service of said company, I will allow its surgeons, and any medical examiners it may select, to examine my person and body as often as the company may deem necessary in respect to the alleged injury, and I hereby waive all objections to such surgeons or medical examiners testifying whenever called upon by the company, and I further agree that my refusal to allow any such examination to be made or testimony to be given shall be a bar to the institution or prosecution of any action on account of such injuries, and any action pending at the time of such refusal shall at once abate in consequence thereof. Witness: Signature of Applicant Applicants to fill in this form in triplicate in presence of Examining Surgeon who will attach all copies to Forms 1810 and forward to the Chief Surgeon, who will forward the original to the Superintendent Employment Bureau, St. Paul, second copy to Division Superintendent and retain third copy for his files. § * Form 1810 Medical Examiner’s Certificate 1. Name of Applicant * 6. Chest Measure A 7. Abdominal measure gº . f' •r ! . ū º * $4 Note any defects ... in the ** r * - , ... ſſ' : Generál development Color 2. Gen. App w § p : Full expiration U12. Mouth and 9. Feet and legs 10. Head, face and neck. ſ’8. Hands and arms & £ ºr 4....Height * * w * * * a 4 # $ J tº ** . . . . •º * g t =& * * ! -ºš I. ... *, Chief Surgeon. 19. gºtº wº ſ Color - ‘....S. 24. Spec. Grav. }-r ...A. 25. 21. ! l Urine ſº *-i-. , 26. t | | | \ Reaction * | \ #! . 27. \, t! UAlbumen } * S. f / | lº ! º & tº \ & * \ | | 28. Remarks: General intelligence, cachexiae, etc..... A.…~~~~~! ~ * \ ! * * * ''. i j •l t $ { 29. Reason, if application is not recommended for approval. / ! s & sº e s tº sº we wº * * * * * * sº * * * * * * * * * * * * Hemorrhoids ** Varicocele Varicose Veins $ ...A * * * * * * * I certify that I haye carefully examined the applicant named herein, and that of his application. and I hereby recommend the (approval) (disapproval) r Report of physical examination has been examined and, is ; § * \ Examining surgeon ts.filſ * & t for his file. .’ “ -* , L^ * * ~ y, * * *. * * * * . .” - * *. .* -- ~". * * * . . & this form in 2triplicate forwarding all copies to Chief Surgeon. approval and forward original to Superintendent Employment Bureau, St. Paul, } " *. 34 PHYSICAL ExAMINATION OF < * A ~ \ Yºza * *S. Fº *; º Ǻ *: º º * & |) < =PT-e- g 3. Form 1367. 8-13 5m F Northern Pacific Railway Company RECORD OF EXAMINATION OF SIGHT, COLOR SENSE AND HEARING. STATION 19............ Name :----------------------------------------------------------------...------------------------------ Age …~~~ Division Position as Employed as l Not Employed ) applicant for 3 Promotion to Re-examination as if an employe, state how long he has been in service —#. Dates of former Visual examinations If transferred from another Division, state when and from where Appearance of eyes and eyelids Field of vision GOOD. DEFECTIVE. DISTANT VISION READING VISIU)N BOTH EYES OPEN \ with C T. Q S tº S Right #9th || Second | to d w ł a pplicant without With Test made ſ without glasses § Łº §. “º.: *rºdi. º w men ºpplicant uses ºf gº. | Number of smallest reading test-type read correctly Distance in feet which standard test-type is read. º ta1n Ce eet at St-typ at 12 inches. | i Wumber ma! lin f standard test-type read f & g Number of smallest line o st C1 test-ty! Written train orders read correctly (Yes or no). correctly at above distance. | # $ Distance in feet at which card showing semaphore arms can be read correctly Right Eye Left Eye Both Test with test spectacles: SATISFACTORY. UNSATISFACTORY. Selection of colors: PROMPT. HESITATING. - & - - - - * - ---- jº Nº.g. to Numbers of the Skeins in the Standard Color Set, Selected as Similar to Test-Skeins - A. Green B. Rose C. Red D. Blue | Nººr 1 || 3 || 2 || 4 || 11 || 13 || 12 || 14 5 || 4 13 | 15 || 14 | 16 || 5 || 7 Size of lC W Il - Testing Opening Name Lantern, Given tWO † º lights §ºr 6 || 8 || 15 17 || 16 | 18 || 7 || 9 10 || 17 18 || 2 || 9 || 11 || 10 || 12 Name Given Number * - Size of §." 1 2 11. 12 4. 13 14 5 Testing, Opening |Name Lantern, Given one *. * * - light * * §. 6 15 16 7 17 18 9 10 Name Given § HEARING. Greatest number of feet at which numbers or words can be * repeated correctly when spoken in a conversation tone. Right Ear, Left Ear, Greatest number of feet at which ratchet acoumeter can be heard, and ticks counted. Right Ear, Left Ear, REMARKS. Examination Approved : Signature of Party Examined. Approval Recommended : Ophthalmic Surgeon, Date g 190 Examining Surgeon. APPLICANTS FOR EMPLOYMENT. 39 Synopses of Forms of Medical Examinations of Applicants for Employment on Other Western Railroads. Atchison, Topeka & Santa Fe Railway (Eastern and Western Lines). The heading covers all questions relative to identification of applicant. Questions 1, 2, 3, 4, 5, 6, 7, 8 and 9, cover conditions of applicant relative to any defects of arms, hands, legs or feet, also relative to rupture, smallpox, vaccination (which is compulsory prior to entering the service), hemorrhoids or fistula, condition of both lungs and urine. + - - Question 10 requires information relative to severe illness, injury or surgical oper- ations undergone by the applicant. - Question 11 requires information relative to predisposition either hereditary or acquired to any local or constitutional disease. Questions 12, 13, and 14 cover conditions of eyes and hearing. Chicago & North Western Railway. - Parts 1 and 2 cover test of eyes with cards and skeins of yarns to ascertain the exact condition of same relative to color perception and vision. Part 3 covers test of applicant's hearing to ascertain if he can hear the tick of a watch in both ears and an ordinary conversation at a distance of 20 feet, use of intoxi- cating liquors and any and all diseases or disability from which the applicant is suf- fering. - Chicago, St. Paul, Minneapolis & Omaha Railway Company. - Applicants are examined as to weight, height, general appearance, color of eyes, physical defects on body, vaccination and for all diseases or disabilities, also for evi- dence of an abuse of intoxicating liquors. Colorado & Southern Railway Company. The following paragraph is found in the application blank in effect on this Railway and which applies to physical conditions: “Physical disabilities which preclude employment. Train, Engine and Switch- ing Service: “Loss of eye, leg, arm, more than two fingers, one thumb, great toe; hernia; fits and fainting spells of ANY CHARACTER; syphilis, running sores; varicose veins; heart disease; tuberculosis in any form, and alcoholism.” The heading covers all questions relative to identification of applicant. Part 1 covers tests as to condition of eyes and ears with reference to acuteness of vision, color sense, range of vision and hearing, and disease of the eyes and lids. Part 2 requires examination of applicant to ascertain if he has had any of the following diseases: Heart disease, appendicitis, asthma, calculus or gravel, chronic diarrhoea or dysentery, consumption, delirium tremens, diabetes, dropsy, dyspepsia, epileptic or other fits, fainting turns, fistula (inano), or piles (bleeding), or other dis- eases of the rectum, gout, gall stones, rheumatism, number of attacks, duration, severity, rupture, spitting of blood, swelling of feet or eyes, syphilis, tumors or swell- ings, ulcers or open sores, varicose veins, vertigo, dizziness, diseases of the nervous system. The applicant is further examined as to physical defects; serious illness, physical deformity, injury, insanity, paralysis and use of intoxicating liquor, and he is required to state if he has ever been rejected by any other railroad company, giving the reasons for such rejection. An analysis of the applicant’s urine is made when he does not appear to be in robust health for specific gravity, color, reaction, albumen and sugar. 40 PHYSICAL ExAMINATION OF . Houston, East & West Texas Railway. The heading covers all questions relative to identification of applicants. Part 1. ‘The first test covers acuteness of vision as to the perception of objects at some distance and reading vision with and without glasses. The second test is on color perception. with test yarns, colored green, rose, red and blue, and a lantern test is also conducted. The third test covers hearing with rachet acoumeter and also test as to number of feet at which numbers or words can be repeated correctly when spoken in a conver- sational tone. e Part 2. The fourth test covers general physical examination to ascertain rate of pulse, whether or not applicant has had smallpox and has been vaccinated, also to ascertain if the applicant ever has been or is now subject to disease of lungs, heart, stomach, bowels including rectum, kidneys, genito-urinary organs, nervous. System, skin, also as to any disabling deformity from injury or otherwise and temperature is taken. Applicant's hands, arms, feet, legs and spine are examined for present source of disability and if deformity or disability is found due to injury, applicant is required to state how, when and where such injury occurred. Applicant is also examined for hernia, hydrocele and varicocele. Missouri, Kansas & Texas Railway Company of Texas. Applicants are examined as to hearing, vision, color perception and physical defects. Oregon Short Line. The heading covers all questions relative to identification of applicants. Part 1. The first test covers acuteness of vision as to the perception of objects at Some distance and reading vision with and without glasses. The second test is on color perception with test yarns, colored green, rose, red and blue, and a lantern test is also conducted. The third test covers hearing with rachet acoumeter and also test as to number of feet at which numbers or words can be repeated correctly when spoken in a conver- sational tone. | Part 2. The fourth test covers general physical examination to ascertain rate of pulse, whether or not applicant has had smallpox and has been vaccinated, also to ascertain if the applicant ever has been or is now subject to disease of lungs, heart, stomach, bowels including rectum, kidneys, genito-urinary organs, nervous system, skin, also as to any disabling deformity from injury or otherwise, and temperature is taken. Applicant’s hands, arms, feet, legs and spine are examined for present source of disability and if deformity or disability is found due to injury, applicant is required to state how, when and where such injury occurred. Applicant is also examined for hernia, hydrocele and varicocele. St. Louis & San Francisco. Part 1 covers condition of eyes and ears. Part 2 covers condition of lungs. * Part 3 requires information relative to any diseases suffered from by the applicant. Part 4 requires data relative to past injury, whether or not applicant has suffered from thernia, and to ascertain if he has any source of disability in heart, lungs, kidneys, joints, veins, feet and legs, hands and arms, spine, and urinary organs. Part 5 requires information relative to use of intoxicating liquors, whether or not applicant has had smallpox, or has been recently vaccinated, and also description of applicant. APPLICANTS FoR EMPLOYMENT. 41 Southern Pacific (Pacific System). The heading covers all questions relative to identification of applicants. Part 1. The first test covers acuteness of vision as to the perception of objects at some distance and reading vision with and without glasses. The second test is on color perception with test yarns, colored green, rose, red and blue, and a lantern test is also conducted. The third test covers hearing with rachet acoumeter and also test as to number of feet at which numbers or words can be repeated correctly when spoken in a con- versational tone. - Part 2. The fourth test covers general physical examination to ascertain rate of pulse, whether or not applicant has had smallpox and has been vaccinated, also to ascertain if the applicant ever has been or is now subject to disease of lungs, heart, stomach, bowels including rectum, kidneys, genito-urinary organs, nervous system, skin, also as to any disabling deformity from injury or otherwise and temperature is taken. Applicant's hands, arms, feet, legs and spine are examined for present source of disability and if deformity or disability is found due to injury, applicant is required to state how, when and where such injury occurred. Applicant is also examined for hernia, hydrocele and varicocele. Southern Pacific (Atlantic System). The heading covers all questions relative to identification of applicants. Part 1. The first test covers acuteness of vision as to the perception of objects at some distance and reading vision with and without glasses. The second test is on color perception with test yarns, colored green, rose, red and blue, and a lantern test is also conducted. The third test covers hearing with rachet acouſmeter and also test as to number of feet at which numbers or words can be repeated correctly when spoken in a con- versational tone. Part 2. The fourth test covers general physical examination to ascertain rate of pulse, whether or not applicant has had smallpox and has been vaccinated, also to ascertain if the applicant ever has been or is now subject to disease of lungs, heart, stomach, bowels including rectum, kidneys, genito-urinary organs, nervous system, skin, also as to any disabling deformity from injury or otherwise and temperature is taken. Applicant's hands, arms, feet, legs and spine are examined for present source of disability and if deformity or disability is found due to injury, applicant is required to state how, when and where such injury occurred. Applicant is also examined for hernia, hydrocele and varicocele. Union Pacific Railway. The heading covers all questions relative to identification of applicants. Part 1. The first test covers acuteness of vision as to the perception of objects at some distance and reading vision with and without glasses. The second test is on color perception with test yarns, colored green, rose, red and blue, and a lantern test is also conducted. The third test covers hearing with rachet acouſmeter and also test as to number of feet at which numbers or words can be repeated correctly when spoken in a con- versational tone. Part 2. The fourth test covers general physical examination to ascertain rate of pulse, whether or not applicant has had smallpox and has been vaccinated, also to ascertain if the applicant ever has been or is now subject to disease of lungs, heart, stomach, bowels including rectum, kidneys, genito-urinary organs, nervous system, skin, also as to any disabling deformity from injury or otherwise and temperature is taken. Applicant’s hands, arms, feet, legs and spine are examined for present source of disability and if deformity or disability is found due to injury, applicant is required to state how, when and where such injury occurred. Applicant is also examined for hernia, hydrocele and varicocele. Physical Examination of Locomotive Firemen Prior to Promotion In order to ascertain just what are the requirements on Western Railroads relative to physical examination of Locomotive Firemen prior to promotion to the position of Locomotive Engineer the following request was submitted to the General Chairmen of the Brotherhood of Locomotive Firemen and Enginemen: “Describe in detail all examinations required of firemen relative to vision and physical condition before promotion to position of Engineer.” Replies were received from the following railroads and by a careful study of the same it will be seen that many railroads require their firemen to pass practically the same examination prior to promotion that they did when entering the service. Atchison, Topeka & Santa Fe (Eastern and Western Lines). Must pass a rigid examination as to color sense and hearing; also strict physical examination. Atchison, Topeka & Santa Fe (Coast Lines). Firemen are examined on vision every third year. Baltimore & Ohio Chicago Terminal. Firemen are given eye, ear and color examination at time of promotion and every two years thereafter. Chicago & North Western. Medical examination is given the firemen on entering the service and again just previous to examination for promotion. Canadian Pacific. They are given sight and hearing test. Colorado & Southern. Strict vision and physical examination prior to promotion. Chicago, Milwaukee & St. Paul. Vision test is made: Normal sight in one eye, and 20/30 or better in the other eye is required. No physical examination. Chicago, Milwaukee & St. Paul (Puget Sound Lines), and Tacoma Eastern Railroad. Firemen are given examination on vision and hearing. 