Interstate Commerce Commission.

Abstract of Statistics of Railways in the United States for the Year Ending June 30, 1904.

WASHINGTON, Aug. 14, 1905. From summaries which will be included in the Seventeenth Annual Statistical Report of the Interstate Commerce Commission, prepared by its statistician as the complete report for the year ending June 30, 1904, the figures in this abstract are obtained.

This report is, in general, similar to preceding reports in the series, and will constitute a volume of about 700 pages. The several tables containing details of mileage, capitalization, earnings, expenses, etc., by roads, form the bulk of the report, though the text contains many summaries of railway statistics.

MILEAGE AND CAPITALIZATION OF ROADS.

The total single-track railway mileage in the United States on June 30, 1904, was 213,904.34 miles, having increased 5,927.12 miles in the year ending on that date. This increase exceeds that of any previous year since 1890. The aggregate length of railway mileage, including tracks of all kinds, was 297,073.34 miles, being classified as follows: Single track, 212,243.20 miles; second track, 15,824.04 miles; third track, 1,467.14 miles; fourth track, 1,046.50 miles, and yard track and sidings, 66,492.46 miles. Thus it appears that there was an increase of 13,251.82 miles in the aggregate length of all tracks, of which 4,932.40 miles, or 37.22 per cent, were due to the extension of yard track and sidings.

The number of railway corporations included in the report was 2,104. Of this number 1,086 maintained operating accounts, 848 being classed as independent operating roads and 238 as subsidiary roads. Of roads operated under lease or some other form of contract 318 received a fixed money rental, 147 a contingent money rental, and 257 were operated under conditions not readily classified. In the course of the year railway companies owning 5,600.18 miles of line were reorganized, merged, consolidated, etc. For

10,486.37 miles.

The length of mileage operated by receivers on June 30, 1904, was 1,323.28 miles, showing an increase of 137.83 miles as compared with the previous year. The number of roads in the hands of receivers was 28, and at the close of the previous year 27, 6 roads having been taken from the hands of receivers and 7 having been placed in charge of the courts.

EQUIPMENT.

On June 30, 1904, there were in the service of the railways 46,743 locomotives, the increase being 2,872. As classified, these locomotives were: Passenger, 11,252; freight, 27,029; switching, 7,610. There were also 852 not assigned to any class. The average number of locomotives per 1,000 miles of line was 220, showing an increase of 6. The average number of cars per 1,000 miles of line was 8,474, showing a decrease of 66 as compared with the previous year. The number of passengermiles per passenger locomotive was 1,948,384, showing a decrease of 30,402 miles. The number of ton-miles per freight locomotive was 6,456,846, showing a decrease of 351,096 as compared with June 30, 1903.

The aggregate number of locomotives and cars in the service of the railways was 1,845,304. Of this number 1,554,772 were fitted with train brakes, indicating an increase during the year of 92,513, and 1,823,030 were fitted with automatic couplers, indicating an increase of 52,472. Practically all locomotives and cars in passenger service had train brakes, and of the 11,252 locomotives in that service 11,113 were fitted with automatic couplers. Only 602 cars in passenger service were without automatic couplers. With respect to freight equipment it appears that most of the freight locomotives had train brakes and automatic couplers. Of 1,692,184 cars in freight service on June 30, 1904, 1,434,386 had train brakes, and 1,674,427 automatic couplers.

EMPLOYEES.

The number of persons on the pay rolls of the railways in the United States, as returned for June 30, 1904, was 1,296,121, or 611 per 100 miles of line. These figures,

when compared with corresponding ones for the year 1903, show a decrease of 16,416 in the number of employees, or 28 per 100 miles of line. The classification of employees includes enginemen, 52,451; firemen, 55,004; conductors, 39,645, and other trainmen, 106,734. There were 46,262 switch tenders, crossing tenders, and watchmen. With regard to the four general divisions of railway employment, it appears that general administration required the services of 48,746 employees; maintenance of way and structures, 415,721 employees; maintenance of equipment, 261,819 employees; and conducting transportation, 566,798 employees. This statement disregards a few employees of which no assignment was made. The amount of wages and salaries paid to employees during the year ending June 30, 1904, was $817,598,810. CAPITALIZATION OF RAILWAY PROPERTY.

