New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-16

preparations. But IL Is encOurag-
ing to note that the future is not
altogether neglected. One interest
ing development of the week was
the announcement Of the formation
of a bank to stimulate our trade in
Asia That trade is well worth
any effort that may be required to
hold it. In the nine months ended
March 81 last our exports to
Oceanic were valued at S341,20S,-
Goa. Our imports were no less
than $685., 322,419. We cannot
hope to keep the figures at such
a level against the fierce competi-
ton to be encountered when the
war ends, unless adequate prepare.
lions are made in the meantime.
Statistics Just prepared for the
American Railway Association give
for the first time an accurate
measure of the freight service rem
dered by American railroads in
1917, the most trying year in their
history 1t is record Of remarkable
performance. Consider the statis-
tics of tonnage alone. In 1917
TIE carriers provided transporta-
ton equivalent to the moving Of
289,168,754,904 revenue Ans Of
freight one mile. In 1916 the reve-
nue. ton mileage-a record up to
that time-was 357, 670,566, 671
tons, performance which railroad
men then said could not be exceeded
without further large extension of
trackage. The fact is that the 1917
record was achieved on more than
hundred miles less track. But
for striking illustration of the war
service of the carriers, the contrast
must be made with 1915. In that
year the freight movement equalled
29S,184,700.4l8 revenue ton miles.
Thus, in 1917 the freight movement
was 90,984, o54,486 revenue ton
miles-30.5 per cent.-greater than
in 1915.
Surprising as these statistics are,
however, they become really amaz-
ing when considered in connection
with other significant figures, for
this vast increase in traffic was at
tanned almost wholly by increased
operating efficiency. The net ad-
ditions in equipment Herewith to
move the freight were almost neg
ligible. Bear in mind the fact that
the service rendered In 1917 was
S0.5 per cent. greater than that
provided in 1915, and observe the
equipment statistics. The average
number of freight locomotives in
service was only 3.3 per cent.
greater. The average number of
freight cars in service was only 2
per cent greater. And the equip
ment in service last year was
not In as efficient condition as
was that in service two years be-
fore, for the simple reason that
there was not time enough to make
the repairs necessary to keep the
rolling stock in top condition.
But every locomotive and every
freight car was put to work in a
manner that even the wisest of
traffic experts thought impossible.
Pressed with freight beyond ca
pacity, cars were loaded with I'M
precedented heaviness. The number
OF tons a loaded car jumped from
24.l In 1915 to 269 in 1917-an
increase of ll.6 per cent. And
when started on its journey the car
travelled two miles day further
than 1t was moved in 1915. To do
that new records had to be estabi-
hshed in locomotive service. The
locomotive travelled 66.9 miles a
day, against 60.8 miles in 1915. and
1t was thus speeded up in spite Of
the fact that the load it hauled had
increased from STA tons to GAO
tons, or 1871 per cent.
Those who talk Of the breakdown
Of our railroads might do we'll to
ponder over these figures, while re-
Numbering that almost up to the
time the government interviewed the
carriers were gaining constantly in
efficiency. The statistics may be a
source OF cheer to those owners Of
railroad securities who expect the