AN INVESTIGATION
INTO THE
COST OF TRANSPORTATION
ON
AMERICAN RAILROADS,
WITH
DEDUCTIONS FOR ITS CHEAPENING.
BY ALBERT FINK, C. E.
VICE-PRESIDENT AND GENERAL SUPERINTENDENT OF THE LOUISVILLE & NASHVILLE AND GREAT
SOUTHERN RAILROAD.
LOUISVILLE:
PRINTED BY JOHN P. MORTON AND COMPANY.
1874




Entered according to Act of Congress, in the year 1874, by
ALBERT FINK,
In the Office of the Librarian of Congress, at Washington, D. C.




COST OF RAILROAD TRANSPORTATION.
There is perhaps no subject which engages at present the
attention of the people so much as railroad transportation, and
it may be said that there is none which is so little understood.
I propose to investigate the elements and define the principles
bearing on the cost of railroad transportation. It will be seen
from what I may have to say that the subject is one of considerable intricacy and complication. For this reason we can
readily explain the great want of correct information and the
diversity of opinion prevailing among those who have not made
it a study. So varied are the conditions controlling the cost
of railroad operation on different roads, or even on the same
road at different times, that it is impossible to arrive at any
fixed price for any definite service performed.
There might be some variation in the cost of manufacturing
certain articles, or in raising the products of the soil in different
parts of the country, yet they are inconsiderable as compared,with the wide difference that exists between the cost of transporting one ton for one mile on one road and the same service
on another, even if such roads are under the same management,
and the same scale of prices for material and labor prevail.
This great existing and unavoidable difference in the cost of
railroad transportation causes much dissatisfaction among those
who have to pay higher rates than others for the same service
performed, and this again leads to the many attempts which
have been and are continually being made to enforce uniformity
in the charges for railroad transportation. How far it may be
practicable to secure such results or just to enforce them will
appear in the course of this investigation.




4            COST OF RAILROAD TRANSPORTATION.
In order to illustrate and make clear the subject of railroad
transportation, it is proposed to analyze carefully and thoroughly
the results of the operation of one road, to institute comparison
with others, and then to ascertain the existing differences and
the reasons therefor.
I have selected for this purpose the Louisville & Nashville
and Great Southern Railroad, proposing to make use of the
statistical information which has been carefully collected and
recorded in the annual reports of that road.
The Louisville & Nashville Railroad Company operates 738.25
miles of road, including the branches, viz.:
Louisville & Nashville Railroad, Main Stem, between Louisville and
N ashville.........................................................................  I85.oo   m iles.
Knoxville Branch, from Lebanon Junction to Livingston................. I I.32 *'"
Richmond Branch, from Richmond Junction to Richmond, Ky......... 33.46 *'
Bardstown  Branch..................................................................  I7.30   *"
Glasgow   Branch.....................................................................  10.20  *'
Memphis Line, from Memphis Junction to Memphis (since 1871 consolidated Memphis Branch, Memphis, Clarksville & Louisville
and  Memphis  &  Ohio  Railroads).......................................... 259.67'"
Nashville & Decatur Railroad, from Nashville to Decatur (leased)..... I22.30 
Total...........................................................................  738.25  -
These roads are of various characteristics. Their operating
expenses having been kept separate, an opportunity is given to
make comparison between roads operated under various conditions and circumstances, but under the same management.
In the annexed tables will be found the statistical information
taken from the reports of the Louisville & Nashville Railroad
Company, and which give the general results of the operation
of the several roads referred to during the last seven years.
The data from which these results are derived are also given,
so that the careful investigator can draw his own deductions,
if not agreeing with those that I have drawn.
The mode generally adopted to express or estimate the cost
of railroad transportation is to state the proportion of the operating expenses to the earnings. This may be sufficient to the
bond or stockholder to enable him to ascertain whether the net
earnings are sufficient to meet interest and pay dividends, but




COST OF RAILROAD TRANSPORTATION.           5
it does not give any data on which a judgment can be formed
as to the economy in the cost of operating the road. This cost
may exceed the gross earnings, and yet the road may have been
worked in the most economical manner; and on the other hand,
net earnings of more than fifty per cent. may be shown while
the road was worked with no economy. To ascertain whether
a road is as cheaply operated as is practicable we must analyze
in detail every item of expenditure, and see whether it has been
reduced to a minimum.
It will therefore be necessary to consider carefully the details
of cost, and thus to resort to a great many figures, which may
at first deter the general reader from pursuing the study of this
subject; but to encourage him I will hold out the hope that order
and clearness will arise from the apparent confusion.
The different causes which produce differences in the cost
of railroad transportation on different roads, or on the same
road at different times, may be divided under the following general heads:
I. The character of the road;
II. Cost of labor and material;
III. The speed of trains;
IV. The amount and nature of the business of the road;
V. The cost of the road and equipment.
In order to ascertain how far these causes, singly and combined, influence the cost of railroad transportation on the same
or on different roads, it is necessary to establish a unit of comparison. The first that naturally suggests itself is the cost of
transporting one ton of gross weight one mile, and by the term
gross weight is meant the weight of the article transported and
of the vehicle on which it is transported.
We are, however, more directly interested in learning the cost
of moving one ton of net weight per mile, as well as the cost
of transporting one passenger per mile. But in speaking of the
cost of transporting one ton of gross or net weight or one passenger one mile, we have to do with very small figures; and as
we desire to dissect every item of expense making up the cost




6          COST OF RAILROAD TRANSPORTATION.
of moving one ton per mile (some of which items do not amount
to the  oooo part of the total cost), it will be preferable to
adopt a larger unit of comparison, and as such I have selected
the cost of running one train one mile.
This unit of comparison will not only serve to compare the
cost of transportation, which is in direct proportion to the cost
per train mile (provided the comparison is instituted between
two trains carrying the same number of tons of net weight),
but it will also serve as a measure of comparison of other characteristics of a road. Thus the number of train miles run over
a road, the amount of freight carried by each train, etc., form
the chief characteristic features which influence the cost of
transportation to a very great degree.
We will now proceed to consider more in detail the various
causes enumerated above which produce the difference in cost
of railroad transportation on different roads, or on the same road
at different times.
I. THE CHARACTER OF THE ROAD:
ITS LENGTH, CURVATURE, GRADES (HEIGHT AND DISTRIBUTION); THE MANNER OF
CONSTRUCTION OF ROAD, PERMANENT OR TEMPORARY; THE NATURE OF THE
COUNTRY AS INFLUENCING THE COST OF MAINTENANCE, ETC.
The grades and curvatures of a road determine the net load
(the number of tons of freight or the number of passenger-cars)
that an engine of a certain power can draw. On the comparatively level roads in the West an engine of I6X24 inch cylinder
can readily draw forty-five loaded freight-cars, each containing
ten tons net, or four hundred and fifty tons per train. On the
Southern Division of the Main Stem of the Louisville & Nashville Railroad an engine of the same power draws only seventeen
cars, while on the Northern Division of the South and North
Alabama Railroad an engine of the same power could draw only
thirteen cars.
Supposing, for sake of comparison, the cost of running a train
per mile to be the same on these several roads, and assuming
the cost of moving one ton per mile to be one cent on the level




COST OF RAILROAD TRANSPORTATION.           7
road, the cost per ton per mile on the Louisville & Nashville
Railroad would be 4$% —:2.53 cents, and on the South & North
Alabama Railroad 4~ 5-3.54 cents per ton per mile, the difference in cost being due to difference of grades and curvatures
of these several roads.
To some extent the disadvantages of the heavier grades
can be overcome by the use of more powerful locomotives,
involving, it is true, increased expense, but not in proportion
to the increased service performed.
Thus on the Louisville & Nashville Railroad a freight locomotive of the heaviest class draws twenty-four cars, and on the
South & North Alabama Railroad nineteen cars. Supposing
the cost per train mile to be the same, the comparison of the
cost per ton carried one mile would give the following results:
If on the level road the cost were one cent per ton per mile, on
the Louisville & Nashville Railroad it would be 4-0= I.88 cents,
and on the South & North Alabama Railroad 4-g=2.47 cents.
These few examples will be sufficient to illustrate the effect
of the difference in curvatures and grades upon the cost of
transportation on different roads.
The cost of maintaining the road-bed, ballast (if any), bridges,
depot-buildings, water-stations, etc., depends in a measure on the
permanency of the construction; but, as will be seen hereafter,
expenditures on this account do not produce the same differences in the cost of transportation on different roads as grades
and curvatures do. These items of cost are peculiar to each
road, and no general rule can be established by which they could
be ascertained beforehand, but must be taken from experience
in each case.
II. COST OF LABOR AND MATERIAL.
An examination of the difference in cost of transportation,
arising from variations in the cost of labor and material employed, shows that while there is not much difference in the
wages paid to skilled labor, there is often a difference of fifty per
cent. in the cost of common labor. On some roads only $I per




8           COST OF RAILROAD TRANSPORTATION.
day is paid; on others $I.50, and sometimes more. This influences considerably the relative cost of road repairs, on which a
large amount of unskilled labor is employed.      The greater
difference occurs, however, in the cost of cross-ties and fuel,
particularly in the latter. On the Pennsylvania Railroad the
average cost per train mile in 1872 for fuel was 6.5 cents, while
on the Lake Shore & Michigan Southern Railroad in the same
year the cost was 14.8 cents, and on the Boston & Albany
Railroad 20.8 cents.
On the latter road the average number of tons of net freight
carried in one train is 81, showing that for every ton carried on
that road the cost is greater than the cost on the Pennsylvania
Railroad —2.8165-. I76 cents-on account of the difference
in cost of the fuel, while assuming in this comparison that the
quantity of fuel consumed per mile be the same.
III. SPEED     OF TRAINS.
From the following extracts from Tables I and III will appear
the relative cost of moving one gross ton of weight one mile on
freight and passenger trains:
I i867   86.  8687.     1  871.  1872.  I873.
68. I z86o.  1878.
MAIN STEM.       CENTS. CENTS. CENTS. CENTS. CENTS. CENTS. CENTS.
Freight (line 88, Table I)..... 0.837 0.8221 0.707 o.673 0.667 0.552 0.615
Passenger (line 7, Table I).. 1.670 1.560 I1440 I.4I0 1.320 1.230 1.270
Per cent. of cost of Freight  50  53  49   47    5    45    48
to Passenger............... 
MEMPHIS BRANCH.
Freight (line 89, Table III)..  I.082  0.929  0.718  0.763  8.8i6..................
Passenger (line 69, Table III)  2.141  1.914  1.299  1.572  1.622..................
Per cent. of cost of Freight  5 48   55    48    50
to Passenger...............  5o. 55..48
This statement shows that the cost of one gross ton per mile
on passenger-trains is about twice as much as on freight-trains,
while the speed of the passenger-trains is two to two-and-onehalf times as great as the speed of freight-trains. This will
serve as an illustration of the effect of speed upon the cost
of transportation.




COST OF RAILROAD TRANSPORTATION.           9
IV. THE AMOUNT AND THE NATURE OF BUSINESS TRANSACTED,
AND THEIR INFLUENCE UPON THE COST OF TRANSPORTATION.
The operating expenses may be divided into three classes:
First, certain expenditures must be incurred, whether one or
one hundred trains pass over a road; the road-bed must be kept
in order, bridges in repair, ditches clear, cross-ties and other
wood-work replaced when decayed, etc. This class of expenditures, entirely independent of the number of trains passed
over a road, I will hereafter term "constant expenditures."
When distributed over a larger number of train miles the
average cost per train mile, and consequently the average cost
of transporting one ton or one passenger per mile, is thereby
reduced.
Under a second class of expenditures may be comprised all
that are in some measure reduced with the increase of the number of train miles, but not in the same proportion. To this class
belong the general expenses, superintendence, the cost of adjustment of track, the cost of agencies, etc.
The third class of expenditures increases in direct proportion
as the number of trains over a road are increased. To this class
belong engineers' wages, engine repairs, fuel, etc. In considering the items of cost which make up the cost per train mile this
subject will be more particularly referred to. For the present it
suffices to refer merely to the general principles governing the
difference in the cost of transportation on roads on which the
amount of business differs.
As an illustration of the effect of increased business on the
reduction of the cost of transportation we will refer to Table I.
On the Ioth line of this table it will be seen that in 1867 8.55
trains were daily run over the Main Stem of the Louisville &
Nashville Railroad. From that time on there has been a gradual
increase in the number of trains, and in 1873 I7.49 were run
daily over the road. During the same period the expenditures
per freight-train mile were reduced (see line 53) from $I.97 in
I867 to $I.59 in 1873, and the cost of carrying one ton of freight
B




IO         COST OF RAILROAD TRANSPORTATION.
one mile (see line 83) from 2.I9 cents in I867 to 1.44 cents in
I873. There were other causes, which will be referred to hereafter, that aided in the reduction of expenditures per ton per
mile; but the chief cause was the increase of business.
But not only the amount, but also the nature of the business,
influences greatly the cost of transportation on different roads.
On some roads a large proportion of the freight is carried in
one direction and only a small proportion in the other; on other
roads the amount of traffic may be more evenly balanced in
opposite directions. Suppose a road on which the freight traffic
is all in one direction, and another on which it is the same both
ways; the average load of a train would be twice as much on
the latter road as it is on the former, and under the supposition
that the cost per train mile was the same, the cost per ton would
be only one half.
On a road which does only a local business the average load
carried in trains will be less than on a road where there is a
large amount of business carried over the whole length of the
road in both directions, and the cost of transportation of local
freight will be so much greater. Thus, referring to Table II,
line 77, it will be seen that the average number of tons carried
in one train on the Knoxville Branch, a mere local road, averages
from 52.55 to 68.66 net tons per train during seven years; while
on the Main Stem, over which a large amount of through business is transacted, it varies during the same period of time (see
Table I, line 76) from 89.85 to IIO.75 tons per train. No greater
number of trains are run on the Knoxville Branch than is absolutely necessary to transact the business, and it is on account
of the peculiar nature of the business that makes it impossible
to carry the same net load on each train as is carried on the
Main Stem.




COST OF RAILROAD TRANSPORTATION.                I I
V. THE COST OF THE ROAD AND EQUIPMENT,
AND CONSEQUENTLY THE INTEREST ON THE INVESTMENT CHARGEABLE TO THE
OPERATING EXPENSES.
This item of expense belongs to the class called "constant
expenditures." It is a fixed amount per annum, distributable
according to the amount of work done on the road; the greater
the number of train miles, the less the amount of interest
chargeable to the cost of each train mile, and the less the cost
per ton per mile.*
To illustrate the effect of the interest account on the cost
of transportation reference is made to Table I, line 7, which
shows that in 1867 the yearly interest on the cost of the Main
Stem of the Louisville & Nashville Railroad was 50.05 per cent.
of the other operating expenses; and, although the cost of the
road in 1873 had been increased more than two millions of
dollars (on account of the increased facilities required by the
increased business), the annual interest in 1873 was only 37.87
per cent. of the operating expenses. The interest chargeable
to each ton of freight carried one mile in I867 (see Table I,
line 84) was I.I4 cents, and in 1873 it was 0.55 cents.
By reference to Table II, line 7, it appears that on the
Knoxville Branch the interest during the seven years from 1867
to 1873 varies from 99.44 to I9I.03 per cent. of the operating expenses, and the interest chargeable to moving one ton of freight
per mile on that road varies from 2.38 to 5 cents. (See Table II,
line 82.)
On the Richmond Branch the interest varies during the five
years of its operation from 127.34 to 243.12 per cent. of the cost
of operation, and the cost per ton carried one mile, including
the interest, is from 7.62 to II11.56 cents. (See Table IV, lines
5 and 91.)
- The interest has been computed at the rate of seven per cent. per annum. It
should perhaps have been computed at ten per cent.; but for the purpose of illustration the rate of interest is immaterial, and corrections can be readily made by those
who prefer to adopt a different rate.