The par value of the amount of railway capital outstanding on June 30, 1904, was $13,213,124,679, which represents a capitalization of $64,265 per mile for the railways in the United States.

PUBLIC SERVICE OF RAILWAYS.

The number of passengers reported as carried by the railways in the year ending June 30, 1904, was 715,419,682, indicating an increase of 20,528,147 as compared with the year ending June 30, 1903. The passenger mileage, or the number of passengers carried 1 mile, was 21,923,213,536, increase 1,007,449,655.

The number of tons of freight reported as carried (including freight received from connecting roads and other carriers) was 1,309,899,165, which exceeds the tonnage of the previous year by 5,504,842 tons. The ton-mileage or the number of tons carried 1 mile, was 174,522,089,577, the increase being 1,300,810,584. The number of tons carried 1 mile per mile of line was 829,476, which figures indicate a decrease in the density of freight traffic of 25,966 ton-miles per mile of line.

The average revenue per passenger per mile for the year mentioned was 2.006 cents, the average for the preceding year being the same. The average revenue per mile was 0.780 cent. This average

for the preceding year was 0.763 cent. Earnings per train mile show an increase for passenger but a decrease for freight.

EARNINGS AND EXPENSES.

The gross earnings of the railways in the United States from the operation of 212,243.20 miles of line were, for the year ending June 30, 1904, $1,975,174,091, being $74,327,184 greater than for the previous year. Their operating expenses were $1,338,896,253, or $81,357,401 more than in 1903. The following figures give gross earnings in detail, with the increase of the several items as compared with the previous year: Passenger revenue, $444,326,991—increase, $22,622,399; mail, $44,499,732-increase, $2,790,336; express, $41,875,636-increase, $3,543,672; other earnings from passenger service, $10,914,746increase, $1,093,469; freight revenue, $1,379,002,693-increase, $40,982,667; other earnings from freight service, $4,568,282 -increase, $101,257; other earnings from operation, including unclassified items, $49,986,011-increase, $3,193,384. Gross earnings from operation per mile of line averaged $9,306, the corresponding average for the year 1903 being $48 less.

The operating expenses were assigned to the four general divisions of such expenses, as follows: Maintenance of way and structures, $261,280,454; maintenance of equipment, $267,184,739; conducting transportation, $758,238,681; general expenses, $51,579,196; undistributed, $613,183. Operating expenses were $6,308 per mile.

RAILWAY ACCIDENTS.

The casualties returned by the carriers in their annual reports to the commission embrace casualties sustained by passengers, employees, trespassers, and other persons. These returns are not comparable with figures given in the quarterly accident bulletins that are based on monthly reports, which are mainly confined to casualties to passengers and to employees on duty on or about trains.

The total number of casualties to persons on the railways for the year ending June 30, 1904, was 94,201, of which 10,046 represented the number of persons killed and 84,155 the number

injured. Casualties occurred among three general classes of railway employees, as follows: Trainmen, 2,114 killed and 29,275 injured; switch tenders, crossing tenders, and switchmen, 229 killed, 2,070 injured; other employees, 1,289 killed, 35,722 injured. The casualties to employees coupling and uncoupling cars were: Employees killed, 307; injured, 4,019. The casualties connected with coupling and uncoupling cars are assigned as follows: Trainmen killed, 269; injured 3,506; switch tenders, crossing tenders, and watchmen killed, 23; injured, 420; other employees killed, 15; injured, 93.

The casualties due to falling from trains, locomotives, or cars in motion were: Trainmen killed, 457; injured, 4,757; switch tenders, crossing tenders, and watchmen killed, 25; injured, 301; other employees killed, 75; injured, 570. The casualties due to jumping on or off trains, locomotives, or cars in motion were: Trainmen killed, 116; injured, 3,926; switch tenders, crossing tenders, and watchmen killed, 14; injured, 278; other employees killed, 61; injured, 506. The casualties to the same three classes of employees in consequence of collisions and derailments were: Trainmen killed, 613; injured, 4,337; switch tenders, crossing tenders, and watchmen killed, 20; injured, 138; other employees killed, 90; injured, 854.

