The Seattle post-intelligencer. [volume] (Seattle, Wash. Terr. [Wash.]) 1888-1914, 1892-04-18
Number of passengers
nxraoa
The bulletin further says of the several
tables which it contains:

The bulletin further says of the several
tables which it contains:
The length of line Single track) in 1880, which
measures railway mileage IN this territory, was
43sS.25 miles, aud in 1859 IL 1913, be
ing an increase during the nine yesrs
covered by the report of 15410 per cent
As in the case Of all other groups the years 1857
and 1883 show activity in railway extension. but
this is by no means marked in group X The
railways west of the Rocky mountains are Pc
culiar In the large amount OF mileage leased for
the purpose of operation. Thus, in 1889, of the
total mileage operated, 50 miles were leased
by operating companies, as against 5.oo4S4 miles
directly owned,
The number OF ton miles accomplished per
freight engine in 1880 was 2o45, $50 and in 1889
2,s00,755 The number of passengers carried one
mile per passenger engine in 1880 was 1926, Ill
and in 1889 l,656.SS0. These figures do not indi-
cate a marked increase in economy of motive
power, which, however, is not to be imputed to
the technical administration of railways or to
the character OF the equipment, but to the fact
that the business of transportation in Group X
is not sufficiently dense to allow the most per-
feet adjustment in technical matters. This will
be clearly seen if the figures here presented be
compared with corresponding figures of any of
the groups of railways lying east of the Miss.s-
sippi river.
The tables of number of employees per
100 miles of road and amount of traffic
represented by each man employed in
transportation are summarized, and the
following conclusions are drawn:
From the first of the preceding summaries 1t
appears that there is no marked change In the
amount of labor employed per 100 miles of line,
the number being $50 in 1850 and 27S In 1889
The number of emp Dyes per 100 miles OF line
in New England in 1889 was 76l, and on railways
in the Middle States l.l3s All figures point
clearly to the fact that the territory served by
the railways in group has not yet developed
sufficiently to warrant the most economical
organization OF railway employees
The second of these summaries, however,
does indicate some advance in economy of
labor. Thus the number of tons of freight car
ried one mile in 1850 for which one man en-
gagged in conducting transportation is necessary,
was 1858, and in 1889, 1S0,905. In 1887, when
the business OF transportation was exception
ally good, it was 2Q7097. Corresponding figures
pertaining to passenger traffic indicate also
slight increase in economy Us com pared with
railways in other groups. However, these
figures do not indicate high degree of
economy.
The next table, which shows business
done, exhibits the number of tons of
freight moved, the number of tons of
freight moved one mile, the number of
passengers carried, the number of passen-
gers carried one mile, freight train mile
age, passenger tram mileage and all other
mileage. The bulletin summarizes it thus:
1t appears that the number of tons of freight
moved has increased from 2.sS5,Sls in 1880 to
1888 73 in 1882 being increase of 265 69 per
cent. The number of tons of freight moved one
mile during the period increased from
500, is6 in 1850 to Sos il 1889, being
increase of 2J5.62 per cent A comparison of
these percentages shows q slight increase in
long-Eaul traffic. The number of passengers
carried has increased from S,6i25l0 in 1850 to
20,i66,3i5 in lss9. The number OF passengers
carried one mile has increased from 239, s450l3
in 1880 to 76l ABS in 1889. being an increase of
2lI60. In passenger traffic, also, a comparison
OF the above percentages shows an increase in
the average journey. In this particular railway
traffic in Group Y differs from railway traffic in
any other group.
The increase in freight train mileage during
the ten years ending 1859 was 2l0. 20 per cent,
ard the increase ia passenger train mileage dur
ing the same period was 2g0.l0 per cent. A CON-
parison of these figures with the figures given
above strengthens the opinion that there has
been no very marked increase in the economy
with which the business OF transportation on
the raj ways in Group Y is carried on.
The next table shows earnings from
freight and passenger service assigned to
mileage of operated line. II is summed up
thus:
From the preceding summary il appears that
the gross earnings per mile of line has decreased
from s6,lc19l in ISIS to s5,54065 in lss9 This
decrease IN large measure due to the de-
crease in receipts from freight traffic. Thus, i'll
$50 the receipts from freight traffic were
st022.4 per mile OF line. and in 1883 they were
s3sl6 % per mile OF line. The lowest point
reached IS observed TO be in the year 1875, when
the receipts from freight service Tell to s29i7 50
per Iniie Of line.
Then comes the following table of re-
ceipts per mile for freight and passengers.
The figures for passengers include also the
receipt for mail and express. for which IL
per cent should be deducted: