St. Paul daily globe. [volume] (Saint Paul, Minn.) 1884-1896, 1891-11-30

Inc ROADS winch converge In
Chicago, lying east of the Missouri
river, that is, group VI, are capitalized
at S47,645 per mile of line, which fairly
represents the capitalization in the other
sections of the country. exclusive of the
middle states and the Pacific slope.
The capitalization of railway prop
erty is largely in excess of its market
value. The interest on railway bonds
and the final net earnings available for
dividends may be accepted as the
amounts accruing to the owners OF
railways on their investment. The
amount paid in interest was $780,
417.937; the final net earnings were
SlO6, 967, 1884. If the sum Of these amounts
be capitalized at per cent it shows that
the value Of railway property consid-
cred as an investment, estimated on the
operations OF railways for the year end
ing June 80, 1890, was S6,667, 71S. APO,
which is equivalent TO S42.631 per mile
of line.
Public Service of Railways - The
number of passengers carried by the
railways Of the United States during the
year was 1872, $780, 66. The number of
passenger miles, that is to say, the ag
gregate number of miles travelled by all
passengers, was 11,S47, 1851 This
shows an average journey of 2l.06 miles
per passenger. Passenger train mile
age for the same period was 2S5, SO, S04.
showing the average number of pas
sengerS carried in train to be Al.
The number of tons of freight carried
by the railroads Of the United States
during the year covered by the report
was 636, AL 17; the number of tons
carried one mile was 76,207. 047, 29S.
This shows the average carry per ton
n hnx af.~l,t
train mileage was 49,. 170.Sl2, showing
have been 174O5.
The number of passengers carried
one mile per mile of line for the rail-
ways of the entire country was 1871.
The number of tons of freight carried
one mile per mile of line was 4S7, 245.
These figures measure the density of
traffic. If corresponding figures
be given for the various
groups into which the territory
of the country is divided, it shows that
the number of passengers carried one
mile per mile of line in the New Eng
land states. group l., was 233, $50, and in
the Middle states, group H., 1874, 121.
This shows the greater density
of passenger traffic in the districts
named. The number of tons of
AiNl~hV O"i iiOu OllO HllIO pei IhlIO
of line in the Middle states was 1,34S,-
1O7 and in Indiana, Ohio and in the
southern peninsula of Michigan, Group
Ill, it was 793, 1862; in the Gulf states,
Group V. it was 304. 800, and on the Pa
enc slope, Group X, it was 191, SOC.
These figures show how diverse are the
conditions, so far as density of traffic is
concerned, under which the railways in
the various sections are operated.
The revenue per passenger per mile
of line for all the railways in the United
States was 2.167 cents; the average cost
OF carrying one passenger one mile was
1.917 cents. The revenue for carrying a
ton of freight one mile was 941 cents;
the cost Of carrying ton of freight one
mile was .604 cents. The revenue from a
passenger train run one mile on all the
railways in the United States was
$l.0S.04I; the cost Of running pasSen-
ger train one mile was S0.984 cents.
The revenue from a freight train run
ming one mile was Sl.65.434; the aver
age cost of running a freight train
one mile was Sl.05.7ll. These fig
ureS show the margin from when
railways must secure their profit in the
business of Transporting passengers and
freight The revenue per ton and per
passenger per mile differ greatly in the
various sections of the country. The
lowest receipts per ton per mile are in
the states of Indiana, Michigan and Ohio,
group Ill, being .695 cents. The
highest rate of revenue is found on the
Pacific slope, group ", it being 1,651
cents. The lowest receipts for carrying
a passenger one mile are found in New
England states, Group l., being 1912
cents. The highest receipts for carry
q upila fOn1,H in,
Louisiana, Texas and New Mexico,
group TX, being 2.5S3 cents. These
figures represent heaverage Of charges,
and not the rates on any particular COM
modify or for any particular trip.
AccidentS-Ihe total humber of per-
sons reported by railways as killed dur
ing the year was $500, and the total
number reported as injured was 29.O34.
Of the total number killed, 2,451 were
employees, 2S5 passengers, and 1854
were claSsed as other persons. In
this latter figure are included
the large number of suicides.
OF the total number injured %, 800 were
employees, 2,444 passengers, besides
1920 unclaSsified. If the number of
employees killed be assigned TO the total
number, it apperrs that one death oc-
curS for every 306 men employed on the
railways, and one injury occurs for every
80 men employed. The largest number of
casualties occur to men engaged directly
in handling trains. Thus while train
men represent but IS per cent of the
total number of employees, the casual
ties sustained by them account for So
per cent of total casualties. A pas
senger riding continuously at the
rate of thirty miles an hour
might expect immunity from death
by railway accident for LOO years, but
an engineer. brakeman or a conductor,
under the same conditions, is liable to
fatal accident at the expiration of forty
years. The most common accident to
which railway employees are liable re-
suits from coupling and uncoupIing
cars. The total number of casualties
that can be traced to this source is
S,210, of which 800 were fatal.