The number of passengers killed in the course of the year 1904 was 441, and the number injured 9,111. In the previous year 355 passengers were killed and 8,231 injured. There were 262 passengers killed and 4,978 injured because of collisions and derailments. The total number of persons, other than employees and passengers, killed, was 5,973; injured, 7,977. These figures include the casualties to persons classed as trespassing, of whom 5,105 were killed and 5,194 were injured. The total number of casualties to persons other than employees from being struck by trains, locomotives or cars, was 4,749 killed and 4,179 injured. The casualties of this class were as follows: At highway crossings, passengers killed, 4; injured, 10; other persons killed, 804; in

jured, 1,453; at stations, passengers killed, 28; injured, 108; other persons killed, 458; injured, 525; at other points along track, passengers killed, 9; injured, 38; other persons killed, 3,446; injured, 2,045. The ratios of casualties indicate that 1 employee in every 357 was killed and 1 employee in every 19 was injured. With regard to trainmen—that is, enginemen, firemen, conductors, and other trainmen-it appears that 1 trainman was killed for every 120 employed and 1 was injured for every 9 employed.

In 1904, 1 passenger was killed for every 1,622,267 carried, and 1 injured for every 78,523 carried. For 1903 the figures show that 1,957,441 passengers were carried for 1 killed, and 84,424 passengers were carried for 1 injured. For 1895, 1 passenger was killed for every 2,984,832 carried and 1 injured for every 213,651 carried. With respect to the number of miles traveled the figures for 1904 show that 49,712,502 passenger-miles were accomplished for each passenger killed, and 2,406,236 passenger-miles for each passenger injured. For 1903 the figures were, 58,917,645 passenger-miles for each passenger killed, and 2,541,096 passenger miles for each passenger injured. The figures for 1895 show that 71,696,743 passenger-miles were accomplished for each passenger killed and 5,131,977 passenger-miles for each passenger injured.

GREATER PERCENTAGE OF AIR BRAKES

commission has become impressed with the danger attending the running of freight trains with an insufficient number of cars with air brakes coupled up and in use.

The original safety appliance act required that every train should have a "sufficient number of cars in it so equipped with power or train brakes that the engineer on the locomotive drawing such train can control its speed without requiring brakeman to use the common hand brake for that purpose." The word "sufficient," as used in this act, was so indefinite as to render the air brake provision of the law inefficient in its application, and for this reason the amended act of March 2, 1903, established a minimum of 50 per cent of the cars in each train which were required to have their brakes operated by the engineer of the locomotive drawing the train. The amended act also provides that, "to more fully carry into effect the objects of said act, the Interstate Commerce Commission may, from time to time, after full hearing, increase the minimum percentage of cars in any train required to be operated with power or train brakes which must have their brakes used and operated as aforesaid."

The evident purpose of the law is to ultimately require the use of air brakes on all cars of all freight trains, and the Commission is given power to bring this about as the state of equipment seems to permit. Recent accidents, involving loss of life and property, that have occurred by reason of the "buckling" of freight trains when emergency applications of air have been made on trains partially air braked, have demonstrated that such trains are really not under the control of the engineer of the locomotive drawing the train as required by law; and as the force of impact which causes this buckling is due to the presence of the unbraked cars on the rear portion of the train, it appears to the commission that the danger may be obviated by requiring a greater number of cars in trains to have their brakes operated by the engineer.

Therefore, the commission has issued the order calling upon the roads for the above information, and shortly after the first of October a date will be fixed for a hearing with a view to issuing an order increasing the minimum percentage of air brakes to be used on freight trains to as great an extent as conditions will permit. A Record Run Over the A., T. & S. F. R. R.

The Scott special over the Atchison, Topeka & Santa Fe, in July, with a baggage car, dining car and Pullman, weighing 338 tons, was much talked about, and well it might be, for it was certainly a

wonderful performance, considering the grades and distance, and that it is a single track road.