12             COST OF RAILROAD TRANSPORTATION.
On the Pennsylvania Railroad the cost of one ton per mile
in 1872 was 0.83 of one cent, and including interest I.o5 cents.
To show at a glance the characteristics of roads, and the
diversity in the cost of transportation arising therefrom, the
following table has been prepared from the annual reports for
1872 of the railroad companies named below. The interest has
been calculated at the rate of seven per cent. on the cost of each
road as stated in the reports.,          C0 -  8 _ D   3 <  C< D  0 _  5C 
3"   8..    3-      g        ~
NAME OF ROADS.                            > toz — s- *. —'rains                Tons. Cents. PerCt. Cents.
Pennsylvania.............................  41-3 $i.o6 $1.09 $I.o8  131.10  0.83  27.4  1.05
New York Central 1.................... 44.4.2 1.46 1.37 129.04 1.13 26.9 1.43
Lake Shore & Michigan Southern... 25.2 1.2i 1.21 1.21 127.88 0.92 51.5 I.37
Erie.......................................  354  03.8  05.57  104  530  59
L. & N.-Main Stem.................. I5.9 1.28 I.42 I.37 I04.33 1.36 41.4 I.93
Knoxville Branch......... 4.0 1.28 I.51 I.41 66.80 2.26 132.6 5.26
"    Richmond Branch..........................96  2.80 384 77.5 I 55
Column    I shows the number of daily trains over the road,
indicative of the amount of business transacted.t Columns 2,
3, and 4 show the cost per train mile. Column 5 shows the
number of net tons of freight hauled in each train, depending on
the nature of the business and character of the road. Column 7
*It is somewhat surprising to find that the average number of tons carried on
the freight-trains of the New York Central, a road with light grades, is not greater
than it appears from the report of that company for 1872. This may be accounted
for by the fact that freight-trains are run with greater speed and perhaps with lighter
locomotives than are used on roads with heavier grades. The cost per ton per mile
would be increased from these causes, as fully explained elsewhere.
t Unfortunately in this average are included the trains on the branch roads of the
trunk lines, which roads are sometimes longer than the main line, and as there are
comparatively few trains run over them, the average number of daily trains is very
much reduced. No information is given in the reports, except for the Pennsylvania
Railroad, enabling us to ascertain the number of daily trains over the main line,
which on that road was 80 (or 40 in each direction) in 1872.




COST OF RAILROAD TRANSPORTATION.           13
shows the percentage of the interest to the operating expenses,
depending on the cost of the road. Column 6 gives the cost
per ton per mile for operating expenses without interest, and
column 8 with interest, as the final result of the various characteristics of each road.
This general view of the causes that bring about such a
great diversity in the cost of railroad transportation, the service
performed being the same-viz., the movement of one ton of
freight over a distance of one mile-must necessarily lead to
the conclusion that it is impossible to secure uniformity in rates
for railway transportation, with due regard to the rights of the
parties performing the service.
We will now proceed, after having referred to the general
principle that influences the cost of railway transportation on
different roads, to show the actual cost of transportation.  I
propose to treat the subject under the separate heads of transportation on "passenger" and "freight" trains.
COST OF TRANSPORTATION         ON PASSENGER-TRAINS.
In endeavoring to ascertain the cost of transportation on
passenger-trains, we find that there are certain expenditures
common to both passenger and freight traffic, which can not
be separately and with accuracy charged to each class of train
service.
Of this nature are the expenditures on account of maintenance of roadway and track, water-stations, buildings, general
expenses, etc. In examining the reports of railroad companies
in which the cost of passenger and freight traffic is stated
separately, we find that a certain proportion of these common
expenses is "allotted" arbitrarily to each kind of traffic. For
example, on the Pennsylvania Railroad one third is charged to
passenger traffic and two thirds to freight, on the Erie Railway
two fifths to passenger and three fifths to freight.
In the reports of the Louisville & Nashville Railroad Company, and also in the annexed tables, the division has been
based upon the relative passenger and freight-train mileage. A




14         COST OF RAILROAD TRANSPORTATION.
division computed upon such a basis appears to me as nearly
correct as it may be possible to attain. The road-bed, ditches,
ballast, cross-ties, bridges, etc., must be kept in the same good
order, and the same amount of money must be expended on
this account whether they are used by passenger or freighttrains; therefore each class of traffic should pay proportionately
to the train mileage.
The question, however, arises as to the relative expenditure
in the repair of rails for each class of trains. It may be said
that a proper division of this expenditure should be based upon
the relative weight of each class of trains. A division upon
this basis would make the cost per mile of passenger-trains less
than that of freight-trains.
In Table I, lines 47 and 48, and Tables II and III, lines 67
and 87, is given the relative weight of freight and passengertrains (exclusive of locomotive) on the roads mentioned in these
tables, from which it will be seen that, after adding the weight
of locomotive (see Table VIII), the gross weight of a freighttrain is from two to two-and-a-half times that of a passengertrain. The speed of a passenger-train, however, is usually from
two to two-and-a-half times greater than the speed of freighttrains, and on that account it would not seem unreasonable to
estimate the cost of repairs of iron and adjustment of track per
mile run the same for freight and passenger-trains. It is true
that on a perfectly smooth track the speed of a train would
have little influence upon the wear of the iron. In practice,
however, there are more or less imperfections in a track, especially at the joints, and the wear and tear of the track must
necessarily be increased as the speed of the trains increases.
I fear that it will be impossible to ascertain the exact amount
of such increased wear, but am inclined to believe that the cost
of repairs of track and its adjustment is very nearly the same
for freight and passenger-trains when the relative weight of trains
and rate of speed is about as above given.
To reduce this question to figures, we will state that the
average cost of repairs of rails per train mile on the Main




COST OF RAILROAD TRANSPORTATION.                        15
Stem of the Louisville & Nashville Railroad during seven years
was 8 cents; on the Pennsylvania road in 1872, 8.6 cents; on
twenty-eight roads in Massachusetts, 9.2 cents; on the Lake
Shore & Michigan Southern, 9.6 cents; and on the Mobile &
Ohio, 9 cents. Assuming 9 cents as the average cost per train
mile for the renewal of iron, and the average proportion of the
weight of freight-trains to passenger-trains at 24 to I, the cost
per freight-train mile would be 9.76 cents, and per passengertrain 4.34 cents. The difference therefore in estimating the
cost per train    mile the same for either class of traffic, or by
estimating it according to the weight of the trains, would be
5.4 cents.
In the absence of data from which to determine the relative
cost of repairs of rails, and for the consideration just mentioned,
we can not commit a very great error if we assume the cost
of repairs of rails and adjustment of track to be the same for
passenger and freight-trains.*
*When the weight of a freight - train is more than 2/4 of the weight of a
passenger-train, the error, if any, would of course be greater; and in that case
a division of expense for repair of iron and adjustment of track might be made
on the basis of double the weight of the passenger-train to the weight of the freighttrain. Adjustment of track is understood to include the labor of keeping the track
in alignment and surface. The cost of this work on the Louisville & Nashville
Railroad and Branches will be found in Table IX.
In the report of the Pennsylvania Railroad for 1872 the division of the expenses
of the cost of maintenance of roadway and buildings on the basis adopted by that
company makes the cost for freight-trains on account of maintenance of road and
buildings 31.2 cents per mile, and of passenger-trains 39.I cents (see Table XI);
and under the rule adopted by the Erie Railway it makes the cost per mile run for
freight-trains (see Report for 1873) 20.41 cents, and for passenger-trains 39.98 cents,
the cost of a passenger-train mile being nearly twice as much as that of the freighttrain mile. No good reason seems to exist for so great a difference. This arbitrary
" allotment" may account for the fact that in the report of the Erie Railroad Company for 1872 the cost of passenger transportation very nearly equals the revenue, the
former being stated at $3,402,750, and the latter at $3,514,318. According to the
basis of division adopted by the Pennsylvania Railroad, the total cost per passengertrain mile is $I.I2, and freight-train mile $1.07.  If the division is adopted as
herein proposed, the cost per passenger-train mile is $I.o6, and per freight-train
mile $I.09.  (See Table XI.) On the Erie Railroad the cost per passenger-train
mile in 1873, according to the mode of division adopted by that road, is $I.I0, and
the cost of a freight-train mile 90.6 cents. According to the proposed division it
is respectively 94 and 96 cents. It will be readily seen how wide the discrepan



16            COST OF RAILROAD TRANSPORTATION.
Having determined upon the distribution of expenses common to passenger and freight business, we can next ascertain
the cost per passenger-train mile.*
Table I, line 52, gives the cost on the Main Stem of the
Louisville & Nashville Railroad. It varies in the seven years
from $1.28 to $I.67.
On the Knoxville Branch, during the same time (Table II,
line 48), the cost varies from $1.28 to $I.50; on the Memphis
Branch (Table III, line 48), from    $I.I6 to $I.52; on the Memphis Line and Nashville & Decatur Railroad (Table VI, line 52),
from $1.29 to $1.40.
On twenty-eight roads in Massachusetts, in 1872, the cost per
train mile, freight and passenger, varies from 86 cents to $I.79.
The average is $I.3I.t
On the Pennsylvania Railroad the cost per passenger-train
mile (corrected division), in 1872, is $I.o6; on the Erie Railroad
(corrected division), in 1873, it is 94 cents.
The cost per passenger-train mile on the roads named varies,
according to the above, from 86 cents to $I.79.
The cost of moving one passenger-train for a distance of one
mile having been determined, we can proceed to ascertain the
average cost of moving one passenger-car per mile.
cies arising from a want of a uniform basis in dividing the expenditures between
the passenger and the freight business must be, and hence it was necessary to refer
to the subject here, in order that the comparison of the cost of railroad transportation
on different roads, as shown in the reports, may be made with proper discrimination. It is very desirable that railroad companies should endeavor to ascertain
and generally adopt a correct basis of division of all such expenditures, which can
not be directly accounted for as being chargeable either to the passenger or freight
traffic.
* The reports of railroad companies do not generally contain a statement of the
correct train mileage, under which term is understood the actual number of miles
run by trains earning revenue. Instead of this information, frequently the engine
mileage is merely shown, which includes the switching mileage, or the mileage
made by engines running light over the road, or by the assistant engines used on
grades. The engine mileage is often from ten to sixteen per cent. greater than the
train mileage. Hence in comparing the cost of train mileage on different roads we
must know whether we have to do with the train mileage or engine mileage.
t On the Hanover Branch, which is only eight miles long, the cost per train mile
is $2.42. As this is an exceptional case, I have not included it in the comparison.




COST OF RAILROAD TRANSPORTATION.                   17
Dividing the total mileage made by cars running on passenger-trains by the number of passenger-train miles, gives us
the average number of cars on each train; and dividing this
again into the average cost of a train mile, we have the cost per
car. Or we can at once divide the total number of miles run by
cars on the passenger-trains into the total amount expended on
account of the passenger traffic. In this manner we find the
cost per car mile on passenger-trains, exclusive of interest on
investment, on the various roads operated by the Louisville &
Nashville Railroad, as follows:
Table I, line 25-Main Stem, during seven years............from 26.28 to 30.00 cents.
Table II, line 25-Knoxville Branch, during seven years..from 29.15 to 40.88 cents.
Table III, line 25-Memphis Branch, for five years.........from 27.55 to 40.56 cents.
Table VI, line 25-Memphis Line, for two years............from 31.80 to 32.17 cents.
Table VI, line 25-Nashville & Decatur R. R., for one year................ 36.76 cents.
Including the interest on the investment, we have the cost of
transporting one passenger-car one mile on the same roads:
Table I, line 26-During seven years..........................from  37.17 to  45.02 cents.
Table II, line 26-During seven years........................from 79.08 to 102.73 cents.
Table III, line 26-During five years..........................from 45.08 to 65.91 cents.
Table VI, line 26-During two years..........................from 42.70 to 43.70 cents.
Table VI, line 26-During  one year............................................  5434 cents.
From this statement will again appear the great diversity
(even on roads under the same management) in the cost of
transportation, especially when interest on the investment is
added.   Without the interest the proportion of the lowest to
the highest cost per car mile is as I to I 2, and with the interest
it is as I to 23.
In endeavoring to compare the cost of a passenger-car mile
on the road above named with other roads, we find that the
reports of only a few railroads contain the necessary information-viz., the number of miles run by cars in passenger-trains;
or where this information is sometimes given, the cost of passenger traffic is generally not given separately from the freight
traffic. Hence only a few comparisons can be made. On the
Pennsylvania Railroad the number of miles run by passengerc




18         COST OF RAILROAD TRANSPORTATION.
cars between Philadelphia and Pittsburgh (Main Line and
Branches) was in 1872, I5,023,I68, and the cost of the passenger traffic for the whole year was $3,218,181.45, the cost
per car mile 21.42 cents.
On the Mobile & Ohio Railroad the number of miles run by
passenger-cars is given, but the expenses on account of passenger traffic are not stated separately from the freight; but
proportioning the total expenses according to the miles run (the
average cost per train mile being $I.46), the cost of one car
would be 32 cents per mile run. On the Nashville & Chattanooga Railroad (report of 1872) the cost is stated to be 26 cents;
on the Louisville, Cincinnati & Lexington Railroad in 1872 it
was 29.6 cents.
It appears then that the cost per passenger-car on the roads
just mentioned is from 21.42 to 30 cents per car.
The next inquiry, after having ascertained the cost of one car
per mile run, is as to the cost of the load carried in the cars.
Passenger-trains carry loads of very different character:
I. Passengers, carried in the regular passenger and in
sleeping or parlor-cars;
2. Baggage, carried in the baggage-cars;
3. Express matter, carried sometimes in the baggage-cars,
sometimes in special cars;
4. Mail, sometimes carried in a special (the postal) car;
sometimes in special apartments of various dimensions in the baggage-car; and sometimes in the
baggage-car, like baggage, in charge of the baggagemaster.
The cost of performing each kind of service depends much
upon the various modes named by which it is performed. Hence
the difficulty of arriving at correct results; and this difficulty is
much increased by the fact that the reports of railroad companies
do not give the necessary data from which to deduce the cost of
each service separately. The most that we can learn from these




COST OF RAILROAD TRANSPORTATION.           19
reports (and this only in a few instances) is the cost of carrying
one car for one mile in passenger-trains. This being known, and
the number of miles run by passenger, baggage, express, and
mail-cars being also given, each separately, we can multiply the
number of miles run by cars in which passengers were carried by
the cost per car, and divide this amount by the number of miles
traveled by passengers; the result will show the cost of carrying
one passenger one mile, not including his baggage, which is carried
in the baggage-car. To ascertain the cost of the latter we must
know what portions of the baggage-car are occupied respectively
by the baggage, mail, and express. When all three classes of
freight are carried in the same car, the cost of each will be
in proportion to the space occupied, and must be ascertained
accordingly. When special cars are used for the mail and
express, the cost per car will apply at once to the same.
In this manner we may estimate the cost of each kind of
service performed on passenger-trains, but the results will only
be approximately correct.  The cars which are used on passenger-trains for various services differ very much in weight.
Thus the sleeping-cars generally weigh 64,000 pounds, and
an express-car 24,000 pounds. If the charges for services performed on passenger-trains shall be regulated and assessed on
all parties using the train in accordance with the cost of that
service, it is necessary to know the dead weight which has to
be carried for each kind of load, including the weight of the
load itself.
Tables I to VI give this information in regard to the various
roads operated by the Louisville & Nashville Railroad Company.
Table VIII gives the weight of each class of cars and locomotives; also the average weights. The weight of the mail has
been taken from the returns made to the Post-office Department,
on which compensation to the railroad company is based. The
weight of the express matter has been ascertained during a
month which represents, according to revenue (compensation
being based on weight), the average weight carried on the road
during the several years shown in the tables. The only portion