43 44 PHYSICAL ExAMINATION OF LOCOMOTIVE Chicago, Burlington & Quincy. There are no examinations before promotion to position of engineer due to the fact firemen are given physical examination every two years. Chicago, St. Paul, Minneapolis & Omaha. Firemen are required to pass the same examination on color perception and vision at the time of their promotion that they pass when they enter the service as firemen. They also are required to pass the same physical examination. Denver & Rio Grande. Firemen are required to pass examination on color perception, distance reading with both eyes open, then with each eye covered alternately, also physical examination. El Paso & Southwestern. Firemen must pass the required physical examination. Gulf, Colorado & Santa Fe. Firemen are examined on colors, vision and hearing every three years. Houston, East & West Texas Railway and Houston & Shreveport Railroad. Examinations are conducted on physical conditions, and eyesight and hearing are tested. y Illinois Central. Af They must pass physical examination on colors; also vision, without or with glasses. Minneapolis, St. Paul & Sault Ste. Marie. { * They must have perfect vision; must be in perfect physical condition, free from all deformities, ruptures and diseases. Missouri, Kansas & Texas Railway Company of Texas. They are examined as to physical condition, color perception and vision. Northern Pacific. \ " Firemen are required to take examination on physical condition, color perception and vision. f Oregon Short Line. Firemen are required to pass another medical and physical examination and strip down, military style. Should you have a rupture or anything of this nature you would have to be operated on before qualifying for an engineer. { * ** * San Pedro, Los Angeles & Salt Lake. r . - Firemen are required to pass another rigid doctor's examination. Spokane, Portland & Seattle. - Firemen are not...required, to take a physical examination before promoted to engineer. - -A FIREMEN PRIOR To PROMOTION. 45 Southern Pacific (Pacific System). Firemen who are promoted to position of engineer must pass rigid examination as to vision. Southern Pacific (Atlantic System). Firemen must have good eyesight; hear an ordinary conversation in a room; be in good physical condition. Santa Fe, Prescott & Phoenix. Given examination on vision, with color yarn and objects; hearing with stop watch and other things; physical examination requiring firemen to strip and are examined the same as for an order. Texas & Pacific. Firemen must be in perfectly sound physical condition and have perfect hearing. Terminal Railroad Association of St. Louis and Merchants Bridge Terminal Railway Co. Tested for vision by chart and yarn test. Union Pacific. Fireman on being promoted to position as engineer is required to take examina- tion on the following: Color, vision, physical condition. Effect on Locomotive Firemen of the Installation of Larger Locomotives and Decrease in Railroad Business Prepared Under Supervision of W. S. CARTER Exhibit Number Presented by Witness G. N. DeGUIRE Presented by the Brotherhood of Locomotive En- gineers and the Brotherhood of Locomotive Firemen and Enginemen. Effect on Locomotive Firemen of the Installation of Larger Locomotives and Decrease in Railroad Business Composition and Makeup by Superior Typesetting Co., Chicago, Ill. Effect on Locomotive Firemen of the Installation of Larger Loco- motives and Decrease in Railroad Business For the purpose of ascertaining to what extent firemen have been denied employment on Western Railroads on account of reduced business or the introduction of larger loco- motives, and to ascertain the present condition of the firemen out of employment, on December 14, 1914, printed question forms were sent to all local chairmén of lodges of the Brotherhood of Locomotive Firemen and Enginemen on Western Railroads. Of 444 requests for information there were received 351 replies from December 14, 1914, to January 13, 1915. * The table on pages 4 to 43 is a transcript of replies received in answer to questions 1, 2 and 3, which were as follows: * Y (1) How many firemen are now cut off the firemen's list account of large engines and slack business on your seniority district? A- (2) How many have left your seniority district seeking employment elsewhere? (3) Are any of those cut off and now out of employment in need or distress because of no income? * By a careful study of this table it will be seen that while business has increased on some railroads in the Western territory, due to winter weather, etc., there are as yet many places where firemen are out of employment and, due to the fact that they are unable to find work of any description, are actually dependent on the charity of their fellow workers. This table also indicates that the men working on the “extra boards” are making very low wages because of the overstocked condition of such boards, but the men have preferred to endure this condition rather than displace many more firemen. While the depression in business has resulted in a large number of fifemen being thrown out of employment, it will also be noted that the number of firemen thus affected has been greatly increased by the introduction of heavier power. J ** The reports received from Canada show that many of the firemen are out of service and have enlisted as soldiers in the present war. The following is a summary of answers to Question No. 1 and shows the number of firemen laid off or dismissed from the service on each railroad reported on account of large power being placed in service or because of a decrease in business, including, how- ever, only about 80 per cent of the terminals affected. 2 EFFECT ON LOCOMOTIVE FIREMEN OF THE INSTALLATION OF Atchison, Topeka & Santa Fe (Eastern and Western Lines)... . . . . . . . . . . . . . 56 Atchison, Topeka & Santa Fe (Coast Lines)................................ 82 Baltimore & Ohio Chicago Terminal......................................... 12 Canadian Northern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................... 199 Canadian Pacific—Lines West of Fort William.... . . . . . . . . . . . . . . . . . . . . . . . . . . 680 Chicago Great Western................................. 2 * * * * * * * * * * * * * * * * * * * * * 16 Chicago & Alton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Chicago & North Western.................................................. 240 Chicago, Burlington & Quincy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 Chicago, Milwaukee & St. Paul (Eastern Lines)............................. 760 Chicago, Milwaukee & St. Paul (Puget Sound Lines)...................... 216 Chicago, Rock Island & Pacific.............................................. 145 Colorado & Southern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Chicago, St. Paul, Minneapolis & Omaha.................................... 150 Davenport, Rock Island & Northwestern..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Denver & Rio Grande. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284 Duluth, South Shore & Atlantic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 El Paso & Southwestern... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Great Northern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 512 Gulf, Colorado & Santa Fe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Houston & Texas Central. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Illinois Central . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206 International & Great Northern... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Kansas City Southern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Louisiana & Arkansas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Minneapolis, St. Paul & Sault Ste. Marie. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 Missouri & North Arkansas. . . . . . . . . . . . . . . . . . . * * * g º e º e s tº 4 tº $ tº e º 'º e º e º e º e º e e s s - 5 Missouri, Kansas & Texas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 Missouri Pacific–Iron Mountain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Northern Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556 Oregon-Washington R. R. & Navigation Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Oregon Short Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 St. Louis & San Francisco. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 St. Louis, Brownsville & Mexico. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 St. Louis Southwestern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 San Pedro, Los Angeles & Salt Lake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Southern Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 661 Terminal Railroad Association of St. Louis, St. Louis Merchants Bridge Terminal Ry. Co... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Texas & Pacific. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , - " - - - - - - - - - - - - - - - - - - - - 66 Union Pacific ...................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Union Ry. Co. of Memphis, Tenn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Wabash Railroad—Lines West of Detroit and Toledo. . . . . . . . . . . . . . . . . . . . . . . . . 99 Western Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6312 The following is a summary of answers to Question No. 2, and shows the number of firemen that left the seniority districts to seek employment elsewhere after being laid off, being returns from about 80 per cent of those addressed: Atchison, Topeka & Santa Fe (Eastern and Western Lines) . . . . . . . . . . . . . . . . . . 33 Atchison, Topeka & Santa Fe (Coast Lines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Baltimore & Ohio Chicago Terminal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Canadian Northern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Canadian Pacific—Lines West of Fort William. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 LARGER LOCOMOTIVES AND DECREASE IN RAILROAD BUSINESS. 3 Chicago Great Western. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Chicago & Alton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Chicago & North Western.................................................. 147 Chicago, Burlington & Quincy................................................ 53 Chicago, Milwaukee & St. Paul (Eastern Lines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369 Chicago, Milwaukee & St. Paul (Puget Sound Lines)........................ 137 Chicago, Rock Island & Pacific.............................................. 103 Chicago, St. Paul, Minneapolis & Omaha.................................... 58 Colorado & Southern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................... 27 Denver & Rio Grande. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Duluth, South Shore & Atlantic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . 12 El Paso & Southwestern... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Great Northern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332 Gulf, Colorado & Santa Fe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Houston & Texas Central. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Illinois Central . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 International & Great Northern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Kansas City Southern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Louisiana & Arkansas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Minneapolis, St. Paul & Sault Ste. Marie. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Missouri & North Arkansas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Missouri, Kansas & Texas Ry... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... 71 Missouri Pacific–Iron Mountain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 Northern Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314 Oregon-Washington R. R. & Navigation Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 St. Louis & San Francisco. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 St. Louis, Brownsville & Mexico. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 St. Louis Southwestern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 San Pedro, Los Angeles & Salt Lake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Southern Pacific. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312 Terminal Railroad Association of St. Louis, St. Louis Merchants Bridge Terminal Ry. Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Texas & Pacific. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Union Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Union Ry. Co. of Memphis, Tenn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Wabash Railroad—Lines West of Detroit and Toledo. . . . . . . . . . . . . . . . . . . . . . . . 63 Western Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 's s s e e s - e = e s • * * * * * * * * * * * * * * * * * * 12 Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3452 In answer to Question No. 3 the replies show that a large number of the firemen that are out of employment are in financial distress. Some have sick families, others have wives in a delicate condition and are unable to leave to seek employment elsewhere—many fire- men have made extended trips seeking employment but without success and others are work- ing as roundhouse men, wipers, cinderpit men and, in fact, doing any class of work they are able to find. There are also many of these firemen existing on their good credit, and the information received indicates that unless some relief is found there are many who will be without the necessities of life. In many cases reports show that lodges of the Brotherhood of Locomotive Firemen and Enginemen are extending financial assistance to many of these firemen and their families. * How Many Firemen Are Now Cut Off the Firemen’s Name of Railroad and Towns Reported. List ACC0unt of Large Engines and Slack Business On Your Seniority District? How Many Have Left Your Seniority District, Seek- ing Employment Elsewhere? Are Any of Those Cut Off and Now Out of Em– ployment in Need or Distress Because of No Income? Atchison, Topeka & Santa Fe: Arkansas City, Kansas. . . . . . . Chanute, Kansas . . . . . . . . . . . . Chicago, Illinois . . . . . . . . . © º º Clovis, New Mexico........., Denver, Colorado ......... tº º Emporia, Kansas . . . . e s e e º e dº. / Ft. Madison, Iowa. ......... Kansas City, Kansas . ....... La Junta, Colorado ... . . . . . St. Joseph, Missouri......... Marceline, Missouri tº ſº º tº $ tº º º º Newton, Kansas . . . . . . . e is e º & None. None. This is best season for our busineSS. There were some cut off at times of business de— piession who never returned, probably because the job here is so uncertain, as boards are re- duced from one to four times each year, and firemen profit very little by seniority due to increase in tonnage and size of power. We have engineers firing all freight and passenger runs and many on firemen's extra board during busi- ness depression. None. Since the large power was installed on this division the Seniority list has gradually decreased from 61 men in 1912 to 38 men at the present time. These 38 men include 10 engineers who are back firing, leaving only 28 men who are actually on the firemen’s seniority list at the present time. TWO. Fourteen: Men who are cut off now have been on extra board all this present year and some of them have been in Service since September, 1910. Youngest fireman on extra board is a promoted IIlāI1; None. We have had all of our men back on the board for some time so that at present, all men holding seniority are at work on this division. None. None. This is our busy season just now, but board about middle of this or first of None. will be cut next month. None. None. None, Eight, but some were hired. Yes.(2) None. Do not know where these men are at present. , None. All men are remaining in Denver as there is no work of any kind in this country. None. None. None. None. None. None. None within the past year. w Not to my knowledge. 3) None. Can not say that they are in distress. Majority of these men have families and are in very bad financial condition. None cut off. NOne. None. None. NOne. None. None. No. Yes, we have from five to twelve applications for assistance each month. - NOne. None. None. yet practically all of those cut off are having an awful struggle to make a decent living. Many of them have families and are deeply in debt for groceries and other living expenses. They are working in the round house as common laborers and some of them are driving teams, digging ditches and doing other kinds of poorly paid labor, which is all that they can obtain. Yes, most firemen are having their dues paid by the None. While there are none that I know of in actual need, lodge on account of no work. The men named are all down to their last dollar and soon will be in need if not now. Two of those cut off are compelled to remain here On account of Wives' health and wresources will S00n be gone. Four will scarcely be able to pay bills before leaving. In fact, one informs me he cannot leave, having no funds, and must femain until something can be found. . . One other is Wörkirig for his board in a restaurant. (2) Not specific as to number. Pueblo, Colorado ........... Eight. * * * - .* , sº t Raton, New Mexico. . . . . . . . . . None. , Topeka, Kansas . . . . . . . . . . . . . None. San ‘Marcial, New Mexico. . . . Twenty-five on account of slick business, larger engines and inclease in tonnage. East Las Vegas, N. Mexico.. Seven. This leaves but eight men on extra board . . . and they will do well to make a bare living. º º Wellington, Kansas. . . . . . . . . . None. Atchison, Topčka & Santa Fe— Coast Lines: ,----ºr * * * 2 * San Bernardino, California... Twenty, of whom eight who had been promoted from yard service are now set back to yard * Service. Winslow, Arizona. . . . . . . . . . . . Twenty-five. Bakersfield, California. . . . . . . . Eleven. Needles, California... * * * * * * * * Twenty-six. ! --- i. e. -sgºw - --- Out of employment. * * * * **** * * * * * * --- () Does not report on condition of those = −e t * - -ºf Four. Three of the eight cut off left Pueblo and went to La Junta where they are now on extra board. Five of the eight were switch engine men, One of whose whereaboutS is unknown to myself, and the other four are working in round house as wipers, etc., a reduced wages. None. None. About fifteen. Six None. withici là2t thirty days. 0f the six, one has a sick Wºe, two left with practically no money ...One of them not having enough to pay bills), twº, returned to their parents and the remaining ...had enol/gh to keep him for only a few WeekS. Twelve have lt ſt for work elsewhere, seven of these * * H. P. Mºjor. ... having obtained employment on police force, in grocery stſ)res, on street work and one in round house. The remaining five still out of em– ployment are as followſ;: C. Boteley, K. W. Dresser, J. E. Johnston, L. A. Earnest and * --ºrds* *. W. “ rº,”:. . . . Eight. Three firemen have resigned to seek employment else— where, as business is so dull they are unable to make expenses. Fourteen. $ Name of Railroad and Towns Re How Many Firemen Are Now Cut 0ff the Firemen’s List Account of Large Engines and Slack Business on Your Seniority District? How Many Have Left Your Seniority District, Seek- ing Employment Elsewhere? Are Any of Those Cut 9ff and Now Out of Em– ployment in Need or Distress Because of No Income? Baltimore § Ohio Chicago Term- . . º Chicago, Illinois............ East Chicago, Indiana....... Canadian Northern: Dauphin, Man.......... © ºf ºn tº Prince Albert, Sask.......... Rainy River, Ont. tº ºr e º e º 'º e Saskatoon, Sask. … Virginia, Minn. ............. Twelve. None. Fiſteen. Sixteen. Twenty-two. Nine, due to slack business the past year. Nineteen have been cut off since the fall of 1913. There has been another cut of two engines and crews pulled out of service about a week ago, but as some of the regular men were having holi- days it has not been felt so far but as soon * * men return will mean more firemen Cult, Oſſ. Thirty-seven. Eight. Four. Three. One man on sick list, seven have enlisted for the war and two were dismissed. Four. Seven. - - - - - --~~~ * *-*F-zº. Nineteen. Twenty-One. There are two firemen, the sole support of their families, , who are in great distress. They are cut off from our seniority list and would be in a fair way to starvation if it were not for the financial assistance they are receiving from Lodge 715. B. of L. F. & E. For the past four or five months we have had too many men on the extra list. Some of them getting as low as two days in one week. About three weeks ago there was one transfer and two switch engines pulled off and since then the regular men are working from one to four hours longer per day while the men who were put back on the extra list cannot make expenses. A large percentage of these men through not having much work in summer are relying on their boardinghouse keepers to keep them until things improve. Yes, several of our men are in need, some of them are getting into debt on account of not being able to find employment and the young firemen are not even allowed back in the round house * wiping, where they could make a living. Seven have asked the lodge to assist them financially, and there probably will be more next month in need of assistance. I cannot say that any are in real distress at present, but am sure that none of the men cut off have been making a living wage during this past year. Most of them are in very poor circumstances as other jobs are very scarce here. It is getting hard for some of them even to keep up their lodge dues. Am unable to state as to the financial condition of these Brothers, but some are having their dues paid by the Brotherhood and others are receiv- ing financial assistance from Brotherhood. but for the fact that a great number have gone to War. None. have been a greater number out of work We have about twenty single firemen who not know of any in distress. There would CâII G understanding that they pay when they get work. We also have about the same number of married men who can get no work and are existing on the credit extended to them by the landlord, boot merchant, butcher and grocer. When this credit is stopped, as it must be eventually, we will have need and distress spelled in big capital letters, the D Some of them are not making enough to pay their grocery bills. None. have still nine men on the extra board and No cases have come to my notice, most of the e married men having been placed in the shops wiping. W Winnipeg, Man............... Kentville, N. S. . . . . . . . . . . . . Canadian Pacific: Brandon, Man............... Fairville, N. B.............. Kamloops, B. C. . . . . . . . tº e º 'º º lethbridge, Alta, . . . . . . . . . . . . Calgary, Altà tº tº e º ſº º e º 'º e º ſº tº e Ninety. None. Sixty-four. None. 0n our division we have only about six months’ work in the year which is in the winter months, . In the summer months the work is diverted to the St. Lawrence, conse- quently the younger men must seek employ– ment elsewhere. Although the tonnage hauled On Our division has more than doubled in the last ten years, the increase in size of loco- motives and increased tonnage hauled, em- ploys about the same number of men as were flºwed five years ago, making promotion SIOW. The firemen on my district have all been cut off and replaced by engineers. Thirty-six. One hundred twenty-three. * = ~ * g. *----- #. * ***.*.*.*-* Unable to say. None. About twenty as near as I can ascertain. Seven. A number of our men are compelled to go away to find employment during the sum– mer months. About twenty. Twenty-seven. Thirty-four. get no work anywhere, have no money are getting their board on credit with and Name of Railroad and *.*"Powns Reported. How Many Firemen Are Now Cut Off the Firemen’s - List Account of Large Engines and Slack Business on Your Seniority District? How Many Have Left Your Seniority District, Seek- ing Employment Elsewhere? Are Any of Those cut on and Now out of Em- ployment in Need or Distress Because of N Income? g Canadiahº Pacific—Continued: Médicine Hat, Alta.......... Minnedosa, Man........ s tº e s e Sutherland, Sask. . . . . . . . . tº º & sº Vancouver, B. C. . . . . . . . . . . . . Fort William, Ont.......... Moose Jaw, Sask............ Regina, Sask. . . . . . . . . . . . . . . . Winnipeg, Man.............. Fºrty-two;" very likely ', more to follow soon. {x : ; ... • • *: . • ${4}{s} : ity'ſ ºf ºrs: . . .'; if... • º * .8 º * . ; : **** M33;[. ... 'º->: *, Twenty-Seven. Forty—one unemployed or on extra list. The C. P. R. does not usually cut men from Seniority list but retains them, although many do not get ninety days’ work during the entire year. None. Eighty-five. Forty-five. tº ... ...ºrrºr:- Twelve. One hundred thirty-eight. Thirty-four, of these firemen are now back wiping in the round house, these being the Senior men laid off. More than half of them could only have had employment firing one month during the year of 1914 on account of...yºry. Slack business, Eight. In addition fifteen have enrolled for ac- £ive service on Cañadians Expeditionary . Force, account of no Work to be had in the country. Twenty. Twelve. None. Ten have enlisted for active service. Cannot say about any more. Thirty. * -> * - - ----. . Six. Thirty. This is a very hard question to answer accurately. To my own personal knowledge there are three married men who are living on almost nothing, just getting enough food to keep them from starving. Others say that if grocer refused them further credit, they would have to apply to committee in charge of Provincial Govern— ment Relief Fund for help. Some are living with their parents (most of these last have parents who are farmers in the east) as they have no money to support themselves. I know of none who have secured work of any kind and all have been trying. Upon investigating, find we have two firemen who are in distress, account of no’ Work. Not at present but will be very shortly. None. Do not know of any in actual want, about fifteen are back in the shop wiping and manage to make a living. None that I know of. Twenty-three men have also enlisted in the Canadian forces. Six men have been put back wiping. Two of them are married, one with a wife and three children, and one with a wife and one child. There are only three that I know of in distress, but something will be done for these, No one has applied for relief except to have their dues paid by Lodge. t p > * Nelson, B. C. . . . . . . . . . . tº e º 'º - - * - * * ...#4 tºs; , " - . Cranbrook, B. Souris, Man. . . . . . . . . . . . . . . . . Chicagºº' Altön: . .9 • * * Bloomington, ty ºf . 4 * Chicago, Slater, Missouri. . . . . . . . . . . . . Springfield, Illinois...... ... Chicago, . Burlington, & ..Quincy: • 3. . Alliance, Nebraska. . . . . . . . . . . tº e º g º is is is º g it tº e Illinois. . . . . . . . Illinois. . . . . . . . . . . . Sixteen.” “About half of these on account of large engines. Engineers who were "promoted in 1911; and 1912 are’ all “firing. Will probably be “another set back in a lew weeks or fire- men 9n extra board, as a , number of men who have been on leave and who have good senióſity have returned and will want work. Men cut off on this account will be out of . employment. * -* Twenty-six. Twenty—five. ; :#ii'i,t . . . * * * i i Sixty-eight. *** ******ºrrºr:ºrtºn “nºr, “ . . -- a-- ~~~-s-- *-ºs-ºs-s-s-s-s - How Many Have Left Your Seniority District, Seek- ing Employment Elsewhere? Are Any of Those Cut Off and Now Out of Em– ployment in Need or Distress Because of No Income? Chicago, Burlington and Quincy —Continued: Aurora, Illinois. . . . . . . . . . . . . . Beardstown, Illinois......... Brookfield, Missouri. . . . . . . . .. - Burlington, Iowa. . . . . . . . . . . . Centerville, Iowa. . . . . . . . . . . . & Creston, Iowa. . . . . . . . . . . . . . . Denver, Colorado. . . . . . . . . . . . Galesburg, Illinois........... () No report. Nineteen. Fifteen. In April there was a reduction of forty on account of large engines. None. There are a number of firemen who have been firing from eight to eleven years and, on account of large engines, have no show for promotion. In slack times, firemen taken off are put at work in round house. Eight firemen promoted in 1907, ran a few trips before the large engines were placed in serv– ice, but have not made a trip since and no chance for them. - Six. None. None. Twelve or thirteen since November 20th, 1914. None. An firemen who had been laid off on this * division on account of slack business, heavy equipment and various other reasons, have been re-hired due to bad weather and a rush of business within the past two weeks. Our work up to this time has been very poor for extra firemen, having maintained a long list at poor wages rather than see them laid off with winter coming on. Just at present, however, work is plentiful and the men can make good wages. None. None. Don’t know of any. None. tºº. º --- None. All of these men have left Denyer to Search for employment elsewhere. Talked with one man this morning, December 16, 1914, who told me that if he wasn’t living with his father-in-law he would be destitute. He also told of two or three cases of other young married men who were out of money and unable to find employment. These men are in need but usually can get work on the farm. Men on list here are not making over $45.00 a month. None. *~ --- ~~~~~-- ~~~~~~~~. v.----. t -- - - - - t , t → * • * ~ * - - * * * ~ * None. All at work again except two who found work shortly after they had been laid off. None. None. A temporary increase of business on other divisions of this System has furnished employment for practically all the men laid off at this point. There seems to be no prospect for improved conditions in Denver at the present time and without doubt many of these men will lose their seniority rights (which they hold for six months) before they are again needed here. None. †: Hannibal, Missouri.......... Kansas City, Missouri........ Lincoln, Nebraska.......... N. La Crosse, Wisconsin.... Ottumwa, Iowa.............. Sterling, Colorado........... St. Joseph, Missouri......... St. Louis, Missouri.......... Wymore, Nebraska........... Chicago, Illinois. . . . . . . . . . . . . Sheridan, Wyoming.......... Chicago Great Western: Conception Jct., Missouri... Des Moines, Iowa....... * c e e Clarion, Iowa............. * * * St. Paul, Minnesota......... Chicago Junction and Chicago River & Indiana: Chicago, Illinois....... * * * * * * Four. We have more men on the board now than is necessary, but are trying to get along without laying any more off. Four on account of slack business. Fifteen. Twenty-five, account of slack business. None. None. None. 0ne. None. The board has not been cut this year owing to dismissals of several older firemen. Usually we fare badly here as the winter months are very dull. None. Twenty-four. Six. Five. Our business on this division is up and down, some days our board is cut and in a few days after they are put back to work. Three at present and six more will be cut soon. Two. & None. Five men who had been cut off in May, 1914, were re-hired in June, 1914. None. * , , ---> *s-, -º- ~ 3 -º-; it ----->{*_ _* * - - - - - - - - - - Four. None. Three. About twenty. None. None. Two. Two. None. None. Five. None. We had five men cut off the board last week and they were sent to the Eastern Division as they were short of men. Two have left and four will leave next week. TWO. None. |All are out of employment. None. Two of these men are working and am unable to locate the other two. Do not know but have been requested by Some to have the Brotherhood pay their lodge dues. Most all of them are out of work. None. None. None. One fireman out of work and no income. Several who had been promoted have been put back firing. Do not know. ‘. . . ... .º.º. . . .''…sº None. All are out of employment as there is no work to do. Five are out of work and one is working in the round house. The five have no income and have been cut off since December 1st, 1914. None. Yes. Two at present. One of these the company has kept out of employment on other railroads for over a year. These two are still out of employment, None. ONo report, § Nime of Railroad and #14*, * Towns, Reported. ºf f . . . . How Many Firemen. Are Nâyºut:0ſ the Firemen's List’āccölät of Large Englhes' and Slack Business. on Your Seniority District? ing Employment Elsewhere? How Many Have Leſt Your Seniority District, Seek—. Are Any of Those Cut Off and Now Out of Em– ployment in Need, or Distress Because of No Income? Chicago, Milwaukee & St. Paul: Chicago, Illinois is tº a s tº tº ºn e º e º s Des Moines, Iowa........... Dubuque, Iowa.............. ... :: Green . Bay, Wisconsin....... \ , a Sºsiº, Hº, ſº Nº. - * * * * * s: % º i. tº ‘...t' :- ;Aſhttumwaynilowa. . . . . . . . . . . . . . Janesville, Wisconsin. . . . . . . . . Kāāsas City, Missouri........ a - as a Madison, Wisconsin. . . . . . . . . . • $º * Fifty-seven. * . . * * , ºf None. | None, we had a reserve board of fifteen or twenty men until this week, but the cold weather has made work plentiful for all. During the Sum– Seventy-five. • -->tzºw . .:* * *-*.*-- * {*** * jºriti . . ti A • *H* | - - .# 38. '. : Practically fall, the firemen are working at the present time. Eight. Forty-two. • ***.it mer and fall business was very dull. j * A - --- *—. ... … :”. :ºxº-ºººººº-ºº-ºº::::::::::cº-º,-4--!. About ten. None. NonC. All have sought employment elsewhere, but I only know of twenty-six who have Secured work. Only two to my knowledge. * ** - * * * * ------- - None. There are eight firemen on Mineral Point division who have been here since Sépt. 4, 1912, and who have done very little work as firemen. Six. None. No, owing to the holiday season and the cold weather a great number of the regular men are laying off and several extra engines have been put on. These men have been called in and are making fairly good time. None. † None. On account of Dubuque being an industrial city there is plenty of outside work. part of the seventy—five men cut off have parents here with whom they can stay, others have secured employment elsewhere, but many of them are going in debt for their board and living as best they can as they have been unable to earn enough in the past two years to get anything ahead. 0tto Lutzke, who has been in service here since September 19th, 1909, advised me that if it was not for his l good credit he would be compelled to apply for help, and there are others in similar cir– cumstanceS. *. Yes, G) As we have a small, division and most of the fire- men live with their parents, none are in need. | On Dec. 18th, I was in Ottumwa and saw one | Brother who was working feeding two who had s been laid off. I can’t say how many are in distress but we all know they will have to i have employment or run behind as it is un- reasonable to expect any man with a family can live without work. - ... ºut '. ** - IT Not to my knowledge. In this locality there is at present a sptirt of business during which nearly all of our firemen have been returned to service. Up to the first of November, however, there were fully 50 per cent of our firemen out of service on account of large power and depres– Sion in business. . . . . -* ***** o, M.Jntevideo, Minnesota. . . . . . . . tººs; : .. 3 #4 Perry, Iowa. . . . . . . . . . . . . . . . * > . ~ * &sº Portage, Wisconsin.. tº º a tº e º 'º º ... *-ai, Tomºhawk, Wisconsin tº ſº e º gº § tº gº s's 1: . ." * { * * Ladd, Illinois. . . . . tº a 6 s tº a tº e º e Mason City, Iowa............ Merriam Park, Minnesota.... **** - * : 1 * ~ * * wºrk; wintº . Milwaukee, Wisconsin ..... tº º Mitchell, §§§h, Dakota. * * * * * Murdo." sº"Dakota. tº ſº tº e º ſº e * W ºte: ; . |% §gtº when r orking. - -xxxx We have not a single fireman working on a steady ' ' job. Sixty-five. About ninety. Some of these men...that held steady engines three years ago 'cari not make more than ten or twelve days on the firemen’s reserve list now. ... • A recºgº** * *.* tri-xxxx...st::: , z-z-r ‘2:z:- Twenty-four. None. Fourteen. One hundred. # * * *, a..” One hu” dred and twenty, Noº. *, *::t. ... • * - * - $ºf . . . . . . .ſº $ºek, “º. § the regular meg *.irafts are W -- - - * * * *** * *, *.*.*.*, **śāº x* About thirty, Forty-one. : *, *º aºs – sv **** *-*. ranºssº -4. sº... • * ***. About seventy-five. 'All who had" left have returned.” Three. Eighty. ...tºrs, a t * * • * * : *rt ‘. The majority have secured temporary employment, but are retaining their seniority rights. º None. None. ; | - There is at the present time, no distress or actual need, because town is situated in great farm- ing and small manufacturing district where men can secure employment, but in Winter when most of these influstries, shut, flown, do not know how some rhen with families can escape destitution. This condition is practically all due to the heavy power. In Six years Our tonnage west bound has increased from 850 to 3,000 tons. There is no question but that a great many of these men are in adverse circumstances as they have not had enough work during this year (1914) to meet expenses and it’s a sure thing that a majority of those who remained here and are on the “pull off list” are in debt and cannot meet their obligations. . None that I know of. Some have jobs as ma— chinist helpers, some do other work around the round house, some on farms, and some work as carpenters. Yes. Several of those cut off and now... out of employment are absolutely helpless, not even having money to pay lodge dues or fire or life insurance. Several have not had money for lodge dues for the last three months. None. . . ... • tº gº * * - • r. º.º. 9" ". te , * * , No, as they are nearly all young. unmarried men, living at home with parents. ... . sh; * * • * * * , , , ; + , #4, and, as some, have gone, away from, here, I.am unable'...to tell what, circumstances they are in. But in, judging from conditions existing in this district, it is safe to say that very few of them are working. None. None. one family of ten receiving help from the county. (i) No renort as to condition of those out of employment. There are abºut. fifty who "are out of employment; † Name of Railroad and Towns Reported. How Many Firemen Are Now Cut Off the Firemen’s List Account of Large Engines and Slack Business on Your Seniority District? --- * * *-* -- ~ * * How Many Have Left Your Seniority District, S6ek- ilig Employment Elsewhere? - tº Are Any of Those Cut 0ff and Now Out of Em– ployment in Need or Distress Because of No Income? Chicago, Milwaukee & St. Paul— Continued: 0ak Park, Illinois........... Savanna, Illinois. . . . . . . . . . . . Austin, Minnesota........... Aberdeen, South Dakota..... Sioux City, Iowa. . . . . . . . . . . Chicago, Milwaukee & St. Paul'ſ (Puget Sound): Miles City, Montana. . . . . . . . . Mobridge, South Dakota. . . . . * Seventy-five. Thirty-three. Ten men. Thirty men on account of slack business and increase in power. * Six. Sixty-four. Twenty-five. Twelve are working elsewhere, but still retain seniority rights. • --> → º e -- About twenty-four are working at something else here, a lew have gone away. Sixty-four. About ten or fifteen men. as “yº- - tº --- ------> - - - - *Arºx. 4 From information received from men who, for the past nine or ten months have been on the reserve list and still hold their rights as fire- men on this division, I find that a large ma— jority of them have gone in debt, with the expectation of resuming work at any time, and not wishing to give up their seniority rights. Several members, unable to pay their lodge : have asked the Brotherhood to assist €II]. None that I know of, although I cannot say as to those who have gone elsewhere. Some of those who are working are putting up ice and it will be difficult for them to secure work after they have finished this, as the demand for labor is not plentiful, (D About fifteen of the thirty have nothing to do and are living by getting things on credit and doing little odd jobs or whatever they can find around town. If business does not pick up 800m, they will be very hard up. None to my knowledge. Yes. About twenty firemen around here without funds to seek other employment, remainder lo- cated at various parts of the country. Very little work to be obtained around here. Most of them are in need and are having their lodge dues paid by the Brotherhood. G. Tacoma, Washington........ Three Forks, Montana....... Avery, Idaho. . . . . . . . . . . . . . . . Malden, Washington......... Chicago & North Western: Chadron, Nebraska........... Chicago, Illinois...... tº a º e º 'º Clinton, Iowa. . . . . . . . . . . . . . e Escanaba, Michigan . . . . . . . . . Twenty-eight. Fifty-Seven. Forty-two. None. Fifteen. |Fifty-six firemen were laid off in March, April and May, 1914, account of slack business. In the months of September and 0ctober, 1914, twenty- five men cut off the list in March, April and May were re-employed; thirteen of these men were again laid off about December 1st, ac- count of slack business and the introduction of larger power in freight service. We have 97 less men on Our seniority list now than On 0ct. 31, 1913. None. All working at present. Ten men were laid off about the first of November, but were put back on list between first and fifth of De- cember. Sixty. About ten. Thirty-seven men have gone to other places looking lor work. Of the twenty men still here, three have found employment. Sixteen. None. Ten. All of those laid off. “r:*:: *r----- None. Twelve. Yes, most of those cut off are in very poor cir- cumstances. Some are in debt and have families to support, with no relief in sight. Yes. Five, NOne. Several have advised that they are unable to get work, two have requested money account of no employment. - It is a very difficult matter in Chicago to keep track of men who are laid off, so have been unable to learn of anyone in distress account of being cut off list. None. As the winter season is the dull period in this part, all industries are running with smaller force than usual, and it is almost impossible to obtain work. Therefore, all those men cut off and thrown out of work are facing a long, hard winter with practically no chance of obtaining work. About twelve of them are married men with families. (i) No report as to condition of those out of employment. S Name of Railroad and Towns Reported. How Many Firemen Are Now Cut Off the Firemen’s List Account of Large Engines and Slack Business on Your Seniority District? How Many Have Left Your Seniority District, Seek- ing Employment Elsewhere? Are Any of Those Cut Off and Now Out of Em– ployment in Need or Distress Because of No Income? Chicago & North Western: Green Bay, Wisconsin. . . . . . . . Huron, South Dakota. . . . . . . . Huron, South Dakota. . . . . . . . Norfolk, Nebraska Waseca, Minnesota . . . . . . . . . . w Forty.() Fourteen. One. Nine. None. As this is our busiest season from Aug. 1st to Jan. 1st, they employ new men, although they have not employed as many this year i as formerly. Practically all of those laid off have Scattered around the country seeking employment. Nine have resigned but do not know whether they are seeking employment elsewhere or not. 0ne. Do not know whether they are Seeking rail- road employment or not. Two. None. Yes, we have been compelled to assist quite a num- ber of our members on account of financial dis- tress, and unless business picks up we will have to help many more. There are two firemen employed in the round house and one as car repairer, the balance of the 14 men are not working and certainly need em- ployment. Not to my knowledge. The one laid off is brak- | ing on the Burlington. | i. to my knowledge as most of the men are with parents or other relatives and the others are working at something else. As far as their earnings on the extra board are concerned they would not have enough to last long if they did not have relatives or other work to fall back upon. º § . – : ſ - i None. i (D The following table will gi Some of these men were in the service only a few weeks. with the exception of th ! you the names of Firemen dismissed on account of reduction in force. while the oldest fireman laid off was in the service about three years. last six dismissed, were not re-employed up to November 14, 1914. date when dismissed. date re-employed and date dismissed the second time. You will also note that all of these men, S Fireman Date Dismissed W. H. Farrell. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 11, 1914 R. D. Mantz. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 11, 1914 R. Martin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Marc 1. F. C. Wilson. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 11, 1914 W. L. Darby. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 11, 1914 E. L. Blake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 11, 1914 W. Hobson . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 12, 191 H. Strutz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 12, 1914 W. Donville . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 12, 1914 A. Dennessen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 12, 1914 G. W. Burt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 12, 1914 E. Sessorie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 13, 1914 0. Halverson. . . . . . . . . . . . . . . . . . . . . . . . . § e s a s s a s sº March 13, 1914 L. McEwen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 13, 1914 L. Morgan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 13, 1914 A. B. Reichhoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 13, 1914 E. E. Shoem. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 26, 1914 L. R. Donleny. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 26, 1914 J. Ferguson . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 26, 1914 C. J. Perry. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 26, 1914 H. J. Smith. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 26, 1914 A. W. Anderson. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 26, 1914 W. H. Satten. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 26, 1914 W. Riopelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . April 16, 1914 J. Suplinsky . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . April 16, 1914 L. Siewert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . April 16, 1914 W. Harbinsky . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . April 16, 1914 W. Strem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . April 16, 1914 E. Riopelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . April 16, 1914 R. Breed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . April 16, 1914 J. J. Matiff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . April 16, 1914 W. Prue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . April 16, 1914 H. Turner. . . . . . . . . . . . . . . • * * * * * * * * * * * * * - - - - - - - - April 16, 1914 J. T. Hogan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 26, 1914 A. Schmitt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 26, 1914 F. Merkatoris . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 26, 1914 W. F. Ferris . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 26, 1914 S. J. Sobush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 26, 1914 R. W. Feldsmith. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 26, 1914 W. L. Matthews. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 2, 1914 J. Champeau. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . November 10, 1914 B. Friemuth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . November 10, 1914 T. Ward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . November 10, 1914 J. Diener . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . November 10, 1914 T. Major . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . November 10, 1914 W. Alt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . November 10, 1914 Date Re-employed. Out of Service Out of service Out of Service Out of Service Out of Service Out of Service 0ut of Service July 1, 1914 Out of Service Out of service Out of Service Out of Service Out of Service Out of service 0ut of Service July 1, 1914 Üut of Service Out of Service (ºut of Service ()ut of service Out of Service Out of Service 0ut of Service July 1, 1914 July 1, 1914 July 1, 1914 (ºut of Service ()ut of Service Out of Service July 1, 1914 July 1, 1914 {}ut of Service July 1, 1914 ()ut of Service Out of Service Out of Service July 1, 1914 ()ut of Service Out of Service Out of Service November 14, 1914 November 14, 1914 November 14, 1914 November 14, 1914 November 14, 1914 November 14, 1914 Date Second Dismissal is is e a tº a s is sº tº g g g wº tº º ſº tº dº º ſº tº gº tº gº e º 'º tº tº e º & te e º 'º º g º 'º & tº e & º e º ºs e º º & tº º ſº g is e º ſº tº e g g g º º gº tº tº g g g s tº s is g g g g g tº # tº * * * * * g g tº e s # e. tº e g º e º e & © e g º gº & tº e º 'º e º ſº tº tº º ſº º tº tº * * * * * * * * * * g g g is & e º 'º $ e º e º e º g g tº * * * * * * * * * * * * * * à a tº a s s is e º e º s º is * * s tº # * * * * * * * * * # * * * * * * * * * g e º 'º * * * * * * * * * * * * g e tº º º is tº e tº & e º ºs e º e * * * * * * * * * * g g º º tº e º e º 'º e º 'º tº s g º ºs * * * * * * * * * * * * g & 8 & & & # * * * * * * * * * tº e º e º e º e s = e º 'º e You will ſurther note that the last six firemen shown in this table were dismissed on November 10th and re-employed on November 14th. 1914, having been cut off the list four days. Under Article 31 of the Schedule in effect on the Chicago & North Western Railway, these firemen service four days. This article reads as follows: “1. Firemen employed must be able bodied, of good habits, fair education, over twenty-one (21) in engine service will be eligible. if between the ages of twenty-One (21) and thirty (30) years. lost about three years’ and under twenty-seven Seniority rights. due to the fact they were out of (27) years of age. Firemen previously employed “2, Surplus firemen will be dismissed from the service, and only enough men retained to perform the service properly and promptly. If dismissed firemen are re-employed they will rank as new men.” 53 º Name of Railroad and How Many Firemen Are Now Cut Off the Firemen’s --- List Account of Large Engines and Slack Business How Many Have Left Your Seniority District, Seek- Are Any of Those Cut Off and Now Out of Em– ployment in Need or Distress Because of No motion about Seven years on the Iowa Division of the C. & N. W. We have men promoted Seven years ago who are now firing and who have been in the Service sixteen years. Towns Reported. on Your Seniority District? ing Employment Elsewhere? Income? Chicago & North Western: Chicago, Illinois............ , None at present but as the board is very much | None. None. crowded, will have to be cut soon. Chicago, Illinois...... ſº e º e º 'º e None, but we have two engines in Switching ser- None at present. -------- - - - - - None that I know of. ice weighing over 200,000 pounds on drivers. Eagle Grove, Iowa........... None. None. None. Fremont, Nebraska........... Three. One. None that I know of. Mason City, Iowa....... . . . . . . None. None. None. Sioux City, Iowa............ None. None. None. Janesville, Wisconsin......... TWO. TWO. None that I know of. Antigo, Wisconsin........... Seventy-five were laid off the first part of December, Cannot say positively but believe about thirty- | I would judge that about one-half of those laid. Off 1914. Fifty-two of these are still off on account five have left here to seek employment else— are pretty hard up. Over half of the men laid of slack business. A number have been laid off where as there is no work here. off have been with the Company from three to within the last three years On account of in- five years. Fifteen of them had passed their crease in size of power. examination for promotion. Six of those laid off were promoted in 1913. Some of the older men had saved up a little and the older of them could get credit, but some of the younger men are pretty hard up. Baraboo, Wisconsin. . . . . . . . . None. Heretofore it has been necessary to hire a | None. None. large number of men on our division in the fall but on account of slack business and the large engines having been placed in service recently, it has been necessary to hire only a ſew men and they have not been busy. These men will be laid off soon as business drops off toward Spring. Boone, Iowa................ None. We have not had any one laid off for over | None. None. sixty days. The large engines have delayed pro- & Chicago, Rock Island & Pacific: Amarillo, Texas. . . . . . . . . . . . . . Cedar Rapids, Iowa. . . . . . . . . } Dalhart, Texas. . . . . . . . . . . . . . Eldon, MissOuri. . . . . . . . . . . . . . Goodland, Kansas. . . . . . . . . . . . Herington, Kansas........... # Manly, Iowa................. Shawnee, Oklahoma.......... TW0. Thirteen cut off up to December 1st. These men Were cut off in the months of October and No- vember. As business was slack during these months the extra men made only from 30 to 50 dollars. Account of cold weather and slight increase in business they are now all back to WOrk. Four. Twenty On account of slack business. Nine. Have very few large freight engines at pres— ent but last winter and spring while they were in use forty-two firemen were cut off on that account. Business is not so good in the win– ter as in the summer. - Business is so irregular here that often a fireman works only one month until he is cut Off. The Company often employs new men in- ºad of re-employing those who have been cut OII. Ten. Twelve. Some of these men have been cut off fire- men's list almost one year. We have engineers on firemen’s list who have been set back firing almost one year. Five. Thirty-three. None. 0n December 10th four firemen were cut off on Des Moines Valley extra list, but were placed On again as the cold weather has made business good for Some time. Fifteen. Ten engineers just cut off will return to firing, making it necessary to cut off ten more firemen. Two. Both have positions at present, one braking on the F. W. & D. C. Railway, the other on a dredge on Mississippi river. None of those cut off. One resigned and is look- ing elsewhere for employment. None. - | Eighteen. Seven. Most of these men got work of Some kind but "not as firemen. Sewell. Most all who were cut off have been out seeking em- ployment but some have returned without Suc- CeSS. Three. Twenty—five. None. . All of them. None. None. All live here and were able to get along. They are out of employment and will be in need unless they find something in the Very near future. None are able to get much work and some are in need. Some stayed here and if they could get credit, existed, but are in debt SO that it will take a year’s hard work to get Out again. Yes. I have heard from some who state they are in need. Others write that they are unable to find em- ployment and are receiving assistance from mem– bers of the Brotherhood. Yes. Only one that I know of. Yes, two or three with families have been in need, and some who had started to buy homes are hav- ing a hard time to make payments. None. All are in want, as they had been on the board only from four to six weeks. Eight of these were cut off early last spring and were placed On the board again in July, working about two months, then again cut off. Each time they were laid off they looked elsewhere for em— ployment, but must return when needed, thus making it impossible to lay aside anything from their earnings. - } i-t :* iº Name of Railroad and Towns Reported. How Many Firemen Are Now Cut Off the Firemen's List Account of Large Engines and Slack Business on Your Seniority District? . How Many Have Left Your Seniority District, Seek-. ing Employment Elsewhere? Are Any of Those Cut Off and Now Out of Em– ployment in Need or Distress Because of N Income? - Chicago, Rock Island & Pacific— Continued: Eldon, Iowa. . . . . . . . . . . . . . . . . El Dorado, Des Moines, Iowa. . . . . . . . . . . El Reno, Oklahoma. . . . . . . . . . Fairbury, Nebraska. . . . . . . . . . Horton, Kansas. . . . . . . . . . . . . Chicago, St. Paul, Minneapolis & Omaha: Altoona, Wisconsin. . . . . . . . e & Omaha, Nebraska. . . . . . . tº e º 0 tº Spooner, Wisconsin. . . . . . . . . . . St. Paul, St. Paul, Minnesota. . . . . . . . . Minnesota. . . . . . . . St. Paul, Minnesota......... Twelve. None. NO:le at present. None. Three months ago we had twenty-five Or thirty firemen cut off, but at present there is a temporary increase of business. None. The board was reduced in May, 1914. but all have been re-employed except two who were charged with the violation of Rule “G” by the Company. Ten. Fifty-five firemen were cut off the list early last winter and thirty more last September. On dred one men; it is now cut to one hundred fif- teen. The men now employed on Our extra lists are not making a living, and the older men want another cut made. None. Firemen’s board was cut December 1st, 1914, but men were replaced on board December 15th, 1914. All are working now. None. None. None. Sixty-five on account of large power and slack business. December 1st, 1913, the list contained two hun-- | Six. None. One. None. None. Seven. Nearly all have leſt. A small number have been traffs'erred to another division where Small en— gines are in use. None. Nolte. None. None. Fifty-eight, nine of these having been other divisionS. - *] transferred to Do not know. None. None, but have had a hard time until last month. NOne. One of these men can get nothing but odd jobs now and then, and his family are in Very bad circumstances. Yes, five are in distress. Nearly all are in need. Although I can not claim that the men are in actual distress, a large ma— jority of the men are certainly hard up as busi- ness has been poor for Some time and conse— quently were unable to save anything. • ‘s e at -- | * : *-*. - None. None. None. None. None that I know of. Š S Chicago & Western Indiana: Chicago, Illinois............. Colcrado & Southern: Cheyenne, Wyoming......... Trinidad, Colorado.......... •, Como, Colorado............. Davenport. Rock Island & North Western: Rock Island, Illinois........, * Denver & Rio Grande: Al"mosa. Colorado.......... , None. All old firemen are holding regular jobs. Those cut off firemen’s list were here only a month Or two. Seyeſi. Twelve On account Of Slack business. Ten men, account of slack business and part of road hºwing been closed. Eight. Twenty-one, account of large engines and slack busi- IlêSS. None. Seven. Ten. Still out of employment as far as I know. Ten. NCne. Twenty-0...e. None. Have been in need and distress for nearly a year, but think they have all found employment now. Some could only get a day's work Occasionally. Yes, Fireman A. E. Stevens was cut off the board the first Of December. He is a married man and was compelled to leave here to seek em- ployment, did not have money enough to pay his room and board bill and has been given financial assistance by the lodge for the past five months. Also T. B. Cubbins had to leave here account of being cut off of the board and as he has not made expenses, was compelled to leave here on the tramp, Yes. No. All firemen who were taken out of engine service are Working in the roundhouse or on repair track and are still in service of company. Al I are in meager circumstances. Five left here to my knowledge depending upon the charity of the B. Of L. F. & E. until they could obtain em— ployment, several have families and are in debt for the necessaries of life, and being “gar- misheed” for payments which they cannot make; men are in this condition who have been here five years or over. Both married and single men, having relatives totally dependent on them for their daily bread, are without a dollar. The distress among the firemen of this division is be- coming more apparent each day. § i Name of Railroad and How Many Firemen Are Now Cut Off the Firemen’s List Account of Large Engines and Slack Business How Many Have Left Your Seniority District, Seek- Are Any of Those cut or and Now out of Em– ployment in Need or Distress Because of No TOWns Reported. on Your Seniority District? ing Employment Elsewhere? income? Denver & Rio Grande—Continued: Denver, Colorado............ Twenty. Twelve. Yes. Chama, New Mexico......... Seventeen. Will have to make another cut before | Nearly all have left. Several who were cut off are single and are living Grand Junction, Colorado..... Minturn, Colorado........... Pueblo, Colorado. . . . . . . . . gº tº it e Salida, Colorado. ............ Salt Lake City, Utah........ Duluth, South Shore & Atlantic: Sºlº, * --- Marquette, Michigan......... El Paso & South Western: Douglas, Arizona. . . . . . . . . . . . long if they get any more big engines, or if business drops off. Thirty-six. About thirty-one men. Thirty-eight. Nineteen from first district, second division, six from first district, third division. One hundred two. Fifty-two. About forty-six. Most of the trouble on the E. P. & S. W. is due to depression in business, as we have received only five of the larger type engines (242,000 lbs. On drivers). Twenty-six. About twelve or fifteen. About ten. TWO. Eighty-seven. Twelve. About thirty. with their parents, but would be in need if thrown on their own resources. The others have either left the country or are working at Odd jobs in an effort to support their families. The majority of the men cut off are in need at the present time, as they had been out of employ– ment for some time previous to their employ- ment at this point. Yes. No. Do not know. Eight families that I know of are in distress. Yes. Some are still out of employment, and one is unable to work. All are in need. Only about twenty Out of the forty-six have em- ployment that pays them anything like what they would have made on the road. The rest are either living on what they have saved or are working at odd jobs and getting along as best they can. The lodge is assisting a num- ber of men financially until they can get enough ahead to Square un. There are a great num- ber of traveling firemen seeking employment, passing through here every day and most of these men are living on the men who have jobs. § 'i ucumcari, New Mexico. Fort Worth & Denver City: Amarillo, Texas. . . . . . . . . . e s ∈ Wichita Falls, Texas......... Great Ncrthern: Breckenridge, Minnesota. Crookston, Minnesota.... Interbay, Washi:gton.... Leavenworth, Washington Melrose, Minneapolis, is g º & & Minnesota.......... Minnesota. . . . . . Thirty-one. None. None, due to the fact that no large power has been placed in service on this division. Twenty. Thirty. Thirty-eight. Forty—five on the Cascade division Spokane division. and thirty . On Twenty-seven. Thirty-six. All except two or three. The experienced firemen seldom stay long as they claim that these engines burn too much coal and that they did not use so much coal at any place they had ever worked. None. Fifteen. Fifteen. Thirty-eight. Nearly all of them. A number will have to move and work at something else. Twenty-four. Elmer J. Rubish who left account Slack business wrote me that he would have no work after December 1st, 1914. I do not know where the others are. Eighteen. A number of members are having their dues paid by Lodge 605, and there will be more later. Most of the brothers are still Out of em- ployment. - None. None. tº Ten. Yes, we have one fireman who is in need. He is a married man with family and is unable to find employment. Is being helped by friends and neighbors and also by the firemen, although he is not a member. Yes, with the exception of three or four, Those who were cut off are single with the ex- ception of a few, and things do not look very encouraging for them. The men who are still on our extra list are not making expenses. Four of them have families and are badly in need. The others have other means of support, but if they had to depend on road work, could not buy even necessities and keep out of debt. Not at present that I know of, but they are seek- ing employment of any kind and some have been unable to secure same up to present date. If they do not receive employment in the near ſuture they will be in want in short time. º i N.me of Railroad and Towns. Reported. How Many Firemen Are Now Cut Off the Firemen’s List Account O. Large Engines and Slack Business Oil. Your Seniority lyistrict? # How Many Have Leſt Your Seniority District, Seek– ing Employment Elsewhere? Are Any of Those Cut Off and Now Out of Em– ployment in Need or Distress Because of No Income? Great Northern—CCntinued: Superior, Wisconsin. . . . . . . . . . Sioux City, Iowa. . . . . . . . . . . Whitefish, Montana. . . . . . . . . . Willmar, Minnesota. . . . . . . . . . Gra:ld Forks, North Dakota. . Minot, North Dakota. . . . . . . Gulf, Colorado & Santa Fe: Gainesville, Texas. . . . . . . . . . . Silsbee, Texas. . . . . . . . . . . . . . . One hu:ndred seventy. None. Fifty-two firemen were cut off and on January 8, 1915, six more firemen were cut off extra board. About twelve. Twenty-five. Fifty-one and expect the list to be cut again in a short time. None. Seven. These firemen, on account of business de— pression, have been put on switch engines in yard service, the switch engine firemen, most of them Brotherhood men, have been Scattered over the division watching engines and working in round houses. About half of those cut off. None. Twenty-nine. Four. Thirteen. About all who were cut off. None. One. Yes, I meet firemen every day looking for any kind of work. We have taken up collections for some firemen’s families. Firemen with four years’ se— niority are working on extra list and have aver— aged less than one dollar per day for first seven- teen days of December, and do not expect to do as well the latter part of month. None. Yes, about half the men cut off are penniless and the lodge is continuously receiving letters from the different brothers asking for assistance. None that I know of. The rest of the twenty-five are firemen who live here. Some who have families are on what we call the emergency extra list, and are used only When the extra men are gone. How they man— age to live am unable to say. Would be safe to say all cut off are in need as some are unable to leave here account of hay- ing families and work is very scarce here. They have been unable to save anything as they have Scarcely made a living. gº None. None. been on the extra list for a year or more and S. Somerville, Texas..... tº tº º te & © tº Temple, Texas........ e e º e º e & Galveston, Texas............. Cleburne, Texas. . . . . . . . . . . . . H-ustCn & Texas Central: Austin, Texas....... e tº º e º 'º e º - Ennis, Texas................ H custon East & West Texas Rail- road: Houston, Texas............. Illinois Central Railroad: Carbondale, Illinois e & # e. e. e º a tº e Champaign, Illinois. tº ſº $ tº tº $ & 0 & Cherokee, Iowa.............. About ſour. None. None. None. Three. We have thirteen extra men on the board Twenty—five. now, but seven can easily do the work and it Will be necessary to make a heavy reduction af- ter Christmas, in fact the board has been over- stocked with extra men all the year expecting a new piece of road to Open up which is under construction and is almost completed. The greatest trouble we have is the large engine that has come here in the past tW0 years. Six men cut off board account of dull business. JP Four. No large engines have been recently in- troduced at this point, which accounts for only four men being cut off the board. Seventeen. e Nore. While we don’t have the large engines. we have 1°rger locomotives than we did eight or ten verrs ago. We seem to get them as the business demands them. Our difficulty is long hours and not money enough for our . work. Four. None. None. None. Three. About fifteen. Two that I know of. Five. One transferred to another division, because he had seniority enough. Not that We know of. None, None. None. One is without a job, one went back to his old trade. Yes, several of them have no money, no credit and 110 houſe to live in, and we have some firemen whose circumstances are such that we are com— pelled to assist them in paying house rent. |. Not that I know of. They have just been cut off recently, and very likely will be in need in the near future. º Yes, eight of them have families and are unable to get employment elsewhere; seven men are behind with their Lodge dues, and are practically on the mercy of the people. (2) (i) No answer given for 2nd question. (2) NO report as to need or distress of unemployed. Sº Name of Railroad and How Many Fireinen Are Now Cut Off the Firemen’s List Account of Large Engines and Slack Business How Many Have Left Your Seniority District, Seek- ployment in Need or Distress Because of No Water Valley, Mississippi. . . . Chicago, Illinois............. Clinton, Illinois. . . . . . . . . . . . . McComb, Mississippi. . . . . . . . . July 1st. 1914. there were thirty men on list and twenty-six have been cut off, leaving only four on extra board. None. We are busy. Fifteen. None. Twenty have left seeking employment. We have men who have been all over the South look- ing for any kind of work, but have failed even in this. Not over half a dozen, if any. Six. None. Towns Reported. on Your Seniority District? ing Employment Elsewhere? - Income? Illinois Central Railroad—Con- tinued: East St. Louis, Illinois...... | None. None. No. Freeport, Illinois. . . . . . . . . . . . Not any at present. None. None. Jackson, TenneSSee....... ... . . Seven men on Cairo District and six men on Bir— | Three men on Cairo District. Some of the men | Yes * mingham District. The board is crowded now are going to secure leave of absence and look º and should be reduced four or five at least on for Work elsewhere on account of insufficient both Cairo & Birmingham Districts. work on extra boards. Louisville, Kentucky......... Ten. None. None in actual need or distreSS. Memphis, Tennessee. . . . . . . . . Forty-five. Since the introduction of large en— About twenty. YeS. gines two years ago the tonnage has increased from fifteen hundred to three thousand tons. On the Fulton District and Tennessee Division. & — — — — - - - - - - - --- - - - - - -—- — — --- - • --→ - r - . . . ~~~~ -->=rrº, “-. . ...- :::::::=----------- ºr-.' ' '.…:... tº: & & w - - - - * * ...- : - fºſſ. Mounds, Illinois. . . . . . . . . . . . . Eight. Three. Not to my knowledge. Paducah, Kentucky. . . . . . . . . . . . None. We have now five more on the District. We None. No, not any more now than they were when they have ten hired in 1913, and two in 1914, which came here, as there was a Surplus of men. have been a surplus as they were not needed - When hired. . Palestine, Illinois. . . . . . . . . . . Ten. Six. Yes. Princeton, Kentucky. . . . . . . . . Fourteen. - - Four. - Yes, some of them are in bad circumstances on account of no employment, only what they can get day by day. And that is very little. We have several who are badly in need but none Waterloo, IOWa. . . . . . . . . . . . . . At least fifty. About Seventy-five. in distress as the Brotherhood at this point assists in cases of this kind. Impossible to get the exact number. we have men with families and in need— have been without work for some time. I, for one, am cut off and can find no work of any kind. Yeş. I know of such cases only on account of sickness. No. No. Are Any of Those Cut Off and Now Out of Em–. § International & Great Northern: San Antonio, Texas.......... Palestine, Texas............. Kansas City Southern: Heavener, 0klahoma.......... Pittsburg, Kansas............ Shreveport, Louisiana......... Louisiana & Arkansas: Winnfield, Louisiana......... Minneapolis, St. Paul & Sault S Ste. Marie: Ashland, Wisconsin. . . . . . . . . . Enderlin, North Dakota...... Fond du Lac, Wisconsin. . . . . Gladstone, Michigan. . . . . . . . . - Forty-five. Twenty-two on account of slack business. This number less than employed a year ag0. . Twelve or fifteen. None. We have tried to keep as many men on the board as possible. During the last three months we made an average of $85.00 or $90.00 per month which is the highest average made in past three years. Eight off at present and unless business makes a change for the better, a further reduction will be necessary Soon. - No men laid off yet. Four. About twenty—five less working out of this district. These firemen are on the east side till fall rush. Ten firemen laid off temporarily December 8th. Thirty men laid off. Ten Or twelve. About ten or twelve I haven't Seen for Some time. Forty-five. Of this number several have come back to this place and report no work of any kind to be had in the country. *::::= ----...--> * -- - - - - - - - –––. - None within the past year. Eight. Not any I know of. Do not know. None that I have any knowledge of. The men who were laid off December 8th were given employ— men on the car repair tracks at North Fond du Lac, with the exception of one man who went to the Chicago district (Kolze, Ill.) to work. Twenty men. Several are out of employment and some of these have work but are making low wages—about 12% cents per hour. t I know personally of some cases of actual need here among the unemployed men and Some who are in real distress. Yes. Yes. None. Eight. Some of the men are compelled to work in the cin– der pit at $1.50 per day. No. Do not know as they have left this locality. 0. No. Some who are unemployed live with their parents. Some just manage to get enough work to pay their board. Some are in debt. & ** Name of Railroad and Towns Reported. | How Many Firemen Are Now Cut 0ff the Firemen's List Account of Large Engines and Slack Business on Your Seniority District? How Many Have Left Your Seniority District, Seek- ing Employment Elsewhere? Are Any of Those Cut Off and Now Out of Em- ployment in Need or Distress Because of No Income? Minneapolis, St. Paul & Sault Ste. Marie—Continued: Superior, Wisconsin. . . . . . . . . : Thief River Falls, Minnesota.. Missouri & North Arkansas: Harrison, Arkansas. . . . . . . . ... Missouri, Kansas & Texas: Dallas, Denis0n, Texas. . . . . . . . . . . . . . Denison, Texas. . . . . . . . . . . . . . Greenville, Mokane, Missouri. . . . . . . . . . . . Parsons, Kansas. . . . . . . . . . . . . Texas. . . . . . . . . . . . . . . Texas. . . . . . . . . . . . Thirty-nine. Nineteen firemen cut off list. Five. Nine men cut off board. Others on this district who have been cut off will be shown by Brother Biggs of Lodge No. 8 * None at present, but have had about fifty. Expect to cut off several in a few weeks as business gets dull then. None. There are forty. None. Nome. Owing to the excessive oil business I have been enabled to place all the firemen back on the board. None. * Ten have left this district for the present. TWO. Nearly all those cut off have left. About six. None. Fiſteen or twenty. Some have been able to get work at the round house at fourteen cents an hour—eight hours a day—and that is hard liv- ing in this town. - None. Six. re--- - * * - - - - - - - - - ==: ---------------------- * * **: ----> → | Some are with parents. Some have odd jobs. Some leit town over year ago. Five ‘working in round house here. Many only made from $20 to $50 beiore laid off. One family nearly des— titute. Hundreds of the men are out of work, and no one can support a family on what some of the men earn. There certainly would be distress among those out of employment if their credit was not good at the grocer’s. Six firemen who were taken off have been given work in the round house as wipers and hostlers’ helpers. Three who are cut off are in poor circumstances. (D No. Yes, we have men. Cut Off the list who have been unable to get any kind of work. - WS Sedalia, Missouri Smithville, Texas & & & © & ſº a ſº gº is s gº Trinity, Texas............... Wichita Falls, Texas........ Missouri Pacific-Iron Mountain: Argenta, Arkansas. . . . . . . . . . . Atchison, Kansas tº tº tº tº tº $ tº e º e º 'º Eight. Thirty-One. Six. Five cut off on account of dull business, no Work of any kind to be secured. None. None. Five. The firemen are not making mileage that they should. We work under peculiar circumstances. One month we will all be working and the next there won’t be much for any one. In No- vember, 1914, I made $78,90, and at this writing, (Dec. 19th), I have made $21.19, and have made every trip that I could. This will apply to the other firemen on the board. vision the last year and it has affected us a great deal on account of the increased ton- nage they haul. Four years ago it was 800 tons, now it is 1.250 tons, reducing the num- her of crews, causing eight demoted engineers to take jobs firing. It has also affected the firemen in freight service as it is simply be— yond physical endurance for a man to fire these engines every day in the month. As a general rule they will work about twenty days a month and lay off the rest of the time; this of course decreased our earnings. On the smaller class of engines there was work for all on the board and we could stand to fire thirty days a month. We now have to shovel a great deal of coal off the back end of the tank between coaling stations. | (D None reported in need or distress. Twenty-two. Seven. The large class engines have been put on this di- - Eight. TWO are WOrwing in a Small town in a blackSmith shop. Two of them were working a farm when last I heard from them. Five. None. Two laying off and working elsewhere. Not that I know of. Four are working on cinder pit at round house in order to make a living until they can get back on the road, or get something else to do. Yes. Firemen are forbidden by Company to work in round house and shops at terminals on M. K. & T. Ry. of Texas, so it leaves the men in hard shape aſter being cut off board. None. * i Name Of Railroad and Towns Reported. How Many Firemen Are Now Cut Off the Firemen's List Account of Large Engines and Slack Business on Your Seniority lyistrict? HOW Many Have Left Your Seniority District, Seek- ing Employment Elsewhere? |Are Any of Those Cut Off and Now Out of Em– ployment in Need or Distress Because of No Income? Missouri Pacific–Iron Mountain— Continued: Cotter, Arkansas............. Council Grove, Kansas....... Fall City, Nebraska......... Little Rock, Arkansas. . . . . . . Three. None. Seventeen. Twenty-eight. Only two: but have returned unable to find employ– ment. Nome. Five. Some of those who were cut off are at pres— ent working as machinist helpers, fire builders, wipers and hostler’s helpers, and some are work— ing out as farm hands. Fourteen Yes, two of them in pretty hard circumstances; one of them is keeping his aged mother who is a widow, and the other is keeping up his mother, and three Smaller brothers and Sisters, trying to . hºm an education; he is keeping them in SCI100I. No. Yes. There are several of those that were cut off that are at present out of employment. (But cannot say that they are in need or distress at present time in so far as I have been able to ascertain.) Yes. E. B. . Bomar, Paragould, Arkansas, states, when on the board, that on account heavy work he was barely able to earn living, and when cut off had nothing and can find no job of any kind. $120.00 behind with grocery bill, has wife and six children on Verge of starvation, never belonged to Lodge No. 45, application in and accepted, but never had means to join the Brotherhood before being cut off. - 0. B. Webb, Gurdon, Ark., states he is now run- ning dray making $25.00 per month; losing $45.00 per month by being cut off board, is thirty days behind with grocery bill. J. R. Heskett, Paragould, Ark., states he is now firng stationary boiler, earning $45.00 a month, losing $20.00 to $25.00 a month by being cut off, is behind with grocery bill and Some other bills for twelve or fourteen months. J. P. Edmonds, Gurdon, Ark., States he is doing nothing, no income, loss, account being cut off $35.00 to $75.00 a month, out of service three months, can’t find anything to do, behind two months with grocery bill. J. A. King, Paragould, Ark., states he is doing noth— ing, no income, loss account being cut off for two months $150.00, is now in financial dis– tress, thirty days behind with grocery bill. M. Billingsley, Gurdon, Ark., states doing nothing, no income, two months behind with grocery bill, cut off for three months, loss $80.00 a month, cannot find any work. : 9: | 0Sawatomie, Kansas. . . . . . . . . Pueblo, Colorado. . . . . . . . . . . St. Louis, Missouri. . . . . . . . | ſ i I l l St. Louis, Missouri. . . . . . . . . . Hoisington, Kansas. . . . . . . . . . Joplin, MissOuri........ Kansas City, Missouri. . . . . . . McGehee, Arkansas...... * - - - Van Buren, Arkansas........ ... Forty-One firemen. Wichita, Kansas. . . . . . . . . . . . . | | | \ H. G. McGinn, C. Shebauer, W. A. Stevenson. | Four have been cut off within the past thirty days. Since the large engines have been assignd to our | (D At least tour more will be cut off before Jan. territory, ten mell have quit the Service and 1, 1915. gone elsewhere. - The reduction has been caused by large engines and detouring freight over a water grade division. Tonnage has been increased two hundred tons on the hills and five hundred on the level track. Large superheater engines which came to this division fall of 1911, handle 475 tons more than the engines in service at that time on the hills and 1,200 tons on the level. Passenger trains handle 13 cars now against 9 cars in 1909. No increase in any pay for any engine since 1910. t 1910 largest engine on division was 22x30 cylin– ders—Saturated ireight, tonnage has been in- creased 150 to 400 tons on hills and 520 on the level track, New engines came in fall, 1911— cylinders 27x30—Superheated steam. Largest pas— senger engine in 1910—cylinder 23x26 saturated steam. New engines cylinder 26x26 and some - -- - - - - - - - - - - - --------|------------' ==== 28x28 superheater. Rate is $2.80 per 100 miles, same rate paid as in 1909 for small engines. Transfer run St. Louis to Ivory hauled in 1909 from 65 to 80 cars, now they haul up to 130 cars, and pay the same i.e., switch rate, $2.50 for 10 hours. Forty-one firemen. Yes. Thirty firemen account of large engines. About twenty-four have left the district. * Seven transferred men have been cut off since Oct. | Some llave been transferred to other lodges or I am unable to Say. 1st. Ten engineers have been set back and about dropped Out entirely. fourteen firemen let the Service since we got the Mikado class engines. - Twenty—five. Seventeen. | Yes None. Ten were cut off in the summer but all | None. N0. were back firing by Oct. 1st. None. None. All working now. All at work. ·ight. N0. Nono. None. | No. None at present. Six. W. E. Allen, N. I. Brubaker, W. N. McGinn, None cut off at present. *s. We have no application for relief at present, but no doubt, Will before the winter is over. One-half of them are knocking about living hard to mouth. (i) None reported in distreSS. . § How Many Firemen Are Now Cut Off the Firemen’s Name of Railroad and List Account of Large Engines and Slack Business Towns Reported. on Your Seniority District? * IIow Many Have Left Your Seniority District, Seek- ing Employment Elsewhere? Are Any of Those Cut Off and Now Out of Em– ployment in Need or Distress Because of NO Income? - | ** }, Missouri Pacific–Iron Mountain—- Continued: Alexandria, Louisiana. . . . . . . . . None at present. Ten, were on Dec. 1st, but have been recallet, as business has increased and we have long hours on road, as most of them are compelled to tie up under federal law, as the | track is so bad on district south of Mon- i r0e. Larger engines have caused several runs to i be laid off. Our average tonnage has been in- creased from 250 to 400 tons on all classes of e.gifies. Coal records show that heavy tonnage is nearly 1–3 more work for the firemen, also an increase in hours of work. Hardships are in- creased, as the engine ties up at places without accommodations for meals or bed. Northern Pacific: Dilworth, Minnesota. . . . . . . . . . U I ) partly due to Slack business and the introduction of large engines. Duluth, Minnesota. . . . . . . . . . . . Fi, ty-two. Early in November a large number of suspended men were called back for service, Local officials believing men would be furnished steady employment for some time to come. Soon a slump in business was experienced, due largely to weather conditions, resulting in large | number of men being suspended. Many of these men left jobs and when called back worked a | very short time, not over three weeks, and some • * making only 2, 3 and 4 trips and are now out | | of work as they are unable to get their jobs back again. Suspended men cannot get work on the other lines as there is none to be had. to Dec. 18th 53 firemen were cut off. This is All men have been recalled. Forty-one up to this date (Dec. 19). Estimated at thirty-two. A. F. Yager (non- member) left position in Milwaukee and came to Duluth, made one night on a switch engine and one night on a transfer and was suspended. Did not make his board While here. Some of the men who were cut off are in debt on account of not being able to make a fair living. wage from June 18th to Dec. 1st, 1914. During past 34 days they have made fairly good Wages, but some are still suffering from the hard times. Some were unable to get employment and could not keep up expenses. Some were cut off the board so as to give others a chance to make a living. There are some of the married firemen in want, as these firéºlen who have 7 years seniority rights have only had 3 or 4 months work in 1913 and 1914, and then only extra work. There are engineers and firemen firing on this division with 10 years’ seniority rights as engi- neer and 14 years’ rights as fireman. Three of these suspended firemen got employment at round house at $45 a month. More would take it at the same rate, but company gives Italian labor- ers the preference. Yes. | Yes. Fireman F. Foote (married) states that un- less he has employment in the very near future he will be in straitened circumstances. Also C Steffen (non-member) and a married man. $: Minneapolis, Minnesota....... Missoula, Montana. . . . . . . . . . Seattle, Washington. . . . . . . . . Spokane, Washington. . . . . . . . . Staples, Minnesota. . . . . . . . . . . Tacoma, Washington......... Jamestown, North Dakota.... * Pasco, Washington. . . . . . . . . . . East Grand Forks, Minnesota. Livingston, Montana is tº $ tº e º 'º º º Thirty-two. Forty-three on account of slack business and in- crease in size of power. Some men hold from 2 to 6 years 4 months rightS. One hundred and seven. Of 148 engineers on list, 111 are now firing. Of 221 firemen on list, 112 are cut off. The Switch engineers are classed as firemen here, which makes a large firemen’s seniority roster. Thirty-seven. Forty-three firemen have been cut off Out of 79 on the list and they are still being cut down. Men . promoted in 1904 now firing. Local train run- ning tri-weekly (this means every other day). Condition worst in 14 years. Forty-six. Twenty-four. Forty firemen cut off at present. Heavy freight power has been placed in service and tonnage has been increased within the last thirty days by five hundred tons more per train. We now have 65 regular firemen on the seniority list. Out of this number 30 are on the extra list kept up by the good will of the regular men to save another cut. Seven. Thirty—one. Do not know where all our suspended men are lo– cated. Some have lelt town temporarily. About fifteen. About 95 have left. It is almost impossible to be positive as to men out of employment as some have gone to Alaska, Mexico, Canada, England, and every Once in a While one shows up who has been up in the woods in logging camps. None on other roads, but all are looking for work, no matter what kind. At present these men are scattered one place and another. t Twenty-eight. Do not believe any have left here. At least thirty-five. They have gone to all parts of the U. S. during past three months looking for work. None. About twenty. - Some live with relatives and are not in want. Some secured employment as teamsters, laborers, etc. Some are being helped by those who are still working. The married men have a hard time trying to keep themselves and families. We are helping them all We Can. A few get an Occasional day firing, - No cases of application for relief as yet, but large number have families to Support and no income at present time. O About 50 without income and in need. Yes. Some have been paying for a home and now have lost all, leaving babe in mother's arms and nothing to eat or to their credit. Not to my knowledge. None of these men are in actual need or distress, but lots of them are not living in luxury. The Master Mechanic gives the married men posi- tions as watchmen or round house helpers when— ever there is an opening and most of the Single men have been raised around here so they re- turned to their homes. None that I know of. Some have found local em— ployment. Yes. There are many in need and who have had help, but they haven’t made it public. None. We have no application for relief, except request from a number of these men to be cared for by the local lodge as they are unable to pay their dues. § Name of Railroad and Towns Reported. How Many Firemen Are Now Cut Off the Firemen’s List Account of Large Engines and Slack Business on Your Seniority 1)istrict? How Many Have Leſt Your Seniority District, Seek- ing Employment Elsewhere? Are Any of Those Cut Off and Now Out of Em– ployment in Need or Distress Because of No Income? Northern Pacific—Continued: Forsyth, Montana. . . . . . . . . . . Oregon Short Line: Pocatello, Idaho. . . . . . . . . . Oregon–Washington R. R. & Nay- igation Co.: La Grande, Oregon. . . . . . . . . Portland, Oregon. . . . . . . . . . . Tekoa, Washington. . . . . . . . . . Srnta Fe, Prescott & Phoenix: Prescott, Arizona. . . . . . . . . . . Forty-one from the 103 on list. About 40 per cent. Forty extra firemen cut off system account Slack business. Nineteen. Fi teen. Fourteen. Five firemen. Three men with regular runs are lay- ing off. When they return there will be eight firemen cut off. There are only five firemen on avtra boºrd and some of them will not draw $60 for December. November they did not do nearly as well. One month business will be good and the next two or three months ex- penses wont be met. About five or six. Impossible to say, but know that a number have quit and more laid off to work at other trades until business picks up. Twelve. Scattered over the country seeking employ– ment with the exception of one who is living here with relatives. Six. Twelve. Do not know whether they have employ– ment or not. e None. About one-half of those cut off are out of employ– ment and are existing on their small savings with the hope of better business S00m. A few have low-paid round house jobs. Know of about six who are not paying their bills. several have been dependent on friends and relatives on account of being unable to find employment of any kind. Others have found temporary employment but cannot get steady work. Yes, Sixteen out of employment. Two in need because Of no income. None of them are destitute, but some are in hard circumstances. Nine of these men who were promoted were allowed to take switch engines, putting the younger switch engine men out of employment, although some are working at what— ever odd jobs they can get. Four have gone home to live with their parents. Three are badly in need of employment. No. This being a small road, there is not a large extra, board and the officials, wanting us handy at all times, give us work of some kind. § San Pedro, Los Angeles & Salt Lake: Las Vegas, Nevada.......... Los Angeles, California. . . . . Salt Lake City, Utah. . . . . . Southern Pacific: Algiers, Jacksonville, Texas. . . . . . . . . . Victoria, Texas. . . . . . . . . . . . . . El Paso, Texas and Sanderson, Texas. . . . . . . . . $ * Louisiana......... sº º Sixteen. Twenty. Twenty-seven cut off since Sept. 12th. This is due to slack business. Six. 0thers who had been cut off have not returned to service for reasons unknown to me. TWO. Slack business and large engines cause of cut in board. Seven. Six. Five. / Approximately twelve. Twenty-one, two of whom are known to be working at present. None that I have any knowledge of. One. Five. Five. From the best information obtainable, one man left * here without funds. This man was employed by the S. P. L. A. & S. L. R. R. Screwing down rod cups, work formerly done by a “Jap.” This road is considered a “Harriman Road;” shop crants have been on strike 'some time. This man was requested to do work that was unfair; to be exact, he was told to take down a main binder and pack a main driving cellar. As this was machinist's work, he quit. Unable to get other work he had to leave here. They are going in debt for their living, as they were retained on the board at a very low rate of wages for several months before they were laid off. There is practically no work of any kind to be had in this part of the country at present. There are several in need. The lodge has paid their dues, as they have been unable to pay them, being without work or funds. Many fire- men coming through here daily in search of em- ployment and without money to obtain something to eat. Three lodges here maintain meal tickets for benefit of unemployed brothers at a cost of from $15 to $30 per month. Each man is en- titled to two meals and a bed. Yes. Am unable to say, as I do not know the location of any firemen who have left this district, Two firemen cut off board, can’t hold jobs elsewhere; unable to secure employment as com— mon laborer. On Dec. 19th, 1914, 3 men on firemen’s extra board highest average for past 19 days $7.75. We are contributing toward one who has a fam— ily and is at present without work. Firemen Yes. Yes. who are now on extra list are not averag- ing over $40 or $50. We are all just barely making expenses. That is if we are healthy. I have been with the Company 11 years. Was promoted Jan. 5, 1912, and am now back firing making $90.00 per month. Paying $24.25 per month house rent. We help some of the men each month. 3. º Name of Railroad and Towns Reported. How Many Firemen Are Now Cut 0ff the Firemen’s - List Account of Large Engines and Slack Business on Your Seniority District? How Many Have Leſt Your Seniority District, Seek- ing Employment Elsewhere? Are Any of Those Cut Off and Now Out of Em– ployment in Need or Distress Because of No Income? Southern Pacific—Continued: E. Bakersfield, California..... Dunsmuir, California. . LOS Angeles, California Ogden, Utah. . . . . . . . . . Portland, Oregon. . . . . . Roseville, Sacramento, California g is º ſº tº # California. . . . . . . . . Thirty—five. Thirty-one. Fifty-eight. Twelve. Two or three more expected to be cut off within next three days. Sixty-one. Ninety-seven main line firemen, 25 switch firemen, 17 main line firemen are now back firing switch engines, leaving a total of 80 main line cut off— or grand total of 105 main and Switch firemen. Ninety—one out of 144 firemen cut off. Many engin- eers left on account of large engines and double track on the mountain, Sacramento Division, Southern Pacific Co., Pacific System. For this reason it has not been as hard on the firemen as it would have been if these engineers had stayed here and returned to firing service. Most firemen cut off are in search of any kind of employment in and around neighboring towns. Very few have gone in search of work on other railroads. * - Thirty—one. Some have left here; am unable to state how many. Have gone to live at home of relatives until able to find work. Six at present. Twenty-one firemen seeking employment, waiting O.)— portunity to return to work. Fifty firemen. Thirty-five or 40 firemen left this Seniority Distirct Since 1910 account slow promotion. To date none of the men cut off have asked for assistance from the Lodge, other than to have their Lodge dues paid for them, but if they were not able to secure credit or financial assist- ance from relatives or friends they would be in distress. Owing to the slack work they have not been able to save up and are scarcely able to make expenses. Cannot say positively, but as a great part of the brothers have taken traveling cards believe they are not in good circumstances, and are no doubt using said cards to secure meals, etc. Some of the men are working at other employment at very small wages and are fortunate to secure that. Am assuming this, as I have not heard from any of the Brothers. Do not know condition of men on our lists, but men cut off lists on other Districts apply daily for financial aid. work and are without money for food. Yes, there are seven married men, three of whom are without means of support. One more mar– ried man with family of children will be cut off tomorrow. We have four extra men at this point not averaging $40.00 per month. Three are married men. Fifteen are in need at present, to my knowledge, but there will be more in the near future; some have temporary relief, but not enough to last Over a month. Do not know of any personally, but have several We are paying lodge dues for until they find some employment. While not in actual need or distress there are men running deeply into debt while waiting for work. In some cases men can’t procure f § - San Francisco, California.... San Luis Obispo, California.. Sparks, Nevada....... Tucson, Arizona..... • * * * * * * s Tracy, California............ Filty—two firemen. Eight more to be cut off after the holidays. Fifty-two. Eight more will be laid off when an equal number return from leave of absence. Seventeen road firemen and ten switch engine firemen. Forty-one. Due in part to large engines, which haul heavier tonnage. It is the “tonnage fever.” Biggest engine when Mr. Richardson entered service in 1912 was the Consolidation. In 1914 the Mikado type came on the scene. They pull 14 car passenger trains and very long freight trains. Brother Porter says heavy engines and long trains; long hours on road and low rate of pay are causing the misery. Twenty-four. Twenty-nine firemen. Twenty-nine. Four or five, but failed to Secure employment. Thirty-two. About Seventeen. Yes, The twenty-nine firemen Out of employment are young men who have not earned Sufficient Wages on S. P. to lay up anything for future use, and are laid off now when there is no other employ- ment. Yes, many earned such small wages while on the S. that they have been unable to lay up any money and are now without funds or employment. Many who are working are in need, being held up by grocer and butcher and some even for rent. As Financial Secretary of the Firemen's Lodge I have positive knowledge that many such men are asking for relief to pay their lodge assessments, and 1rom personal conversation and general Ob- servation I judge many of them are in need of money. They do not leave for two reasons: One is that work is scarce all over the country, the other is that there is a faint hope business will pick up and mean work for them. - Yes. C. W. Richardson, 625 Herbert Street, Tucson, Ariz., commenced firing Nov. 10, 1912, till along in 1913. Prospects of regular job loomed up. Arranged for intended wife to come from Eng- land. Married and went to housekeeping. De- pression came in business. Oct. 5, 1914, cut off board. He still owes on his furniture, has grocery bills and his wife is in delicate health, meaning doctor and nurse bills. He is very despondent. J. H. Foster states that he is heavily in debt. He commenced firing July 11, 1912. Was cut off Oct. 5, 1914. As he has a wife and child to support and recent sickness which placed him under obligations, he will have to ask for aid unless something turns up. G. L. Ward States entered service May 12, 1912, cut off board Dec. 4, 1914. Unable to find employ– men. Heavily in debt. Debts incurred in past three months, due to increase in family, causing attendant, doctor and drug bills. Insurance pre- mium due Jan. 2, which cannot be met. May lose policy thereby. Rent due in advance Jan. 5, Obliged to move if unable to pay. Hard work keeping family Of four with 110 income. Unless men are extended credit those who are out of work would not be able to stay around. Three who have been cut off have obtained permanent employment. The lodge has paid the dues of quite a number of those not working. This being an agricultural country there is practically moth- ing for the men to do who have been cut off at this season. § Name of Railroad and Towns Reported. How Many Firemen Are Now Cut Off the Firemen’s List Account of Large Engines and Slack Business on Your Seniority District? How Many Have Left Your Seniority District, Seek- ing Employment Elsewhere? Are Any of Those Cut 0ff and Now Out of Em– ployment in Need or Distress Because of No Income? Scuthern Pacific—Continude: Fruitvale, California. . . . . . . . . S3uthern Pacific: Roseburg, Oregon. . . . . . . . . . . . St. Louis Southwestern: Commerce, Texas. . . . . . . . . . . & Jonesboro, Arkansas. . . . . . . . . Pine Bluff, Arkansas. . . . . . . . Tyler, Texas. . . . . . . . . . . . . . . . Fornfelt, Missouri. . . . . . . . . . St. Louis, Brownsville & Mexico: Kingsville, Texas. . . . . . . * * * * e About twenty. Will have to reduce again in a day or two, as the regular men who were laying off for the holidays will return to the boards. Twenty-four road firemen and nineteen Switch fire- IIlêll. Twenty–seven cut off board. At present we have no firemen cut off the list. None from this point that I represent. Four pro- moted engineers set back to firing on account of slack business and larger engines. Probably will not be needed again as engineers for a long time. Eight, on account of slack business. Three extra switch engine firemen still retaining their Seniority rights, later put back to work. Thirty-eight. Know of about six. Four. Twenty-three left this point seeking employment elsewhere. None. None from this point. All of these except two. Two transferred to other division points. Thirty-one. No. Nearly all are living with parents. R. M. Emerson, Switch engine fireman, married, and has three children, made $9.00 up to Dec. 15, 1914, working every day possible. Yes, there are several in need and a case or two where families are in distress. Yes, they are all in need as they only can pick up little jobs here and there. Some of them have had to drop their insurance hecause they are un- able to get work so as to pay for the same. Business on this line has increased in the last thirty days to the extent that all firemen who were cut off have been replaced in service. G) (D The three laid off are employed at different voca- tions. If there are any in need or distress I do not know of them. Most of the men that are away from here have been unable to find jobs of any kind, and the ones who are here are working at anything they can get. Several have lost homes they had paid on for two years, because they could not keep up payments and are barely able to live and support families. § St. Louis & San Francisco: Birmingham, Alabama...... & Chaffee, Missouri......... tº gº tº Ft. Smith, Arkansas....... * * Ft. Worth, Texas......... * e Ft. Scott, Kansas & a tº a $ tº tº º 'º e ſº Hugo, Oklahoma. . . . . . . . . . . . . Kansas City, Missouri....... Memphis, Tennessee. . . . . . . . . * Monett, Missouri. . . . . . . . . . . . Neodesha, Kansas. . . . . . . . . . . Twelve firemen. Twenty-eight. The oldest man we have cut off started his seniority Jan. 23, 1913. We are expecting to cut off more very soon. Twelve men cut off. We have about one—half as many men in Service as We had on Jan. 1, 1912. Sixteen. Two firemen at present. Six. Eight firemen cut off. Engines pulling 1,800 tons a year ago, now pulling 2,000 tons. Eight cut off account of slack business. Five at present. Thirty-four promoted men are back firing and the Company wants to cut off more. Depression in business and larger engines is blamed for the demotion and lay–off. There are seven promoted men on this Division which fills nearly all the passenger jobs. F. L. Higgins states he held a permanent position between Mo- nett and Ft. Smith since Sept. 1911, and during summer of 1912 there were 14 younger men on the division. Now we have only 4 regular chain gang pools on the division and he is the youngest man at present. Two men older than he, with– out jobs, will be put on next week (Xmas week) which puts him back on the extra board, Eight cut off. Eight. Six. Fourteen men have left within last three months. Six. Four. Addresses unknown. Four. Some cut off—whereabouts unknown. All of the eight cut off. Some others are on a leave of absence and are with their parents as they did not make enough to cover their expenses. All that have been cut off have left in Search of work but are unable to find any employment. Four left this Seniority District. * Yes, five. Yes, Work is scarce—those out of employment 3ré very much in need. Some are working in round houses and factories for very Small Wages. Some in very hard circumstances while others more fortunate have work where they can make ex- penSeS. Some are roaming over the country being cared for by other lodges and some are working in round houses at about $1.50 per day. Yes. Owing to the generosity of Brothers holding regular runs we have been able to maintain an unusually heavy extra list as regular men have given them work and helped them out. Recent Storms en- abled us to place four men back who had been cut off. We give men round house jobs when— ever possible. While these positions do not pay much it keeps them from suffering. B. of L. F. & E. took up a relief fund for one man who had a wife and two children—sick and in distress. * (D Yes, about four of them are trying to find jobs and We are paying their lodge dues every month. None in need as those cut off found other work, (ONo report of need or distress. à Name of Railroad and Towns Reported. - How Many Firemen Are Now Cut Off the Firemen's List ACCOunt Of Large Engines and Slack Business on Your Seniority Uistrict? How Many Have Left Your Seniority District, Seek- iiig Employment Elsewhere? Are Any Of Those Cut Off and Now Out of Em– ployment in Need or Listress Because of No Income? St. Louis & San Francisco— Continued: Sapulpa, Sherman, Springfield, Thayer, Oklahoma Texas Missouri Missouri... e & e e g º $ tº Springfield, Missouri........ 0klahoma... y Oklahoma City, ( > Terminal Ry. & Merchants Bridge Terminal R. R. As St. Louis: St. Louis, Missouri s’n of We are using most of the men now, on account of wise none of the cut off firemen would be used at preSent. Large engines reduced our crews one-third some time ago. Eleven accou. It depression in business this fall. About half of this number have been returned to the bords to help out during holi- days while others were taking vacations. Alter the holidays regular men will return to duty which will again lay off extra men. There seem to be two men lor every job. Four firemen cut off. Eight cut off and all out of employment. It looks boards again if there isn’t some change soon. We will cut four off the extra board and two off the regular board. We have six crews at present where we used to have ten to twelve crews with the same class of engines. Formerly we pulled 1,350 tor.S. At present we haul 1,850 to 2,000 tons with same engine. None. None. Fifty—five firemen. the holidays and regular men laying off. Other— | as though we would reduce our regular and extra | About twelve or fifteen since Aug., 1914. Four of the eleven left this Seniority district. Four firemen. Four seeking employment elsewhere. . Three. None. Three or four secured work on Wiggins Ferry Co. Fifteen or twenty days ago, we had from six to twelve firemen who had been laid off account large engines and slack business and who were unable to find any employment. ſhe majority of these men did day jobs—worked at gins, picked cottom or anything they could get. Some of them have had a hard time caring or their families. Two firemen have no jobs. They are all just barely managing to get along. I do not know. No. The Lodge has paid the dues of several men who were unable to do so. There are still 54 men on the extra board and they are only making eleven and twelve days per month. The first half of this month they have made only five days, which will give them a very slim Xmas. Most of them have families. 5. ! Texas & Pacific: Bonham, Texas. . . . . . tº e º 'º e ºs * * El Paso, Texas. . . . . . . . . . . . . Longview, Texas.......... § tº Texarkana, Texas. . . . . . . . . . . . Union Pacific: Beatrice, Cheyenne, Wyoming. Nebraska........ ** * Kansas City, Kansas......... Leavenworth, Kansas No. Platte, Nebraska & © tº 6 & © tº $ e e g º e º a º Sixteen. Nine firemen cut off extra board. Twenty. Larger engines have affected our division to the extent of 3 or 4 firemen. Heavier power has been put on the Rio Grande Division west of Ft. Worth. Twenty-nine. On larger engines. account of dull business and 0ne. Nine men. The big engine and heavy tonnage have made conditions as they are. Two-thirds of the firemen who have left the service since July 1st, left because the work was too hard for them to stand. We have a stretch of 60 miles up hill and make about 25 miles without pulling coal, and then a fireman is very busy after that. Twenty. None. Fourteen. - Sixteen. Five firemen have left this district looking for em- ployment. Sixteen. Eighteen. None. Six since Sept. 1st. Ten. - Yes. None. Eight. Yes. F. B. Shilkitt, E. M. Calquitt, C. P. Hilte- brand, Frank Crow, J. W. Porter, J. E. Hardage, Robert Minear, W. A. Howell. This Lodge has paid the dues of five Of the unem- ployed. Some are unable to pay their grocery bills, and those who are working do not receive large enough salary to enable them to pay bills for those not working. Our Lodge has paid the dues of a number of men who have been cut off, but no other application for relief has come in. Financial condition of some of the firemen is very deplorable. Some have large families to Support. Some who are on the extra board are not making a living as we are trying to keep as many men on the boards, as we can. I have held , a regular through freight turn since January, 1912, and until August, 1914, and have not made expenses in the last four months. No. Yes, we have six men suspended now who have no income and are doing any odd jobs that show up. None that I know of. Only one firemen on extra board on this seniority district and during the month of December to date (Dec. 17th), he has not worked one day. , On account of living with his parents he has not been in distress. This fireman has been given the privilege of returning to the round house and will accept that position on Dec. 21st un- less conditions improve. While none seem to be in actual need or distress, there are two whose condition is not very favor- able at present. RS How Many Firemen Are Now Cut Off the Firemen’s List Account of Large Engines and Slack Business Name of Railroad and on Your Seniority District? Towns Reported. Union Pacific—Continued: No. Platte, Nebraska. . . . . . . . Nine. Our extra list is very large and will probably be cut 12 or 15 men about January 1st, Omaha, Nebraska. . . . . . . . . . . Eleven. Rawlins, Wyoming. . . . . . . . . . Six. Ellis, Kansas. . . . . . . . . . . . . . . None cut off. Engines same size for last five years. Evanston, Wyoming. . . . . . . . . None. t——— - Union Ry. of Memphis: Memphis, Tennessee. . . . . . . . . One fireman. Union Stock Yards of Omaha, Ltd.: Omaha, Nebraska. . . . . . . . . . . None. We only carry 2 or 3 extra firemen at any One time. In case of emergency they use round • *-*-* ----------- - house men. Our engines are the same size as they have been for the past 6 years—all being * . . under 140,000 pounds on drivers. We are using about the same number of crews as for the past | —ºrs ---~~… . three years. Wrbash: Decatur, Illinois. . . . . . . . . . . . Eighteen. -- | How Many Have Leſt Your Seniority District, Seek- ing Employment Elsewhere? Seven. None that I know of. Four. None. None. One fireman. Four. One I cannot locate, elsewhere. and four are seeking work | Are Aly of Those cut on and Now out of Em– ployment in Need or Distress Because of No Income? This I cannot answer. * | None that I could find out about. Six of the eleven suspended men I could not locate. Three had steady work; one was not particular about work— ing for a while and one had returned to his home in Texas. None to my knowledge. G) () Not any. Nine have no employment. One is helping hostler for 14c per hour, 12 hours a day. One is working at Supply house for 14c an hour, 12 hours a day. One is Watching engines. One is firing on the Wandalia R. R. * ... • {}. (D Yes, there are some in need, as everything is high, and there is no work for ihose who have bee:) Cut Off. - • Tri- ºr---- r s -a-ww. Some are staying with relatives; some are working at round house knocking fires; while some are seeking employment. S. McAgnus has been cut off and has a family to support. They were in destitute circumstances last I heard of them. ſ Although some are having a hard time to get along, they are not really in distress. Do not know. Have not heard of any. Majority of men cut off are u"married and have le’t this vicinity so am unable to state whether they are employed or not or in financial distress. Six of those cut off are dependent on their parents. The remainder who keep in touch with the Lodge º employed on farms or as laborers around the Clty. Two who have been out of employment for several months. Detroit, Michigan........... Moberly, Missouri. . . . . . . . . . . Peru, Indiana. . . . . . . . . . . . . St. Louis, Missouri......... St. Louis, Missouri. . . . . . . . - Springfield, Illinois......... Stanberry, M. "souri. . . . . . . . . . - Western Pacific: Elko, Nevada............... Wiggins Ferry: E. St. Louis, Illinois. . . . . . . (i) No report. firing and two laid off, in fact every one of ou passenger runs has two e.gineers on the engine This is due to depression of business and in- Creased tonnage. Our reight trains are rated al from 500 to 1,000 tons higher than they were two years ago, thus cutting down the crews and making the men the same money. About thirty. Eleven. Four. Six. Twenty-seven firemen cut off and sixteen work about as hard again 10 promoted engineers demoted. Three, - tº Eighteen firemen cut off account of slack business. Firemen’s board has not been cut since 1911. gineers’ board was cut in April, 1912. 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