The contract with Scott involved a payment of $5,500 with a forfeit of $500 if he was not landed in Chicago within 50 hours, one hour and forty-five minutes less time than the Lowe special which was thought at the time to be phenomenal, but this time was reduced more than six hours, the whole 2,265 miles being made in a little over 45 hours, with the astonishing average of 50 miles an hour for the whole distance, the speed ranging from 26 to 106 miles an hour. The train left Los Angeles at 1 P. M. and arrived at

112.8

44

7:52

55.0

104.7

9:36

62.2

134.3

11:54

Emporia

A. T.Jt. (Ks. City) 123.4 Marceline......... 108.0

55. I

Shopton............ Chillicothe.. Chicago The run from Los Angeles to Albuquerque, 888.1 miles, was made in 19 hours and 32 minutes. Average, 45.47 miles per hour; deducting dead time the speed average was 46.2 per hour. From Albuquerque to Chicago 1,359.7, was made in 25 hours and 16 minutes. Average, 53.8 miles per hour; deducting dead time, the running time was 57.6 per hour. With grades in the mountain districts as high as 3'.37, taking a train over 2,265 miles of single track road, traversing the states of California, Arizona, New Mexico, Colorado, Kansas, Missouri and Illinois, in 44 hours and 48 minutes is certainly a wonderful performance, and is a great credit to the mountain engineers (including helpers) who handled the train.

General Passenger Agent J. J. Byrne is reported as saying that the Scott special will likely stand as the top notch in fast railroading until there is a shorter road between Los Angeles and Chicago, and said incidentally: It is the character and ability of the men which a road has at its disposal that gives it a record for speed. The officials all seem pleased with the success of the run, and that it was done without a single mishap, which indicates that the Santa Fe equipment and track are in excellent condition,

Address all matter for publication-Correspondence, Technical and Link Departments, changes in Division Addresses, Special Notices, and address of Outside Subscribers to C. H. SALMONS, S. G. E., Editor JOURNAL.

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TRADE 36 COUNCIL 5

SEPTEMBER, 1905.

Proper Names.

We desire to call the attention of all those whose duty it is to correspond with the Grand Officers relative to the personnel of our membership. Everyone will realize the necessity of accuracy in names of persons, and while we are pretty good at reading almost any kind of writing, we receive some letter containing names at which we can only guess, or be to the trouble of writing, requesting each letter to be made plain and distinct. This, of course, requires an answer, two letters which would not need to be written if the writer will take pains and make each letter plainly in the whole name. Try and help us out, Brothers, by being very particular in making each létter in each proper name. It will save a lot of needless study trying to figure them out, with possibly a mistake at the end, unless the two letters are written, one to ask what it is, the other to explain, both of which may be obviated with a little care.

Associated Liberty.

We have approximately 52,000 members of the B, of L. E. presumed to be good

and true members of an organization formed for the mutual benefit of all, and in taking an obligation to the laws which have been found necessary to protect that common interest, each individual has restricted his individual liberty to do whatever he pleases in order to secure the benefits which accrue from an association wherein he is restricted to do what he ought in that common interest in which he shares, because of the compact; hence, personal liberty, within the law of the nation, the state, the community, or any organization within these, is the right to act without interference so long as that act is within the limits of the law to which he is obligated. Liberty without restriction is license, and if one may do as he pleases without regard to law or the interest of others, liberty would be dethroned, society disorganized, and the old mediæval principle would be enthroned, "He may take who has the power, and he may keep who can."

In this age of enlightenment, education, and moral elevation, we have a right to expect of every man that he will live in harmony with such duty as he has agreed to perform, whatever object may have induced the obligation, and it is a pleasant reflection that in our great family of obligated Brothers, there are but few who do not recognize that obligation and live in harmony with it, but there are a few in our association, as there are in all other associations, whose selfishness obliterates the principles of the Golden Rule and who would do as they please, regardless of their obligation to the laws of government to which they obligated themselves, and if there is an attempt to apply that law, resort to every means of evading their obligation, even to the extreme of appealing to the civil courts. It is unfortunate that one so short of manliness as to forget his plighted faith, should ever find his way into our family of men working faithfully to better the conditions of all our class, but one occasionally does get in, and when in, do their best to evade their obligation to the law, and when the law is applied, appeal even to the civil courts to restrain some factor from compelling them to do what they had solemn