20           COST OF RAILROAD TRANSPORTATION.
of the weight which could not be directly ascertained is the weight
of the passengers and baggage.      I have estimated the weight
of a passenger at 150 pounds, including the light baggage which
is usually carried in the passenger-cars; also the proportion of
weight of the train-employees, officers of the road, and deadheads. The weight of the baggage carried in the baggage-cars
I have estimated at 50 pounds per passenger.
The following condensed statement shows the cost of carrying
one ton of gross weight on passenger-trains over the various
roads mentioned:
I867.  i868.  I869.  1870.  187I.  I872.  x873.
MAIN STEM-                       Cents. Cents. Cents. Cents. ents. Cents. Cents.
Exclusive of interest, Table I, line 7I.. 1.67.56 I.44 I.41 I.32 1.23 1.27
Inclusive of interest, Table I, line 73.. 2.51 2.37 2.I9 I.99.8o 1.74 1.75
MEMPHIS BRANCH & MEMPHIS LINE —
Exclusive of interest, Tables III and.62 I.42 I}34
VI, lines 69 and 71...................   124  1957  1.62  2.34
Inclusive of interest, Tables III and  3.8                     6
3.o41 3~04 2.12 2.21 2.20 1.88.86
VI, lines 71 and 73...................
NASHVILLE & DECATUR RAILROADW ithout interest, Table  VI, line  71I..........................................  1.70
With interest, Table VI, line 73..                          2............................................. 2.51
KNOXVILLE BRANCH RAILROADWithout interest, Table II, line 69...... 2.o  2.02 1.90 1.5 8 1.75 2.00
With interest, Table II, line 71......... 5.I8 588 5.56 4.27 4.75 4.07 3.99
In addition to the above, reference is made to Table IV,
lines 81 and 83, and Table V, lines 83 and 85, showing cost per
ton of gross weight on Bardstown and Richmond Branches;
but as passengers and freight are carried on the same train, at
a speed of about twelve miles per hour, no comparison can be
made with the cost of transportation on a purely passengertrain.
By reference to Tables I, II, III, and VI, we find the cost
per net ton per mile carried on passenger - trains, including
passenger, baggage, express, and mail, to have been as follows:




COST OF RAILROAD TRANSPORTATION.                      21
1867.  i868.  i869.  1870.  1871.  I872.  I873.
MAIN STEM                          Cents. Cents. Cents. Cents. Cets. Cents. Cents.
Without interest, Table I, line 74.......9 293 20.73 19.29 20.59 20.40 20.24 21.35
With interest, Table I, line 75...........3290 31.54 29.35 29.03 28.27 28.62 29.43
MEMPHIS BRANCH & MEMPHIS LINEWithout interest, Table III, line 72, 1 20.I7I8.62 I4.85I9.8 981.I8 26.69 26.25
Table  VI, line  74..................... 
Includin  interet, Tables III and.78      4.3   7.9  6.03543 36.56
VI, lines 73 and 75...................
NASHVILLE & DECATUR RAILROADW ithout interest, Table  VI, line  74............................................ 35.53
Including  interest, Table  VI, line  75............................................. 52.51
KNOXVILLE BRANCH RAILROADWithout interest, Table II, line 72......22. 8 22.88 228   200.07 25.I8 23.09 26.8
Including interest, Table II, line 73.... 56.43 66.46 64.36 54.45 57.55 53.72 52.0I
The above shows that on the roads named the cost of carrying
a net load on the passenger-trains (no distinction being made
between passenger, baggage, mail, and express) is from 14.85 to
35.53 cents per ton per mile; and if including interest, from
24.30 to 66.46 cents per ton per mile. The general average
without interest is about 20 cents per ton per mile. The weight
of a passenger with baggage having been estimated at 200 pounds,
it follows that the average cost of carrying a passenger is about
2 cents per mile.
In the following the cost of carrying each class of load on
the passenger- trains of the Main Stem of the Louisville &
Nashville Railroad will be computed separately, and for that
purpose the cost during the year 1872-73 (shown in Table I)
will only be considered.*
The passengers are carried in sleeping and regular passengercars.t
* The reader who does not wish to follow the computations in detail is referred
at once to the results on page 24.
t The number of sleeping-car passengers between Louisville and Nashville was
8,555; between Louisville and Memphis Junction, I7,171; total, 25,726. Number
of miles traveled by sleeping-car passengers, 3,608,853; number of tons of passengers carried one mile, 270,664; deduct this from the total (line 64), leaves tons of
passengers carried one mile in regular passenger-cars I,I85,491, and miles traveled
by passengers in the regular cars (line 54) 15,859,877. Average number of passengers in one sleeping-car 9.62, and in one passenger-car 17. These data, not shown
in Table I, are to be used in the calculation.




22             COST OF RAILROAD TRANSPORTATION.
Cost of Carrying Passengers in Regular Passenger-cars.
Line 58-Tons of dead weight one mile in passenger-cars..I7,674,332
Tons of net* weight one mile in passenger-cars...............,185,491
Tons of gross weight (at 1.27 cents per ton)...................I8,859,823-$239,519 75
Passengers carried  one mile*.......................................15,859,877
Cost per passenger per mile without baggage....................51 cents.
Passengers in Sleeping-cars, without Baggage.
Line 59-Tons of dead weight one mile in sleeping-cars...1 2,010,944
Tons of net* weight one mile in sleeping-cars................  270,664
Tons of gross weight (at 1.27 cents per ton)..................I2,281,6o8=$I55,946 72
Passengers carried  one mile*....................................... 3,608,853
Cost per sleeping-car passenger per mile without baggage... 4.32 cents.
Passengers in Passenger and Sleeping-cars.
Lines 58 and 59-Tons of dead weight in cars...............29,685,276
Line 64-Tons of net weight in cars........................... 1,460,155
Tons of gross weight in cars (at 1.27 cents per ton)......... 3,145,431=$395,546 97
Line 54-Passengers carried one mile.......................... I9,468,730
Average cost per passenger without baggage.................. 2.03 cents.
Mail.t
Line 62-Tons of dead weight of postal cars............... 2,565,788
Of which is used by mail 3-32  5.............................. 1,654,933
Line 67-One half mail carried in postal car, tons............  65,398
Tons of gross weighty (at 1.27 cents).......................... 1,720,331= $21,848 20
Cost per ton per mile of mail matter carried in postal car.... 33.40 cts.
* See note (t) on page 21.
t One half of the mail is carried on two trains in cars fifty feet in length (sixwheel trucks), weighing twenty-three tons, but only 32.25 feet of it are used for
mail purposes; I7.75 feet are used for express.  The other half of the mail is
carried in the baggage-cars, the same as baggage or express matter. By actual
measurement it is found that half a ton of mail matter occupies a space of 4X3X7
feet. Allowing two and a half feet additional room for the operation of the baggagemaster, in all nine and a half feet (the width of the car), and piling up the mail
three feet high, half a ton of mail matter would occupy four feet of the length of the
baggage-car. By piling it up six feet high, one ton could then be stored in a space
occupying four feet of the length of the baggage-car. Room has to be provided for
the largest amount of mail matter that may accumulate at any one time in the car.
It is not practicable to reduce the size and weight of the car during the trip to
suit the constantly-changing weight of the mail. Hence in the above computation
the weight of four feet of the baggage-car, which will accommodate mail matter up
to one ton (about one half of the mail matter carried on this route), is charged
to the mail service in baggage-cars.  In practice fourteen feet are used for that
purpose. The same car which carries baggage and mail to Nashville has to continue its trip to Montgomery over two other mail routes on which an apartment of
that size for the route agent and distribution of mail is required. But in the above
computation the smallest possible space has only been charged to the mail service.
t Postal cars made only 301I round trips during last year, on account of cholera
in Nashville. For 313 trips the cost would have been $22,587.18.




COST OF RAILROAD TRANSPORTATION.                          23
The other half of the mail is carried in baggage-cars, for
which one twelfth of the room        of the baggage-car is used:
Line 60-One twelfth of dead weight of baggage-cars, tons  504,342
Line 67-One half mail, tons.....................................  65,398
Tons of gross weight (at 1.27 cents).............................  569,740=  $7,256 70
Cost per ton per mile of mail matter carried in baggage-cars.. I.I cts.
Total cost of carrying mail per year in postal and baggagecars  (exclusive  of delivery)................................................  $29,104  90
Express.
The express is carried on all trains. The accommodations
provided for it are: I. Special express-cars; 2. One third             of all
the baggage-cars; 3. 1- - 5 feet of the postal car.
Line 6I-Tons of dead weight of express-cars............... 1,363,128
Line 6o-Tons of dead weight of baggage-cars (T4Z)........ 2,017,368
Line 62-Tons of dead weight of postal cars (1-7-75).....  910,855
Total dead weight, tons............................................ 4,291,35 
Line 66-Net weight of express matter, tons..................  422,326
Total tons of gross weight (at 1.27 cents)..................... 4,713,677= $59,863 70
Cost per ton per mile of express matter.......................... 14.I7 cts.
Baggage.
Line 60-Tons of dead weight, baggage ()................. 3,530,394
Line 65-Weight of baggage, tons..............................  486,718
Total tons of gross weight (at 1.27 cents)....................... 4,017,112= $5I,OI7 32
Cost per ton per mile of baggage.................................. 10.48 cts.
Cost per passenger per mile for baggage......................... 0.27 cts.
Baggage, Mail, and Express (exclusive of Mail in Postal Cars).
Total tons of gross weight, express............................. 4,713,677
Total tons of gross weight, baggage............................. 4,017,112
Total tons of gross weight, mail, exclusive of postal car.....  569,740
Total tons of gross weight, express, mail, and baggage, at
1.27  cents)........................................................  9,300,529 — $II 8,I I6  72
Line 66-Total tons of net weight, express....................................... 422,326
Line 65-Total tons of net weight, baggage......................................  486,718
Line 67-Total tons of net weight, one half mail................................  65,398
Tons net weight, baggage, mail, and express...................................... 974,442
Cost per ton per mile of net weight, baggage, mail, and express.............. 2.12 cts.
The following is a synopsis of the results obtained:
I. Cost per ton per mile of gross weight, 1.27 cents.
2. Cost per ton per mile of net weight, 21.35 cents (passenger, baggage, mail, and express, regardless of classification;




24           COST OF RAILROAD TRANSPORTATION.
see Table I, line 74, year 1873). For every ton of paying weight
15.8 tons of dead weight (exclusive of locomotives) have been
carried.
3. Passenger carried one mile on regular passenger-cars (inclusive of baggage), 1.78 cents. For every passenger 1.3 tons
of dead weight have been carried.
4. Passenger carried one mile on sleeping-cars (inclusive of
baggage), 4.59 cents.    For every passenger 3.5 tons of dead
weight have been carried.
5. Passenger carried one mile on regular and sleeping-cars
(inclusive of baggage), 2.3 cents. For every passenger 1.7 tons
of dead weight have been carried.
6. Baggage for each passenger (50 lbs.) carried one mile,
0.27 cents. For every 50 lbs. of baggage 350 lbs. of dead weight
have been carried.
7. Express matter, one ton, per mile, I4.17 cents. Ten tons
of dead weight are carried for each ton of net weight.*
8. Mail matter, one ton, per mile, in the baggage-cars, II.Io
cents. Dead weight carried for each ton of mail, 734 tons.
9. Mail matter carried in postal cars, one ton, per mile, 33.4
cents. Dead weight carried for each ton of mail in postal car,
25.29 tons.
Io. Postal car 32.25 feet in length, per mile run, 19.59
cents.
I I. Postal car, per mile of road per year of 313 days, $122.63,
and per year of 365 days, $I43.
12. Whole mail service on 185 miles of road, per annum,
exclusive of delivery of mail (the postal car making 313 round
trips), $29,843.88.
I3. Cost of mail service per mile of road, per year, $I6I.OO.
* This large amount of dead weight carried is partly due to the fact that the bulk
of the express matter goes South and only a small proportion North; also to the fact
that the largest amount of express matter is distributed along the line of road, only
a small proportion going through. Accommodation has to be provided for the
largest amount that usually starts out from Louisville, and when this is delivered
(perhaps at the next few stations) the cars have to complete their trip, and return
from the South comparatively empty.




COST OF RAILROAD TRANSPORTATION.               25
The following is a computation of the cost of transportation
on passenger-trains in 1872-73 on Knoxville Branch.      (See
Table II.)
Line 69-Cost per ton per mile gross weight.................. 2.00 cts.
Line 72-Cost per ton per mile net weight, including passenger, baggage, mail, and  express.......................... 26.08 cts.
(For every ton of paying weight I2 tons of dead weight
were carried.)
Line 53-Cost per passenger without baggage.................. 2.70 cts.
Lines 51 and 52-Number of passengers carried in one
train 39.6I, and in one car 14.42.
The baggage, mail, and express are carried in the same car.
The car is 50 feet long; I4.7 feet are occupied by mail, and
17.4 feet each by express and baggage.
Baggage.
Line 56-Tons baggage-car (74) X I,357,200=472,305
Line 6 —Tons of baggage........................... 67,467
Total (2 cents per ton)................................. 539,772= $,79544
$10,795.44
Cost per ton of baggage..............,67  4 4  6. cts.
$1 0,7 95.44
Cost for baggage per passenger...... 2, 9 26'8  0.4 cts.
For every 50 lbs. of baggage 400 lbs. of dead weight are carried.
Cost per passenger per mile with baggage.........3.Io cts.
Express.
Line 56-Tons of dead weight (baggage-car'-74)  X   1,357,200.................................... 472,305
Line 62-Tons of net weight.........................  126,432
Tons of gross weight, at 2 cents per ton............ 598,737= $II,974.74
$'1,9 74.74
Cost per ton of express matter........,' 6a7 = -9.47 cts.
For every ton of express matter 3.7 tons of dead weight are carried.
Mail.
Line 56-Tons baggage-car (-14-7) x 1,357,200= 370,197
Line 62-Tons of mail.................................  4,288
Total tons of gross weight, at 2 cents per ton..... 374,485= $7,489.70
$7,489.7 0
Cost per ton of mail matter.......... 74,Z = 1 74.66 cts,
For every ton of mail matter 86.3 tons of dead weight are carried.
Cost per mile run of I4.7 feet of car l$7,4 8   cts.7
67,86o — I1.03 cts.
Cost per year for 313 round trips, per mile........ $69.o5
D




26           COST OF RAILROAD TRANSPORTATION.
In these computations of the cost of the different services
performed on the passenger-trains we have assumed that each
service is chargeable with the proportional cost of the dead
weight; but conditions may arise requiring a modification of
this basis of computation-and this is the case, for example,
on roads on which sleeping-cars are being run.        The transportation of passengers in sleeping and parlor-cars forms a comparatively new and a peculiar feature on American railroads.
No additional compensation is received, as a rule, by railroad
companies for this service, although it involves great additional
expenditures.   In many cases the charter limitation prevents
an increase in the passenger fare; in other cases, although permitted by law, no additional charge is made; so that the amount
expended by railroad companies on this account is either a free
or a compulsory contribution, as the case may be, to the convenience and comfort of the traveling public, benefiting the
railroad companies in so far only as the amount of travel may
be thereby increased.*
To secure this result was no doubt the chief inducement to
the introduction of sleeping-cars; they made their way into use
readily, under the belief that one ordinary passenger-car could
be dispensed with, the " sleeper " taking its place, and that the
only additional expense incurred would be in hauling a heavier
car. The first "sleepers" were, as compared with those now in
use, of light weight. They were generally put on the road at
the expense of some outside party, so that the railroad companies
felt recompensed by obtaining an additional car.
It was soon found, however, that.these cars could not take
the place in the train of an ordinary car, and the load of the
* It must be stated that the additional charge made to the passengers for sleeping
or parlor-car accommodation is intended to cover the attendance, the use of beds,
and the interest on the investment, as well as the patent-fee on the interior arrangement of the sleeping-car. The railroad companies keep the cars in repair (except
bedding), and haul them over the road without making any additional charge to
the passenger. In some instances, however, the railroad company is also the owner
of the sleeping-cars, or a part owner, and collects the whole or a portion of the
sleeping-car fare; but this is an exception to the general practice.




COST OF RAILROAD TRANSPORTATION.           27
trains had therefore to be increased by the whole weight of a
sleeper. This weight was gradually augmented, until it has
now become as heavy as that of two ordinary passenger-cars
of the lighter class.
So general has now become the use of sleeping-cars, and so
indispensable are they to the traveling public, that on some
roads trains are run consisting almost entirely of such cars.
From a small beginning this peculiar service has grown to
so large proportions as to involve annually a very heavy expenditure on the part of railroad companies without recompense.
It is therefore of considerable interest to know the exact amount
of money so expended, and to ascertain how the cost of other
services rendered on passenger-trains are affected thereby. This
we propose now to do.
Passenger-trains, unlike freight-trains (and we refer here to
"through" freight-trains), are on many roads not loaded to the
full power of the locomotive. The cost of hauling one or more
additional cars on a train, until the power of the locomotive is
fully utilized, will be less than the average cost per car prior to
such increase, and the average cost of the gross ton hauled will
also be lessened. If therefore the estimate of the cost of the
sleeping-car service is based upon the average cost per gross
ton, as in the preceding computations (both for simplicity and
to illustrate the effects of an increased load), it will show a
reduction in the cost of the other services rendered as compared
with the cost prior to the use of the sleeping-car. The sleepingcar service would therefore be overcharged to the extent of this
reduction; and the other parties using the passenger-trains, if
charged in accordance with cost, would become the beneficiaries
to the same extent.  Hence it appears that the sleeping-car
service should only be charged with the additional cost incurred
on its account, and that the cost of the other services rendered
should be estimated as before the introduction of these cars.
The following is an estimate of the cost of hauling a sleepingcar of sixty-four thousand pounds weight one mile on the trains
of the Louisville & Nashville Railroad, Main Stem, during




28             COST OF RAILROAD TRANSPORTATION.
1872-73, assuming that the power of the locomotive had not to
be increased on account of this service:
i. Repairs of sleeping-car per mile run (VII, 35)...........    I.9334 cts,
(The cost of sleeping-car repairs is generally estimated at 4
cents per mile, including reconstruction when worn out. The
cars on the Louisville & Nashville Railroad being new, the
present cost is less.)
2. Oiling and inspecting car per train mile (VII, 40),
0.7132 cts.; numbe'r of cars in train (I, 2), 4.88;
per car 0. 7132 at.. 1.46 cts.
4.8per  car  7  cts.............................................  0. 46  cts.
3. Oil and waste per train mile (VII, 45), 0.9616 cts.;
cars in train, 4.88; per car 0.96 1 ct...................     970 cts.
4.88
4. Train expenses, fuel, and lights (VII, 56), 74704 cts.... 1.5308 cts.
4  8
5. Station expenses, cleaning cars (VII, 52),'.5575 ct....     0.524I cts.
(On trains equipped with air-brakes no additional brakeman is
required.)
Total expenses per car.................................  4.3314 cts.
6. Fuel per mile run (VII, 43), I4.689I cts., in proportion of weight of sleeper to total weight of train,
32667 ton X 14.6891t.2.9                                            cts........
164.4 2
(Weight of train, excluding locomotive (I, 47), 112.43 tons;
locomotive and tender (VIII), 52 tons. Weight of sleeper
(VIII), 32 tons; load (page 2I, note t), o.67 tons.)
7.* Repairs of iron (IX, 54): cost per ioo tons of weight
passed over it, 4.092 cts. (estimating the weight of
passenger-trains at twice their actual weight); cost
per sleeping-car 2x32.67 tonsX 4.092 cts................    2.6737 cts.
8.* Adjustment of track: per ioo tons of weight passed
over track (IX, 53), 1.922 cts.; assuming that the
cost of adjustment of track is not in direct proportion to weight, but only one half, the cost per car is
1.922  cts.  X   32.67  tons.......................................6279  cts.
Total additional cost of sleeping-car per mile run..... I0.55I5 cts.
*If the cost of repairs of iron was based only upon the actual weight
passed over the track, the cost per mile of sleeping-car would
be  (IX, 49) 32L' X 5.I 78  cts..............................................  1.6916  cts.
And the cost of adjustment of track, on the same basis as above, would
be (IX, 48) 3 27X2.43 cts.....................................   0.3969 cts.
2.0885 cts.
Cost as per calculations  7  and  8..................................................  3.30 6  cts.
Difference between one and the other mode of estimating................. 1.2131 cts.




COST OF RAILROAD TRANSPORTATION.                      29
The total number of sleeping-car miles in 1873 was (I, 17)
375,342; accordingly the
Total additional cost for this service, at 10.5515 cts.,
was.................................................................  39,604  2 
But the estimated cost on basis of computation made on
page  22  was....................................................  55,946   72
Showing that this service has been overcharged with....... $I6,342 5I
and that the cost of the other services has been underestimated
this amount.     The following corrections should        therefore  be
made:
Total cost of passenger traffic (I, 49).......................... 533,696 69
Deduct actual cost of sleeping-car service..................... 39,604 2I
Total cost of passenger service, except sleeping-car....... $494,092 48
Total tons of gross weight carried in passenger service
(I, 69)..........................                      42,166,291
Deducting gross weight carried in sleeping-car service..... 12,281,608
L eaves.................................................................  29,884,683
Cost per ton of gross weight per mile, 1.653 cts., instead of 1.27 cts.
Revising the estimate made on pages 22 and 23 upon this
basis, we have the following result:
Cost of carrying passengers in regular passenger-cars,
18,859,823 gross tons at 1.653 cts....................... 311I,736 34
Additional cost of sleeping-cars.................................  39,604 21
Total cost of carrying passengers, without baggage... $351,340 55
Average cost per passenger in regular and
sleeping-cars (19,468,730)....................  1.804 cts.
Mail in postal car per y'r, 1,720,331 gross tons at 1.653 cts. $28,437 07
Cost per ton per mile (65,398 net tons)... 43.483 cts.
Mail in baggage-car, 569,740 gross tons at 1.653 cts........  9,47 80
Cost per ton per mile (65,398 net tons)...   I4.4 cts.
Express, 4,713,677 gross tons at 1.653 cts.....................  77,9I7 o8
Cost per ton per mile (422,326 net tons).. I8.449 cts.




30           COST OF RAILROAD TRANSPORTATION.
Baggage, 4,017,112 gross tons at 1.653 cts................... $66,402 86
Cost per ton per mile (486,718 net tons).. 13.642 cts.
Cost of bag'ge for one passg'r (19,468,730) 0.341 cts.
Cost per passenger, including baggage...  2.145 cts.
Baggage, mail in baggage-car, and express, 9,300,529 tons
at  1.653  cts............................................  153,737  74
Cost per ton per mile, baggage, mail, and
express.........................................  5.777  cts.
These results should be compared with those on pages 23
and 24, which give the estimated cost of the same service, based
upon the average cost per gross ton.       The comparison will
show the effect of increased load on cost of transportation on
passenger-trains, upon the supposition that the locomotive has
sufficient power to draw the additional load. Should, however,
the use of heavier locomotives become necessary, additional
expense will have to be incurred, which may be estimated as
follows. The weight of the locomotive and tender is supposed
to have increased from 45 tons to 52 tons, corresponding with
the actual increase which has taken place on the Louisville &
Nashville Railroad since 1869:
For repairs of iron (IX, 54),7  X 4.092 cts.............. 5728 cts.
For adjustment of track (IX, 53), T-oX 1.922 cts......... 0.1345 cts.
For additional fuel,  7 4X 14.689I cts.                06253 cts.
Total.................................................  1.3326  cts.
Add to this the cost per car per mile as before estimated.. 10.5515 cts.
Total per additional car per mile.......................... 11.8841 cts.
Should the load of a passenger-train be increased beyond the
power of the heaviest engine that can be safely used on the
track, it then becomes necessary to use an additional engine,
and the cost of running it would be the cost of hauling the
additional load. This cost may be estimated approximately as
follows, on the supposition that the weight of the locomotive
and tender is 372 tons:
*In this estimate no allowance is made for the increased wear of iron due to the
concentration of greater weight on the driving-wheels (from I6L to 20 tons); the
increased wear is supposed to be in direct proportion to the increased weight. No
allowance is made for increased cost of repairs of engine, which may approximately
be taken in proportion to the increased value of the heavier over the lighter engine;
and no interest is estimated on the increased cost of the heavier locomotive.




COST OF RAILROAD TRANSPORTATION.                 31
Locomotive repairs per mile, estimated at.................  7.0000 cts.
Engineer and fireman's wages (VII, 37)....................... 9.4609 cts.
Watching and cleaning locomotive (VII, 38)..................8437 cts.
Oil and waste used on locomotive (VII, 44).................. I.0362 cts.
Fuel (VII, 43); weight of engine, 371 tons; weight of
car, 32.67 tons; total additional weight, 70.17 tons;
cost per mile, 1701473 X  I4.689I.............................  6.2678  cts.
Repairs of iron (IX, 54), 2X017 X 4.092..................... 5.7427 cts.
Adjustment of track (IX, 53), 70. 7X 1.922.................. 1.3488 cts.
Car expenses (see page 28)...................................... 4.3314 cts.
Total.............................................. 37.03I4 cts.
But whenever the necessity for the use of two engines arises,
it becomes preferable to run an additional train.
The additional cost per mile of running one train on the
Main Stem of the Louisville & Nashville Railroad would be as
follows, supposing the train to consist of
An engine, weighing, inclusive of tender...................  45.0 tons.
Three passenger-cars, each I82 tons..........................  55.5 tons.
One baggage, express, and mail-car.............................  20.0 tons.
Total weight of train..................................... 120.5 tons.
(Reference is made to Table IX. All such items of expenditure
(constant expenditures) which are incurred independently of the
additional train are omitted.)
Repairs of iron (IX, 54), 2x120.5 X 4.092 cts................. 9.8617 cts.
Adjustment of track (IX, 54), 12005 X 1.922 cts.2.3160 cts.
Locomotive  repairs  (IX, 33)...................................  9.8886  cts.
Engineer and fireman's wages (IX, 37)....................... 9.4609 cts.
Watching and cleaning engines (IX, 38)..................... 1.8437 cts.
Conductor and brakeman (IX, 5I)............................. 8.6365 cts.
Damage to stock (IX, 65)......................................  2.9555 cts.
Items 34, 35, 40, 42, 45, 56, 62, 63, 65-Total per train
mile of 4.88 cars, 26.5926 cts., and per train of 4
cars, 4 -8x  26.5926..................................  21.7972  cts.
Total additional cost per train mile....................... 66.7601 cts.
But in case an additional train is run, more facilities for
travel are furnished, from which may reasonably be expected
an increased business; and hence the additional cost of a train




32          COST OF RAILROAD TRANSPORTATION.
may under certain circumstances not be chargeable altogether
to hauling one additional car.
To form a general opinion as to the influence which the
increase of weight on passenger-trains, and the consequent increase in their number, has upon the cost of operating a road,
the experience of the Louisville & Nashville Railroad for the
last six years may be cited.   Since I868 there has been a
general increase in the weight of trains, by reason of the addition of sleeping-cars, postal cars, and by the introduction of
other improvements in passenger-cars conducing to either the
safety or convenience of the passengers. The Westinghouse
brake, the Miller platform, the six-wheel trucks in the place of
the four-wheel, and the addition of saloons, with lavatories, in
the regular passenger-cars, have greatly added to the weight
of passenger-trains.  Not only on this account, but also on
account of increasing the facilities of travel, to secure connections with other roads more trains have had to be run. The
effect upon the cost of operating the road will be seen from the
following comparison between the results of the operation in
I869 and in 1873:
Average daily trains over road  in 1869..........................  4.53
Average daily trains over road  in  I873..........................  5.55
Increase........................................   1.02
Number of miles run by passenger-trains in I869............  305,761
Number of miles run by passenger-trains in I873............  375,045
Increase.....................................................  69,284
No. of tons of gross weight, exclusive of locomotive, I869.. 30,457,026
No. of tons of gross weight, exclusive of locomotive, I873.. 42,166,291
Increase.............................................. _ I......   I 1,709,265
Cost per ton of gross weight in 1869.........................44 cts.
Cost per ton  of gross weight in  1873...........................  1.27 cts.
Reduction of cost per ton................................... 17 cts.
Total operating expenses, passenger, in 1869.................439,523 46
Total operating expenses, passenger, in 1873................. 533,696 69
Increase........................................$.... 94,173 23




COST OF RAILROAD TRANSPORTATION.           33
Included in this sum is a portion of the constant expenditure,
which would have been incurred had the additional train mileage
not been made. To estimate the additional cost merely, we
have the increased passenger-train mileage 69,284, cost per
mile 66.760I cents, or total additional cost $46,254.06.
Before proceeding further in the investigation of the cost
of passenger traffic, it may be advisable to recapitulate the
results so far obtained. We have ascertained:
I. The cost of transportation of passengers, mail, and express
on two roads-the Main Stem and the Knoxville Branch of the
Louisville & Nashville Railroad-on the basis of the average
cost per gross ton hauled (pages 23-25).
2. The cost of hauling an additional car per mile (a sleepingcar) in the trains of the Main Stem, supposing that this car
could be hauled without increase in the power of the locomotive.
3. The effect of the increase of the weight of the train under
such circumstances upon the average cost per gross ton.
4. The cost per mile run of an additional car, supposing that
the power of the locomotive has to be increased.
5. The cost of using an additional locomotive, on account
of the increased weight of the train.
6. The additional cost of running a passenger-train per mile.
7. The cost of increased passenger-train mileage per year.
From these investigations we have learned that the hauling
of an additional car on a train may under certain circumstances
involve a comparatively small, and under others a very large
expenditure; we have also seen that the average cost per gross
ton, taking the whole weight of the train, can not always be
used as a basis of computing the cost of any special service;
and we have further seen the distinction which must be made
between the average cost (including all the expenditures incident
to railroad operation) and the additional cost (exclusive of the
constant expenditures) of certain services.
It may be and sometimes is claimed that because additional
service could be performed on passenger-trains under certain
circumstances for less than the average cost, that the parties
E




34         COST OF RAILROAD TRANSPORTATION.
desiring such service should derive the benefit therefrom. It
could, however, readily be shown that if all parties using the
trains of railroad companies would make and could sustain such
a claim-and there is no reason why one is not as much entitled
to it as another-the operation of railroads would be rendered
thereby impossible.
The investigation has no doubt led the careful reader to the
conclusion that the problem of ascertaining the cost of passenger-train service is rather a complicated one, not admitting
of the establishment of general rules applicable to all cases that
in practice may arise. I have merely endeavored to point out
the elements which bear on this subject, and to illustrate it by
the experience of the Louisville & Nashville Railroad.
We will now proceed to investigate
THE COST OF THE MAIL AND POSTAL SERVICE
which the railroad companies of this country are required to
perform, and the principle on which compensation should be
and is being made.
On this subject a great difference of opinion exists between
railroad companies and the Post-office Department, which is not
to be wondered at when we bear in mind how great a difference
exists in the cost of transportation on different roads. Regardless of this, compensation is regulated by act of Congress, and
is based upon the net weight of mail carried, and not upon the
manner in which it is carried-an important item in the cost
of the service, as will be more fully explained hereafter. It may
therefore happen, and it does happen, that the mail service on
some roads is a source of profit, while on others it is performed
at a loss; hence while some companies complain, others are
perfectly satisfied.
The service required of the railroad companies may be classified as follows:
I. Mail carried in a postal car, properly furnished, in charge
of a number of clerks attending to its distribution, a service
formerly performed at the several post-offices.




