The daily telegram. [volume] (Clarksburg, W. Va.) 1901-1926, 1913-10-31
REASONS ARE GIEN
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Continued from page LII
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changes mentioned are still at work,
said Mr. Willard, and 1t is reason
able to suppose that the same cause
! will produce the same effect
4 As showing how some OF these in
creased costs had been offset. Mr..
4 Willard said: III was urged at the
former hearing that the railroads
might very largely increase their net
4 revenue by greater efficiency IN oper-
alton. 1t was even suggested that the
railroads in the country as whole
might in that way effect savings OF
as much as 100000 per day. No
Z railroad manager disputed the fact
that greater efficiency was possible,
and suppose you as business men
will admit that 1t is also possible to
have more efficient methods in the
operations Of your own business; and
the railroads are no exception in that
respect.
Speaking again for the Baltimore
and Ohio, because am familiar with
Its figures, may say as o matter Of
information that during the last three
years, this company has made yigor-
GUS effort to increase its freight train
(, load. That subject was given special
4 consideration because 1t was felt that
greater results could be achieved in
| that direction. The results obtained
are reflected in the following figures:
l The average freight train load OF the
Baltimore and Ohio Company in 1910
was Az tons; in 1913 it had been
raised to $50 tons per train mile. The
freight traffic moved by the Baltimore
and Ohio Company in 1913 amounted
to something over $4,000, 100000 ton
miles. If the freight train load in 1918
had remained the same as 1t was in
1910, 1t would have required the run
ming of over 100000 more freight
train miles in 1918 than were required
on the higher train load basis, and
assuming that the train mile so saved
would have cost fifty cents, 1t Is APP
parents that the direct savings ac-i
cruing to that company, because of
the increased train load, was some
thing over 81 100000.
II feel that the Baltimore aud Ohio
Company has to some extent, at least,
responded to the demands for greater
efficiency, although well understand
that there is yet much that We can do
in that direction 1t should be re
membered, however, that very large
sum OF money was spent by that COM
pany for larger cars and engines, and
+ for other facilities, in order to ac-
compllsh the increased train, load. /
would not like to have it thought that
/ the Baltimore and Ohio is an eXcep-
ton in this particular direction. 1
! happen to know that the other COM
panies have been giving as much
thought to this same question, but not
necessarily in the same direction. It
was possible for the Baltimore and
1 Ohio Company to increase its train
load; some of the others, perhaps,
\ had already exhausted the possibilities
I in that direction, and consequently
were obliged to look in other direc-
tons for results
/ Continuing, Mr.. Willard said:eI
l"Thls thought, l think. should be
clearly understood by all. This ma
ton has been developed upon the
economic principle that we shall
raise our wheat and obtain our coal
and ore at those places where each
can be produced TO the best advant-
age, and having procured our natural
products from the places where each
can be obtained most economically.
we then depend upon, our transporta-
ton system to take the wheat, the
! coal and the ore from where each 10
produced to where each is wanted
either by the manufacturer, or by the
ultimate consumer The effect of this
policy is suggested in one simple
comparison: The last figures that
have seen concerning the railroads Of
the German empire. show that the
Prussian railroads handled in 1909
606 tons OF freight one mile per cap
tia. while in the United States during
the same year, the number of tons
handled by the railroads per capita,
amounted to 9,S44, or nearly FIVE
times the amount of Prussia. This
shows the very great use which is