COST OF RAILROAD TRANSPORTATION.                35
2. Mail carried in apartments in the baggage-car of various
sizes, in charge of route-agents, who attend to its assortment
and distribution.
3. Mail carried in baggage-cars, in charge of the baggagemaster, who performs the service of a route-agent in receiving
and delivering the mail at stations on the route.
4. Mail carried in baggage - cars, like baggage or express,
delivered and received only at the principal or terminal stations
of the route.
The cost of carrying one ton of mail matter must necessarily
vary much according to the special modes in which it is carried.
In order to ascertain the cost of the service and the proper
compensation based on this cost, it is necessary to know-i. The
weight of the mail matter, together with the weight of the
agents; 2. The dead weight carried on account of the mail and
the agents; 3. The cost per ton of carrying dead and net weight,
with the addition of a reasonable profit.
In what follows I propose to make an estimate of the compensation that shbuld be allowed for the different mail services
before enumerated. This estimate will be based upon a cost
of 1.33 cents, 1.66 cents, and 2 cents per ton per mile of gross
weight, embracing nearly the variation of cost on roads as far
as they have come under our observation. To the cost is added
50 per cent. for profit, which would make the net revenue derived
from the mail service 33- per cent. of the gross revenue-about
an average of net earnings on American railroads. Accordingly
the calculations are based on 2 cents, 2.5 cents, and 3 cents per
ton per mile of gross weight carried.
I. Postal Car Service.-The following statements show the
estimated compensation for running postal cars.     Column I
shows the length of cars; 2, the weight;* 3, the net weight of. The weight of a postal car on the Pennsylvania Railroad, forty-six feet long, is
36,300 pounds. (See Proceedings of Select Committee on Transportation, April 8,
1873, in New York, pages 89 and 147.) This weight has been made the basis
of the estimate of weight of cars as shown in column 2.
The cars from forty to fifty feet in length are supposed to have four-wheel and
the sixty-foot cars six-wheel trucks. The weight of a six-wheel truck on the Louis



36            COST OF RAILROAD TRANSPORTATION.
the mail, which is estimated from I to 1.6 tons in each car, the
usual amount carried; 4, the weight of agents, from three to
five in each car; and the remaining columns as indicated under
the respective headings.
WEIGHT OF      AT 2 CENTS AT 2.50 CENTs AT 3 CF.NTS
PER TON.   PER TON.   PER TON.
LENGTH OF CAR.____ ______ ___
Car. Mail. Ag'ts Total Per  Per  Per  Per  Per  Per
oCar. Mail. Agtslota Mile. Year. Mile. Year. Mile  Year.
Tons. ons. Tons. Tons. Cents.  Cents.    Cents.
4o feet..........................  6.85.0oo  0.225  8.075  36.15  $22630  451 9  $282 89  5423  $339 48
45 feet..........................   18  oo 1.20  0225  19.425  35.55  243  22  48.56  303 98  58.27  364  77
50 feet..........................  20.00  1.40  0.300  21.700  4340  271 68  54.25  339  6o  65.10  407  52
6o feet..........................  26.50  i.6  037528475  56.95  356 50  7 9  445 65  8543  534 79
I          2    3    4    5    6    7     8    9    10o    I
From   this table we derive the following results in regard to
the compensation for mail service in postal cars when based
upon the net ton of mail, the weight being as assumed in
column 3:
PER TON OF NET WEIGHT.
LENGTH OF CAR.
At 2 cents per At 2.5 cents per At 3 cents per
ton of gross w't.  ton of gross w't.  ton of gross w't.
Cents.      Cents.       Cents.
40  feet.........................................  36. 5  45.19  54.23
45 feet...................................  32-37  40.47   48.56
50   feet..........................................   31-00oo   3875  46.5
50 feet.38.00                                     38.75       46.50
60   feet.........................................  35-59  44-49  53-39
60ofe        e       et              35-59 44.49 53.39
To show how little influence the weight of mail matter carried in postal cars has upon the cost of performing the service,
we will assume that in a postal car forty feet long, instead
of one ton of mail, only one half ton be carried. The compensation (based on cost) per mile run of postal car should be, at
the rate of 2 cents per ton of gross weight, (I6.85+0.5+0.225)
X2= 35.I5 cents, being nearly the same as if one ton was
carried (36.15 cents); instead of which, if compensation was
ville & Nashville Railroad is 9,800 pounds, a four-wheel truck 6,850 poundsmaking a difference of three tons in the weight of cars with four-wheel and sixwheel trucks.




COST OF RAILROAD TRANSPORTATION.                    37
based on the amount of mail matter carried, it should be 70.30
cents per ton, or nearly twice as much as before.
2. Mail Service in Apartments of Baggage-car.-The following
statement shows an estimate of compensation based on cost for
that class of service. Column I gives the length of the apartment used for mail purposes; 2, the corresponding weight (the
total weight of a baggage-car fitted to carry mail, express, and
baggage, length fifty feet, six-wheel trucks, is twenty-two tons;
see Table VIII). Column 3 shows the net weight of mail, estimated from a quarter of a ton to one ton; 4, the weight of the
route-agent (no route-agent is estimated for in the five-foot
apartment).    Columns 6, 8, and I       show   the estimated compensation per mile run, and columns 7, 9, and i       the same per
year of 313 days, both ways.
WEIGT OF    AT 2 CENTS AT 2.50 CENTS AT 3 CENTS
WEIGHT OF       PER TON.   PER ON.    PER TON.
LENGTH OF                                 I
AAPARTMEN.  Apart- Mil. AP Per  Per  Per  Per   Per
ment. Mal      Total Mile. Year. Mile. Year. Mile. Year.
Tons. Tons. Tons. Tons. Cets.   Cents.  Cents.
5 feet.........................  2.20  0.25.........  2450  4.90  $30  67  6.I2  $38  31  7.35  $46  OI
io feet..........................  4.40  0.50  0.075  4.975  9.95  62  29  12.44  77  87  I4.93  93  46
I5 feet.........................  6.60  0.75  0.075  7.425  I4.85  92  96  I8.56  Ii6  I8  22.27  139  41
20 feet..........................  8.80  I.oo  0.075  9.875  I9.75  I23  63  24.68  154  49  29 62  185  42
I          2   3    4    5    6    7     8    9    I     II
From this statement we derive the following results in regard
to compensation for mail service in apartment of baggage-cars,
the amount of mail and size of apartment as assumed in
columns I and 3:
PER TON OF NET WEIGHT.
LENGTH OF APARTMENT IN CAR.
At 2 cents per At 2.5 cents per I At 3 cents per
gross ton.  gross ton.  gross ton.
Cents.      Cents.      Cents.
5  feet..............................9.....  19.60  24.48  29.40
IO  feet.........................................  I990  24.88  29.86
15 feet.........................................  9.80  24.74  29.69
20  feet.........................................  9.75  24.68  29.62
Should we, however, vary the weight of the mail as shown in
column 3, and assume only one half to be carried in the same




38            COST OF RAILROAD TRANSPORTATION.
apartment of the baggage-car, we will find that the cost of the
service performed as measured by the mile run would be nearly
the same, while the cost per net ton per mile would be doubled;
showing that the net weight of the mail is no criterion of the
cost of the service. On the contrary, the space occupied in the
baggage-cars and the corresponding dead weight (to which is to
be added the average net weight) would be the proper basis for
computation.
3. Wh/en mail matter is carried in charge of the baggagemaster acting as a route-agent, receiving and delivering, it is
more difficult to ascertain the exact cost of the service than in
the two preceding cases. Or. unimportant routes only, where
the weight of the mail perhaps does not exceed 200 pounds per
day, is this mode of carrying mail adopted. A certain amount
of room is required (besides the service of the baggage-master)
to transact this business, independent of the weight of the mail,
but how much is more a matter of judgment than of measurement. I have assumed that up to a quarter of a ton of mail
matter a space of five feet of the length of the baggage-car
might be allowed for the mail service, and on this basis the
compensation for the service has been estimated as shown in
the two preceding statements.
4. When mail is carried like express matter it is still more
difficult to ascertain how much space in the baggage-car is
actually used for that purpose. We have seen before that one
ton of mail matter may be put in a space occupying four feet
of the length of the baggage-car. An estimate of the cost
upon this basis (the four feet of the baggage-car weighing 1.76
tons, mail I ton, total gross weight 2.76 tons), at 2 cents, 2.5
cents, and 3 cents, would be respectively 5.52 cents, 6.90 cents,
and 8.28 cents per ton per mile. But this estimate presupposes
that the ton of mail is carried over the whole length of the
route and also on the return trip.
Compensation can not be based upon the actual weight for
the actual distance carried, but upon the weight of the portion
of the car required to receive the largest amount of mail at any




COST OF RAILROAD TRANSPORTATION.           39
one time, and for which accommodation must always be in readiness. In order to comply with this requirement of the service,
a large amount of dead weight without a corresponding load has
often to be carried. In this respect the business transacted on
passenger-trains materially differs from that on freight-trains.
Freight-cars can always be fully loaded, at least going in one
direction. Nor is it necessary to run freight-trains except when
there is a full load for them; while passenger-trains with a
certain number of cars have to be sent out at regular times
(often with a special regard to the mail service), whether there
is a load or not. On this account, apart from the increased
cost caused by greater speed, the service on passenger-trains is
greatly increased over that on freight-trains, and the cost of
carrying freight can not be made the basis of compensation for
carrying mail or express on passenger-trains.
The cost of transportation on passenger-trains depends much
more on the amount of dead weight carried on account of any
special service than on the net weight and the actual distance it
is carried. In determining the cost of the class of mail service
under consideration it is therefore necessary to observe the
largest amount of space required on account of it in the car at
any one time, and compensation should be based on the corresponding dead weight and the average net weight, and not upon
net weight alone.  A ton of mail or express matter can be
transported, as we have seen, under favorable conditions, for
5.52 cents per mile (including profit); but under the ordinary
conditions of the service-for example, on the Main Stem of the
Louisville & Nashville Railroad-the actual cost is 1.10o cents
for mail carried in baggage-car, and for express it is I4. I7 cents.
In the foregoing I have endeavored to establish a proper
basis on which the compensation for mail service ought to be
regulated. It may be necessary to remark here that it is not
the intention to determine what should be the exact amount of
compensation in any one case, but merely to ascertain and
illustrate the principles on which the cost of the service should
be ascertained.




40           COST OF RAILROAD TRANSPORTATION.
In these computations we have had to assume the net weight
of the mail, and to estimate the necessary dead weight as well
as the cost of carrying one ton per mile of gross weight.   If
variations occur in these particulars, the result will of course
vary; but as the conditions assumed are, as far as my observation extends, those under which the mail service is generally
performed, it is believed that the computation will apply to a
large majority of roads.
The conclusions to which this investigation has led may be
summed up thus:
I. The cost of transportation on different roads and under
different circumstances varies. The compensation, if cost is to be
made the basis, should be regulated with a view to this difference.
2. The cost of transportation is not so much dependent on
the net weight of the mail as upon the mode in which it is
carried; and hence the accommodations furnished, measured by
the gross weight, should be made the proper basis for compensation.
We will now endeavor to point out in what particulars the
present law (of March 3, 1873) governing compensation for mail
service comes in conflict with these principles. The following
shows the rates fixed by law:
I.      2      3      4      5
CL   U      C CD 
WEIGHT OF MAIL.: ~,      D:^.  ^.  P. 0_
200  pounds........................................   5 00  $  6....................
500.......................................  75 oo  96....................
I,000o o.........................................  00  00  64....................
1,500  *    ~.............................   I 25  00  53....................
2,000 *.......................................... 150 o0  48  40  $25 oo
3,500..........................................  175  00  32  45  30  00
5,000......................................... 200 00  25  50  40 oo
For every additional 2,000 pounds............ 25 oo  o8  60  50 oo




COST OF RAILROAD TRANSPORTATION.               41
A few comparisons will bring out the striking differences
existing between the compensation as determined by law and as
computed on basis of cost. According to the former, a road
that carries one ton of mail receives $I50 per mile of road per
year, or 48 cents per ton per mile, no matter whether this mail
is carried in charge of the baggage-master in a space of four
feet in the baggage-car, or in a space of twenty feet in charge
of a route-agent; but if carried in a postal car, four cents
additional per ton per mile are allowed.
The following statement shows at a glance the variation in
compensation per law and according to the cost of the service:
In Baggage-car In 2o-ft. Apart- 
same as Ex-  ment with In Postal Car.
press Matter. Route-agent.
According to law per mile of road............  $150  oo $i50 00  $75 00
According to cost (at 2 cents per ton).........  34 55  123 63  226 30
According to law per ton per mile.............. 48.00 cents. 48.00 cents. 52.00 cents.
According to cost (at 2 cents per gross ton)... 5.52 cents. 9.75 cents. 35.59 cents.
It must be borne in mind in making the comparison that in
the estimate of compensation according to cost only the relative
value of the service performed is shown. The estimate is based
on the assumption that one ton of mail is carried in three different modes.   If only one half of a ton was carried in the
same car-space, the cost of the service in each case would be
nearly the same, while the cost per ton per mile would be very
nearly doubled, but the relative cost of the three different modes
in which the mail is carried would not be changed; and to
this particular point we wish to call attention, the law allowing
nearly the same compensation in each case, while the cost is
as 5.52 cents, I9.75 cents, and 35.59 cents.
To illustrate further the operation of the present law, and
bearing in mind that according to it compensation is based on
net weight for the actual distance carried, we will suppose a road
of one hundred miles in length which takes at the starting-point
one ton of mail in a twenty-foot apartment of a baggage-car,
F




42           COST OF RAILROAD TRANSPORTATION.
but delivers the same along the route, say an equal amount at
equal distances, and arrives at the terminal station without any
mail. On the return trip the same weight of mail is supposed
to be carried in the same manner. This road is compensated
for carrying one ton of mail over its entire length at the rate
of $Ioo per mile per year.
Now suppose on another road of the same length the train
starts with the same amount of mail (in an apartment of the
baggage-car of the same size), but carries it over the whole
length of the route, and also on the return trip. This road is
compensated for carrying two tons of mail daily over the whole
length of the route at the rate of $I75 per mile of road. The
cost of the service performed is very nearly the same (at the
rate of 1.33 cents per ton per mile there is a reduction of
3I3XI.33 —4.I6 per year), but the increase in compensation
is $75.
This great difference between cost and compensation is the
result of basing the latter upon the net weight -of the mail for
the actual distance carried, while in reality these elements do not
influence the cost of the service materially.
Nor does the law make any provision in case the mail is
carried in more than one train. The compensation is the same
whether accommodations for the service have to be provided on
one or five trains.
It is not necessary to pursue this subject further to show that
under the operation of this law compensation can not be made
in accordance with the cost of the service. If proper in one
case, it must necessarily be excessive in another, or the reverse.*
The law might have been a proper one at the time mail was
carried exclusively on stage-coaches or steamboats, or as baggage
* I have confined the investigation to the cost of railroad transportation proper.
There are other costs incurred on account of the mail service, such as in delivering
and receiving mail at terminal and way-stations, to which no reference is made.
These costs can only be ascertained correctly in each individual case; but forming,
especially on short routes, a not inconsiderable portion of the whole cost, they
should also be taken into account. If this be neglected, the revenue of a short
railroad may be entirely absorbed by heavy terminal and way expenditures.
E




COST OF RAILROAD TRANSPORTATION.         43
on railroads. Its operation, however, when applied to the railway and postal service of the present day can not but work
injustice-whether to the railroad companies or to the Government we have not the means of determining, but quite as likely
the one as the other. It disregards the fundamental principles
bearing upon the cost of railroad transportation and the elements entering therein; and, evidently being based upon the
experience obtained with former modes of mail service in character entirely different, its results upon the interests of either
party can not be well predetermined.
This investigation has not been conducted with regard to
advocating any particular interest. I entertain no doubt that
the railroad companies desire nothing but a fair and just compensation for the services which they are required to render, no
matter what the exact amount may be. Neither do I think that
the United States Government desires to enforce unjust terms
by the use of arbitrary powers, much less to place itself in the
position of an applicant for free transportation over railroads.
The present difficulties in the way of a just and final settlement
of the question seem to arise more from the want of proper
information as to what is just in the premises than from a disposition upon the one side to inflict wrong, or upon the other to
exact exorbitant compensation. My sole purpose has been to
present the facts and deduce the principles bearing on this
question, with a view to its proper understanding. I may have
gone more into detail than would seem necessary, but this has
been done with a view to so present the subject to those interested that misapprehension of facts or errors in reasoning
may be readily detected.
We may conclude this subject of mail service by expressing
the opinion that it will be difficult to frame a general and inflexible law under which compensation could be justly regulated,
even if such a law were framed by parties thoroughly conversant
with the subject.
So varied are the requirements of the service and the conditions and circumstances under which they are performed




44         COST OF RAILROAD TRANSPORTATION.
throughout a country so vast in extent, that even after principles should become well understood it would require discretion
and judgment to apply the same in each particular case.
The power which assumes to enforce uniformity in compensation for railroad transportation should first be exercised to
secure to all roads uniformity in the price of labor and material,
uniformity in the grades and curvatures, uniformity in the cost
of construction, and uniformity in the amount and character
of business. These are the elements which control, as we have
seen, the cost of railroad transportation. As long as they are
permitted to exercise so diversified an influence, the enforcement of uniformity of compensation can not but be an act of
injustice, either to the party rendering the service or to the
party to whom it may be rendered.




'TABLE S.




2    *  COST OF RAILROAD TRANSPORTATION.  [TABLE I
00  00 oo   o  *  00 i0 00 t-OO  N  4o o  \N  N w0 N 00  - 0  CoO t0., e.u )
- N cl'- { n'' o 0oo  - 0,. — t t0 — 00 0  0  )O  too  t o.  0- m -  t. N  )00 mo  -00. nO M
o00 0000 0 u00-)' t6'  oo t, O  M  4  - \   d   00 00 0 N. 0_ *0N 0' 0 0   0000 00000. t.0o oo 04.03 Ci N )  00N0 0 00 t O0 0. 0.
-  Cel, t-o  -  -'O  - t! mU? Mm  N  to00  C  0  0  0m  u
0_0 \ _. 0  00000  000.) _'0 _0. _ _ _ _ _ _ _  _  0,,0_.   0 c. 0m
O O  ),  ONO  O 0000  Oo o  0 t0oo.., r- oo  O.t o...
~...  t-  U::* 0  e O-os )~~  I.. >  -  a,  i!; N oo^  1,  10' N  C'- 9  \  C N  tr   C  M M?n.
_,,.0 t —~-t_ _:::: ___'^> C_ I  O Nn*:0:i  ~ ~::en: N' I''  0   0 M 0 -.    0 0 0.,.. 0m0m N, a\. O:.  N0 0 t.^ o  00oooo 0, -  t o  000
_ D *  *  ^........ ^  *0  *- *o in.oo tN o t-oI roo00 O0 0 0 *  O':  m  * ^0  N -
00  CC0ON.:.0)00.
^  _   * O  O O'O' O ooo  m- N  O  oto  ^ ) ~  ooo ox oo  t_ mm * *., *  oo  N mtoo 0o c  oo  - -  - N s O O
U)     0 0... 00*00 0 *000  N 0 ^0 0^00 N: 0:0:
z     UO   0 "t _   U)   00  t)   In C> ) n  4   t,0 Gi O   C  -  O  O-i oQ'  -  -  -  -)   c o  In MO  tN o  10 e   CIO  "M'IN - 70 
E m   C,000  000   0m  o  m 0b t Ooo \-  r,'  in ~t O m m \0  -, D tt
0  t-..6  C, -.  In', c   clM  C  C,'t- M~o 00 "o.or -,-,.o  ~  o  CT
2O  oo   0 ___00in0.00 00 6'0 0)rl.. 00 0000 0. _ 0,.-0.' 00
0'*  O. t   N,  ^ m   ) to 0 O  o 0  m 
\Z  I 00 ON  n I-  4 t  0\0 000  0" 00.
O0  ".0 0.... %  0..0..'...0............oo  o 0 o  oU  c C c,.00 )I.n o
cr   d-,t       I'n  O:. O 0i- tC I'<-in   I  -c  r C), iM  ^  C:"        i  i  i F  i  i!  i  i  i  C )',:::::::\  ~  In  N
O 
0r.; -:~o0..-,, I-. O,  U \
F0  )  I-o I.... 0 00:0.00000.......  \.....000.. o 0- 0 0.0.000 000
000' U I00 n  00 n,O \OO C") C, 0 NIn0  0  00Mt  M tnm 00 0  \  \ 0 000 MC0 0, \0 000 0.~:: 0::: U)     *:  *: *:::::::::01U(:: 0000000000000):0000000.0000,00
0)i 0)0000)000):.04.0.j000000..000)00o N 0U))O -o M   00
00.0000.0.0 0,- U..00 --:000)0000
z  <  *  O i u o n m - *c^-' ~n) *  omooO -;
In  in  -n     \oSco t) 
Q 5  I "I " ^.  Q  N;  o,. O V, - r: N M  Q -
V) O000oo r-... m e~  -.o oo.....  D..o..D.  
P0<.0. 0) 0')o:.:::000.oo0)00)00_00_0 0:_: _:. 0 0::. ):0::::0:0::.:.::.:0:0:0::00:0:0:000: 00:
8      i l          l1         Il li,.. o  t.;  * Y W  X o 0. * * P Q  D
0,,0)D  0 -., (',  b )3.0   ei 30 i0  O   - C, tm  U \ 
to  |O N', Ooo Oj'N  b O  oo:...00 0)0 0)  o0  0  0.0 0 0.... 0.  00  0.  0  ~ C  N N: Nm  oo 0t.0
oo000000.000).000000000 00000000000
0.0.000            0 0 0.: 0 0 0::::::  0:00::
0....0000..|........1
0 0.   0 00 0  00   000c. r')  t 000   O  00 4 NM -tf r4  -I' 00 rIn0,, C, o.o02 S
-i'  or,-i'rtyxxohcS3  h9 +"+-> <" ^^^^^oobO -~'o  i  mS' -oo^   u-. ^'.,.  HC), 00 t, o~' cR6o6':f. d' (-~ 4) ( (  -. -.   ~ ro c oo o  m, 00-m
000 M~ ~ ~ ~~~o:'3o o.00
Uo."SGQS>>o!3::: -E0)::::::::oO OO:'  m  ~  ~
oo-t,  I I  \0  0     0'oO,   C, in Vo moo
oi 0  0n0        0 0 00 ~::t
00            0....  4.::::::::::.........'..'...........*.0.........:..0                 0:::.
000.0  0 0000000.0 rC h  OO\c,-, 00..  o 0.0 0.  0.....0)
0)0.0.0:o.0::  0:: 
0         U         U-. ~   ).. 0.0... 0........'0 M  0.0 0......0000.
0-).))0000000..: 0..::::..0
0::..:::......:..) —' 0:  ~:0::
No..: ~ 0
U             U).] ~   (d.:: 
M V  -:.  n tn  W)  O. —- 4~  C'
v) M  ct "  _t~~~~~~~~~~~~~~~~~~~~~~~  Q)VC)~~~~~~~~~~~
C's'      CZ - m S.      OO0~~ ~, ~ ='; ~~=.




TABLE I]  COST OF RAILROAD TRANSPORTATION.     3
00000 O\     C  c     ~o0       n6 ~06oU
Mc   0   M 100   d-I- I-:  -I., i  c.~e-"-(-I'                 0   n`  
00   00c   000000   0000               t:0'0
U Uo0 o         C),- \~c..  0 0  000,C00  C000,0 C:, U   ~,  
0  00..0                00-00~
Q.0 00000-     1~                 g~ t  o,- ~ ~ ~ 00~   O 00.t 0 00 00        0'n0....0O 0 t,0    0'o00       "W     N rO  000. 000
0 0 0:'  6   0  00::
00, -- 0 0  00..OO0 00a0 0'0 M  o00\0 N  -- 1.0 CO Ido,
0  \000  I, -.. 0...             00..0 0a,0 0 -
oN.-  0000  00000I. 00   O'n0' 0  0
M C, o6 6 oj moo  C00T.00,  o00   0 00- 0
00, I  0-,                6 0o-o0o 00  I) on0OUUU).0:..). 0 C,00 q\C,).00.0..0..0..0............0.0).. 0.0....0
~  0  M   O — 0 00  0-tc   q --  nmoO  0o, r. 000000O,,  a c ~::,O   ~  ~~ 9  -"   0~O,\:   4 \0 0 0C
qC, 4- O   M  C,4  0  00 M 0  00,0e
000AiC6V5\ 100 0. 0000000, c"   — O  Nt \ 0-  \0,6 60..: 0 0 0'I0'000.000..  Cen..  004  1  N  to  M.:M  6 0
o00 0 C,   C7, 0.      6~~~~~~~~~~~~~~~~~~~~~~~~~~0
00 0,j00 06 A60.0 064, 0 004tz  00)  CT
~~~~O00000 0   ~~~~~~~~~000000  oo-00000000~~~~~~~~a)O C 000ID00.6.0U U00)0 0
o  1:11   10.000 00 ~  0~~~  0000~0        00i 0t
t-~~  00  cq  Do   0
0000  o~~~~~~........      oo....o*........:..  
bOO   In0  O a,  Nty, t o\0'0t) V   Z 0  Z 0.0)  0*4) 
00'0)4)0  in. i  4  C- bq0.0\0  t ~  C0.)~ O  0 0
0 in ~ ~ ~ ~ ~ ~ ~ ~  ~  0
0)0)  00~~~~~~~~~~  0   b~~~~~~co —00~~0(0  00 N
M  ~  ~      00..0..  0).00.'. 00(70.cbO
C5M'O Mt,0   I  0 U,0 0.. -.I- \0   rl O.0.0  0.
o 0   M't\0UInM 1  -tr- -O.0t  "- \ C0  0).  000   1aU M   U
O0 50.:   ~,, 00 400)  0)~00  0 00 00c  \  I0~5
C) U 00 i I'l t-t-\0 U(4  00  00\.O  00  U 00 UUU U  D  bU  -.O000UOU
0 09 00)0)0000000000b400  00  4-  00 0.0
en 0 i.....)00C~). C4... ~ 0   ~  0...........+.  0).
~ 0000000 Z Z Z U ~ ~ H ~ ~ H ~ ~ 00000 oZ Z HZ Z ~ ~ 0000 H HO 041
000000000-00000)0000000000.00000-0)000000000.0000 ~~~~.. 00000  000.00000)0000000000.0000(
00000> 000000000000000000000   rj.).-.0..0.0000 4000000




4       ~~~~~~~~COST OF RAILROAD TRANSPORTATION.  [TABLE II,6  00m CO  u0 0,  CACtmo   00en~n0  *00in00  0 A   nt o0 inin0  N C O, o0   NO00-.00Cmo000 a    o 0 )  )0.  0  a N0  0 ) )00  0  -0,  
000                                   eq 0  N  0N,00.
~Ol 0 N00C H  ON'.a  N 4-~      00o00
~0  0 0   NN00I, 000000000C,,0  0 00 00 0. 0 in en.   0 00-0C
0   N0   0a)t  4,  t O cl   -aN 4 -  -I   )C "  0 no00000 000
t)4.,HO-*0-D0..  0CC. W   0WV  nO 0. 0C  
0, O,6 en O'C 0.0  O0 o 000 )  0, 0) t00o0  a   0000 0  MO.o000000.NC.0. N00000...................
20      el   c0  0, Coa)0  O C.0 t  000 0n 00 C  0  N~a C oO" 0- 
C)    C )  0.000o0nCM,0   l N  OC   COCO 0CIO  000  000000el0000 o0CY,
0 0  C-o.00  00In00  00 t, In  C)C \ 0  0d. 00  mo.000  0  0 n 0
oo004 400          000C  NO.00 Co  C.))1 0)N0000  00.
0  Na)~~~~~~~~0~~.....oo..... 
000000N0  01~ t,00000 M o~, 00a  0000
t0  00000000000  0.0.0 t..o  000000 u  ",N00 0   a,0
m i   H\O   )  0 "  e tO  n\O- 0 0  N~-00,000 -0C NN 0  0  
Ci)  ~~~~~~~~~~~~~~~~.o~~~~~~~~.to 0' — U  N0 0 \00,O00  Na  in 0~..Ino 
00        00.; NaC a)0t000 0000  00a), o50j  \)O00C0   00000 00
Z0 0    In0t  O4 C,001(1 0,, i  0 0000)-)00 r  0\0000:oooo 0 \0-\.oo
in O.0000I 000..-.:.. Nr) 0e
_ -   ~~~~~~~~~~~~~~t,t, o...0., V1 t,.I o,-~-\   0\
- r  \0    0NZ0       nmCll  n      )  4~n  -. —Zc.~~~~~~~~~~~~~~~0  nt,t   4......  Cn0  M0A %
-          0,en  O  n 000" to C0 0.  00,\qen'
~~-4  0:o.:.~~~~~~~~oo~~- in0.no  O 0ad  a)   *a4 aVI
to  00 O'o  0oC4.a)$0. 0  Min., 004J*  \00.000  0
00  00
a~~a~oa~~o.00.o...-.....0.........  
00t 0000 0000  0 -0 0  0 S0  0 0 m(  0 0.  in0.0   0.  U 00 0,00\0~5) NOO  0
C)0  0   t 5t   5c)0  M  5~oc  M,5  0  t)a)a   COC)a 0,a  4,  00 N   -   M   00   0.U)"   0.
00,C0,) 0 0   0   ~ ~C 000,  ~: 0~ ~ a)  O,,,)aC0)).)aaa
__  C.~~~~~~~~~~QOOZZHZ -ZZZ   Nt,- 70006 4 H0H H  o 0.C   r,  t 0 ZE "-0o




TABLE II]  COST OF RAILROAD TRANSPORTATION.  5
0'' - ~ 8I no on  -  o  N O  0 0:  0'.0 0, -~, -en5  ~   U.  (
a:% %::::::T::~:::::::::: N4~.~,%:::::::~N4-:::d:.:::  N.:.:::: 0:..  ^ N.:::::::::::: N::
~00  (  *  N  oom N 00 N  t  N o  o  0 0  C-  00000  00-  -,0,,,0 (', 0"N \000,0 *C  J N \p  t,,-'
t I-  rO N  t  0000.0 h N  C0 t t  n  0  tn N N N   -W -  - N  O 0 OC N00 N -  O- -
a~ 0  o   \,'  n )  (  Oo  M  oO..o -  OOf o \ -  t  oND- 0 n 
m  00C.-  N  MN ID N' 1 00 N3   O, \ O  N 00\0  00  0.0OM O  8   t- 00 7O  N  O.
0....e340000.  o... A.'::: _  N';::::::::::::::::::::::: -:...:.....:::::::.:.:.:.:..............................
o^     Wr:::::::  i!!ii{  iii ^^  i ii!!i i{!
000::::  G N   t  O:.   n C):N
000i 0   N *  In.'-4 0 0 000 000 on 7  *.  *, (.D 0..0 0 N t  N.0   0. 0..  * M N (I I 00
oo.. ~..000000..ooooo  0... ~. ~.o-o-.oo ooo.......C.......
0-.0*.* SoO  4000000'  0 o   0- T  *   0   C; OO -  *N 00  4 -  *  O C;) N C.*00 ~
00  o.  0 o o0n  N0 \.  N  000 w0NV
0s:I *  rn ^,    N. o N  OO. ^ o2  OO *n
~   rn *o..~  y   N t
0oo o   0-'300 0..o 4oooooo-.ocu..co u, (1,,o  &.2c.u3   o,'o.
o 0.    0.o3'e'.O..3..: 0.::6
00- oo   -   -    - - - -  -......  -  -.........0.. -.- 
*00N0.0ot f 0 et o.  o  i Q N  0**00i. 06   0.0. 
00 -~   \ 0   M  ^ 0.00  0 0 00MC,-C),  \.0 o 0.
~:-~ 7!!:::::::::::::::: ~ ~+.......... N...............o.0..t. Co,. 0.............. o.... "................ 8.........
~     o,         0 Ns C, 1 iO.o. i.n ln:i i 
n     N...................................................................................................:...........
00 V 0,,q  0  w   ~n 0o 0,  4 00 \00 —- r~   m in rN ft e E )0 C m N00N 0 0   t 00.0i0e   0 )U0
0~o0.000oI0CI!0\0tin...    o::...::::.. 
C  ii::::::::::::::::::::::::::::::::::::
c0o   M0'  oo i-000o6~3'- ~.'-.0.00~00.f   go6
o *.>..........0...  o-  0.4 -  -4 
~ieQU gg o  C)   (0^00 t  ^  ^0 ta  N C   U  MDv.........................: h.........o~:.. -
103  0.00000 0.00. 0.3' 000  4 0 M 0 0 00 000.0 00   0 3  00 N   0 t "\0 000 0003 0- 0  I 000 0.....: - -..........'...................................:..   000.....  000.   0000 000..................
0 0.0 (..0:::::: *::::  o::::::  *::. m000. 0).:  *::::::' *:::'::' 0':4 E....': ~ ~ ~:^): )::: " ).0,   U:.:: y:~  o  o.:::.::0 c'-.0..'   C,'
0:0.0.:  *  *-vC'S C),     b.b  L)
~,.....O~,n- ~.,. ~0.~.....?...S' 00  _'  l * -*  0 0S:'W:0)0   0.00)
bo V   > 00O )0)00 0 000.0.O Y o>.00   0O 
0)E0)0 0st 0:: 0:2:..0:)b~:: o' ~.'~ 0o n ooos:::-.'::o.'.o.o::0
0.-,oM      bo o oj, —0   i 00 0. s        00  -,. 0,.. b  d  4
000)n  000000.,-.  -=0
000000000000000000000000000000000000000000000000000000  0.0.0.0.0.0...0 0 0 0 0 0
lcl~ ~ ~ ~ ~ ~ ~~~~~~~~~o ro  oo ooooooo




6      ~~~~~~~~~COST OF RAILROAD TRANSPORTATION.  [TABLE III
0  0  N o0 in  1 -'0-o  0  0  0  -,- I- N   C 0 n' "D  M't00- -O.   - -  0  It'-  MID'~  a,. IC)   0  
00OC  -    41   ~    ~I 0000
Q4N0  (n N  N c.0.  en..t  - n C
~~ 0.i)4&  ~~~  o'oco ~~~~  t 0006~'o0  11 0'............. j.   N. 0...o
00   d  N- -04!:O00, 0-tNi \0  N  MO j O.0 0   en  0'~ 7,C>'0   m.-0.00 u,d n86mc   -ONO   nin-N 00\ 0 N.  nIn-t
rl'too'  ooN  0'.'00.00 m  NN 00  M0   40, eq'NN
C/)   o- r~.7N'00'0 ~t~t:               -0NO.
_ _- 04C.. 7 (,0? qM'-(
*   4..            nt-   0 C'O~ N1.0... O Ni0iT   Id  M".
-   0  ~~~~~~~~~   o~~~~~~o'Noo.nloCM -  
0   mn-;\   c'"p p..000  0.00 N  ON 00   \0 — C40 ONN   C   ),0
0 0 00 )aC),0  O \0\0 -')0 tl0..N  UQOO  0)00  N  N  \0 C, 0
Z';>'0  \0 NON.q. 0   n N 00 N  0
0`.                InO.O  I   ~
~~~~~  0....~~~~~~~~~~~~~~~~~~N('.:::::0G):::....................... 0 0..  
P4000:,t~je'm'   c,-i,0-j   0  n-,  e,(  0 m i
0 0        O......  
Z       (4 o.Bo4 00' in0.0  In.. 0  000
CD.0 0.0......N5.0.....
-                                           0
OO~~ZZHZZZZHH~~~ouu~o~~'.H~ZZHOOOU
No..  N N ON 0.'No~~cd00'0000N0-00  ~ ~ o r. O..




TABLE III] COST OF RAILROAD TRANSPORTATION.  7
O0 o8,-'' o"t 0 ~ " 0 o  mioo  0 t, oaoo, - xe  0  moo 0o   OO  00 r-,,o0 0^ 2t~40 oln  o ^or  o  00-'.00 —2  o6  p00.o 
o~o  oo~~::::: 5..
C, M  05 0'0- 0 0 0005 0c 0o tlr 0 000  0  \ 000 -4-05 05  05 0500 0 0 0   0N00  00 0 00000  w0 05
0 0::0::::..::::::: 0::N0:~
000,   In  0 -'  0 M -  N  ue>i i 00  to  m-0M00t00t^   t   0000000 N  0000 I-oo 5 1O   00, &6oo          00.00.0' i  N   en0 0;'  0   u) uNO6  oo tv
n.......... l...e....v.......
0...'...  0 o. 0o...00000000000.... CI.00 00 0 0.000.
00  000 - M0 00 ~ 0000000,oo N.  -  00-.0- 0,.0  0o
t0000   0. o0 o-00  0n'00. 0 en in 0 0 0  0.-  0oo000 000  0 00
-;oo   000  0  q-0oo o   00 01q-~ o,~~r  o 00  000  b.c0 0  r0m 4S o' -o o  oo:::::::::: 
0  0   0   - \0 000.. 0  000   0  C 000''0 rI "'tq- M 00'~-o00 M  -
v o 00  \...o \.C 0  0  O0  0 M 0 -q0-  00-0 0 O. c  q-to. t  00 -  00 0O,   t0  t b
I0     to          0 0 N i  00 0 0n *1.0|..0
0 0:0 0. 00, 0o:, 0 ~ 0  o. 2-. 00.0000000.       \...   U o. OO..  0
- C.M o 0000  0  M:  rO: o- - r. t -,. 0a,O
M  o,,  o  o rl00 ~ 0   0. 0i o \ e  0-m  0 -'0. -,,o M'I  \
"0   0  \.t. t, -. t-c.. 5 o'o 0 ol 0.0 o o`\. 0 o   t-0,  0  t- t'-.0 00... "*?~~~'0.ii'..'..~.- *I..::t.......  00  0 00..O 0.0...
0.............................................
i i iiiiii':~ ^i  i  i it  Sl   ~ il  i~|! ini:; In: l:g'! I: -^ ^^W^ ^iirsiW
i)!!  E ) ) i!'!  i )  i )!!!  i!  i!!!!!!!!!!  i   )  E!  i
00000.............................000...........
00000~.0.0.0  00000'..'.'.0000o4.4..W................
0000.0.0.0.0. —-'4 —-m *O m0000000000 visO  v~s~sO'O ~ vONO'OvO  t~  00 00 0 0 00 0 o 0 00 000  0:.:: M:0:::::... 
0:~~~-,0o:.''0.0:-''::0E.00':::,00:    ~000::00000:=0 0 0:0.0.0.0...0:.0:. 0 o 0:: 00000.00'0000::00:  I:::C
o~   0  CZ  IL)
ct  U)U)(1)0  M U  -   0..
Z    ZZU    p  - PPE-qE-,U4UUU'"P  q  -- —,Aka 
(4 ell,'t in~~~o t~~oo  C\ 0   -  N   M  In~~~o t" O, 0  (11 M'q- U)'D   t'00  C\ 0   -  N   M't U')'O   t'00  a, 0   -  N   en t l n S  ~P'o  "C  a  \ 0
aui Mi U  n nU)  lo  "O\  m ".oS   1 1,,tt 11t"t-t r U  0 000000 0  0 000O




8      ~~~~~~~~~~~~COST OF RAILROAD TRANSPORTATION.  [TABLE IV'*  ~0) 000   co 0.0.-~ oNrlo  I 0 000 t.0)0)0000000.0 Inoqa,
\0)0000 M ) nl   ~ 9zoO 0)0)00: C11  0) E-0 )0I0
00            M IV w.o~..0MN F,o 0   )\,.. 000
C)  I:::::0)0~~ ~~~~~0 *.*. n0 4 I  Ua
00 0  )0000 000'In             r70 0000000  4:000000). M  000.00   00000  ~0      0
s  ~ ~   ~       0)       0)~~~~~0o00~~~~)  0)6 
44'A00- (4 M   t, en \0 c, en  ('I 00)00 a,  oo enC   0  0'0  0000000 0 in  ojoe 0 
(U0 0  t,  U, M\0   U)\O  0  u   -,- V  rN  0,1 0 00)0) C.0) 00'
I  00o0)0t.0)0Oet.N0  000000   0 0000)  m 0)0 0 00   C
4.n  ~ ~ ~ ~ ~~.~0000 0~00~  00
eq in Moo in ~ ~ ~,)0.      0V) C
M00
0....)00.0.0)) 0.000.0.00.00. 0.0.)..
z  ~~~~  i  0 ) 0 0~~~~~0 00N"  l  o0 0)   0'O CM0 0000 0(1InM0  
o   ~~  I  g  ~ ~~~ 0 o'00000.0O00-)000elIn00
00  \0 I.t..-O:::::o..j0 0000
Q   ~...o        000000)00   00  o000  0.00In00000......
moo0000  0  00.0) 0.000              0
00  O 000) 00 0.0) 0  - Oe  nent,\   a  Moo O O(4000   d 00.a) 0000,   -I 0 Ne  -vU-  j~nO  nr  \0  MO, )  *0V0  00 0)00n 
Z               M 000 0....~  ~.- 000.    00  00r
\:NN0)In\    6 0    -0 to-0 uC
rz4~~~~~~~~~~~~~~~~ ~~~~~~~~~00I n 0(
S... 0) 0            C)
00 ~ ~ ~   ~.
C,,  0):                OXCO~~~~~~~~~~~~~06:  )
o  ~~~~~~~~~'. ~..N  I
00  0)0  UC   O, I  0\   M'-t"-I-  \. NI   (   lo00   O -O
en  t,  4  (01 0) 0... 0. 0 ) n   t-Ci
00  m U) C4 L-,  N ~ ~ 00:
C,                       0-~~~~~~~ ): 5~
~~4..)... 0 ).  * 0~0)0
0  coO:0~o0:o.~00,,~  CC~00)0)50)
Z  o-~~  ~   000)  00)~~o0)  0)  0)
0                        4-1~~~~0~  00
0)0 *, ~ ~   0)0CC)0C~000)...0~C)..o 00)~M
~0. ~ ~ ~0)0) 0)00)(UCU0) ~C)0C. 0000)00 di
o~o0)               0)00000.  )0)0)...0~.X)X
W  140.(000    o 0~0 000 0)1. o 5~ 00.  
0  -:.0-c00))0o.o000 0  O0  )0 C0
00 5 0  00)(.o0
C)0).00)0)~  0)C) -  ~    0)0)
IT
cd                            0  0  0
00)0)00)00.00 Co. So  ~4 0
-   000.0.  ~~~~~~  ~ ~   0)550)50)0)0)000)  0)~~~~~~~~b00 C.   ) 0. ) )
0)00~~0o0.0) O O~ 0~ 00 O O   ~   0)0. 0. 0. 0)0) 0) 0b.
o-Q.  OO ZZ Z H O  B  Z  O  OZ   O
No..  I  0)0)0 0 0 0 0 0 0 0~~~~~~~  0 0) O 0 0 O 0)0)0)CZ Z C'




TABLE IV]  COST OF RAILROAD TRANSPORTATION.
- 0n 00 CZin  0 in t'   0 0 tq \q  {a \0  ON; -
00  0oI 00 0c  0 M  qo  0  -  0o  - 0'. U-Q  - - - -o — 0.......... N  cl~ ^.O  t-,'  O 
02-.2 2.0  t-. el xt.<NO - -,,,00  00, 0   0  0N   t2,,c,,:  ~o-.,~:  C^002 - 0oo0........:............0.   o....
o  2C00,r  0  c Inoo   020202022O2O 2C02n2.0-  V23 cn ui  "  iM  1
o066c0'U..         M..0.:+ ~:::: ~:  ^::::: O:::-:::::
o      Mo.6   ^ q  o o 66  R  t- i0..... g  o  -.~........  
Od o.O m  -..oo0 \  5-,,->,, o00 t-. o t-.... 0. in  I0n U  000000  2-0S'UCo..''-2'  |
-0o Uo- o  t  00'U 2 —   0 o'  a
0 \ U-U-  O 000xu) o  0 08 8 0  U0888
o              in0. ".CU-  I0..in.....
i~  i ii N j i!  lN o!\ N  i i!  i j   C, C," -:M:::::r'^g^::t: ^ i88:8:::::  ":8 88::.......,  o.... I........  c/l.......................
I  i  N  N  OijN C - lin^  \\:      00:::::::b:...........  b... l.:::::::::::::
N  0  in C4 00   -4 C, O \0 00  - t   \:o: o:::;::.' 0::  2:: mo  C,:0    e::::: 0  l::::: 
Sr  iag In-; i Eo; O-  \C a
\0 ro.'0  0  0 UO
N  cli  n  \0  "\0 010 H -0 2  02
~::>:>. B:: S::::::::::?;: ccs=s\   C-Zt:::::;
02.... N  +. ~00 002... 0. 0. %. N f0  0...:::~P:::::+~  C~'  r' 0..0'd: 4.
0  "  0  00. r0 220'r)  0  0   00  t'U- t 00. 0 2- 0 0  O0  00 U- 00  2.0  0
C, ~:: ~::: ~:b.' =:  i'n




Io        COST OF RAILROAD TRANSPORTATION.  [TABLE V
76  0 00 \0 0-,  t-. 0M 0.0 0o'...  0 t-.-.  0 0  oo..0n 05 j0 CA  "0.00-a, a,..00            0. in  0
0~ 0.0 - oo-n o P -.000  0  00.00.-..r —o C mo~o o1o I-  a,-.0  I-.-..0'
00 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~  ~  ~ 0
0.0 N-.I \0 N00:6e     00.N0N0\  U  t
0  ~~~~~~~~~~~~U0  tM0\U00C,  n' 0C  MDCI -  nt M.  \0 0\0-0- \0  "   t -.',-I o..0 McN00 0 0-O O)
co 00  -I- o'j.;...-0-.0M I  \o a-.  0C, 00 t  n  0  0, o
1-  0.  n 00    NN.00t
0V6..:C,.0.~~  6  ~.-o         ~          0oo6   C,,
Z 00 ~~~~~ ~~B~~:.~~~~44.o 0
0    —.~~~~.. ~.-....... 
a) 00   m00.00Q000.-0 00'O  ~ n 0  0000t 0000  )u'00-  C' 00"
0~~~~~~~~~~.  ~ ~ ~;). - N~ 
00   t, N  N rn 0.0000.rM00          0
A00.00.004 re'0.0 t,0-00   0  0  0.0  6 000   I, -  00C,  0 00 A  \00
d   N0  t,\D  N.o a  )00.0 U - 00  0- C00 0'C, 0.'  U   00
Z Zo                                      I'D t-,0o: -0 0. o0 U:t0000.0
0       06            C,~~~~~~~~~~~ 0',
co ~~~~~~~~~0 t,MU  0C,H CN"- \ 0N0  \0   I  M0 1n
00H,                  4   00UUN,0
~~0.0)~~~B.:. oBB~~~'p MY~o0  0I
~:o.....  * ~' ~   ~........~.-00~00o...'i0 CNC0  t  ~nco  I 0,  \  0  I1   -  0Mi  O  ) I
rn  UD  M  ea  0 0  o:aO  0 0 0 0  0 0  0 0)1 N'l 0 0..  0) 0) ).0
No..    00- 0-00" 0.0000000.0 C),.000  00C0)   0.0o..  00-.




TABLE V]  COST OF RAILROAD TRANSPORTATION.II
In t"D 0: 0a'00NA   5 5O4AA.aaB ~ ne  - 4 f ni
en *4-$   U U
0i "~'N C~,~  I o asa ro',~to.......**a*6O*- 0 ~,0 UVUV8)8
aa7,- in N H1aa 0'.0aaO-U aa~00~a
r,,  -,c  10 U 0 00to 0 Ot   0.
U  ~~.0~00a~aUUUU
N  cq  rn t,  ~~~~~~~00N0t. c
0.000... 0a 0.a0.0. 0 0 0.~o..'0 O.00.00aenO.,0   0.  0000om.000
00'i6 0 t0 ra -.oa  ina,~ t -.a or. O =0UUUU   j ()UC.)
NC  ) O,0\. O   ( \a'  aa M  a(1  a 1 IV 0..0 )V.)I
0  -N ~ in   LI) I" "QIL C0.0'  P.,UU0.             *a0
a~a.00el 0. 20 0 U'aa.. v..
00  U-ooo.oo~~~~~a  a.0~~.0-0.0.a  0 0
m0'
a,  OO'. M 0NC 0' 02 020.a 0
a'N t iC) in.000  ta   a  0.-0int- 0.t 0W   W0.0
a 0.  a0~ ~~~0 00  t,''o'
co,00-  en00
*bj, Ln-,O oOj)i   a   1
**~~~~'o0  0)t0.0 \
T000....ZS......
t  0  t   0  0   N0.   07, ~no  t0 tn En-c
~~~000            4 0  ),~
0 q0 cHt N          0 00 0.
0              raO
0004
0  U)           cod z
~~~~~~~~~~~~~~~.   o o ~J  (
0000.0a0aa0.00 000a  a0000000 a'




12       COST OF RAILROAD TRANSPORTATION.  [TABLE VI
_____ - H  -  ~~  00;  0  0 0' 0  Dci  i 0 ini  N-C: e 0o o0
0 0 0 t, r-.t 0  Ct )  -'o10~ o a'C..o  moo t - t..~ t0
00.  ~~~~~~~-~ t,000 -....0 00  1,M   ~.   -
cq00 Moo 0 \'.O  ti,   i000~iiiiO 0...  t.0..  M M O  00O~ 0  C —.  ~   0>   01.
-  ~~~~~~~  Ci~.....i.........0..
0  ~~~~~~~::::::::::~~c~' Tot,~n0N,tt
~~~0  oo  Ita'-CC0CIC
00  06 06 6 06,06, Cy,  N   0  t:,- 6  6  4,6  6  4  Aw 00 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~' 1   t00 tOt..:         C  c:0.
z 
0.   A,i  Ot  0~  )0,*0NN-d i~550  nM'  nl~)\  00. ~          00 MM0\'   -  nMO-  --— I  00  0t  C,N00
~~~~~~~~~z40 ~ ~ ~   C0 0C,0,0-d'
0~~~~~~~~~~~-i 
M  4 (-'5.                   00   ",-10(1I
z    4\)e  0U446a)()Q U  nNI     00   n\
Oz  ~~~~~~~~~~~~~~~~~~~~~0  I 1, U.  ).t
\0~~~~~~~~~~~
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0~~~~~~~~~~~~~OU
0
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E4B   ~~~~~~~  00...:...........  4  4o  LI
0  [-4   cd~~~.         0 00 0t 0
~~~~~~~~~~~~~~~~~~  t..i
cd~~ 0                     W~vgo~  00
0~~~~~~~~~~~~~~0c
No.   CCZCItC's10 t'.0 




TABLE VI]  COST OF RAILROAD TRANSPORTATION.     13
0n0 c  n%0 0 en (. t' 0 - 00 f00  000.00.0.
0000  N.A. ~ o-'.000000   00 00N  N'00000  00~. 00  0.. 0'  Nnv  C'. 0' in V 0'4
M entnmo            0N  In~ 0.: 
00  0     o.t'.C-C1.C, 0C000~0 0 000o0. Cy 0000N. O-.  -0M.0   00 0 Qo o00o-.in.C.) t
0C.0'Co o00 t.'~ I-  ~,      0006 ~ o  0-  n  i   (4 4 a,  c)'2t-..N  ~ ~~~~~:  N 0000~~~~~0'00C~~~~0~~0-)-C0'.0'~~~~  000in..'0  06  00
en.000'401N:'.q-:-o   002-.' 0'o0N00  00000Z i'h'6U c' —'000 0   r-.00"C In 0
0 \0'.)Nn. 0N CN0n  00NO 
NO  I0, 0~,6c 0 000  0 -0000.t-..OON t- 0000 t 6o6  6r6.d  000 t'  0   r.00
N  -.Co.:)-...  0~~~'00. \ 0 t,O   00  00'0' 00-00.ON..0   U0  U
1~ l              O0000  00 C, 0:  \0  ~'-.0 0,  0
N \:..-  0    0  o    N0:0:0.00.0.'
U) t"...               0  N......................:...:
(4  A  E,  In0 t'Cen  t'L~o   -)U;  y, O   4 0   i   -  (400 I-.,  A  h C  U  &6 0, C)en  4
0):   a) 0   0'  om0 00. O. t't 0  O \ 0 4...:O 4o:0
-  -.. —-  ~~~~~~~~~~~~~~~~~~~~:-~~~~~~~30'-g~~~~~~~'O In
5 0..0-o 0 0 0 0~~~~~~~~t':  HH  0 005  tN 0.   N 2 I'D. 050 (7  00 00.0 —- ~ -  t- *01-C)
6  U) t,  1-0:    M ~  ~ ~  ~ 0  0 
U)0 0  64 ~    T        002 - Ot      (4'  0'............ ~ ~     O0~0.'S
0  0  0  0  0000~  0  0  0 o.-  2~.@0  0  0. 00..00...0...
0 0 0 0 0 0~~~~~~S  )  ~.....'.-.............+. ~   0
C~)) 000'              022~SS 
000000  ())))00000000c:(U0000  O 0 S o
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> 000                          CO -  0000)-000 0-00  -0.  000  4-0.0NN0000  00.:'4 0 -  0 00000 0000000000000000000 n0)-L.00000000000




14      COST OF RAILROAD TRANSPORTATION. [TABLE VII
IV  oIn io o * \   M  ro mc' El  o' n t i  N  C0  N en 0too 1C00  00 o1 in~:
M'00 00 0 In-m   "00 0 00 00  Co  C''0a, 0'o  0  t 0 o oq \iO\0H C'  CO
CZ  \0Ncq'0'C'.0C00 \ 0 d  6'0.Coo' 0 d d'  00  0 d   0"Od 00  0 6
[.  i         C'cC0M'0 0m in 00  0  0. C —o0o  00
U ) N ooo   CC.   6  6  o o
M  g ~  __ II                __N     __iM S a;  y 5;  \ \\
~'00~~~~~~~~~~e'''''  C,)0)0)  I  00]  C'  00
z 3  i u I I I I;;   *   I I_|_  i _   _  _ _
-^ CO  j  (/i  } iJ::::':0 Co
rr\ ^ iU~~  u  i!  ~  i  i::!!  i::  ii-^;::*;  i:i o 
(/./ H-l  0|   000 M'..:.   *+  IT)  *:.,T(- -^-:~~~xo,  CO.. -.,..o..-.eu~~ I~o  t-..... -.-...,o...
*~' P~~l   ^  t~l:::::  - ~ ^: d ^:::::  ~s 0
S S!  ^ i~~iii N;:::!  \       [o;ii 
en co I'   \00oC0'0-  00  0Ci o   0'I  M en  in j \ 00  00 00000 M 00 - 0 00  0
M 0, (1 0  0 0 ~nt'. N00  0C0o 0  00,-\ 000a,0Co' N  C  4
O- m t C XOT O'Oi0 -!*   40  ^ *< l 0   4t 00   t 0 t   0  00
Zyi'     2!'0000o t,' 00' —  4-\c C  0  00  t'- 00 0  In  0.-0 00 \00000 000 i0  \0
0  0 -C''00C-'C  0 0   in' 04 0n  Clo0 C00  0  0  0  00 00n dn   o" C'on I 0
~e~~~r<~,; [t~~~r~~l   NM CTo ~ nM O o  1-4 \  ~   -  6'1   e  -  Z(1 \ |oF o -^- 
C4 ej   00  00  en  00 0  in00000C  00  C'o o'ot.oo T'o -.D tO. oooo o o K.o  ~
u Ch      Cooood - I-  c(7 1 0  Nrnt Ma, C\   0  )x o o )   0.
0::0: C    00:::  \ 
* _.  ^  y  *<** d d d -^-1^ 0  rn 0  C),t,,  61M A M d t, M 00  0d d d en d-  M 00  j i^
K g ffi~~~~~~~~~~~~~~~~~~~~~- cl  6 u_ ___  66-_L"^ _ 6  6  6 1
Z          H
0  ^ g  ~  -  ^i.::::::::m:, ~,   o ~ s
>_  (-^ i^   ^..,.........(^ i_~~~ ~~~~ **. i^ n.... i
A ^ <i~~~ ~~~~!,  ~  i::::: t i:::::irio"':;::: i 
u ~~~~~~~~~~~~~~~~u
K   " h__ __ * * * **___ 00  ________________________ _
COC  0'o0C'.0COC'0  00'oCO0 00  00 C  00o0'o'o C  00
Z~~ ~  ~  ~~~   ~'~  J)  in...i.. en in, ii! 
>m Q [.d0  C'.CO.  C'.0::0o:0.....  00
d- 00 00 0  C'0o 0n   C',  C' 00 0000',N  C,' \0' Vo0 00000   I,,'0  00  00
C0 00 I   0o0, 0' \0O0  C' 0   0000'0' 10.'d 4- "0 "0C'   C'C'O  0000  e 00
M  mo \0I'd 0\0 0   0'0'(  C''0In C'ItI  00  00000000000a "Oen00  en0'
B        O.r  0n  00 aC00  C 0 nC  M O  00::::::::  M'0  00
__ __ __ ___:::     Co C ___*________* __ ____
~-^ ~ ~ ~ ~ 0 tiC''.0C'o0 NO< 0i mO\0000  00000000-.'C  0  C~OC-.C''0-'0-0C'0   0. C'
0^   H' 0000\ oN00 0 t C  00  OC en'.en M 0'a,  0  C( o to-O  -C>o0''Ci C  00t
bj0   O Noo ro0o 000' 00 Co  0.00- M  Co 0 O-.0 0 0 C' \  \o  Co 
E-^do..... o\o_     _  _ N  e  0_ in_ _ N  _  mE
U -< w5       M   *^-N M ~ ~ ~~  ~   ~ m o  1014
__ _______ Cj___________ ______________^
0^'..           0.000NO   C^o  o  Co  C'   000  0' 00  0'0 CT' Co Co 000000.0000 f0
0)n   c' 00000.0000tii- o CO + 00 o 00C'000   00  *'0' i iu0iCi00  C''-0o   00i<7
4:!: h   w   0   O   N  a,  N:   1: 1  o
^  jQ  | *  ^  u  M  d  d  d00'C'00  0.0  0  CO  C'C  C'C  0..'0  00 0 0..  C - Nddd' C''   C'd  0 0 
H i MC'    0.,              t-*0  CO  00  00o'''00''' 0'  0'0.3~~~~~0
0.  j                      I S       *
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0i             ~   ~ ^S I=,-T^T~t-I-:  o ~:~~nI
2  3 S   i  I  -::;::: ^  ^:*=::  ^  S~~~N(71  (, 0 =::= 
0 1 u  (0 o o - o M Oo  m,c~-o o  <4  ~N-ioo  c h- j- q
C-) 0^  f0"*%  I  lOO~t~m-^-OO~t~m O  N  M  1 -  00
i~~~~~~~~~~~
"?o''`  C.'  C
o-''. 1.^'  mt^CT'N~t~m-^-Tj-so  t^. 0M \Oe00 in\ 0  moo M r o t0 (0 0 0  0
Z       00 0I  \Ot  \0  1  -,I 0 ~ 00'0  in.oE 00  C0' - 0.   i
Z  M t,  M  0  - I  C,,. M  0  0o0 \0  oC),'I 0
I.       3 i'O  o'-"''00.0.\^'T  0' o T q'  0  0)0 0t 0 m 0o O' C -< \'  tC
a,! -^ M moo -' M<   - 0  C," t0 t".   M' Co  C,  -4 0 0  0)o  0"'0 C  
DQ"0'' \'\_.oH  o 00 0000 0 O,
N.   o....;................-~~ oo. o-  H oo 
No.    00'00   0.00 C  0  00  Co. 0000000 0::.   00  "Co  CC::  0In:  0.   00
Q^  ^_]! ^)   3::::::::::::::L)  CZ:: v
0<^~~~~~~~~~~~~~~~~~~c  IC:'I) n  1. lull  0
|             bl-.~ i (n  - I 1:M 1)  m^ | ~
a   ~    ilsl~~s^^ I ^^s^ ^;T.  Z bp0  (
> ~   11| II III ^ 4 *il~~~~rji ^ i ii~~iiil ~' 
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0.................  l-lCZ  c  M  Mfl i l w   Mi  ti N rd  N N N N  




TABLE VII]  COST OF RAILROAD TRANSPORTATION.15
r,\o 0.  0io   oo,t~ t- E,: ID,00-0 0 0   N  NN in'  t',  tOo N  o   00000000\ 0  0  0t  0 o
0  M 0 0-  M \0  0  " I-'0  s0   000 \ 0 en i0n0n\0  0  0o00 0 t''40 N 0 t40-'. 0'ta 0000 d0N a0 o <I-  N  00  0'
(M000*CT'00  5   * 000s~'000000'4- 400o0 ~iif0  00  ON0'00004'.4"00  4-4O:OO  00 4~*^' l)  ""
O  -0 0In   \ 0  O 0  IO-n 0 a 00 00 0 0.00\00e0t 0:O M tN  00 
~q   7,0  U)'  0c-(4 0  — MU,O   n0 M\,r   1'  q0:00  0'
M, 0",40 t0-.O  0 0O  0 "  000mo 0 00'6  0000 00 - 0' 0  0   0  0. 0  00;  o o  Io +  0 No 4-'rr   c  No0'0oo oN 00 100  o0"  00 o' I n
IT~~~~~~~io    ~oi -o, -t-ooooo-'Q~cro  t~~D ct 0~o  ^f  ~m:~v  oso~~ii  oo,,'
\0   < *o  o  0   -t\0 ^ o  -   M I —N   I- ^0 0 \0o0,,-00 0000 00 000'O  l 00  00  0' a
ro i  citkM'dddi4&rddMN  &<- od~,4tkdOM'4 ddod~d dd  i'.  o~
\0   O0'D   t ~  t~~0 " C-) 0n  f  04  0 0  0 -  0 0  ON  0   0   0 0 0 0  [' — 0'  01 0
~           0. M.M ~.,.0     u-0
00' 0 e 40:o M000 -   O (00. o  00 00 0000.. 0 0  0 el l, 0 o-   0.-.. 00M: I  0  0
a040, 0: ": o0 00 "'I ot 0  00 0 o, 000'o 000''M00I0  oO-0 00  0I 0't  0' ~ ~ ~ ~ ~ ~ ~ ~ r m o'r:c  t.,4dd^d:^ N~tM dJoindid:rhdded' ~  o~
_o _,-.,,, ___ _ k _,,-,ooo __ o:._._..__.,o_ 1 _;D   oo^~o,.~
M,,N 0'- 00 0  000 0 000  00' 0000  0  00 M   00 00 0 00  o 00  O, 0. o0 0 00''  0,00
0000   0-0 -o 0  0 00 t00 O00 0   o M 0i00'  N t In  00t- -00  00000 000  0  00  \'00 o- t-..  00O
co 00:0000~-  600  0;  - it  nt  N00  00  00
M In CT   0  \0  -4- 00  M C4 00  t- ~~, 0   0'0   q- MM ~i 10Ma   \   como Nn ooo,~-  o  C  o, \
0, 00  U'r  0o   uPIt  t —O,  M 00 M  N  0  M  M LMaO   -InOO C 7,\o  0  M aO Intr moo  l,.,
C fw -\o l-t Ino-0  0  0:000  0N-I- "O'-' t000t^   t, 0 t0 -C0 in0'0 00  00:- N4 o 0 00'o00  0 0 00r 00   I0 0
en  00 \                           1 0  it"v   -e
***0\ C4-O (4 \0  0\  g 0t- in N 00 in  lN,O  -'t  t"ini-   m\0  ro - iO   O\CT  t- iOO^N   t,-'O 0 1 0 in  M
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M O', t-)C In " q oo  <-MNo'O ~* MI N,Q"^  In m   M  - M  oo a, 0  (0'00  N  M^ 11 4  in
0      001oo:   0'  Oo0'0000o 0000'00000000000'  0  00  00a
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i6     ~COST OF RAILROAD TRANSPORTATION.   [TABLE VIII
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